GO-007-LNG Norman Lady - Cargo Operating Manual

Norman Lady Cargo Operating Manual
Cargo Operating Manual 2.1d Relative Density of Methane and Air 4.7.1 Inert Gas Generators
2.2.1a Flammability of Methane, Oxygen and Nitrogen Mixtures 4.7.2 Nitrogen Generator
List of Contents 2.2.2a Structural Steel: Ductile to Brittle Transition Curve 4.7.3 Void Space Dryers
Issue and Update
Cargo Symbols and Colour Scheme Part 3: Distributed Control System (DCS) 4.8 Custody Transfer System
Electrical and Instrument Symbols 4.8.1 Custody Transfer System (CTS)
3.1 Cargo Control Room (CCR) Arrangement 4.8.2 Float Level Gauges
Introduction
4.8.3 Loading Computer
3.2 Vessel Control System
Part 1: Design Concept of the Vessel 3.2.1 Damatic XD Distributed Control System (DCS) Overview 4.9 Gas Detection Systems
1.1 Principal Particulars 3.2.2 Operator Stations 4.9.1 Fixed Gas Detection Systems
1.1.1 Ship Principal Particulars 3.2.3 Screen Displays 4.9.2 Portable Gas Detection Instruments
1.1.2 Principal Particulars of Cargo Machinery 3.2.4 Operation
3.2.5 Mimics 4.10 Valve Remote Control and Emergency Shutdown System
1.1.3 General Arrangement
3.2.6 Cargo and Ballast Operations 4.10.1 Cargo Valve Remote Control System
1.1.4 Tanks and Capacity Plan
4.10.2 Emergency Shutdown System
1.2 Rules and Regulations Illustrations 4.10.3 Ship Shore Link
3.1a Cargo Control Room Layout
1.3 Cargo System Technology 3.1b Cargo Control Room Console 4.11 Relief Systems
1.3.1 Cargo Containment System Principle 3.2.1a Distributed Control System Overview 4.11.1 Cargo Tank Relief Valves
1.3.2 Kvaerner-Moss Cargo Containment 3.2.2a Operator Station Keyboard 4.11.2 Line Relief Valves
1.3.3 Failure of Containment 3.2.3a Screen Display 4.11.3 Void Space Relief Valves
1.3.4 Void Spaces 3.2.3b Operating Panel Display
3.2.4a Operation 4.12 Ballast System
1.4 Hazardous Areas and Zones 3.2.5a Mimics 4.12.1 Ballast Piping
3.2.6a Ballast Operating Display Screens 4.12.2 Ballast Control and Indicating System
Illustrations
1.1.3a General Arrangement Part 4: Cargo and Ballast Systems Illustrations
1.1.3b Compressor Room Layout 4.1.1a Leakage Pipes
1.1.4a Tank Capacity Plan 4.1 Cargo Containment and Monitoring Systems 4.1.2a Temperature and Pressure Monitoring System
1.3.2a Construction of Containment System - Equatorial Ring and 4.1.1 Liquid Leakage Detection 4.1.3a High Level and Overfill Alarm System
Wedge Space 4.1.2 Temperature and Pressure Monitoring System 4.2a Cargo Piping System
1.3.2b Construction of Containment System - Rupture Discs 4.1.3 High Level and Overfill Alarm System 4.2b Manifold Arrangement
1.3.2c Construction of Containment System - Dome and Tank Access 4.2.3a Spray Pipes in the Cargo Tanks
1.3.2d Construction of Containment System - Insulation 4.2 Cargo Piping System 4.3.1a Main Cargo Pump
1.3.2e Construction of Containment System - Piping Insulation 4.2.1 Liquid Line 4.3.1b Pump Arrangement in Cargo Tank
1.3.4a Void Spaces and Ventilation 4.2.2 Vapour Line 4.3.2a Spray Pump
1.3.4b Relationship between Corrosion and Relative Humidity 4.2.3 Spray Line 4.4.1a High Duty Compressor
1.4a Hazardous Areas and Gas Dangerous Zones 4.2.4 Fuel Gas Line 4.4.1b High Duty Compressor Performance Curves
4.2.5 Vent Masts 4.4.2a Low Duty Compressor
Part 2: Properties of LNG 4.2.6 Inerting/Aeration Line 4.4.2b Low Duty Compressor Performance Curves
4.5a Cargo Heater
2.1 Physical Properties and Composition of LNG 4.3 Cargo Pumps 4.6a LNG Main Vaporiser
4.3.1 Main Cargo Pumps 4.7.1a Inert Gas System
2.2 Characteristics of LNG 4.3.2 Stripping/Spray Pumps 4.7.2a Nitrogen Generator
2.2.1 Flammability of Methane, Oxygen and Nitrogen Mixtures 4.7.2b Nitrogen System
2.2.2 Supplementary Characteristics 4.4 Gas Compressors
4.7.3a Void Space Dryers
4.4.1 High Duty Compressors
4.8.1a CTS Printout
2.3 Health Hazards 4.4.2 Low Duty Compressor
4.8.2a Whessoe Float Level Gauge
4.5 Cargo Heaters 4.8.3a Loading Computer Screen
Illustrations
4.9.1a Ballast and Void Spaces Gas Sampling System
2.1a Vapour Pressure Diagram of Liquid Cargoes
4.6 LNG Vaporisers 4.9.1b Boil Off Gas Pipe Vent Duct Gas Sampling System
2.1b Physical Properties of LNG
4.9.1c Cargo Areas Gas Sampling System
2.1c Composition of LNG from Major Export Terminals (Mol%)
4.7 Void Space Systems 4.9.2a Portable Gas Detectors
Issue: 2 Front Matter - Page 1 of 9

4.10.1a Cargo Valve Remote Control System 5.5.2b Fire Fighting Equipment Decks 3 and 4 6.4.3a Cargo Loading with Vapour Return to Shore via the High
4.10.1b Cargo Gate Valve 5.5.2c Fire Fighting Equipment Decks 5 and 6 Duty Compressors
4.10.2a Fibre Optic Ship-Shore Link System and Pneumatic ESD 5.5.2d Fire Fighting Equipment Upper Deck and Engine Room 6.4.3b Completing Loading
Circuit 5.5.3a Lifesaving Equipment Decks 1 and 2 6.4.4a Deballasting
4.10.2b Emergency Shutdown Logic 5.5.3b Lifesaving Equipment Decks 3 and 4 6.5.1a Loaded Voyage with Normal Boil-Off Gas Burning
4.11.1a Cargo Tank Relief Valves 5.5.3c Lifesaving Equipment Decks 5 and 6 6.6.1a Preparations for Discharging
4.11.3a Void Space Relief Valves 5.5.3d Lifesaving Equipment Upper Deck and Engine Room 6.6.2a Liquid Line Cooldown
4.11.3b Monitoring of Pressure Relatives (Tank-Void Space-Atmosphere) 6.6.3a Arm Cooldown Before Unloading
4.12.1a Ballast Piping System Part 6: Cargo Operations 6.6.4a Discharging Cargo
6.6.4b Discharging
Part 5: Cargo Auxiliary and Deck Systems 6.1 Operating Procedures Overview 6.6.5a Ballasting
6.7.1a Stripping and Line Draining
5.1 Fire Detection System 6.2 Post Dry Dock Operation 6.7.2a Tank Warm Up
6.2.1 Drying Cargo Tanks and Void Spaces 6.7.3a Inerting
5.2 Fire Fighting Systems
6.2.2 Inerting Cargo Tanks 6.7.4a Aerating
5.2.1 Fire and Deck Wash System
6.2.3 Gassing Up Cargo Tanks
5.2.2 Water Spray System
6.2.4 Cooling Down Cargo Tanks Part 7: Emergency Procedures
5.2.3 Forward Emergency Fire Pump System
5.2.4 Dry Powder Systems 6.3 Ballast Passage 7.1 LNG Vapour Leakage to Insulation Space
5.2.5 CO2 System 6.3.1 Cooling Down Cargo Tanks Prior to Arrival
5.2.6 Emergency Headquarters 7.2 LNG Liquid Leakage to Insulation and Void Space
6.4 Loading 7.2.1 Use of Eductors for LNG removal
5.3 Cargo Compressor Room Systems 6.4.1 Preparations for Loading
5.3.1 Cooling Water System 6.4.2 Cargo Lines Cooldown 7.3 Water Leakage to Void Spaces
5.3.2 Steam to Cargo Consumers 6.4.3 To Load Cargo with Vapour Return to Shore via the High 7.3.1 Use of Eductors for Water Removal
Duty Compressors
5.4 Deck Machinery and Systems 7.4 Failure of Cargo Pumps - Emergency Discharge
6.4.4 Deballasting
5.4.1 Mooring Winches Windlasses and Deck Steam System
5.4.2 Mooring Plan 6.5 Loaded Voyage With Boil-Off Gas Burning 7.5 Fire and Emergency Breakaway
5.4.3 Pilot and Accommodation Ladders 6.5.1 Loaded Voyage with Normal Boil-Off Gas Burning
5.4.4 Deck Cranes 7.6 One Tank Operation
6.6 Discharging with Gas Return to Shore 7.6.1 One Tank Warm Up
5.5 Safety Plan 6.6.1 Preparations for Discharging 7.6.2 One Tank Gas Freeing
6.6.2 Liquid Line Cooldown 7.6.3 One Tank Aerating
Illustrations
6.6.3 Arm Cooldown Before Unloading
5.1a Fire Detection System 7.7 Ship to Ship Transfer
6.6.4 Discharging Cargo
5.2.1a Fire and Deck Wash System 7.7.1 General Safety
6.6.5 Ballasting
5.2.2a Water Spray System 7.7.2 Pre-Mooring Preparations
5.2.3a Forward Fire Pump System 6.7 Pre Dry Dock Operations 7.7.3 Mooring
5.2.4a Dry Powder Systems 6.7.1 Stripping and Line Draining 7.7.4 Transfer Operations
5.2.4b Dry Powder Systems: Hose Boxes and Units 6.7.2 Tank Warm-Up 7.7.5 Unmooring
5.2.5a CO2 System 6.7.3 Inerting
5.3.1a Cargo Plant Water Cooling System 7.8 LNG Jettison
6.7.4 Aerating
5.3.2a Steam to Deck Consumers
5.4.1a Mooring Winches and Deck Steam System 7.9 General Emergency Procedures
Illustrations
5.4.1b Winch/Windlass 6.1a Operating Procedures Schedule Illustrations
5.4.2a Mooring Arrangement 6.2.1a Drying Cargo Tanks and Void Spaces 7.1a Vapour Leakage to Insulation Space
5.4.3a Required Boarding Arrangement for Pilot 6.2.2a Inerting Cargo Tanks 7.2.1a Use of Eductors for LNG Removal
5.4.3b Pilot and Accommodation Ladders 6.2.3a Gassing Up Cargo Tanks 7.3.1a Use of Eductors for Water Removal
5.4.4a Deck Cranes 6.2.4a Cargo Tanks Cooldown Rates 7.4a Emergency Discharge
5.5.1a Fire Detection and Alarms Decks 1 and 2 6.2.4b Cooling Down Cargo Tanks During Loading 7.6.1a One Tank Warm Up
5.5.1b Fire Detection and Alarms Decks 3 and 4 6.3.1a Cooling Down Cargo Tanks Prior to Arrival 7.6.2a One Tank Gas Freeing
5.5.1c Fire Detection and Alarms Decks 5 and 6 6.4.1a Preparations for Loading 7.6.3a One Tank Aerating
5.5.1d Fire Detection and Alarms Upper Deck and Engine Room 6.4.2a Cargo Lines Cool Down
5.5.2a Fire Fighting Equipment Decks 1 and 2

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footer is the issue number.
Details of each section are given in the first column of the
issue and update control table. The table thus forms a
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The information and guidance contained herein is produced
for the assistance of certificated officers who by virtue of
such certification are deemed competent to operate the
vessel to which such information and guidance refers. Any
conflict arising between the information and guidance
provided herein and the professional judgement of such
competent officers must be immediately resolved by
reference to Höegh Fleet Shipping Co. Ltd Technical
Operations Office.

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

List of Contents February 2004 April 2005
Text
Cargo Symbols and Colour Scheme February 2004 February 2004
3.1
Electrical and Instrumentation Symbols February 2004 February 2004
April 2005 3.2
Introduction February 2004 February 2004
3.2.1
3.2.2 February 2004
Text February 2004
3.2.3
1.1 February 2004 February 2004
3.2.4
1.1.1 February 2004 February 2004
3.2.5
1.1.2 February 2004
3.2.6
1.1.3 February 2004
1.1.4 February 2004
Illustrations
1.2 February 2004 April 2005 February 2004
3.1a
3.1b
3.2.1a
3.2.2a
3.2.3a
3.2.3b
3.2.4a February 2004
Illustrations February 2004
3.2.5a
1.1.3a February 2004 February 2004
3.2.6a
1.1.3b February 2004
Text
4.1
1.3.2b February 2004 February 2004
4.1.1
1.3.2c February 2004 Sept. 2005 February 2004
4.1.2
1.3.2d February 2004 Sept. 2005 February 2004
4.1.3
1.3.2e February 2004 February 2004
4.2
1.3.4a February 2004 Sept. 2005 February 2004
4.2.1
1.3.4b February 2004 February 2004
4.2.2
1.4a February 2004 February 2004
4.2.3 April 2005
4.2.4 February 2004 Sept. 2005
Text February 2004
4.2.5
4.2.6
4.3
4.3.1
4.3.2
4.4
4.4.1 February 2004
Illustrations February 2004
4.4.2
2.1a February 2004 February 2004
4.5
2.1b February 2004 February 2004
4.6
2.1c February 2004 February 2004
4.7
2.1d February 2004 February 2004
4.7.1
4.7.2
4.7.3
4.8 February 2004
4.8.1 February 2004

4.8.2 February 2004 4.10.1b February 2004
4.8.3 February 2004 4.10.2a February 2004
4.9 February 2004 4.10.2b February 2004
4.10 February 2004 4.11.3b February 2004
4.10.2 February 2004
4.10.3 February 2004 Text
4.11 February 2004 5.1 February 2004
4.11.1 February 2004 5.2 February 2004
4.11.2 February 2004 5.2.1 February 2004
4.12 February 2004 5.2.3 February 2004
5.2.6 February 2004
Illustrations 5.3 February 2004
4.1.1a 5.3.1 February 2004
4.1.2a February 2004 5.3.2 February 2004
4.1.3a February 2004 5.4 February 2004
4.2a February 2004 5.4.1 February 2004
4.2b February 2004 5.4.2 February 2004
4.3.1b February 2004 5.5 February 2004
4.4.1a February 2004 Illustrations
4.4.1b February 2004 5.1a February 2004
4.4.2a February 2004 5.2.1a February 2004
4.4.2b February 2004 5.2.2a February 2004
4.5a February 2004 5.2.3a February 2004
4.6a February 2004 5.2.4a February 2004
4.7.1a February 2004 5.2.4b February 2004
4.9.1b February 2004 5.4.3b February 2004
4.9.1c February 2004 5.4.4a February 2004


5.5.1d February 2004 6.4.1a February 2004 April 2005
5.5.2a February 2004 6.4.2a February 2004 April 2005
5.5.2c February 2004 6.4.3b February 2004
5.5.2d February 2004 6.4.4a February 2004
5.5.3d February 2004 6.6.3a February 2004
Text 6.6.4b February 2004
6.1 February 2004 April 2005 6.6.5a February 2004
6.2 February 2004 6.7.1a February 2004
6.2.1 February 2004 April 2005 6.7.2a February 2004
6.2.2 February 2004 April 2005 6.7.3a February 2004
6.2.3 February 2004 April 2005 6.7.4a February 2004 April 2005
6.2.4 February 2004 April 2005
6.3 February 2004 April 2005 Text
6.3.1 February 2004 7.1 February 2004 April 2005
6.4.1 February 2004 April 2005 7.2.1 February 2004 April 2005
6.4.2 February 2004 April 2005 7.3 February 2004
6.6 February 2004 7.6.1 February 2004 April 2005
6.6.1 February 2004 7.6.2 February 2004 April 2005
6.6.2 February 2004 April 2005 7.6.3 February 2004 April 2005
6.6.4 February 2004 April 2005 7.7.1 February 2004
6.7 February 2004 7.7.3 February 2004
6.7.4 February 2004 April 2005 7.9 April 2005
Illustrations Illustrations
6.1a February 2004 April 2005 7.1a September 2004 Sept. 2005
6.2.1a February 2004 7.2.1a February 2004 Sept. 2005
6.2.2a February 2004 7.3.1a February 2004 Sept. 2005
6.2.3a February 2004 7.4a February 2004
6.2.4b February 2004 April 2005 7.6.2a February 2004

Cargo Symbols and Colour Scheme
H P Intermediate Position Mud Box

Stop Valve Air Horn Tank Penetration
Control
Thermostatic Temp. Simplex Strainer

Gate Valve HB Fire Hose Box Air Regulating Valve
Regulating Valve
Colour Scheme
P
Butterfly Valve P Pneumatic Y-Type Strainer FB Foam Box FM Flow Meter
Quick-Closing Valve
Steam
Screw Down Non-Return H

H Hydraulic Steam Trap With Strainer Condensate
Accumulator Flame Arrester
Valve Quick-Closing Valve and Drain Cock
Inert Gas
Normally Open
Lift Check Non-Return S Sounding Head with Not Connected or
Solenoid Actuator N.O or N.C Dry Air
Valve Filling Cap Crossing Pipe Normally Closed
Moist Air
Swing Check Valve Cylinder Piston Actuator Hopper Without Cover Connected Crossing Pipe Drain Trap
LNG Liquid
Hose Valve Spring Vent Pipe T Pipe LNG Vapour
LNG Vapour (Warm)

Vent Pipe with
3-Way Valve Weight Blind (Blank) Flange Level Gauge Level Gauge Ballast/Sea Water
Flame Screen
(Cylindrical Type) (Float Type)
Nitrogen
Spectacle Flange
Self-Closing Valve Float Flow Meter
( Open, Shut)
Fresh Water
Wire Quick-Closing Valve Centrifugal Type Pump Observation Glass Lubricating Oil
Orifice
Auto Filter Compressed Air
Safety / Relief Valve Gear Type Pump Deck Stand (Manual) Overboard Discharge
Bilge Water/Steam Exhaust
Fire Main/Wash/Spray Water

P1 P2
Pressure Reducing Valve Screw Pump H Deck Stand (Hydraulic) Flexible Hose Joint
CO2 Smothering
2-Way Cock (S-Type) Mono Pump Angled Screw Down Storm Valve Diesel Oil
Non-Return Valve
3-Way Swing Valves Electrical Signal
3-Way Cock Magnetic Valve Spool Piece
Reciprocating Type Pump Instrumentation
(L-Type / T-Type)
4-Way Cock Hand Pump Flow Control, Diaphragm Filter

Type Valve
Hand Operated Eductor (Ejector) Non-Return Ball Valve Discharge/Drain
Hydraulic Operated Filter Regulating Valve

Suction Bellmouth Relief Valve
(Open/Shut) With Strainer
P Pneumatic Operated
Rose Box Surface Valve Restrictor
(Open/Shut)

Electrical and Instrument Symbols
CP Compound Gauge
Transformer DPI Differential Pressure Indicator
DPS Differential Pressure Switch
DPT Differential Pressure Transmitter
I Current to Press FD Flow Detector
P Converter FS Flow Switch
FT Flow Transmitter
P Press to Current IL Indication Lamp
I Converter LAH Level Alarm High
LAL Level Alarm Low
LI Level Indicator
Making Contact LIC Level Indicating Controller
LS Level Switch
LT Level Transmitter
Breaking PAH Pressure Alarm High
PAL Pressure Alarm Low
PI Pressure Indicator
Disconnection Switch PIC Pressure Indicating Controller
PIAH Pressure Indicator Alarm High
PIAL Pressure Indicator Alarm Low
Snap Switch PIAHL Pressure Indicator Alarm High Low
PS Pressure Switch
PT Pressure Transmitter
Earth SAH Salinity Alarm High
TAH Temperature Alarm High
TAL Temperature Alarm Low
TI Temperature Indicator
Shield Wire
TIC Temperature Indicating Controller
TIAH Temperature Indicator Alarm High
TIAL Temperature Indicator Alarm Low
Battery TIAHL Temperature Indicator Alarm High Low
TS Temperature Switch
TT Temperature Transmitter
GM Governor Motor VAH Viscosity Alarm High
VAL Viscosity Alarm Low
VCA Vacuum Alarm
DG Diesel Generator VCI Vacuum Indicator
VCT Vacuum Transmitter
VI Viscosity Indicator
VT Viscosity Transmitter
M AC Induction Motor XS Auxiliary Unspecified Switch
ZI Position Indicator
ZS Limit Switch
Zener Diode
Locally Mounted
XXX
Instrument
XXX Remotely Mounted

XXXX Instrument

Introduction In the design of equipment and machinery, devices are included to ensure that, Illustrations
as far as possible, in the event of a fault occurring, whether on the part of the All illustrations are referred to in the text and are located either in-text where
General equipment or the operator, the equipment concerned will cease to function sufficiently small or above the text, so that both the text and illustration are
Although the ship is supplied with shipbuilder’s plans and manufacturer’s without danger to personnel or damage to the machine. If these safety devices accessible when the manual is laid face up. When text concerning an
instruction books, there is no single handbook which gives guidance on are neglected, the operation of any machine is potentially dangerous. illustration covers several pages the illustration is duplicated above each page
operating complete systems, as distinct from individual items of machinery. of text.
Description
The purpose of this manual is to fill some of the gaps and to provide the ship’s The concept of this Operating Manual is based on the presentation of operating Where flows are detailed in an illustration these are shown in colour. A key of
officers with additional information not otherwise available on board. It is procedures in the form of one general sequential chart (algorithm) which gives all colours and line styles used in an illustration is provided on the illustration.
intended to be used in conjunction with the other plans and instruction books a step-by-step procedure for performing operations. Details of colour coding used in the illustrations are given in the colour
already on board and in no way replaces or supersedes them. scheme.
The manual consists of introductory sections which describe the systems and
In addition to containing detailed information of the cargo equipment and equipment fitted and their method of operation related to a schematic diagram Symbols given in the manual adhere to international standards and keys to the
related systems, the CARGO SYSTEM and OPERATING MANUAL contains where applicable. This is then followed where required by detailed operating symbols used throughout the manual are given on the following pages.
safety procedures and procedures to be observed in emergencies and after procedures for the system or equipment involved.
accidents. Quick reference to the relevant information is assisted by division Notices
of the manual into parts and sections, detailed in the general list of contents on The overview of machinery operations, as detailed in Section 1, consists of a The following notices occur throughout this manual:
the preceding pages. Reference is made in this book to appropriate plans or basic operating algorithm which sets out the procedure for operations from pre-
instruction books. paring the plant for operation from dead ship condition, to shutting down the WARNING
plant in readiness for dry dock. The relevant illustration and operation section Warnings are given to draw reader’s attention to operation where
In many cases the best operating practice can only be learned by experience. number is located on the right hand side of each box. DANGER TO LIFE OR LIMB MAY OCCUR.
Where the information in this manual is found to be inadequate or incorrect,
details should be sent to the Hoegh Fleet Services AS LNG Operations Office Each machinery operation consists of a detailed introductory section which CAUTION
so that revisions may be made to the manuals. describes the objectives and methods of performing the operation related to the Cautions are given to draw reader’s attention to operations where
appropriate flow sheet which shows pipelines in use and directions of flow DAMAGE TO EQUIPMENT MAY OCCUR.
Safe Operation within the pipelines.
The safety of the ship depends on the care and attention of all on board. Most
(Note: Notes are given to draw reader’s attention to points of interest or to
safety precautions are a matter of common sense and good housekeeping and Details of valves which are OPEN during the different operations are provided supply supplementary information.)
are detailed in the various manuals available onboard. However, records show in-text for reference.
that even experienced operators sometimes neglect safety precautions through
over-familiarity and the following basic rules must be remembered at all times. The valves and fittings identifications used in this manual are the same as those
used by Höegh Fleet Services AS.
1 Never continue to operate any machine or equipment which
appears to be potentially unsafe or dangerous and always report
such a condition immediately.
2 Make a point of testing all safety equipment and devices regularly.

Always test safety trips before starting any equipment. In
particular, overspeed trips on auxiliary turbines must be tested
before putting the unit into operation.
3 Never ignore any unusual or suspicious circumstances, no matter

how trivial. Small symptoms often appear before a major failure
occurs.
4 Never underestimate the fire hazard of petroleum products,

whether fuel oil or cargo vapour.

Part 1
Design Concept of the Vessel
Part 1 Design Concept of the Vessel Length overall: 249.555m Cargo Tanks
Length between perpendiculars: 237.0m Maker: Kvaerner Brug AS
1.1 Principal Particulars Breadth moulded: 40.0m Type: Spherical tank: equator suspension
Depth moulded: 23.0m by continuous skirt
1.1.1 Ship Principal Particulars Service draught: 10.2m Material: 9% nickel steel
Summer draught: 10.641m Design: Moss Rosenborg Verft
Shipbuilder: Rosenberg Verft a.s. Cargo tank capacity: 87,603m3 Tanks 1 and 5: 31.0 metres diameter
Stavanger Fuel oil tank capacity: 6,0677m3 Tanks 2, 3 and 4: 33.1 metres diameter
Norway Gas oil tank capacity: 194m3 Tanks 1 and 5 capacity: 15,490m3
Yard number: 196 Service speed: 17.5 knots Tanks 2, 3 and 4 capacity: 18,860m3
Ship name: Norman Lady Fuel oil consumption per day: 160 tonnes per day without boil-off Safety valve setting: 0.25kg/cm2
Year built: 1973 gas burning Maximum specific gravity: 0.6 tonnes/m3
Flag: Norwegian Maximum working pressure: 0.25 bar
IMO number: 7320344 Endurance/range at 17.5 knots: 13,200 nautical miles without Maximum test pressure: 2.15 bar
MMSI: 259 903 000 boil-off gas burning Minimum tank pressure: -0.05 bar
Port of registration: Oslo Maximum specific weight LNG: 500kg/m3
Call sign: LAGX5 Manning design complement: 30 ship personnel
Others: 10 Cargo Tank Safety Valves
Type of ship: Steam driven LNG carrier Total: 40 Maker: Luceat
Type of cargo: LNG/LPG Type: R2101-HP
Cargo tanks: 5 Moss type independent spherical Main Machinery Capacity: 92,000Nm3/h
Stem: Bulbous bow and raked soft-nosed stem Heat cycle: Regenerative cycle No. of sets: 15 (3 sets each tank)
Stern: Transom Setting: 0.25 bar
Boilers
Classification: Det Norske Veritas Maker: Foster Wheeler Cargo Shore Connections:
1A.1, Tanker for LNG, Type: ESD III top fired water tube 2 x 16’ Liquid
(-163°C, 600 kg/m3, 0.25 bar) dat (-10ºC), Capacity: 44 tonnes/hour Liquid crossover ND 400ASA 150
EO, ICE C (maximum 57 tonnes/hour) Raised face
513ºC 62.2 bar
Regulation: SOLAS 1974 and Protocol 1978, 1981 and 1983 1 x 12’ Gas
Amendments to SOLAS Main Turbine ND 350ASA 150
1974/Protocol 1978 as existing ship Maker: General Electric Raised face
MARPOL 1973 and Protocol 1978 IMO code for Type: MST 141 cross compound
existing ships carrying liquefied gases in bulk Impulse steam turbine
USCG (foreign ship) Suez Canal Maximum continuous output: 22,370kW
Deadweight at 10.64m draught: 50,746t Main Electrical Power Generation

Gross tonnage: 71,822t Maker: Stal Laval
Net tonnage: 21,546t Type: VKI OF5HP turbine driven generator
Capacity: 1,690kW
No. of sets: 1
Maker: Nohab
Type: Polar SF 112 VS-F diesel-generators
Capacity: 1,500kW
No. of sets: 2
Issue: 1 Section 1.1.1 - Page 1 of 1

1.1.2 Principal Particulars of Cargo Machinery Void Space Vent Fan Inert Gas Generator
Maker: Nyborg Maker: Moss Verft
Main Cargo Pumps Capacity: 2,000m3/h Type: LPU 2500-0.2
Maker: JC Carter No. of sets: 2 Capacity: Inert Gas Gas oil burner: 2,500m3/h
Type: 60190-3450-32 Motor maker: Newman Dryer 1 x refrigeration/absorption
Capacity: Rated at 750m3/h x 120 mth Type: E250 MD No. of sets: 2
No. of sets: 10 (2 per cargo tank) Output: 60kW
Ballast Pumps
Spray/Stripping Pumps Vent Fan for Gas Double Pipe Maker: Worthington
Maker: JC Carter Maker: Nyborg Type: 10-LNCV-12
Type: 6337-2113-3 Capacity: 600m3/h Capacity: 1,200m3/h
Capacity: Rated at 20m3/h x 60 mth No. of sets: 2 No. of sets: 2
No. of sets: 2 (No.3 and 4 tanks) Motor maker: Newman
Type: E100 LD/X LPG Reliquification Plant
High Duty Compressor Output: 1kW Maker: Kvaerner Brugs
Maker: Airco Cryogenics Type: Cascade
Type: Steam turbine driven Nitrogen Generator
Capacity: 10,750m3/h Maker: Kvaerner Moss
No. of sets: 2 Type: ‘Prism’ nitrogen system
Capacity: 21m3/h at 97% N2
Low Duty Compressor
Maker: Airco Cryogenics Nitrogen Recirculating Fan
Type: Steam turbine driven Maker: Nyborg
Capacity: 3,000m3/h Capacity: 2,000m3/h
No. of sets: 1 No. of sets: 2
Motor maker: Newman
LNG Vaporiser Type: E112 MD/X
Maker: Moss Verft Output: 2kW
Capacity: 597,000m3/h
Heating: Steam at 10 bar Nitrogen Generator Air Feed Compressor
No. of sets: 1 Maker: Kaeser
Type: FW cooled screw compressor
Gas Heater Capacity: 50Nm3/h at 10 bar
Maker: Moss Verft No. of sets: 1
Type: Shell and tube
Capacity: 329,000kcal/h Nitrogen Storage Tanks
Heating: Steam at 10 bar Maker: Linde
No. of sets: 2 Capacity: 25m3 and 15m3
No. of sets: 2
Void Space Dryer
Maker: Rosenberg Verft Nitrogen Dehumidifier
Type: Contardo Maker; Moss Verft
Capacity: 75,000kcal/h Capacity: 66,400Kcal/h
No. of sets: 2
Inert Gas Dehumidifier Dryers
Maker: Alfsen og Gunderson AS
Type: AG-SR-122E and AG-SR-122S
Capacity: 2,500m3/h

Illustration 1.1.3a General Arrangement
Elevation Cross Section
Rope Fresh Chain

Store Water Locker
No.5 No.4 No.3 No.2 No.1

Cargo Tank Cargo Tank Cargo Tank Cargo Tank Cargo Tank
Deep
Tank
Fuel Oil Fore Peak
Tank Dry
Steering No.5 Lower Cross No.4 No.3 No.3 No.2 No.2 No.1 No.1 Side Pipe Pipe
Compartment Double Tank Involved in No.3 Double Lower Cross Double Lower Cross Double Lower Cross Double Water Ballast Duct Duct
Bottom Double Bottom Bottom Water Ballast Tank Bottom Water Ballast Tank Bottom Water Ballast Tank Bottom Bottom
Tank Fuel Oil Double Bottom Water Ballast
Spare Water Ballast
Plan
Accommodation Liquid LNG Compressor Manifold Cargo Control

Nitrogen Room Room
Principal Dimensions
Length (Overall) 249.5m
Liquid Electric Motor LPG Compressor Length (Between Perpendiculars) 237.0m

Nitrogen Room Room
Breadth (Moulded) 40.0m
Depth (Moulded) 23.0m
Height from bottom/top of radio mast 48.4m

Illustration 1.1.3b Compressor Room Layout
Escape
Hatch
Entrance Door
Vapour Heater Vapour Heater
Vaporiser
HD
Compressor
Vaporiser
Controllers
HD
Compressor
LD
Compressor
Cargo
Instrument
Air Receiver
Void Space Dryer/

Heat Exchangers

1.1.4 Tanks and Capacity Plan
CARGO TANKS WATER BALLAST TANKS

( 100% Full, +20ºC)
Centres of Gravity Centres of Gravity
Compartment Metres3 Feet3 US Barrels US Gallons Compartment Frame Side Metres3 Feet3 Tonnes
Forward of Ap Ab Base Forward of Ap Ab Base
Port/
Cargo Tank No.1 15,556 543,355 97843.49 4,107,428 193.31 19.75 No.1 Side Tank 88 - 95 Starboard 1,294 45,697 1,326 198.33 15.40
No.2 Side Tank Port/

Cargo Tank No.2 18,953 669,320 119,209.80 5,006,813 158.73 18.75 79 - 88 Starboard 1,704 60,176 1,747 167.76 16.51
No.3 Side Tank Port/ 2,775

Cargo Tank No.3 18,980 670,272 119,379.63 5,013,946 123.27 18.75 66 - 79 Starboard 97,998 2,844 123.27 16.63
Cargo Tank No.4 Port/

18,950 669,214 119,190.34 5,006,020 87.81 18.75 No.4 Side Tank 57 - 66 Starboard 1,762 62,225 1,806 78.41 16.31
Cargo Tank No.5 15,555 549,320 97,837.20 4,109,163 53.34 19.75 Port/
No.5 Side Tank 39 - 57 Starboard 1,628 57,492 1,669 42.39 17.39
Total 87,994 3,107,482 553,461.06 23,245,370 No.1 Lower Cross Tank 84 - 88 1141 40,294 1,170 176.28 4.92
No.2 Lower Cross Tank 75 - 79 1,499 52,937 1,537 141.00 4.37
NITROGEN BUFFER TANKS No.3 Lower Cross Tank 66 - 70 1,499 52,937 1,537 109.54 4.37
Centres of Gravity Port/

Compartment Frame Side Metres3 Feet3 Tonnes No.1 Bottom Wing Tank 79 - 88 Starboard 1,733 61,200 1,776 164.74 3.56
Forward of Ap Ab Base
No.2 Bottom Wing Tank Port/
Nitrogen (N2) 59 Port 25 883 20.3 70.47 25.42 70 - 79 Starboard 2,083 73,561 2,135 131.14 3.41
No.3 Bottom Wing Tank Port/ 2,836

Nitrogen (N2) 59 Starboard 15 530 12.2 69.30 24.93 57 - 70 Starboard 100,153 2,907 88.90 3.50
Total 40 1413 32.5 Aft Peak -7 - 17 262 9,253 269 5.49 12.41
No.2 D.B. Tank 61 - 88 3,187 112,548 3,262 134.32 1.07
39,218 1,384,972 40,200

HEAVY FUEL OIL TANKS
Centres of Gravity
Compartment Frame Side Metres3 Feet3 Tonnes
GAS OIL TANKS
Deep Tank Forward 95 - 111 3382 119,434 3215 215.21 11.06
Centres of Gravity
No.3 D.B. Tank 53 - 61 2522 89,063 2324 66.13 2.98 Compartment Frame Side Metres3 Feet3 Tonnes
No.6 Side Tank Port/ 335 24.57 19.01 No.7 Side Tank 27 - 30 Starboard 76 2,684 64 19.42 20.08
30 - 39 Starboard 11,830 309
Total 6,574/6,534 No.8 D.B. Tank 18 - 30 154 5,438 130 16.63 1.66
232,157 6,057
Total 230 8,122 194

Illustration 1.1.4a Tank Capacity Plan
No.6 No.5 Ballast No.4 Ballast No.3 Ballast No.2 Ballast No.1 Ballast
H.F.O. Side Tank Side Tank Side Tank Side Tank Side Tank
Tank
Deep
Tank
Fuel Oil Fore Peak
Aft Peak No.7 D.B. No.5 D.B. Tank Dry
Tank No.3 Bottom No.3 Lower No.2 Bottom No.2 Lower No.1 Bottom No.1 Lower
Tank Tank
Wing Tank Cross Tank Wing Tank Cross Tank Wing Tank Cross Tank
No.8 D.B. No.6 D.B. No.4 D.B. No.3 D.B. Tank No.2 D.B. Tank No.1 D.B. Tank
Tank Tank Tank
0 5 10 15 20 25 30 35 40 45 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 100 105 110 115 120 125 130135 140145 150
No.5 Ballast
No.7 No.4 Ballast Side Tank (Port) No.3 Ballast Side Tank (Port) No.2 Ballast Side Tank (Port) No.1 Ballast Side Tank Side Tank
Lubricating No.5 Ballast Side (Port)
Oil Side Tank Tank (Port) No.4 Double
I, II & III (Port)
Bottom Tank
No. 10 No.6 Side Tank
Fuel Oil (Port) No.3 Double
Feed Water Bottom Tank
Tank
No.8 Fresh Water Tank (Port)
Deep
No.9 Distilled Water Tank (Port) Fore Peak
Tank Frame 53
Tank
Fuel Oil
Aft Peak
Water Ballast No.6 Side Tank
Tank Fuel Oil (Stbd)
No.7 Gas Oil No.4 Ballast

No.5 Ballast Side Side Tank
Side Tank Tank (Stbd) (Stbd)
(Starboard) No.4 Ballast Side Tank (Stbd) No.3 Ballast Side Tank (Stbd) No.2 Ballast Side Tank (Stbd) No.1 Ballast Side Tank
No.3 Double
Bottom Tank
No.3 Bottom No.2 Bottom No.1 Bottom

No.3 Bottom
Wing Ballast Tank (Port) Wing Ballast Tank (Port) Wing Ballast Tank (Port)
Wing Tank
Frame 60
No.4 D.B. No.3 Lower No.3 Lower No.2 Lower No.1 Lower No.1 Double Bottom
Dry Tank Cross Tank Cross Tank Cross Tank Cross Tank Dry Tank
Fuel Oil Water Ballast Water Ballast Water Ballast
No.3 Ballast Pipe
Side Tank Duct No.2 Lower
Cross Tank
No.2 Double
Bottom Tank
No.3 Bottom No.2 Bottom No.1 Bottom
Wing Ballast Tank (Stbd) Wing Ballast Tank (Stbd) Wing Ballast Tank (Stbd) No.2 Bottom
Wing Tank
Frame 77
Gas No.5 D.B. Sea No.3 Bottom No.2 Bottom

Wing Ballast Tank (Port) Wing Ballast Tank (Port) No.1 Bottom
Oil Tank Fuel Oil Chest Wing Ballast Tank (Port)
Tank
Pipe Duct No.1 Ballast
Atm. Side Tank
Drain Tank
No.3 Double Bottom No.2 Double Bottom Spare No.1 Double Bottom
Fore Peak
No.4 Double Fuel Oil Tank Water Ballast Tank Dry Tank
Dry Tank
Bottom No.1 Double
Dry Tank Bottom Tank
Pipe Duct
Sea No.6 D.B. Sea No.1 Bottom

No.3 Bottom No.2 Bottom Wing Ballast Tank (Stbd) Frame 94
Chest Storage Chest
Tank Wing Ballast Tank (Stbd) Wing Ballast Tank (Stbd)

1.2 Rules and Regulations The existing ship code was completed in 1976 and remains as an IMO The change in the Reid vapour pressure includes the ‘certain other substances’
recommendation for all gas carriers in this fleet of ships. referred to in paragraph 1.2 of the Code, but does not include any product in
Since the introduction of liquefied gas carriers into the shipping field, it was IMO’s Chemical Code except ethylene, which is presently listed in the Code
recognised that there was a need for an international code for the carriage of The IGC code requires that a certificate (International Certificate of Fitness for and the Chemical Code. The change in the Reid vapour pressure was proposed
liquefied gases in bulk. the Carriage of Liquefied Gases in Bulk) must be issued to all new gas carriers. by the U.S. delegation to the IMO but the change was not adopted, although
The certificate should comply to a pro-forma, as set out in ‘Model Form’ there was apparently no objection to it. The change, however, does not affect
At the beginning of the 1970’s, the Marine Safety Committee (MSC) of the attached as an appendix to the code and should be available on board all new the list of regulated cargoes.
International Maritime Organisation (IMO), known then as the International gas carriers.
Consultative Maritime Organisation (IMCO), started work on a gas carrier The rate of air change between the air lock door is not specified in the Code
code with the participation of the major country delegations representing gas The basic philosophy behind the code is summarised in the International Code (para 3.6.1) but is proposed at 12 changes per hour.
carrier owners, the International Association of Classification Societies, the for the Construction and Equipment of ships Carrying Liquefied Gases in Bulk
United States Coast Guard and several other international associations. which is readily available on board in the ship’s library. Chapter 4 of the Code includes a provision for the evaluation of the insulation
and hull steel assuming, for the purpose of design calculations, that the cargo
The result of this work was the ‘Code for the Construction and Equipment of Preamble tanks are at the design temperature and the ambient outside air and sea design
Ships Carrying Liquefied Gases in Bulk’ introduced under assembly resolution temperatures as follows:
A328 (IX) in November 1975. Most of the provisions in the IMO code are covered by the Classification
Society’s rules and regulations, however, attention must be drawn to the fact General Worldwide
This was the first code developed by IMO having direct applicability to gas that it contains requirements that are not within the scope of classification as
carriers. defined in the society’s rules, for example, chapter II Ship Survival Capability, Still Air: +5°C (41°F)
chapter XIV Personnel Protection and chapter XVII Operating Requirements. Sea Water: 0°C (32°F)
The intention was to provide ‘a standard for the safe bulk carriage of liquefied
gases (and certain other substances) by sea by prescribing design and Chapter 4 also provides that each administration may set higher or lower
However, where the societies are authorised to issue the International
constructional features of ships and their equipment, so as to minimise risks to ambient design temperatures. This document proposed the following
Certificate of fitness, these requirements, together with any amendments or
ships, their crew and the environment’. temperatures:
interpretations adopted by the appropriate national authority, will be applied
where applicable.
The GC code has been adopted by most countries interested by the transport of Any Waters in the World, Except Alaskan Waters
liquefied gases by sea, as well as all classification societies, and is now part of
Since the IMO recommendations defer some matters to the discretion of each
SOLAS. Air (at 5 knots): -18°C (0°F)
administration, and in other matters are not specific enough for Coast Guard
Still sea water: 0°C (32°F)
regulatory purpose, several major changes have been introduced from the code
The USCG have added some extra requirements to the GC code for ships
in the proposed Coast Guard rules. These changes are discussed in the
trading in the USA’s waters. Alaskan Waters
following paragraphs.
The applicability of the code is as follows : Air (at 5 knots): -29°C (–20°F)
‘Liquefied gas’ is changed from the codes definition of ‘a product having a
Still sea water: - 2°C (28°F)
vapour pressure of 2.8 bar abs at 37.8°C’ to the proposed definition of ‘a
Gas carriers built after June 1986 (the IGC code)
product having a vapour pressure of 1.76 bar abs at 37.8°C’. This is a change
The code which applies to new gas carriers (built after June 1986) is the in the definition from a Reid vapour pressure of 40 psi abs. to 25 psi abs.
“International Code for the Construction and Equipment of Ships carrying
Liquefied Gases in Bulk” known as the IGC code.
At a meeting of the MSC in 1983 approving the second set of amendments to

SOLAS, the requirements of the IGC Code become mandatory with almost
immediate effect.
Gas Carriers built before 1977 (the Existing Ship Code)
The regulations covering gas carriers built before 1977 are contained in the
‘Code for Existing Ships Carrying Liquefied Gases in Bulk’ first advertised
under assembly resolution A 329 (IX). Its content is similar to the GC code,
though less extensive.
Issue: 2 Section 1.2 - Page 1 of 2

The proposed regulations specify enhanced grades of steel for crack arresting The latest version of the following regulations and recommendations n) SOLAS 1994 Chapter V, Emergency Towing Arrangements for Tankers.
purposes in the deck stringer, sheer strake and bilge strake. The minimum incorporating all subsequent additions and amendments currently in force, or
acceptable grade for the deck stringer and the sheer strake is Grade E or an agreed between the owner and the builder, but awaiting ratification, enactment o) SOLAS Draft Resolution II-1/14-1, corrosion prevention of dedicated
equivalent steel that is specially approved by the Commandant (G-MMT). The or implementation at the time of signing of the contract shall be applied. ballast tanks.
minimum acceptable grades for the bilge strake are Grade D, or Grade E or an
equivalent steel that is specially approved by the Commandant (G-MMT). a) Maritime Rules and Regulations of Korea, Indonesia, Malaysia, Oman and p) OCIMF Recommendations on Equipment for the Towing of Disabled
Qatar for entry into those ports. Tankers, September 1981.
The Code allows pressure and temperature control of cargoes by venting cargo
vapours to the atmosphere when the vessel is at sea and in port if accepted by b) International Convention on Loadlines, 1966, amendments 1971,1975, 1979 q) OCIMF Standardisation of Manifold for Refrigerated Liquefied Gas
receiving administration. It is proposed to prohibit normal venting of cargo and 1983 and Protocol of 1988 as amended by Resolution A513(XIII) / Carriers (LNG).
into the atmosphere in many ports. A514(XIII).
r) OCIMF Guidelines and Recommendations for the Safe Mooring of Large
The Code requires the cargo system to be designed to withstand the full vapour c) International Convention for the Safety of Life at Sea, 1974 with Protocol Ships’ at Piers and Sea Islands (except special conditions of the intended
pressure of the cargo under conditions of the upper ambient design of 1978 and Amendments of 1981, 1983, 1989, 1990, 1991, 1992 and 1994 and terminal).
temperature, or have other means to maintain the cargo tank pressure below the 1988. GMDSS amendments including International Code for the Construction
maximum allowable relief valve setting (MARVS) of the tank. These and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC-code) (herein s) OCIMF Ship to Ship Transfer Guide (Liquefied Gases).
regulations propose that when the cargo carried is a liquefied gas, the cargo called ‘SOLAS’).
tank pressure must be maintained below the design vapour pressure t) SIGTTO Recommendations for Emergency Shut Down Systems.
indefinitely, the pressure on the LNG tank would be maintained below the d) International Convention for the Prevention of Pollution from Ships, 1973
design pressure for a period of not less than 21 days. Cargo tank pressure may (Annex I, IV &V), as modified by the Protocol 1978 relating thereto (herein u) SIGTTO Recommendations for the Installation of Cargo Strainers.
be maintained below the design pressure by several methods including called MARPOL 73/78) and amendment 1987, 1989, 1991 and 1992.
refrigeration systems, burning boil-off in waste heat or catalytic furnaces, v) IMO Resolution A708(17) Navigation Bridge Visibility and Function.
using boil-off as fuel, or a combination of these methods. Using the boil-off as e) Convention on the International Regulations for Preventing Collisions at
a fuel for propulsion is limited to a vessel carrying LNG. Sea, 1972 with Amendments of 1981, 1987 and 1989 as amended by resolution w) International Electro-technical Commission (IEC).
A493(XII) and A494(XII).
The proposed regulations also include the following: x) IMO Publication No.978 Performance Standards for Navigational
f) International Convention on Tonnage Measurement of Ships, 1969, as Equipment (1988 edition).
1) Transfer requirements for vinyl chloride. amended by IMO Resolution A493(XII) and A494(XII).
y) ISO 8309-1991 Refrigeration Light Hydrocarbon Fluids. Measurement of
2) Loading requirements for methyl acetylene propadiene mixture. g) International Telecommunication Union (ITU) Radio Regulation A343 with liquid levels in tanks containing liquefied gases electric capacitance gauges.
annex and revisions (1983 and 1987).
3) Additional operating requirements. z) IMO Resolution A601(15) Provision and display of manoeuvring
h) IMO Resolution A468(IX) Recommendation on method of measuring noise information on board ships.
4) Requirements for inspection or re-inspection of US flag vessels at intervals levels at listening posts.
that are the same as for vessels inspected under Sub-chapter D. Inspection for
certification would be required every 2 years and re-inspection would be i) IMO Resolution A468(XII) Code on Noise Levels Onboard Ships.
required between the 10th and 14th month following the issue of a Certificate
of Inspection. j) USCG for foreign flag vessels operating in the navigable waters of the
United States except Alaskan waters (CFR Title 33-Navigation and Navigable
5) Requirements for the initial and periodic inspections and tests of the cargo Waters, Part 155, 156, 159 and 164 and CFR Title 46-Shipping, Part 154) and
containment system, cargo and process piping, and hull heating and cold spots. Public Law 95-474, 1978 ‘Port and Tanker Safety Act 1979’.
The proposed Coast Guard regulations and the Classification Society’s rules k) ISO draft proposal No.6954 ‘Guidelines for Overall Evaluation of Vibration
have cross references showing the corresponding IMO code numbers to allow in Merchant Ships, 1984’.
identification of the required paragraph.
l) ILO convention concerning crew accommodation on board ships, No.92 and
133.
m) ILO Guide to Safety and Health in Dock Work, 1977 and 1979.

Illustration 1.3.2a Construction of Containment System - Equatorial Ring and Wedge Space
Tank Dome
Rubber Seal
Dome Shell
Void Upper Hemisphere
Space
Equatorial
Forged Ring
Weld
Wedge
Space
Skirt Wedge Space
Dome Shell
Skirt
Lower Hemisphere
Insulation

1.3 Cargo System Technology The tower is fitted with guides at the lower end to restrict movement but allow These areas are all protected with stainless steel sheet covers.
for expansion.
1.3.1 Cargo Containment System Principle Cargo Operations
The insulation thickness of 215mm means that the boil-off rate is
approximately 0.22% of cargo weight per day. This corresponds to a heat Before any cargo operation is started, the pipelines and equipment must be
The cargo containment system consists of five insulated independent spherical
leakage from the five tanks of 460kcal/h at 0.22%. cooled to avoid thermal shock and to reduce the rate of boil-off generated at
cargo tanks encased within void spaces and situated in-line from forward to aft
the start of the operation.
within the hull. The containment tank system is patented by the builders, Moss
Leak Detection
Rosenberg Verft.
The cargo is loaded and discharged through the same manifold, located
The construction of gas carriers is currently governed by Volume III of the between No.3 and 4 cargo tanks. The pressures are equalised between all the
The containment system serves two purposes:
SOLAS International Code for the Construction and Equipment of Ships cargo tanks by an interconnecting forward and aft vapour header. This header
To contain LNG cargo at cryogenic temperatures (-160°C). Carrying Liquefied Gases in Bulk; usually referred to as ‘The Gas Code’. is connected to the shore vapour lines via vapour crossover lines when loading
or unloading.
To insulate the cargo from the hull structure. The basis of the ‘Type B’ philosophy is the ‘leak before failure’ concept. This
presumes that the primary barrier will fail progressively, not suddenly and When the ship is on loaded and ballast voyages, the boil-off gas is normally
The materials used for the hull structure are designed to withstand varying
catastrophically. In order to meet these requirements certain conditions have to utilised as fuel for the boilers.
degrees of temperature. At temperatures below their specified limits, these
be met. These include:
steels will crystallise and become brittle. The materials used for the
The cargo handling operations are controlled from the Cargo Control Room
containment system are required to reduce the heat transfer from the hull
1) Stress levels, fatigue life and crack propagation characteristics of (CCR), located aft of the navigation bridge on Deck 6. This control centre
structure to minimise the boil-off gas from the cargo, as well as to protect the
the tanks must be determined using finite element model tests and contains the DCS system control stations providing monitoring and control for
hull structure from the effects of cryogenic temperature.
refined analysis methods. the cargo storage and handling system.
1.3.2 Kvaerner-Moss Cargo Containment 2) A partial ‘secondary barrier’ must be fitted which must be capable A local cargo control room is located centrally on the main deck between No.3
of containing any envisioned leakage from the ‘primary barrier’ and 4 cargo tanks. This control room contains a control station for the DCS
The five tanks carry LNG at cryogenic temperatures and at a pressure close to (the tank plating itself) for a period of 15 days and must prevent system concerned primarily with cargo loading.
atmospheric pressure. There is no secondary barrier as the tanks, primarily due the temperature of the ship’s structure falling to an unsafe level.
to their spherical construction, have a high degree of safety against fracture or The failure of the primary barrier must not cause the failure of the Cargo Equipment
failure. The tanks are heavily insulated with approximately 215mm of secondary barrier and vice versa.
polystyrene foam to reduce natural boil-off to a minimum. The LNG compressor room, situated on the port side of the main deck between
3) A ‘spray shield’ must be provided to deflect any leakage down No.4 and 5 cargo tanks contains the following major items of equipment:
The tanks are constructed of 9% nickel steel. Each tank is covered by a into the secondary barrier and away from the hull structure.
The Low Duty (LD) gas compressor, used to:
spherical steel tank cover which is mainly for tank and insulation protection.
The cover also permits control of the hold space atmosphere.The lower edge In the exceptional case of a crack occurring in the tank nickel-steel material, a Send boil-off gas to the ship’s boilers
of each cover is welded to the deck, forming a watertight seal. A flexible rubber small leakage of LNG within the insulation will be detected at an early stage
seal is used at the point where the tank dome protrudes out from the cover. The by the gas detection system fitted at the equatorial ring area and at the drip pan. The High Duty (HD) gas compressors, used to:
tanks are each supported by a metal skirt from the equatorial ring, which The drip pan, installed directly below each cargo tank, is fitted with
transmits the weight of the tank and the cargo to the lower hull. The skirt is temperature sensors to detect the presence of LNG and an eductor system to Return LNG vapour ashore during loading operations
stiffened in the upper part by horizontal rings and the lower part by vertical allow for removal of the liquid. Return gas/vapour ashore during gassing-up and
corrugated stiffeners.
initial cooldown operations
The spray shield is formed by the aluminium foil surface of the tank insulation.
A special casting joint is fitted between the skirt and the tank’s equatorial ring The foil also protects the insulation as well as directing any leakage away. Any Circulate heated cargo vapour through the cargo tank
to provide the necessary strength at this point and to reduce heat conduction LNG liquid leakage drains by gravity from between the tank plating and the system during warm-up operations.
into the tank and a corresponding conduction of low temperature to the skirt insulation to the drip pan via a drain tube at the bottom. The drain at the bottom
and hull. of the insulation space is sealed in normal service by a bursting disc which is The two steam heated horizontal shell and tube type gas heaters, used to:
designed to fail at cryogenic temperatures.
The tanks contain a central pipe tower, fitted in the domes for the purpose of Supply warm gas to the boilers for burning and to supply gas
access into the tank and for the support of pipes and cables running to and from Liquid flow from the northern hemisphere collects in the drain channel which to the cargo tanks during warm-up operations prior to inerting,
the cargo pumps, spray pump (if fitted), discharge and filling lines, CTS is formed by the upper skirt ring stiffener and is directed to the leakage pipes aeration and entry.
(Custody Transfer System) capacitance level gauge, Whessoe float gauge located forward, aft, port and starboard of the tank. These pipes direct the
system, spray lines and a gas sampling pipe. liquid on to the void space deck and then to the drip pan.

Illustration 1.3.2b Construction of Containment System - Rupture Discs
Rupture Disc
Cross Section
Pressure Insulation
Nitrogen
Blank Flange
Bleed
Rupture Disc
Removed for
Gas Sampling
Rupture Disc
Rupture Disc
Skirt
Leakage Pipes
Polystyrene Insulation with

Rupture Catch Basin Stainless Steel Cover
Disc

The two LNG steam heated horizontal shell and tube vaporisers, used to: Loaded Voyage Operating Precautions
Produce gas to purge the inert gas from the cargo tanks prior During normal operation, the boil-off gas from the tanks is compressed using The LNG transfer system valves and pumps are normally operated from the
to cooldown the LD compressor and used as fuel for the boilers. The boil-off gas fuel supply CCR. The local valve controls are only used if the normal controls fail or
system is controlled so that the tank pressure is maintained at its predetermined emergency conditions arise.
Produce gas to maintain tank pressure when unloading, if the
value. Two methods are available to control the vapour pressure in the cargo
shore return gas is not available
tank: All the cargo pumps will be started in sequence and operated simultaneously
under bulk discharge conditions.
In each cargo tank are two vertical, submerged, electric motor driven cargo
1) Disposal of excess vapour via the boil-off gas system and
pumps. When all ten cargo pumps are in simultaneous operation, a full cargo
subsequently the steam dump system (if required). (Note: The ship must never start cargo pumps until asked to do so by the shore
can be unloaded in approximately 15 hours.
terminal control room.)
2) The venting of excessive vapour through the remotely operated
A vertical, submerged, electric motor driven spray pump is fitted in tanks 3 and
vent valve at vent mast No.4, via the heater. All liquid valves, except those on spray lines, should be kept closed when the
4, discharging to a spray header. Branches are led from the header to spray
transfer system is not in use. Under normal operational conditions, valves in
nozzles inside each tank. Liquid is sprayed into the tanks on the ballast voyage,
Unloading use should be fully open. However, loading valves are partially closed when
to maintain them at a temperature low enough to prevent excessive stress on
topping-off and pump discharge valves are automatically controlled within the
each tank structure, especially the equatorial ring, during loading.
Normally, as the cargo pumps in each tank pump out the cargo, cargo vapour permissible range to prevent overload or cavitation and to control the flow to
is returned from the shore and the pressure is monitored to ensure that the the shore. Any cavitation is indicated by fluctuations in pump current and
An Inert Gas (IG) plant is provided for inerting cargo tanks before and after
pressure in the cargo tanks remains within the acceptable range. In the event of discharge pressure. The vapour line valves at the tank domes are locked open
aeration and entry, and for inerting the void spaces if required. Dry air is also
the shore terminal being unable to return vapour, make-up vapour must be under normal circumstances. The blank flanges fitted to the manifolds must be
supplied from the plant for drying cargo tanks and hold spaces following any
generated by feeding LNG to the ship’s vaporiser. kept in place at all times except when connecting to either load or unload.
inspections and maintenance.
A small amount of cargo is left in all the tanks (called the heel), with an extra Pipework expansion bellows and welded joints should be inspected regularly
Two nitrogen generators are located in the aft storage room on the starboard
reserve being left in tanks 3 and 4 (the tanks fitted with spray pumps) for where possible and manifold flange joints are to be checked under nitrogen
side, to provide nitrogen for the following purposes:
cooling the cargo tanks and for fuel during the ballast voyage. During the pressure with a soap solution prior to loading or unloading. Special care must
Cargo compressor gland sealing ballast voyage, the cargo tanks are spray-cooled utilising the spray pumps and be taken to avoid LNG leaks, as the temperature of the liquid can cause steel
the extra cargo left on board for this purpose. decks to fracture.
Cargo tank wedge and insulation space inerting/purging
Cargo line purging The presence of water or other contaminants in the cargo system can be
eliminated by taking great care during refit and maintenance operations.
Boiler gas line purging
Inerting and purging procedures are to be strictly followed. Cargo manifold
A Custody Transfer System (CTS) is provided to enable accurate cargo strainers are fitted at the unloading port to prevent the possibility of shore
quantity measurement. The system includes the equipment to measure liquid contamination. At the loading port, the ship is protected against contamination
level, liquid and vapour temperatures and also the vapour pressure within each by a strainer fitted in the shore liquid line in addition to the ship supply
cargo tank. This data, together with the tank calibration data tables, is used to manifold strainers fitted at each loading.
perform cargo quantity calculations. A secondary float actuated mechanical
system (the Whessoe system) is also provided. The calibration of all the CTS
and tank equipment, is carried out by an independent firm of sworn measurers
who act jointly for buyers, sellers and customs.
There is an Emergency Shutdown System (ESDS) which is provided to protect

the cargo systems on the ship and on the shore during loading and unloading
operations. The system incorporates ship/shore links so that a shutdown may
be initiated either manually or automatically from the ship or from the shore.

Illustration 1.3.2c Construction of Containment System - Dome and Tank Access
Whessoe Gauge
Elevation
Level Alarm
8 9
Key
10
7 29
6 11 Cargo Tank Dome Arrangement
5
4 1 Discharge Pipe 15 Whessoe Level Indicator
Plan
2 Discharge Pipe 16 Omicron Level Alarm
17
3 Loading Pipe 17 DCS Connection
15
16
2 4 Spray Pipe 19 Access
25 Cable For Spray Pump
5 Spray Pipe 20 (Tanks 3 & 4 only)
28
12 6 Spray Pipe 21 Cable For Discharge Pump
3 26 Spray Pipe
7 22 Cable For Discharge Pump
(Tanks 3 & 4 only)
14 24
8 Ejector Pipe 23 Spare
30
1 9 Vapour Suction 24 Tank Safety Valve
23 13
Spray Pump Pipe
10 25 Spray Line Safety Valve
(Tanks 3 & 4 only)
11 Hot Gas Pipe 26 Pressure Gauge Connections
12 Tank Safety Valve 27 Tank Pressure Gauge Pipe

19
20 22 13 Tank Safety Valve 28 Safety Valve Between Throttle and Loading/Discharge Valve
21
14 Blank 29 Blank
Cargo Tank Dome Arrangement 30 Snap-On Connections

Illustration 1.3.2d Construction of Containment System - Insulation
Stainless Steel
Support Straps
From Equator Skirt
Aluminium Foil
(Spray Shield)
Stainless Steel
Support Straps
Tank Wall
(Primary)
Void Space
Ventilation
Trunking TANK HOLD SPACE
Incremental
Contraction Slot
Cargo Tank Lower Hemisphere Showing Support Straps
Cold Side
Reinforcement
Spinning Weld
Crack
Barrier

Illustration 1.3.2e Construction of Containment System - Piping Insulation
Fibreglass Reinforcement (1 Layer)

No Adhesives Stainless Steel Polystyrene Bitumas (2 Layers) Stainless Steel
Weld
Band Polyurethane Glue Elastified Polystyrene Galvanised Steel Polyurethane Foam
Fixed Clamp

1.3.3 Failure of Containment A bilge ejector is installed in the catch basin to empty the area when required.
If the basin has to be emptied of water, water supplied from the ejector feed
A failure of the cargo containment would most probably be due to a crack in a pump has to be used as the driving force. The exhausted water is delivered
tank weld. In order to discover any leakages, the ship is equipped with overboard. After use, the flexible hoses must be disconnected and the pipe ends
comprehensive gas monitoring and leakage detection systems. The main blind-flanged. A needle valve, V1429, is located at each flange. Pressurised air
component in this system is the gas analyser which has four sample points in from the working air system on deck is introduced to the ejector pipe through
each cargo tank hold. Gas and leakage detection is described in section 4.1. these valves by means of quick connecting couplings and the air will empty the
ejector pipe of water through the drainpipe.
In the case of a crack in the tank shell, the cargo is able to flow between the
tank and the insulation. From the top of the tank upper hemisphere, a pressure When cargo has to be removed, cargo is also used as the eductor driving force.
equalising pipe leads to the insulated space between the tank and the skirt (the The procedure is fully explained in section 7.2.
wedge space). Gas leakage due to a crack in the lower hemisphere is led to the
wedge space. There is a suction point for the gas detection system located in
this wedge space. There are also suction points in one of the drain pipes from
the upper insulation space, the top of the void space and the bilge well
(sometimes called the drip pan or catch basin).
The leak protection system also includes a method of collecting and

accumulating small leaks of liquid cargo. This liquid is collected in the catch
basin on the double bottom. The catch basin is lined with polystyrene which is
coated with a protective cover of stainless steel, as shown in illustration 7.2.1a.
The liquid cargo leakage collects in this basin, where the monitoring
equipment is installed. The equipment consists of a sample point for the gas
detector, a liquid indicator and a temperature indicator to raise alarms in the
CCR via the DCS system.
Any liquid flow from the upper hemisphere will be collected in the drain
channel formed by the upper ring stiffener of the skirt. There are four drain
pipes, port, starboard, forward and aft of the tanks, which lead any cargo
leakage to the catch basin. Any liquid flow in the lower hemisphere will be led
to the catch basin by a drain pipe at the south pole.
Any liquid collecting in the catch basin will raise a liquid alarm via the DCS
system. Whether the liquid is LNG cargo due to a tank leakage, or water due
to leakage from the water ballast tanks, can be determined by observing the gas
detector and the temperature indicators. A low temperature (-163ºC for LNG)
indicates cargo leakage, while temperatures above 0ºC indicate water leakage.

Illustration 1.3.4a Void Spaces and Ventilation
Moist Air Drawn Off
to Recirculation Fans V2306
Dried/Heated
Air
LNG
Compressor Cargo Tank Nitrogen
Room Cross-Section Bleed
LNG
V2303 V2209
Compressors
V2314 V2314
Void Space
Dryers View of Void Space Showing
Leakage Pipe and Cargo Tank
Key
V2135
Nitrogen V2313 V2313
Dry Air Dried/Heated

Air Ducts
Moist Air
V2311 V2311
Recirculation
Fans 2000m3/h
No.5 No.4 V2311 V2311 No.3 No.2 No.1

V2306 V2306 V2306 V2306 V2306
Purging
V2216 V2216 V2216 V2216 V2216 Outlets
at Dome
Boiler Purging V2213 V2303 V2303 V2303 V2303 V2303

V2209 V2209 V2209 V2209
/Compressor V2209
Sealing
Starboard IG Connection at Starboard Manifold Port

Nitrogen Nitrogen
Buffer Buffer
From Tank 15m3 Tank 25m3
Nitrogen
Generator
System

1.3.4 Void Spaces
The areas between the water ballast tanks, the double bottom tanks, underneath Illustration 1.3.4b Relationship between Corrosion and Relative Humidity
the cargo tank weather covers and the cargo tank are called void spaces. This
space around the tank and inside the tank skirt area is kept as dry as possible.
The atmosphere in this space is controlled and monitored. It is especially
important that the void spaces are monitored during cargo operations.
The pressure in the void spaces over that of the cargo tanks should not rise over 120
0.05kg/cm2. This value has been determined by the builders to avoid any
possible chance of the tank buckling when empty. There are two void space
relief valves for each void space which will open to atmosphere if this value is
exceeded.
Before LNG is loaded into the tanks, the void spaces should be thoroughly dry 100
to avoid any moisture penetration into the tank insulation.
The void spaces must also be free of carbon dioxide as CO2 gas will solidify at
a temperature of -78.5ºC.
80
The operation to dry or inert the void spaces is dealt with in section 4.7. There
is a void space heating and drying system to dry out these spaces, thereby
removing moisture and preventing any dew forming. This also has the added RATE OF
benefit of preventing corrosion. It can be seen from the graph in illustration CORROSION
1.3.4b that if the relative humidity is kept below 50/60%, the corrosion rate is
kept extremely low.
60
The void spaces are fitted with gas detection and leakage detection. These
systems indicate/alarm in the CCR, via the DCS system.
The void spaces are accessed via air lock chambers to assist in maintaining the
atmosphere. 40
The air in the void spaces is continuously recirculated via the recirculation fans
which are fitted on the outside deck above the LNG compressor room. The fans
supply dried and heated air from the void space atmospheric steam heater and
void space dryers to the vent outlets situated at the bottom of each void space
directly underneath the cargo tank lowest point. The air is exhausted from an 20
outlet situated adjacent to the cargo tank dome. In this way, the air is drawn
from bottom to the top, across the entire void space.
The void spaces may be inerted, if required, using the IG connection located at
the starboard manifold. There is normally a spoon blank fitted at this
0
connection. 0 20 40 60 80 100%
RELATIVE HUMIDITY

Illustration 1.4a Hazardous Areas and Gas Dangerous Zones
9m Radius 9m Radius 9m Radius 9m Radius 9m Radius Cross Section
No.5 No.4 No.3 No.2 No.1 NORMAN LADY

Elevation
Plan

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

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

Part 2
Properties of LNG
Illustration 2.1a Vapour Pressure Diagram of Liquid Cargoes
TEMPERATURE (OC)
-165 -160 -155 -150 -145 -140 -135 -130 -125 -120 -115 -110 -105 -100 -95 -90 -85 -80 -75 -70 -65 -60 -55 -50 -40 -30 -20 -10 0 25 50 75 100
60
50
40
30
20
Propane
2mol % Ethane
10
9
8
7
Methane Ethylene Ethane Propylene Propane bar
6
5
Butadrene N. Butan
1.3
4
ata
3
1
0.9
0.8
0.7
0.6
-165 -160 -155 -150 -145 -140 -135 -130 -125 -120 -115 -110 -105 -100 -95 -90 -85 -80 -75 -70 -65 -60 -55 -50 -40 -30 -20 -10 0 25 50 75 100
TEMPERATURE (OC)

Part 2 Properties of LNG The flammability range of methane in air (21% oxygen) is approximately 5.3
to 14% (by volume). To reduce this range the oxygen content is reduced to 2%,
2.1 Physical Properties and Composition of LNG using inert gas from the inert gas generators, prior to loading after dry dock. In
theory, an explosion cannot occur if the O2 content of the mixture is below 13%
Natural gas is a mixture of hydrocarbons which, when liquefied, form a clear regardless of the percentage of methane, but for practical safety reasons,
colourless and odourless liquid; this LNG is usually transported and stored at purging is continued until the O2 content is below 2%. This safety aspect is
a temperature very close to its boiling point at atmospheric pressure explained in detail later in this section.
(approximately –160°C).
The actual composition of Qatar, Oman, Indonesia or Malaysia LNG will vary The boil-off vapour from LNG is lighter than air at vapour temperatures above
depending on its source and on the liquefaction process, but the main -110°C or higher depending on LNG composition, therefore when vapour is
constituent will always be methane; other constituents will be small vented to atmosphere, the vapour will tend to rise above the vent outlet and
percentages of heavier hydrocarbons, e.g. ethane, propane, butane, pentane, will be rapidly dispersed. When cold vapour is mixed with ambient air the
and possibly a small percentage of nitrogen. A typical composition of LNG is vapour-air mixture will appear as a readily visible white cloud due to the
given in Table 2.1b, and the physical properties of the major constituent gases condensation of the moisture in the air. It is normally safe to assume that the
are given in Table 2.1a. flammable range of vapour-air mixture does not extend significantly beyond
the perimeter of the white cloud. The auto-ignition temperature of methane, i.e.
For most engineering calculations (e.g. piping pressure losses) it can be the lowest temperature to which the gas needs to be heated to cause self-
assumed that the physical properties of pure methane represent those of LNG. sustained combustion without ignition by a spark or flame, is 595°C.
However, for custody transfer purposes when accurate calculation of the
heating value and density is required, the specific properties based on actual
component analysis must be used.
During a normal sea voyage, heat is transferred to the LNG cargo through the
cargo tank insulation, causing part of the cargo to vaporise, i.e. boil-off. The Table 2.1c Composition of LNG from Major Export Terminals (Mol%)
composition of the LNG is changed by this boil-off because the lighter
components, having lower boiling points at atmospheric pressure, vaporise
first. Therefore, the discharged LNG has a lower percentage content of Methane CH4 Ethane C2H4 Propane C3H8 Butane C4H10 Nitrogen N2 C5+ Density (kg/m3)
nitrogen and methane than the LNG as loaded, and a slightly higher percentage
of ethane, propane and butane, due to methane and nitrogen boiling off in Arzew 87.4 8.6 2.4 0.05 0.35 0.02 466
preference to the heavier gases.

Bintulu 91.23 4.3 2.95 1.4 0.12 0 457
Table 2.1b Physical Properties of LNG Bonny 90.4 5.2 2.8 1.5 0.07 0.02 453
Methane CH4 Ethane C2H4 Propane C3H8 Butane C4H10 Pentane C5H12 Nitrogen N2 Das Is 84.83 13.39 1.34 0.28 0.17 0 465
Molecular Weight 16.042 30.068 44.094 58.120 72.150 28.016 Badak 91.09 5.51 2.48 0.88 0.03 0 N/A
Boiling Point at 1 bar absolute (ºC) -161.5 -88.6 -42.5 -5 36.1 -196 Arun 89.33 7.14 2.22 1.17 0.08 0.01 N/A
Liquid Density at Boiling Point (kg/m3) 426 544.1 580.7 601.8 610.2 808.6 Kenai 99.8 0.1 0 0.1 0.1 0 421
Vapour SG at 15ºC and 1 bar absolute 0.554 1.046 1.540 2.07 2.49 0.97 Lamut 89.4 6.3 2.8 1.3 0.05 0.05 463
Gas Volume/liquid Ratio at Marsa el Braga

619 413 311 311 205 649 70 15 10 3.5 0.9 0.6 531
Boiling Point and 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 Point Fortin 96.2 3.26 0.42 0.07 0.008 0.01 433
flammable
Auto-ignition Temperature (ºC) 595 510 510/583 510/583 Ras Lafan 90.1 6.47 2.27 0.6 0.25 0.03 457
Gross Heating Normal: 55559 51916 50367 49530 49069 Skikda 91.5 5.64 1.5 0.5 0.85 0.01 451
Value at 15ºC (kJ/kg) Iso: 49404 48944
Vaporization Heat at Boiling Point (kJ/kg) 510.4 489.9 426.2 385.2 357.5 199.3 Withnell 89.02 7.33 2.56 1.03 0.06 0 460

Variation of Boiling Point of Methane with Pressure Illustration 2.1d Relative Density of Methane and Air
See illustration 2.1a, vapour pressure diagram of liquid cargoes.
The boiling point of methane increases with pressure and this variation is
shown in the diagram for pure methane over the normal range of pressures on +20
board the vessel. The presence of the heavier components in LNG increases the
boiling point of the cargo for a given pressure. 0
The relationship between boiling point and pressure of LNG will Lighter than air
- 20
approximately follow a line parallel to that shown for 100% methane.
- 40
Methane Vapour - 60
Temperature
°C - 80
-100
-120
Heavier than air
-140
-160
1.5 1.4 1.3 1.2 1.1 1.0 0.9 0.8 0.7 0.6 0.5
Density of Methane Vapour

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

Illustration 2.2.1a Flammability of Methane, Oxygen and Nitrogen Mixtures
Area EDFE
B
21 flammable
E CAUTION
20
This diagram assumes complete mixing
19 which, in practice, may not occur.
F
18
17
Y
16
M
15
Mixtures of air and methane
N
14 cannot be produced above
G X line BEFC
13
D
12
11
%
10
O 9
x
y 8
g 7
e
n 6
5
4 Area HDFC
Capable of forming flammable
3 mixtures with air, but containing
2 too much methane to explode
1
Z C
A0 10 H 20 30 40 50 60 70 80 90 100
Methane %
Area ABEDH
Not capable of forming
flammable mixture with air

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

a point which lies within this area is not capable of forming a
flammable mixture when mixed with air.

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

Properties of Nitrogen and Inert Gas Hazards
WARNING
Nitrogen Due to the absence or to the very low content of oxygen, nitrogen is an
asphyxiant.
Nitrogen is used on board for the pressurisation of the cargo tank wedge and
insulation spaces, the purging of cargo pipelines and heaters, boiler gas lines At liquid state, its low temperature will damage living tissue and any spillage
and Whessoe gauges and for the sealing of the LNG compressors. It is of liquid nitrogen on the ship’s deck will result in failure (as for LNG).
produced by the nitrogen generators whose principle is based on hollow fibre
membranes to separate air into nitrogen and oxygen (see section 4.7.2. - Inert Gas
Nitrogen Generator).
Inert gas is used to reduce the oxygen content in the cargo system, tanks,
Physical Properties of Nitrogen piping, void spaces and compressors. This is in order to prevent an air/CH4
mixture prior to aeration post warm-up, before refit or repairs and prior to the
Nitrogen is the most common gas in nature since it represents 79% in volume gassing up operation post refit before cooling down.
of the atmospheric air.
Inert gas is produced on board using an inert gas generator supplied by Moss
At room temperature, nitrogen is a colourless and odourless gas. Its density is Verft, which produces inert gas at 2,500m3/h with a -45°C dew point burning
near that of air, 1.25 kg/m3 under the standard conditions. low sulphur content gas oil. This plant can also produce dry-air at 2,500m3/h
and -45°C dew point (see section 4.7.1 for more details).
When liquefied, the temperature is -196°C under atmospheric pressure, density
of 810kg/m3 and a vapourization heat of 199kJ/kg. The inert gas composition is as follows:
Properties of Nitrogen Oxygen: <2.5% in volume
Molecular weight: 28.016 Carbon dioxide: <15% in volume
Boiling point at 1 bar absolute: –196°C Carbon monoxide: <65 ppm by volume
Liquid SG at boiling point: 1.81 Sulphur oxides (SOx): <1 ppm by volume
Vapour SG at 15°C and 1 bar absolute: 0.97 Nitrogen oxides (NOx): <65 ppm by volume
Gas volume/liquid volume ratio at –196°C: 695 Nitrogen: balance
Flammable limits: Non Dew point: < -45°C
Dew point of 100% pure N2: Below –80°C Soot: complete absence
The inert gas is slightly denser than air: 1.3-kg/m3 abs at 0°C.
Chemical Properties
WARNING
Nitrogen is considered as an inert gas; it is non-flammable and without
Due to its low oxygen content, inert gas is an asphyxiant.
chemical affinity. However, at high temperatures, it can be combined with
other gases and metals.

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
Structural steels suffer brittle fracture at low temperatures. Such failures can be leakages have 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
necessary to propagate a crack will be insufficient to sustain it when it runs into spillage to disperse and evaporate the liquid and to protect the steelwork. The
sufficiently tough material. leak must be stopped, suspending cargo operations if necessary.
Plain carbon structural steels have a brittle to ductile behaviour transition In the event of a major leakage or spillage, the cargo operations must be
which occurs generally in the range -50°C to +30°C. This, unfortunately, stopped immediately, the general alarm sounded and the emergency deck water
precludes their use as LNG materials (carriage temperature -162°C). The effect spray system put into operation (refer to section 5.2.2).
is usually monitored by measuring the energy absorbed in breaking a notched
bar and a transition curve, as shown in Illustration 2.2.2b, is typical for plain
carbon steels.
For this reason, materials which do not show such sharp transition from ductile
to brittle fracture as the temperature is lowered, have found obvious
application for use in cryogenic situations in general and particularly in liquid
methane carriers, for example, invar (36% nickel-iron alloy), austenitic Illustration 2.2.2a Structural Steel: Ductile to Brittle Transition Curve
stainless steel, 9% nickel steel and some aluminium alloys such as 5083 alloy.
All of these materials behave in a ductile manner at -162°C, so that the chance
of an unstable brittle fracture propagating, even if the materials were
overloaded, is negligible.
In order to avoid brittle fracture occurring, measures must be taken to ensure Brittle Fracture transition Ductile
that LNG and liquid nitrogen do not come into contact with the steel structure fracture range (mixed fracture fracture
appearance)
of the vessel. In addition, various equipment is provided to deal with any
leakages which may occur.
The manifold areas are equipped with a stainless steel drip tray, which collects
any spillage and drains it overboard. The ship, in way of the manifolds, is Notched For a typical mild steel:
provided with a water curtain from the deck driving water main which is bar test T1 might be -30;
supplied from the bilge ejector pump. The deck fire main must always be energy T2 might be +15.
available and the manifold water curtain in operation when undertaking any absorbed Although this depends
on composition, heat
cargo operation. Additionally, fire hoses must be laid out to each liquid dome
treatment etc. the curve
to deal with any small leakages which may develop at valves and flanges. can shift to left or right.
Permanent drip trays are fitted underneath the items most likely to cause
problems and portable drip trays are available for any other requirements.
T1 T2

2.3 Health Hazards METHANE REACTIVITY DATA METHANE
FORMULA CH4 THE MAIN HAZARD AIR No reaction.

U.N. NUMBER 2043 FLAMMABLE.
FAMILY Hydrocarbon
WATER
APPEARANCE Colourless No reaction. Insoluble. May freeze to form ice or hydrates.
(Fresh/Salt)
ODOUR Odourless EMERGENCY PROCEDURES
OTHER
LIQUIDS/ Dangerous reaction possible with chlorine.
FIRE Stop gas supply. Extinguish with dry powder, Halon or CO2. Cool surrounding area with water spray. GASES
LIQUID DO NOT DELAY. Flood eye gently with clean fresh/sea water. Force eye open if necessary.
IN EYE Continue washing for 15 minutes. Obtain medical advice/assistance.
LIQUID DO NOT DELAY. Treat patient gently. Remove contaminated clothing. Immerse frostbitten area CONDITIONS OF CARRIAGE
ON SKIN in warm water until thawed (see Chapter 9). Obtain medical advice/assistance.
NORMAL
CARRIAGE Fully refrigerated. GAUGING Closed, indirect.
VAPOUR Remove victim to fresh air. If breathing has stopped, or is weak/irregular, give mouth-to-mouth/nose CONDITIONS
INHALED resuscitation. VAPOUR
SHIP TYPE 2G. Flammable.
DETECTION
Stop the flow. Avoid contact with liquid or vapour. Flood with large amounts of water to disperse spill and
SPILLAGE
prevent brittle fracture. Inform Port Authorities of any major spill.
MATERIALS OF CONSTRUCTION
UNSUITABLE SUITABLE
PHYSICAL DATA Mild steel. Stainless steel, aluminium, 9 or 36% nickel steel, copper.
BOILING POINT RELATIVE

@ ATMOSPHERIC -161.5°C VAPOUR DENSITY 0.554
PRESSURE
VAPOUR SPECIAL REQUIREMENTS
MOLECULAR
PRESSURE See graphs 16.04
WEIGHT
kg/cm2 (A)
Liquid Vapour
ENTHALPY 7.0 @ -165°C 130.2 @ -165°C
SPECIFIC GRAVITY 0.42 (kcal/kg) 68.2 @ -100°C 140.5 @ -100°C
LATENT HEAT OF
COEFFICIENT OF
0.0026 per °C @ -165°C VAPOURISATION See graphs
CUBIC EXPANSION (kcal/kg)
FIRE AND EXPLOSION DATA

FLASH POINT -175°C (approx) FLAMMABLE LIMITS 5.3 -14% AUTO-IGNITION TEMPERATURE 595°C
HEALTH DATE
TVL 1000 ppm ODOUR THRESHOLD Odourless
EFFECT
OF Frostbite to skin or eyes. Not absorbed through skin.
LIQUID
EFFECT
Asphyxiation - headache, dizziness, drowsiness. Possible low temperature damage to lungs, skin. No
OF chronic effect known.
VAPOUR

FORMULA N2 NITROGEN
U.N. NUMBER 2040
FAMILY Noble Gas
APPEARANCE Colourless THE MAIN HAZARD
ODOUR Odourless FROSTBITE. NITROGEN
EMERGENCY PROCEDURES REACTIVITY DATA
FIRE Non-flammable. Cool area near cargo tanks with water spray in the event of fire near to them.
AIR No reaction.
LIQUID DO NOT DELAY. Flood eye gently with clean sea/fresh water. Force eye open if necessary.
IN EYE Continue washing for 15 minutes. Seek medical advice/assistance. WATER
No reaction. Insoluble.
(Fresh/Salt)
LIQUID DO NOT DELAY. Handle patient gently. Remove contaminated clothing. Immerse frostbitten area
ON SKIN in warm water until thawed (see Chapter 9). Obtain medical advice/assistance. OTHER
LIQUIDS/ No reactions.
VAPOUR Remove victim to fresh air. If breathing has stopped, or is weak/irregular, give mouth-to-mouth/nose GASES
INHALED resuscitation.
Stop the flow. Avoid contact with liquid or vapour. Flood with large amounts of water to disperse spill and
SPILLAGE
prevent brittle fracture. Inform Port Authorities of any major spillage.
CONDITIONS OF CARRIAGE
PHYSICAL DATA
NORMAL
BOILING POINT RELATIVE
CARRIAGE Fully refrigerated. GAUGING Closed, indirect.
@ ATMOSPHERIC -195.8°C VAPOUR DENSITY 0.967 CONDITIONS
PRESSURE
SHIP TYPE VAPOUR
VAPOUR 2 @ -190°C
MOLECULAR 3G. Oxygen analyser required.
PRESSURE 10 @ -170°C 28.01 DETECTION
WEIGHT
kg/cm2 (A)
Liquid Vapour
ENTHALPY 7.33 @ -196°C 54.7 @ -195°C
SPECIFIC GRAVITY 0.9 (kcal/kg) 34.7 @ -150°C 52.0 @ -150°C
COEFFICIENT OF
LATENT HEAT OF 47.5 @ -196°C
MATERIALS OF CONSTRUCTION
0.005 @ -198°C VAPOURISATION
CUBIC EXPANSION (kcal/kg) 17.3 @ -150°C
UNSUITABLE SUITABLE
FIRE AND EXPLOSION DATA Mild steel. Stainless steel, copper, aluminium.
FLASH POINT Non-flammable FLAMMABLE LIMITS Non-flammable AUTO-IGNITION TEMPERATURE Non-flammable
HEALTH DATE SPECIAL REQUIREMENTS

TVL 1,000 ppm ODOUR THRESHOLD Odourless
High oxygen concentrations can be caused by condensation and enrichment of the atmosphere in way of equipment at the low
temperatures attained in parts of the liquid nitrogen system; materials of construction and ancillary equipment (e.g. insulation)
EFFECT should be resistant tot he effects of this. Due consideration should be given to ventilation in areas where condensation might
OF Frostbite to skin or eyes. occur to avoid the stratification of oxygen-enriched atmosphere.
LIQUID
EFFECT
OF Asphyxiation. Cold vapour could cause damage.
VAPOUR

Part 3
Distributed Control System (DCS)
Illustration 3.1a Cargo Control Room Layout
Emergency
Escape
Via
Access
Window
DCS Workstation DCS Workstation Work Bench
Emergency
Escape
Breathing
Device
Automatic
Exchange
Telephone
Hot Intrinsically
Line Safe
Telephone Telephone
Load Master Workstation DCS Workstation

Desk Fire Extinguishers
Air Air
Conditioning Conditioning
Unit Access Unit
Ship/Shore Fridge Wash Basin Air Lock
VDU Link VDU
Printer Telephones

Part 3: Distributed Control System (DCS)
3.1 Cargo Control Room (CCR ) Arrangement
The CCR is located midships between cargo tanks 3 and 4. This room contains
the DCS process and input/output (I/O) and loading computer stations, as well
as the operating panels for the ballast remote control valves, cargo pumps, high
duty and low duty gas compressors, alarm and overfill alarms, cargo and void
space gas detection system and the ESD equipment.
Normal control of all cargo loading and discharging operations is carried out
from here.
The are telephones, including the shorelink ‘hotphone’ located on the aft
bulkhead and on the gas sampling section of the control console.
A workshop bench is situated on the starboard side.
The CCR is accessed via two doors which act as an air lock to prevent any
cargo gases entering the room.
The air lock contains four fire extinguishers, one CO2 type and two 12kg and
one 25kg dry powder type.
In an emergency, escape from the control room is possible via the escape
window on the port forward side. There is an emergency breathing device
positioned near the window.

Illustration 3.1b Cargo Control Room Console
11 13 15 17 20 22 24 26 29 31 33 35 44 46 48 50 57 59 61 63 68 70 72 73 74 75
7
12 14 16 21 23 25 30 32 34 38 45 47 49 53 58 60 62
3
1
1 69 71 76
39 54
8 67 77
40 55 79 81
78
66 80
6
4 83 84 85
9
1 1
41 56 NEBB
18 27 36 51 64
19 28 37 52 65
5
43
10
42
Key
1 - DCS Workstation 26 - No.2 Cargo Tank Port and Starboard Cargo Pump Start/Stop Pushbuttons 52 - No.4 Cargo Tank Mimic Panel 78 - LPG Compressor Motor Current
2 - Ballast System Remote Control Valves Operating Levers 27 - No.2 Cargo Tank Mimic Panel 53 - No.4 Cargo Tank Spray Pump Discharge Pressure Gauge 79 - LPG Compressors Motor Current
3 - Port of Montoir Hotline Telephone 28 - Ballast System Illustration and Standing Orders 54 - No.4 Cargo Tank Spray Pump Motor Current Selector Switch
4 - Water Spray Pump Start/Stop Pushbuttons 29 - No.3 Cargo Tank Pressure Gauge 55 - No.4 Cargo Tank Spray Pump Throttle Valve Control Dial 80 - LPG/LNG Compressors Changeover
5 - Port and Starboard Ballast Pump Start/Stop Switch 30 - No.3 Cargo Tank Void Space Pressure Gauge 56 - No.4 Cargo Tank Spray Pump Start/Stop Pushbuttons Switch and Key Lock
6 - Gas Sampling Monitor for Ballast and Void Spaces 31 - No.3 Cargo Tank Port Cargo Pump Discharge Pressure Gauge 57 - No.5 Cargo Tank Pressure Gauge 81 - Cargo Tanks Ventilation Valve Control
7 - Ship/Shore Hotline Telephone for Japan Ports 32 - No.3 Cargo Tank Port Cargo Pump Motor Current 58 - No.5 Cargo Tank Void Space Pressure Gauge Dial Switch and Gauge
8 - Fire Alarm 33 - No.3 Cargo Tank Starboard Cargo Pump Discharge Pressure Gauge 59 - No.5 Cargo Tank Port Cargo Pump Discharge Pressure Gauge 82 - Inert Gas Flow to Consumers
9 - Port of Trinidad Mooring Release Pushbutton 34 - No.3 Cargo Tank Starboard Cargo Pump Motor Current 60 - No.5 Cargo Tank Port Cargo Pump Motor Current Indicating Light
10 - Ballast System Illustration and Standing Orders 35 - No.3 Cargo Tank Spray Nozzles Pressure Gauge 61 - No.5 Cargo Tank Starboard Cargo Pump Discharge Pressure Gauge 83 - Glycol Pump Running Indicator Light
11 - No.1 Cargo Tank Pressure Gauge 36 - No.3 Cargo Tank Port and Starboard Cargo Pump Start/Stop Pushbuttons 62 - No.5 Cargo Tank Starboard Cargo Pump Motor Current 84 - Cargo Tanks Ventilation Valve Control
12 - No.1 Cargo Tank Void Space Pressure Gauge 37 - No.3 Cargo Tank Mimic Panel 63 - No.5 Cargo Tank Spray Nozzle Pressure gauge Dial Changeover Switch (CCR/ECR)
13 - No.1 Cargo Tank Port Cargo Pump Discharge Pressure Gauge 38 - No.3 Cargo Tank Spray Pump Discharge Pressure Gauge 64 - No.5 Cargo Tank Port and Starboard Cargo Pump Start/Stop Pushbuttons
14 - No.1 Cargo Tank Port Cargo Pump Motor Current 39 - No.3 Cargo Tank Spray Pump Motor Current 65 - No.5 Cargo Tank Mimic Panel
15 - No.1 Cargo Tank Starboard Cargo Pump Discharge Pressure Gauge 40 - No.3 Cargo Tank Spray Pump Throttle Valve Control Dial 66 - Insulation Barrier Nitrogen Gas Pressure Gauge
16 - No.1 Cargo Tank Starboard Cargo Pump Motor Current 41 - No.3 Cargo Tank Spray Pump Start/Stop Pushbuttons 67 - Cargo Tanks High Level Alarm Indicator
17 - No.1 Cargo Tank Spray Nozzles Pressure Gauge 42 - ESD Pushbutton 68 - LD Compressor Speed Dial
18 - No.1 Cargo Tank Port and Starboard Cargo Pump Start/Stop Pushbuttons 43 - Manifold Mimic 69 - LD Compressor Running Light and Start/Stop Switch
19 - No.1 Cargo Tank Mimic Panel 44 - No.4 Cargo Tank Pressure Gauge 70 - Inboard HD Compressor Surge Pressure Controller
20 - No.2 Cargo Tank Pressure Gauge 45 - No.4 Cargo Void Space Pressure Gauge 71 - Inboard HD Compressor Running Light and Start/Stop Switch
21 - No.2 Cargo Tank Void Space Pressure Gauge 46 - No.4 Cargo Tank Port Cargo Pump Discharge Pressure Gauge 72 - Inboard HD Compressor Pressure Controller
22 - No.2 Cargo Tank Port Cargo Pump Discharge Pressure Gauge 47 - No.4 Cargo Tank Port Cargo Pump Motor Current 73 - Inboard HD Compressor Speed Controller
23 - No.2 Cargo Tank Port Cargo Pump Motor Current 48 - No.4 Cargo Tank Starboard Cargo Pump Discharge Pressure Gauge 74 - Outboard HD Compressor Surge Pressure Controller
24 - No.2 Cargo Tank Starboard Cargo Pump Discharge Pressure Gauge 49 - No.4 Cargo Tank Starboard Cargo Pump Motor Current 75 - Outboard HD Compressor Speed Controller
25 - No.2 Cargo Tank Starboard Cargo Pump Motor Current 50 - No.4 Cargo Tank Spray Nozzles Pressure Gauge 76 - Outboard HD Compressor Running Light and Start/Stop Switch
25 - No.2 Cargo Tank Spray Nozzles Pressure Gauge 51 - No.4 Cargo Tank Port and Starboard Cargo Pump Start/Stop Pushbuttons 77 - LD Compressor Speed Control Dial

Illustration 3.2.1a Distributed Control System Overview

Engine Control Room Cargo Control Room Report Printer Wheelhouse
Operator Stations Report Printer Operator Station
Alarm Printer Alarm Printer

Report Server
Load
Computer
XOPS XOPS ALP ALP XOPS

A101 A102 A1A1 A2A1 A201
Ethernet
XES GTW:CIS XOS

A103 AC01 A202
Main
System Bus
Reserve
PCS PCS PCS PCS GTW:LIS BU System

AP01 AP02 AP03R AP03M AL01 AB01 Hard Disk
Fieldbus R M Fieldbus R M Whesso

6M Cargo Tank
PIC R Level
6R
0 1/0 PIC R
7M
Stb. Combustion Air Port Combustion Air
PIC R DGPS
1 1/0 7R
I
VALMARINE
PIC R Navigation 25% Ship Automation 75%
8M Equipment
PIC R 0% %
8R
PIC R St Stb. Superh ed Steam l
Fieldbus R M 8-SLOT 8-SLOT 8-SLOT
Co Temp. Co l Valve e
2 1/0 0 1/0 0 1/0 1/0 1/0 1/0 25% 25% 75% 75%
0% %
3 1/0 1 1/0 1 1/0 8-SLOT 8-SLOT 8-SLOT

1/0 1/0 1/0 St Steam Dump s
Co C t lV l e
4 1/0 2 1/0 2 1/0
DG2 and DG1 and TG and
25% 75%
Wheelhouse MSB STBD MSB Port
5 1/0 3 1/0 3 1/0 0% %
4 1/0
Emergency Panel
5 1/0

3.2 Vessel Control System Interface Stations Displays and Views
Gateway GWT:LIS connects the system to the DGPS navigation equipment The system is made up of the following types of views:
and the cargo tank level measuring system. The other gateway GTW:CIS
3.2.1 Damatic XD Distributed Control System (DCS) Overview Process
connects the main and reserve bus systems with the ethernet and report
printers. Flow
The DCS system is an alarm, monitoring and control system which covers all
the important plant on board the vessel, such as propulsion, power generation, Event
Operator Stations (XOPS)
boilers, auxiliary machinery, cargo and ballast systems. The operator stations are the main interface between the operator and the Trends
processes under the operator’s control. The operator station has a colour
The DCS system on board is called a distributed control system, because the Equipment
monitor, an operator panel with buttons and trackball and an operating display.
process control functions are defined locally in the process stations and not in
These are installed in the cargo control room and the engine control room. The number of views in a system depends upon the equipment under system
the operator stations. The operator stations function independently, so they can
be located at the ship control centres. This also means that each station is control. The operator can select views with varying levels of detail.
Operator Server (XOS)
capable of controlling any process, provided it has control of the appropriate
The operator server allows the operator to receive information on the process When a view is selected showing an overall process, there may not be enough
command group and the user is logged on with the correct access.
and enter commands to control the process. room to display all the detail on a single view. To account for this, the system
There are two communication bus levels in the system: will therefore have a number of views, accessed from the main view, that show
External Systems (XES) these details.
System bus, connecting all types of stations It allows the operator to remotely open displays through servers running on
other systems.
Field bus, connecting the input/output racks to the process stations System Peripheral Equipment
The basic functions include: Alarm Processors ALP
The alarm processors, one for machinery alarms and one for cargo alarms, Alarm Printers
Process and system monitoring collect information on the process events and send the information to the The alarm printers are connected to the alarm processor, which record all the
Event logging and monitoring operator in the control room and to the long term alarm archive in the alarms activated and the alarms which have returned to the normal condition
information server. The cargo alarms are acknowledged from the cargo control in the cargo control room and the ECR. A new alarm entering the list is given
Control functions (motor control, valve control, PID controllers etc) room and the wheelhouse and the machinery alarms can only be acknowledged the following priority symbols:
from the ECR. Critical alarm **
The main applications to which these function are applied are:
Cargo and ballast control and monitoring Back-up Station (BU) Normal alarm !
The back-up station is connected to the system bus. The back-up station’s disk Redundant alarm --
Cargo alarms
storage contains the configuration of each station connected to the bus. In a
Machinery alarms failure situation, the automatic back-up function will load the configuration of Report Printers
the affected station. Two report printers are connected to the ethernet and are used for process
Power management system
monitoring and reporting in the cargo control room and the ECR.
Boiler control Communication Network
The network used is two communication bus levels connecting the operator Emergency Panel
Main turbine control and process stations. The System Bus, connecting all the stations and the Field In the event of a serious breakdown of the DCS, the boilers can be controlled
Watch call system Bus connecting the input/output racks to the process station. using the emergency panel.
Main Components The Operator Interface

The graphic displays are shown on the monitor of the operator stations. These
The DCS system is made up of operator and history stations connected by a displays show all or part of a system or process using standard symbols to
dual bus to the Network Connection Units (NCUs) and the process stations. represent the actual plant/equipment (valves, motors etc). Events (alarms and
messages) are also shown on the displays.
Process Control Stations (PCS)
The process control stations connect the XD system to the controlled process The operator panel is used to interact with the monitor display and control the
and provide the interface between the DCS system and the actual plant or process. This is achieved by the use of the trackball and buttons to point and
equipment. They are able to handle group starts, sequences, trend histories and click on symbols and menus on the monitor display.
advanced calculations for supervisory level controls.

Illustration 3.2.2a Operator Station Keyboard
STORE
T
WND DET PICK OVW M C CE EX PICK
T
ACT MR 7 8 9 DET
4 5 6 MOVE WND
FLD
DMON 1 2 3 CA
ACK
FLD ALM
LIST
ACK DISP 0 . - ACT
Clears the Last Character
Scans the Event List OVW Selects a More General Display and Clears the Executes the Selecting a Picture to Another Monitor
C CE EX DMON
Towards Older Events Moves to a Higher Level in Hierarchy Entire Entry Entry
Scans Towards Scans Towards Selects a More Detailed Display. In Selecting a Picture by Number to
7 8 9 DISP
Previous Pictures Next Pictures DET Configuration the Function of this Key Own Monitor
Must be Defined Separately for Each Display
Scans the Event List 4 5 6
Towards Newer Events Selecting a Related Monitor Window
WND
PICK
For Picking a Related Operating Display Window After Pointing it by Cursor
After Pointing it by Cursor
1 2 3
MOVE Moving a Monitor Window
M Storing a Displayed Picture in Memory 0 . -

Selecting the Display and Loop
Related to the Event and Scanning STORE Store Key
the Events in the Alarm Area of the FLD Alarm Buzzer Recalling a Stored Picture to the Monitor
MR Activation Keys are Used to Start Monitor
Header Towards Older Events ACK Acknowledgement
ACT Operation (Such as Starting a Pump or Entering
Selecting the Display and Loop a Set Point) T Scans Towards Pictures
FLD ALM
ACK Alarm Flashing
Related to the Event and Scanning LIST Selected Earlier
Acknowledgement
the Events in the Alarm Area of the CA Key to Cancel Activated Monitor Operation
Header Towards Newer Events T Scans Towards Pictures
Selected Later
Direct Access Key to Alarm List

3.2.2 Operator Stations 9. Numeric entry keys 0 to 9, decimal point and minus sign and also includes: Operating Display Text Keys
C key for clearing the entire entry
Operator Panel These keys are automatically displayed on the operating panel when the
CE key for clearing the last character operator is prompted to enter text. The text is entered on the top line which
The system’s operator/user interface is the monitor screen, operating display allows for 50 characters.
EX key executes the entry
panel, trackball and keyboard. The monitor screen displays the system views
and the operating display panel is used to interact with those views. The 10. ACT key - used to open a dialogue box on the monitor screen, once the The display also includes the following keys:
keyboard is used for set-up and configuration purposes. The operating display cursor has been positioned on the operating area.
panel is used to interact with the views on the monitor screen, display a new CPS key - changes letters to upper case and cancels the effect of the
view or to act upon an element within a view. 11. CA key - to cancel the activated monitor operation. ALT key
ALT key - selects characters on the top of some keys
Operator Panel Keyboard 12. DMON key - selecting a screen display to another monitor.
BS key - deletes an entry
13. DISP key - selecting a screen display by number to own monitor.
The keyboard consists of the following keys: EX key - sends the command from the operating display to the DCS.
14. FLD keys - used for selecting the display and loop related to the event, Printing an Alarm List
1. PAGE SCANNING keys - viewing of previous and next screen displays and
scanning the events in the alarm area of the header towards older and newer
older and newer events. Pressing the page scanning keys after the direct access
events. Touching the MORE key will reveal the COPY, STOP and CONT keys to be
key allows the operator to view the screens in the current hierarchy branch.
displayed. Pressing the COPY key will activate the hard copy unit to print and
15. ALM LIST key - allows direct access to the alarm list. a copy of the alarms on the alarm printer. The printing can be stopped using the
2. DIRECT ACCESS keys and STORE key - short cuts to screen displays most
used and ability to store a new direct access screen display. STOP key and restarted using the CONT key.
16. ACK keys - acknowledges the buzzer sound and blinking light.
3. T keys - allows scanning towards screen displays selected earlier or later.
Trackball
4. OVW key for selecting a more general overview - moves to a higher level
in the hierarchy and selects an overview display, which includes the buttons for The trackball is used to position the cursor on the screen display. The speed of
viewing the following systems: rotation will determine the distance the cursor will move on the screen display.
Cargo
Monitor Screen Operations
Main turbine
Boilers To open a monitor display or window, move the cursor to the area required and
Power management system press the WND key. The monitor display or window can be closed by pressing
the CA key when the cursor is within the area.
Machinery
Integrated cargo and machinery system ICMS A particular item on the screen can be operated by moving the cursor to within
the operating area and pressing the ACT key. A field for user operations is
5. DET key - selects a more detailed display. Is used after the the cursor is displayed at the selected item on the monitor which shows the available
moved to the area on the monitor display where more detail is required. options for the current situation.
6. PICK key - for opening the related operating display window after pointing Inside the field the cursor is replaced by a pointer, which can only be moved
to it with the cursor. to the permissible positions by using the trackball. The operating fields include
keys, menus and/or entry fields for numerical values. Using the keys and
7. M key - storing a displayed screen in memory. menus is performed by pointing at the desired option with the pointer and
pressing the ACT key.
8. MR key - recalling a stored screen to the monitor.
Operations in an operating field can be stopped by moving the cursor off the
field and by pressing the CA key.

Illustration 3.2.3a Screen Display
Monitor Number 1
NORMAN LADY CARGO 10.07.03 11:02.41 Date and Time
Page Number 5.11 CARGO TANK 1
DRY AIR SUPPLY DEMAND CARGO TK/ATM 0.161 bar

VOID SPACE/ATM 0.000 bar Cargo Tank
FOR VOID SPACE Pressure Indicator
CT/VOID SPACE -0.154 bar Reading
TANKDIFF PRESS PDAL
SPRAY HEAD.PRESS 0.151 bar
-110.4 C EQUATOR RING:

FORE -110.7 C
AFTER -111.5 C
Cargo Tank -124.9 C STBD -111.7 C
Liquid
-125.2 C LAHH PORT -104.9 C
Temperatures
LAH
VAPOUR FLOAT
EQUATOR SKIRT PORT -62.7 C
35.65 m
Cargo Tank STIFF. RING PORT -52.0 C Cargo Tank
Level Indicator 0 m3 15491 m3
Reading EQUATOR SKIRT STBD -65.8 C Temperature Indicator
115.3 %
STIFF. RING STBD -58.1 C Reading
FOUNDATION DECK FWD 25.0 C
-153.6 C VOID SPACE:

0.0 bar 0.1 bar SUMP LAH 20.3 C
0A 0A FWD BULKH. 27.1 C
Cargo Tank CPP CPS STBD BULKH.UPP 27.9 C
Discharge
STBD BULKH.LOW 26.4 C
Pumps H H
PORT BULKH.UPP 29.5 C
PORT BULKH.LOW 26.5 C
PRESSURE PDAL PDAH
LNG MODE

3.2.3 Screen Displays In graphic display, any alarm will change the background colour of the affected The event list is selected by pressing the ALM LIST key. Scanning through the
motor or pump to the alarm colour. pages is done by pressing the scanning keys and the ALM LIST key to return
Monitor Screen to the first page.
Group Display
Header This gives detailed information on the controlled items of a specific section of If an event shows the letter D, a detailed display related to the event can be
The header is displayed at the top of each monitor display and shows the the process. It consists of eight sections, each of which includes one or more selected by moving the cursor to the event line and pressing the DET key. If an
general information on the system and the display picture. process tags, depending on the displayed item. In group display, any alarm will event shows the letter I at the right hand end of the line, an information display
change the background colour of the running status to the alarm colour. related to the event can be selected by moving the cursor to the letter I and
The header also includes the following information: pressing the DET key.
Trend Display
1. Page number It is possible to configure a process history trend in curve format, which is Operations on the Alarm Area
continually updated in accordance with the process, so as to display the actual The event line in the alarm area shows the systems first alarm. The operating
2. Display continuation marker
state of the process. The displayed colours indicate process status with regard display window related to the alarm can be accessed by pressing the
3. Display number to either normal, disturbance or failure conditions. appropriate FLD key.
4. Monitor number
A trend may also be displayed in a split format containing up to four trends in Displays related to the event in the alarm area can be shown on the monitor and
5. Selected monitor indicator different colours. The time scale can be in minutes, hours or days. operating display screen by continually pressing the appropriate FLD key to
move up or down the display list.
6. Display title
Event List Display
7. Date An event list shows a list of the received alarms and messages. They are used In this way the operator can more easily determine the causes and effects and
to monitor the running of the process, to find out the causes of the disturbances access the displays to perform the required actions.
8. Time
and to access the different process situations later.
9. Event line in alarm area which displays the initial event. Using Two Monitors
An event refers to a change in a particular state and is divided into critical If there are two monitors connected to one operator terminal, they can be
The initial event is the first event requiring acknowledgement after all previous alarms, normal alarms and messages. An alarm is an exceptional event and configured to be located adjacent to each other.
events have been acknowledged. indicates an abnormal process status. A message is an event belonging to a
10. Process zone fields in alarm area normal operation of the process. One of the monitors is defined as the first monitor and the other as the second
monitor. The monitor shows that the cursor is currently active and the other is
A process zone field shows the zone identifier and event counter. The zone One line in the event list represents a single event and the events are displayed passive and all operations are addressed to the active monitor.
identifier specifies the process zone and colour of the background indicates the in chronological order in the list. One page of the event list can show 32 events
most urgent event in the process zone: and there can be up to ten pages, with the latest event always on the first page. To activate the passive monitor, the cursor is moved beyond the border of the
active monitor.
Red = critical alarm
A new alarm is displayed in red text, with the symbol blinking. When the alarm
Orange = normal alarm is acknowledged, the blinking stops but the line will remain red until the alarm It is possible to select a display to another monitor by pressing the DMON key,
becomes redundant (not active). Redundant alarms are coloured brown and are followed by the number 2 key. The other monitor will show the same display
Grey = message eventually deleted from the event list automatically. as the original monitor and it will be possible to scan displays on the new
Lilac = fault monitor by pressing the right hand direction arrow scan key.
Redundant alarms and messages can be deleted from the list by activating the
11. Event counter, which shows the number of events that have COMPR compress key at the top right corner of the screen. The active and
occurred after the initial event in the process zone unacknowledged alarms will remain in the list.
12. Zone field continuation marker. The line has room for up to six The alarm area shows the number of events for different process zones and the
zone fields and when there are more the continuation marker will be colour of the zone field indicates the priority of the most urgent event. The
displayed information related to the first alarm in an alarm sequence is shown on the
alarm area’s event line. The event line allows the operator to scan through the
Graphic Display events and the related displays at the same time.
This provides the user with an overview of the controlled process and displays
the process in an illustrated format. The process status is displayed by means
of motor, valve and pump symbols, status data in text form such as ON/OFF,
measured values in bar graph format and various numerical values.

Illustration 3.2.3b Operating Panel Display
Title and Tag Number Present Temperature Press for Access to

Other Controls
Temperature Range
S BLR SUPERH. STEAM

MAIN 643.210 TIAHL MENU T
Hierarchy Path
INDEX
300.0-600.0 Keys for Displaying
C Other Operating
Display Windows
Reveals the Related GRAPH T

M
510.1
Displays Available
DISP
For Boiler BLR Key for Clearing

System View
OVW CA the Present Operation
Display
if Required
Key for Displaying

MORE the Next Set of
Standard Keys

Operating Display Screen When required, a more detailed view of an item displayed on the monitor can
be requested to the operating display, which provides detailed information on
The operating display screen consists of a capacitive electro-luminescent a loop, for instance an interlock that has stopped a motor.
panel, displaying measured value bars, text, status data and soft keys in
accordance with the current situation. If text needs to be entered during operations, such as system login, creation of
a trend graph or a recorder connection, a text keyboard will be automatically
(Note: Due to the nature of the matrix, only one finger should be used to touch displayed. The keyboard is of the standard qwerty type with the following
the display and touch only one key at a time.) additional keys:
CPS key = to enter upper case
The operating display may have a screen saver in use which blanks the
operating display after a defined time if no operations have been made through ALT key = to select the characters at the top of some keys
the operating terminal. Touching any key or moving the cursor will return the
BS key = to remove the last entered character
operating display to operating mode.
EX key = the text entered disappears and the function is executed
The operating display keys detail the following:
If text is being entered on the monitor, the text will not be sent to the monitor
MAIN INDEX = hierarchical path until the EX key is pressed.
T = scanning operating display wndows
CA = clear activation
MORE = displaying the next set of standard keys
GRAPH DISP = reveal the related displays available
A hierarchical path shown at the left hand side of the operating screen display
indicates the current display and its selection path. The items at the centre of
the display are related to the operating tag and the standard, non-configuration,
keys are at the right hand side of the display. By touching the MORE key, the
next set of keys are displayed.
Operation in the operating display is started by picking the desired item to the
operating display. This is done by pointing at the item with the cursor and
pressing the PICK key. The display may include bar graphs, texts and
information on the items status. Actual operating keys are not yet displayed for
the item in this basic state, only the current information for the item is shown.
An item’s status is displayed inside rectangles in the operating display and

operations on a specific data are started by selecting the desired data. This is
done by touching the data with a finger, which will highlight the data.
Operating keys for an operated item are displayed with rectangles or squares
whose corners are cut.
The screens are arranged in a hierarchy tree which consists of branches and
levels, with the route leading from one level to another called the hierarchy
path. The hierarchy menu is accessed by touching the MAIN INDEX key,
which will reveal the keys for the lower level screens and related displays. The
required screen will be displayed on the monitor by touching the relevant key.

Illustration 3.2.4a Operation
Monitor Number 1
Date and Time

NORMAN LADY CARGO 10.07.03 11:02.41
Page Number 5.31 SPRAY SYSTEM LIQUID LIQUID
VAPOUR
Command
Icon
SPRAY HEADER
0.15 bar 0.14 bar 0.15 bar 0.14 bar 0.01 bar
S
P
R
A
Y
C
R
O
STOP S STOP
TANK S
TANK TANK O TANK TANK
1 2 3 V 4 5
SPRAY 0.00 0.00 SPRAY
bar E bar
0A R 0A
22C 28C
Cursor
30C
SHORE CONNECTION

3.2.4 Operation The status symbols are displayed within squares and the operating keys are A valve is represented graphically by a status symbol containing a tag mark
displayed within squares with cut corners. character that indicates the current operational mode of the valve.
Basic User Operations
User operations are performed either with a cursor directly through the From the Monitor The symbol may also contain a numerical value if the valve has a controllable
monitor, or through the operating display by pressing the relative key with a movement. This value indicates either the actual position of the valve or the set
When the cursor is moved to the motor/pump symbol status locating area, the
finger. point of the valve in percentage terms.
ACT key is pressed to reveal a graphic display with the following information:
User Authorities 1. Title and/or tag number Control of valves is similar to motors and pumps, ie, the operation menu will
The users of the operating station can be divided into three groups: show which commands are available for that specific valve.
2. Running status(stop or running)
Display mode 3. Control mode selection status Open or Close Operation
Control mode Running an actuator is possible when the actuator is in manual mode M and
M = manual
the operations are enabled when the message NO OP is not on.
Maintenance mode A = automatic
The valve is operated by moving the cursor to the status symbol locating area
Display Mode L = local and pressing the ACT key. An operating field is displayed, containing the
In this mode it is possible to view the screens and pick the displays, but all symbol for the current status and an open and/or close selection key, depending
4. Text pointing area
process operations are disabled. on the application. The valve is opened or closed by moving the arrow to the
Running Operations required selection key and pressing the ACT key. The moving actuator will
Control Mode display a blinking status symbol.
In control mode most basic operations are enabled except for the following: Once the cursor is moved to the operating area, press the ACT key to reveal an
operating field showing the current status and a selection key.
Controller parameter tuning Intermediate Position Operation
I = start The method to start the operation is similar to an open/close type actuator. The
Changing of event limits exception is that the ACT key is held down to run the valve to the required
O = stop
Masking of events position and released to stop the operation at the required position.
Maintenance Mode With the arrow pointing to the I or O symbol, press the ACT key to either start Changing the Position Set Point
All operations are enabled which allows for maintenance to be done on the or stop the motor. Move the cursor to the measured value locating area and press the ACT key.
system and parameters tuned. An operating field with the current measured value and set point is displayed.
Control Mode Change The field also includes an entry field for the new set point, as well as arrow
Motor and Pump Control Modules The control mode can be changed on the monitor screen by moving the cursor keys for driving the se tpoint.
All motors and pumps covered in the DCS system are supported by modules over the control mode status symbol locating area and pressing the ACT key.
providing automatic, manual and local control, control status, operating status, An operating display will be revealed, indicating the current status and Enter the new set point using the numerical keys or adjust the set point with
interlocking, power demand, standby start, restart after blackout and shutdown. selection keys available, such as M, A or L. The current status will be indicated the arrow keys.
by an arrow, which can be moved up or down to another control mode by using
The operating menu for a motor or pump contains the event masking, operation the trackball.
and trend commands available at that time.
Trend Graph Display
All motor or pump control modules have control logic interlock functions to
prevent the motor or pump from being damaged. The interlocks prevent the The trend graph display is revealed by moving the cursor to the system title on
motor from being inadvertently started. Large motors (heavy consumers) have the screen display and pressing the ACT key. On the resulting operating display
a power interlock function that prevents the motor from being started if there screen press the GRAPH DISP key to reveal the related displays available and
is insufficient generator power available on the electrical network. select the TREND DISP key to show a trend graph for the system.
Some control modules will be configured with a blackout restart function. This Valve Actuator Control Modules
function causes a motor to be automatically restarted, when power is re- All valves in the DCS system are supported by modules that have either %
established after a blackout, provided the motor was running before the position or open/closed position feedback. The basic module functions cover
blackout occurred. A configured start delay on each motor is provided to automatic and manual, automatic or local control.
prevent too many motors starting at the same time.

From the Operating Display 8. Explanation of watchdog failures. Intermediate Position Operation
The control can also be carried out via the operating display window by The method to start the operation is similar to an open/close type actuator. The
FAIL ON = failed start
pressing the PICK key when the cursor is moved to the motor/pump status second display contains two operating symbols showing the valve 50% closed
symbol locating area on the monitor. The operating display window will show FAIL OFF = failed stop and fully closed and two operating symbols containing arrows. The valve can
the following information: either be 50% closed or adjusted to a desired position using the arrow keys and
DIST ON = disturbance start
noting the position on the indicator.
1. Title and/or tag number. DIST OFF = disturbance stop
Changing the Position Setpoint
ICONTFAULT = ON control fault
2. Running status. Press the rectangle symbol showing the valve position. The next display will
OCONTFAULT = OFF control fault show the numerical keys and arrow keys. The set point can be reset by entering
I = running (ON) the new value using either the numerical or arrow keys, followed by pressing
Starting or stopping is possible when: the EX key.
>I = starting
The motor is in manual mode M
O = stopped (OFF)
The NO OP symbol is not on to prevent operations
>O = stopping
The preventive delay for restarting is not on when starting the pump
3. Control mode selection status.
M = manual Running Operations
To either start or stop a motor/pump, press the status symbol O or I. The
A = automatic
display will change to show the operating symbol I or O in a square with cut
L = local corners. Press the operating symbol to start or stop the motor and the display
will then change to show a status symbol >I or >O, indicating that the
4. Operability. motor/pump is starting or stopping. The symbol will change to I or O when the
NO OP = operations prevented (masked) motor is at its final status.
5. Measured current output. Control Mode Change

The control mode can be changed on the operating display by pressing either
6. Fixed status data.
of the currently displayed M, A or L symbols. This will reveal an operating
RI = release ON display, confirming the current status and selection keys available, such as M,
A or L in squares with cut corners. The control mode can be changed by
RO = release OFF
pressing the necessary symbol and the display will change to indicate the new
FI = forced control ON control status within a square.
FO = forced control OFF
Valve Actuator Control
WD = watchdog failure The valve control is transferred to the operating display by pressing the PICK
CU = overcurrent key when the cursor is in the status symbol locating area. The display will
show two square symbols, showing the position of the valve and the operating
7. Status description. mode and a rectangular symbol displaying the amount open or closed.
NO REL I = no release ON
Running an actuator is possible when the actuator is in manual mode M and
NO REL O = no release OFF the operations are enabled when the message NO OP is not on.
FORCED ON = forced control ON
Open or Close Operation
FORCED OFF = forced control OFF To operate a valve, press the valve position symbol which will then display
square symbols with cut corners. Pressing the necessary square symbol will
WATCHDOG = watchdog failure
start the actuator and either open or close the valve.
CUR H = current over high limit
CUR HH = current over higher high limit

3.2.5a Mimics
1 1
NORMAN LADY CARGO NORMAN LADY CARGO 12.08.03 16:19.03

10.07.03 15:39.30
5.18 PRESSURES 5.19 TEMPERATURES
LIMIT CTK1 CTK2 CTK3 CTK4 CTK5 CTK1 CTK2 CTK3 CTK4 CTK5
VALUE EQUATOR RING FORE -110.7 C -110.3 C -108.1 C -114.5 C -116.1 C
CTR / ATM 0.161 bar 0.160 bar 0.160 bar 0.156 bar 0.157 bar
HIGH PRESS. ALARM 0.22 PAH PAH PAH PAH PAH EQUATOR RING AFTER -111.6 C -110.5 C -110.4 C -119.2 C -118.3 C
LOW PRESS. ALARM 0.01 PAL PAL PAL PAL PAL EQUATOR RING PORT -104.9 C -109.1 C -109.2 C -118.8 C -117.2 C
LOW PRESS. STOP PMPS & COMPR 0.00 PCL PCL PCL PCL PCL EQUATOR RING STBD -111.7 C -108.2 C -108.2 C -121.2 C -116.6 C
EQUATOR SKIRT PORT -62.7 C -58.9 C -71.5 C -42.7 C -83.8 C

VOID SPACE / CTR -0.154 bar -0.128 bar -0.128 bar -0.127 bar -0.129 bar
HIGH PRESS. OPEN RELIEF VOID SPACE 0.05 PCHH PCHH PCHH PCHH PCHH EQUATOR SKIRT STBD -65.8 C -68.9 C -56.8 C -71.0 C -82.6 C
HIGH PRESS. STOP COMPR, PMPS, FANS 0.04 PCH PCH PCH PCH PCH STIFF. RING PORT -52.0 C -27.7 C -62.9 C -55.6 C -87.2 C
HIGH PRESS. ALARM 0.03 PAH PAH PAH PAH PAH STIFF. RING STBD -58.1 C -45.9 C -70.7 C -68.0 C -88.6 C
VOID SPACE / ATM 0.000 bar 0.000 bar 0.001 bar 0.000 bar 0.002 bar FOUNDATION DECK FWD 25.0 C 22.7 C 22.2 C 22.8 C 26.4 C
HIGH PRESS. OPEN RELIEF VLV VOIDSP. 0.15 PCH PCH PCH PCH PCH
HIGH PRESS. ALARM 0.12 PAH PAH PAH PAH PAH
FWD BULKHEAD UPP 27.1 C 24.9 C 24.9 C 25.8 C 25.0 C
LOW PRESS. ALARM -0.02 PAL PAL PAL PAL PAL
LOW PRESS. N2 TO VOID -0.05 PCL PCL PCL PCL PCL FWD BULKHEAD LOW 21.3 C 22.1 C 22.9 C 23.1 C
LOW PRESS. DRY AIR TO VOID -0.07 PCLL PCLL PCLL PCLL PCLL VOID SPACE AFT BULKHEAD 25.5 C
LOW PRESS. OPEN RELIEF VALVE VOIDSP -0.08 PCLLL PCLLL PCLLL PCLLL PCLLL STBD BULKHEAD UPP 27.9 C 28.7 C 28.4 C 28.6 C 29.1 C
STBD BULKHEAD LOW 26.4 C 27.0 C 26.9 C 27.1 C 25.3 C
PORT BULKHEAD UPP 29.5 C 28.4 C 28.9 C 29.4 C 25.8 C
LIQUID CARGO FWD PRESSURE 0.00 bar PORT BULKHEAD LOW 26.5 C 26.7 C 26.6 C 27.6 C 29.1 C
LIQUID CARGO AFT PRESSURE 0.00 bar
VAPOUR CARGO PRESSURE 0.03 bar
VOID SPACE SUMP 20.2 C 15.2 C 10.9 C 6.5 C 21.2 C
FUEL GAS TO ENG. ROOM PRESSURE PAH LIQUID CARGO CROSSOVER FWD 28.1 C
LIQUID CARGO CROSSOVER AFT 22.4 C
VAPOUR CARGO CROSSOVER 30.3 C
EMERGENCY RELEASE QUICK CLOSING LOOP 6.67 bar LIQUID CARGO HEADER FORE 31.8 C
LIQUID CARGO HEADER AFT 30.5 C
Cargo Tank Pressures Screen Cargo Tank Temperatures Screen

3.2.5 Mimics Main gas valve control Lines in views, representing pipes carrying fluids, are, where appropriate,
coloured to indicate contents:
Boiler safety
Mimics are available through the menus from the overview mimic or by
requesting a specific numeric identifier. Power management system Pipe Colour Fluid
Electric power monitoring Blue Fresh water or condensate

Equipment Views Available
Generator control Brown Heavy fuel oil or crude oil
The following equipment status views are available:
Diesel generator inboard Cyan or Light Blue Compressed air
Cargo system Diesel generator outboard Green Sea water, ballast water or bilge water
Cargo operation Turbine generator Red Steam
Custody transfer White Chemicals, inert gas or methanol
Cargo temperatures Main turbines
Yellow Lubricating oil, hydraulic oil or diesel oil
Cargo pressures Operating condition
Cargo tank levels Gear and shafting
Cargo safety system Lubricating oil
Cargo compressors Operation
Nitrogen plant Trips and interlocks
Void spaces Main sea water cooling ystem

Ballast system
Main steam system
Distributed control and monitoring system
Condensate and feed water system
Machinery alarm list
Fuel oil tanks
Cargo alarm list
Fuel oil transfer systems
Port and starboard boilers
Bilge alarm system
Burner management
Master and steam dump control Compressed air system
Fuel oil control Bridge alarms

Fuel gas control
Mode Indication
Combustion air control
Symbol White Yellow Green
Water level control
Motor Stopped Transient/undefined Running
Steam temperature control
Pump Stopped Transient/undefined Running
LD compressor control
Valve Closed Transient/undefined Open
Cargo tank pressure control
Generator Stopped Transient/undefined Running
Nitrogen purge
Circuit breaker Open Transient/undefined Closed

Illustration 3.2.6a Ballast Operating Display Screen
Monitor Number 2
NORMAN LADY MACHINERY 12.08.03 13:25.10 Date and Time
Page Number 5.61 BALLAST SYSTEM

No.5 SIDE No.4 SIDE No.3 SIDE No.2 SIDE No.1 SIDE TANK LEVEL
TANK PORT TANK PORT TANK PORT TANK PORT TANK PORT PARAMETERS
DETAIL
0.00 m 15.54 m 15.77 m 15.51 m 13.34 m
AFT 0 m3 1592 m3 2624 m3 1567 m3 998 m3
PEAK 0 % 95 % 97 % 96 % 82 %
Tanks and 6.21 m
Levels 199 m3
91 %
No.3 BOTTOM No.2 BOTTOM No.1 BOTTOM WATER DECK

WING TK P WING TK P WING TK P PUMP
9.88 m 0.00 m 6.95 m
2836 m3 0 m3 1725 m3
0.42 bar
100 % 0 % 100 % M
0 A
PORT
No.2 BOTTOM TANK

No.3 LOW No.2 LOW No.1 LOW FORE
CROSS T CROSS TK CROSS TK PEAK
0.00 m 8.24 m 0.00 m 5.33 m 0.00 m
0 m3 3187 m3 0 m3 1141 m3 0 m3
0 % 100 % 0 % 100 % 0 %
-0.24 bar
0 A
STB
M
No.3 BOTTOM No.2 BOTTOM No.1 BOTTOM
WING TK S WING TK S WING TK S
9.89 m 0.00 m 6.29 m
2836 m3 0 m3 1733 m3
100 % 0 % 100 %
DRAFT AFT No.5 SIDE No.4 SIDE No.3 SIDE No.2 SIDE No.1 SIDE DRAFT FWD
Draught Aft 8.74 m TANK STBD TANK STBD TANK STBD TANK STBD TANK STBD 8.06 m Draught Forward
0.00 m 15.45 m 15.47 m 15.28 m 15.05 m
AUTO 0 m3 1610 m3 2517 m3 1521 m3 1173 m3 AUTO
0 % 95 % 95 % 94 % 92 %

3.2.6 Cargo and Ballast Operations Draught Measurement The unit field shows the units in use for the level values. Depending upon the
The draught is measured by pressure transmitters from sensors positioned on selection made, the text displayed in the unit field will be one of the following:
This control application is a monitoring and control facility covering the on the ship’s keel. In the case of a sensor fault, manual draught readings can be
Vol%: % height of the sounding pipe
board liquids such as ballast, cargo and the load and stability calculator. viewed from mimic 5.61.
Level: Height of the fluid in the tank (in m)
Cargo control usually has two main process views, one for the tanks and the Load Computer Interface
Volume: Content of the fluid in the tank (in m3)
other for the pumps. From the cargo tank process view, the operator will be Tank levels and draughts fore and aft are transferred to the load computer
able to monitor the cargo fluid levels, temperatures and processes within each located in the cargo control romm.
tank, and control the valves for filling, emptying and stripping the tanks.
Gas Compressors
From the cargo pump process views, the operator will be able to monitor and The LD compressor speed is controlled from either the ECR or CCR control
control the cargo and spray pumps together with the valves for routing fluids system. The LD compressor is started from the CCR and command is given to
to and from the cargo tanks. These views also allow the operator to monitor the ECR. The DCS shutdown signal for the LD compressor is activated from
and control the auxiliary equipment associated with the cargo pumps. the fuel gas pressure transmitter to the engine room and the main fuel gas valve
closed signal.
Monitoring and Control Functions
The cargo tank levels are measured by the Whessoe float gauges and the DCS Alarm suppression is activated for the LD and HD compressors when the
receives the level data for each tank by a serial line communication. compressors are stopped.
The DCS calculates the correct cargo tank levels with reference to the specific Ballast Control - to be Fitted in the Near Future
gravity of the cargo and the trim and list of the ship.
This function has a primary view, visualising the entire ballast system. From
The corrected level is then used by the DCS for the volume calculation from this view the tank levels of all vessel fluids used as ballast can be monitored
the cargo tank tables and the volume is finally corrected for the thermal and the ballast system pumps and valves can be controlled. The primary view
contraction factor of the tank shell. also shows the vessel heel data.
User set parameters are available in mimic 5.2 Custody Transfer for LNG/LPG Operator Interface
mode and specific gravity.
The cargo and ballast process views in the cargo control room show the fluid
Cargo Tank Temperature Monitoring control systems comprising tank, valve and pump symbols interconnected by
Each cargo tank is equipped with four PT100 probes for liquid and vapour piping and manifolds. The operator monitors the status of each device by
temperature measurement. displaying the views and operating the equipment as required. The starting and
stopping of pumps and the opening and closing of the valves is normally part
Ballast Tanks Monitoring of the automatic cargo and ballast tank filling and emptying sequences, which
Each tank, except the fore peak tank, is equipped with one pressure transmitter are initiated from the operator stations.
for the level measurement. Alarms are related to the levels.
Alarm suppression is activated when both ballast pumps are stopped. The
suppression can be switched off via mimic 25.1.
Engine Room Tanks Monitoring

Each tank is equipped with one pressure transmitter for the level measurement
and there is no alarm suppression.
Level monitoring
Each cargo tank has a level transmitter used to indicate the level in the tank.

Part 4
Cargo and Ballast Systems
Illustration 4.1.1a Leakage Pipes
Rupture Disc
Cross Section
Pressure
Insulation
Nitrogen
Blank Flange
Bleed
Rupture Disc
Removed
Rupture Disc
Rupture Disc
Skirt
Polystyrene
Leakage Pipes
Insulation with
Stainless Steel
Cover
Rupture Catch Basin

Disc
Issue: 1 Section 4.1/4.1.1 - Page 1 of 2

Part 4 Cargo and Ballast Systems Insulation: The Spiral Generation Log System 4.1.1 Liquid Leakage Detection
4.1 Cargo Containment and Monitoring Systems The Norman Lady’s cargo tanks are insulated with expanded polystyrene A leakage of LNG within the tank insulation will be detected at an early stage
foam, fitted to the tanks by a spiral generating system. This system generates by the gas detection system fitted at the equatorial ring area and at the drip pan.
polystyrene strakes (logs) as the machine moves spirally around the tank. The The drip pan, installed directly below each cargo tank is fitted with
General Description equipment automatically fuses adjacent polystyrene logs as the machine temperature, gas and liquid sensors to detect the presence of LNG. These will
advances around the sphere. alarm via the gas detection and DCS systems. An eductor system allows the
The cargo containment system consists of five insulated cargo tanks encased
within the inner hull and situated in-line from forward to aft. The spaces removal of the liquid.
The insulation consists of two polystyrene layers separated by a crack-
between the inner hull and outer hull are used for ballast and will also protect arresting layer of glass fibre. The upper hemisphere insulation is coated with
the cargo tanks in the event of an emergency situation such as a collision or a The aluminium foil surface of the tank insulation protects the insulation as well
square aluminium foil plates. The aluminium foil splash barrier on the lower as directing any leakage away. Any LNG liquid leakage drains by gravity from
grounding. hemisphere is automatically bonded to the outer surface of the insulation between the tank plating and the insulation to the drip pan via a drain tube at
during the log welding process. This process butt welds the logs to form a the bottom. The drain at the bottom of the insulation space is sealed in normal
The ballast spaces around the cargo tanks are divided into two double bottom continuous insulation layer. The insulation is not actually bonded to the tank
wing tanks, port and starboard for each cargo tank. The double bottom tanks service by a rupture disc.
surface and this allows the passage of nitrogen gas between the insulation and
extend to the side of the cargo tanks as far up as the trunkways. the tank. Liquid flow from the northern hemisphere collects in the drain channel which
Cargo tanks No.1 and No.5 are slightly different in size due to their position in is formed by the upper skirt ring stiffener and is directed to the leakage pipes
Containment located forward, aft, port and starboard of the tank. These pipes direct the
the ship. The sizes and capacities are as follows:
liquid onto the void space deck and then to the drip pan. These areas are all
Tanks 1 and 5: 31.0 metres diameter The LNG in the ship’s cargo tanks is carried at a pressure that is marginally protected with stainless steel sheet covers.
higher than atmospheric pressure. The cargo tanks are housed within holds and
Tanks 2, 3 and 4: 33.1 metres diameter each hold is separated by a watertight bulkhead. A positive pressure of inert gas All of the pipes except one are fitted with rupture discs. These discs are gas
Tanks 1 and 5 capacity: 15,490m3 or dry air (depending on operational requirements) is maintained in the void tight but are designed to fail at cryogenic temperatures and will therefore
space surrounding each tank. rupture when LNG comes into contact with them. The leakage pipe without a
Tanks 2, 3 and 4 capacity: 18,860m3
disc has a gas detection sensor fitted to provide early warning of a possible
There is no secondary barrier as the tanks, primarily due to their spherical The boiling point of LNG at atmospheric pressure is extremely low (-163ºC) leakage.
construction, have a high degree of safety against fracture or failure. The tanks and so special equipment and procedures must be used to handle LNG. The
are heavily insulated with approximately 215mm of polystyrene foam to piping system is designed to have the minimum number of bolted flanges. From illustration 4.1.1a the layout of the leakage pipes can be seen.
reduce natural boil-off to a minimum.
Welding is used wherever practicable to reduce the possibility of joint leakage.
The tanks are constructed of 9% nickel steel. Each tank is covered by a Any liquid leakage must be dealt with by spraying the area affected with water
spherical steel tank cover which is mainly for tank and insulation weather by means of the spray system provided, or by the use of a fire hose. This
protection. The cover also permits control of the hold space atmosphere. The prevents any fractures of the affected local steelwork.
lower edge of each cover is welded to the deck, forming a watertight seal. A
flexible rubber seal is used at the point where the tank dome protrudes out from Monitoring
the cover.
The DCS system provides monitoring of the cargo levels, pressures and
The tanks are each supported by a metal skirt from the equatorial ring, which temperatures. Together with the cargo and void space gas detection system, the
transmits the weight of the tank and the cargo to the lower hull. The skirt is DCS system monitors the cargo containment systems, the tanks and the void
stiffened in the upper part by horizontal rings and the lower part by vertical spaces etc for any signs which may indicate a failure of this containment and
corrugated stiffeners. possible gas or liquid leakage.
A special casting joint is fitted between the skirt and the tank’s equatorial ring In the case of a cargo leak, the gas detection analyses the void space via four
to provide the necessary strength at this point and to reduce heat conduction sampling points (see section 4.9, Fixed Gas Detection Systems) and raises an
into the tank and a corresponding conduction of low temperature to the skirt alarm locally at the LCCR and via the DCS system.
and hull.
If the leak is of a size where liquid is flowing, the leak would be directed via a
system of leakage pipes described in the next section, 4.1.1.
Issue: 1 Section 4.1/4.1.1 - Page 2 of 2

Illustration 4.1.2a Temperature and Pressure Monitoring System
Tank/Void
Differential
Pressure
Tank/Void
Differential
Pressure
Tank Top
Temperature
Equator Ring Void Space

Port Pressure
Temperature
Tank 95% Level
Temperature
Void Space Void Space Void Space

Bulkhead Bulkhead Bulkhead
Forward Lower Temperature Temperature
Temperature Port Upper Stbd Upper
Tank 50% Level
Equator Ring Equator Ring Void Space Temperature
Aft Forward Bulkhead
Temperature Temperature Forward Upper
Temperature Skirt Stiffener Skirt Stiffener
Ring Port Ring Stbd
Upper Upper
Deck Temperature Temperature
Foundation
Forward
Temperature
Skirt Port Skirt Stbd

Temperature Temperature
Skirt Tank Bottom

Void Space Void Space
Equator Ring Bulkhead Temperature Bulkhead
Starboard Temperature Temperature
Temperature Port Lower Stbd Lower
Drip Pan
Temperature
View from Top View looking Forward

4.1.2 Temperature and Pressure Monitoring System Displays
General Description The relevant displays/mimics where tank and void space monitoring are
(See illustration 4.1.2a) displayed are:
The individual cargo tank measurement mimic
Monitoring equipment is provided in the CCR and the ECR via the DCS
system for the void spaces and inner hull temperatures and pressures to give The cargo tank spraying mimic
warning in the case of a failure of insulation or leakage of the containment Cargo tanks overview mimic
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.
During normal conditions, one thermocouple is in service whilst the other is on

standby. If the first sensor fails, the second sensor may be used.
For the inner hull temperature measurement, there are sensors in each tank.
One is located along the bottom of the tank in the pipe duct, one double
element type sensor in the liquid dome.
The temperature measurements are indicated for each sensor in service in the
CCR via the DCS system. Recording of these temperatures is also available via
the DCS system.
Temperature Measurement
The temperature measurement is obtained from the PT100 sensors whose

electrical resistance decreases with temperature. The sensors are calibrated and
certificated and therefore have their own individual identification number. The
sensors are positioned equally throughout the height of the tank and include
sensors at the top and bottom enabling the temperature of the liquid and the
vapour to be measured separately. Average and individual temperature
readings are available.
The sensors are wired with four conductors (four wire cable) and all
terminations are sealed. There are spare sensors mounted in the tanks to
provide a degree of redundancy.
Pressure Measurement
The pressure measurement is obtained from a capacitive pressure transmitter.

The transmitter consists of a movable ceramic diaphragm connected to a fixed
ceramic substrate. On each ceramic part is a gold plate which makes up a
capacitor whose capacitance will vary according to the distance between them.
The fixed part is mounted on the tank shell and the moveable part extends into
the tank space.The tank pressure imparts a force on the movable plate relative
to the tank pressure. This varying capacitance signal is converted to an output
signal which varies according to the pressure in the tank.

Illustration 4.1.3a High Level and Overfill Alarm System
99.2% 29.36M
230V AC Supply
High Level System HIGH AND OVERALL ALARM SYSTEM
Protective Cap 95% High
99.2% 99.2% 99.2% Overfill Level
230V AC Supply Alarm Alarm
TANK NO.1 TANK NO.2
Overfill System 95% 95%
Test Lift Button
99.2% 99.2%
TANK NO.3 TANK NO.4
95% 95%
Connection
Box 99.2%
TANK NO.5
95%
Cargo Tank Dome Shell
ACCEPT ALARM LAMP ON OFF
NORM FLASH HOLD TEST
Audible Alarms on Deck
Float Switch Arrangement
TONSBERG NORWAY
Float Guide
High High
Low Density Float
Sensor Switch
SAFE AREA
Level Sensor Level Sensor

Tank No.1 Tank No.5
High HAZARDOUS AREA
Level Sensors
Tank No.s 2, 3 and 4

4.1.3 High Level and Overfill Alarm System Alarm Panel If one of the level switches, that is already in an alarm condition,
should be deactivated and then reactivated because of movement
Maker: Omicron The alarm panel has ACCEPT ALARM, RESET ALARM, ALARM HOLD, on the cargo liquid surface, the alarm will not be repeated due to
Type: OAS - 5 LAMP TEST and unit ON/OFF pushbuttons. There are LED indicators for all the ALARM HOLD function.
tank alarms and also loop and power/system failure.
The vessel’s cargo tank high level alarm system is fitted to comply with the (Note : Any loop/wiring or system faults must be rectified as soon as possible
IMO, DNV and USCG etc societies’ requirements. To comply with these Operation as a sensor with a loop failure will not alarm.)
requirements the high level alarm and overfill alarms are completely separate.
When a cargo tank float moves upwards, the relevant red LED on the
The level switches are of the float type and can be tested independently from intrinsically safe alarm module and the alarm panel will start to flash and the
the top of the tank. ACCEPT ALARM pushbutton will illuminate.
All the inputs from the level switches are connected directly to the input sides The alarm lamp and horn on deck as well as the buzzer on the alarm panel will
of intrinsically safe alarm units. These alarm units are bus wired to one start. The corresponding alarm will also be raised via the DCS system.
common output unit which interfaces with the SVC system. Separate outputs
for alarms and indication are available at the alarm/control panel mounted in Pressing the ACCEPT ALARM pushbutton will cause the common alarms
the Cargo Control Room. (horn and lamp) to stop. The LEDs on the intrinsically safe alarm unit and the
alarm panel will continue to flash. The operator should then press the RESET
In addition to tank alarms, the system also indicates and raises separate alarms ALARM pushbutton and the flashing LED(s) will illuminate steadily.
if a loop fails for the level switches and their associated wiring or if a processor
or a power failure occurs. The common alarm unit is configured to raise different alarms for either the
95% HIGH LEVEL or 99.2% OVERFILL alarm. This unit pulses the exterior
The level switch has two floats with built-in permanent magnets in each float. horn and illuminates the yellow lamp for high level or sounds continuously and
As the float moves upwards, a reed switch inside the housing is deactivated illuminates the red lamp for the overfill alarm. The horn and lamps are situated
and an alarm is raised. When the float moves downward, the reed switch is on a floodlight mast adjacent to No. 3 cargo tank dome.
closed again. This is the non-alarm position so the alarm loop fails safe (ie,
alarms) in the event of any open circuits/wire-breaks. The 99.2% OVERFILL alarm is also configured to automatically close the
filling valve for that tank.
Two resistors are connected to the reed switch inside the sensor. One is in
series and one is in parallel with the switch contacts. This enables the detection The overfill alarm has a remote reset OVERFILL pushbutton on the port outer
of broken or shorted alarm circuits. operating station in the CCR.
Testing Alarm Hold Facility
Each level switch is equipped with a mechanical testing device. The testing In addition to the above normal alarm functions, there is also an ALARM
device is located under a protective screw cap on top of the level switch’s HOLD function. This function handles all tanks separately and independently
junction box. By lifting the testing device slowly, the HIGH LEVEL alarm and is selected by pressing the ALARM HOLD button on the alarm panel. The
(95%) for that particular tank will be raised. Lifting the device further up will function remains in operation as long as the button is activated. The alarm hold
cause the OVERFILL alarm (99.2%) to be raised. function operates as follows:
When testing is complete, the test device should be pressed back down and the If, prior to loading, the ALARM HOLD pushbutton is already
protective screw cap replaced. activated, it must be released and reactivated. This clears any
previous alarms.
(Note: The high level and overfill alarm are to be tested prior to each loading.)
If the ALARM HOLD button is on, the first alarm from each tank
activates the alarm horn and light on deck, the buzzer on the
control panel and the DCS alarm. The appropriate LEDs on the
control panel and the intrinsically safe alarm module will also
flash.

Illustration 4.2a Cargo Piping System

Vent
r
sso Mast
m pre oom
o
Liq
R
GC
To No. 4
LN
uid
Vent Mast V2100
Va
015
Ni
V2052 V2138
V2
p
tro
32 1
ou
V21 V 213
ge
Liq
r
ou
r 120 V2051
V2
n
Liq
Vap ater
uid
V2051
PI He
u id
15
V21 V2051
30
V21
14 200
32 30 V21 V2 V2051
V21 V21 015
A
p.B 14A 016 206
1 V2
Co
m V21 V2 V V2026
34 HD
V21 31
To ou
r
V21 201
s Vap ater 14 V2 Vent V2004
iler V21
Dome
Bo He 35 Mast 003
V21 061 V2
V2
A (S)
016 002
36 V2 A V2101 V2
V21 200
13 35 V2 V2138
V21 V21
V2055
V2002 (P)
.A
V2
mp
Co No.1
20
D V2054
H
3
V21
28 V2054 Cargo Tank
6
pac
e 212
V2
V V2054
39 id S er
20
V21 Vo r Dry 14
V2
3A
V2054
Ai V23
V2
17 .
23
V21 mp
20
13 Co V2027
4
V21 14
LD V23
3
25 26
35 V21 V23
15
V21 t
V22 Pla
n V2008
Dome
G 15 N Vent 7
LN iser V23 e To 2 00
or pac Mast V2
Vap id S er
Vo r Dry (S)
11 25 Ai 6
V21 V21 m ans V2
00
d 39 Fro ing F ating V2103
Voi re V21 t
cula ace H
e
or V2138
r F osphe c ir
Re id S p V2006 (P)
ate V2058 V2068
He e Atm
ac V21
39
Fo r Vo No.2
Sp V2057
V2057 Cargo Tank
V2057
V2057
22
V2
V21 V2028
01
19 G
LP
2
V21 To nt
Pla Dome
m 011
G Fr o V2
LP G
To nt LP t
s Pla Pla
n Vent (S)
ace Mast 01
0
Sp V2
Void 10
To V21 V2108
V2010 (P)
18 V2138
V21 V2064 V2068 No.3
V2063
V2063
Cargo Tank
V2063
V2063
V2029
Spray
Pump
V2020
Dome
Vent 019
Mast V2 D
(S) FW
8
01
V2
V2109
V2066 V2138 V2018 (P)
No.4
V2065
V2065
Cargo Tank
A
V2065 015
V2
V2065
To V2030 Spray From
Emergency Pump Safety 120
V2
Discharge V2024 Valves
Dome
Astern
023 A 061 015
V2 200 V2 V2
V2
(S)
00
2 LAH
V2 016
A
V2 061
V2
V2002 (P) Overflow
Liq
No.5 201
Drain Tank
u
V2
200
id
Cargo Tank V2
016
Va
po
Ni
V2
ur
tro
Liq
ge
n
uid

4.2 Cargo Piping System The inert gas and dry-air system, located in the engine room, is used to supply The LPG system is de-commissioned and all lines are blanked and the electric
inert gas or dry air to the cargo tanks via piping which connects with the main motors disconnected.
Description cargo system through a double, non-return valve to avoid gas returning to the
engine room. When operational the system will take suction from the vapour header and
The cargo piping system is shown in illustration 4.2a in a simplified discharge liquid to the spray header.
perspective showing only the principal features of the system. All of the cargo piping is welded to reduce the possibility of joint leakage.
Flanged connections are electrically bonded by means of straps provided There is also a pipeline from the the liquid line which can be used as a hot
Liquid cargo is loaded and discharged via the two crossover lines midships between flanges to ensure that differences in potential, due to static electricity vapour suction.
between cargo tanks 3 and 4 and is delivered to and from each cargo tank liquid between cargo and other deck piping, tanks, valves and other equipment, are
dome via the liquid header which runs forward and aft. Each crossover line at avoided.
midships separates into two loading/discharging connections, port and
starboard, making a total of four loading/discharge connections. Both liquid and vapour systems have been designed in such a way that
expansion and contraction are absorbed in the piping configuration. This is
The cargo tank vapour domes can be connected by the vapour header running done by means of expansion loops and bellows on liquid and vapour piping
forward and aft along the trunk deck. The vapour main also has a cross- respectively.
connection at the midship manifold for use in regulating tank pressures when
loading and discharging. Fixed and sliding pipe supports and guides are provided to ensure that pipe
stresses are kept within acceptable limits.
When loading, the vapour header and crossover, together with the HD
compressors, are used to return the displaced gas from the tanks back to the All sections of liquid piping that can be isolated, and thus possibly trapping
shore installation. When discharging, the vapour header is used in conjunction liquid between closed valves, are provided with safety valves set at 5 bar,
with either the vapour crossover, or a vaporiser, to supply gas to the tanks to which relieve excess pressure to the collecting tank and on to No.4 vent mast.
replace the outgoing liquid cargo. This tank is situated on the deck above the cargo control room and has a level
alarm fitted to alert the operator to the situation. This is a safety measure,
The spray line can be connected to the liquid crossover lines and can be used although normal working practice is to allow any remaining liquid to warm up
to drain or to cool down each cargo tank, and also to spray during discharging and boil-off before closing any such valves.
if the return vapour is insufficient.
All major valves such as the midships manifold (port and starboard) valves,
The vapour header and stripping/spray headers are both connected to the individual tank loading and discharge valves, are remotely power operated
vapour dome of each tank. The vapour domes also house the tank safety from the DCS system, so that all normal cargo operations can be carried out
valves, pressure pick-up and sample points. The spray line on each tank from the Cargo Control Room. The pipeline layout at the manifolds is shown
consists of four spray lines inside the tank to distribute the incoming liquid into in illustration 4.2b.
the spray nozzles in order to assist in evaporation and thus achieve a better
cooldown rate. When an emergency shutdown is activated, the manifold valves are closed,
discontinuing loading or unloading operations.
The spray and vapour headers have branches to and from the LNG compressor
room with connections to the compressors, heaters and vaporiser for various A non-return valve is fitted at the discharge flange of each cargo pump. A hole
auxiliary functions. Removable bends are supplied for fitting where necessary is drilled in the valve disc to allow the tank discharge lines to drain down and
to allow cross-connection between the various pipework for infrequent uses be gas freed. Non-return valves are also fitted at the discharge flange of the
such as preparing for dry dock and recommissioning after dry dock. compressors. A small diameter spray nozzle is also fitted at the top of each
cargo pump discharge line to cool down the pipework.
The vapour header connects the vapour domes to each other for the venting of
boil-off gas, which discharges to atmosphere through vent mast riser No.4. The (Note: Electrical bonding by means of straps is provided between bolted
vapour main also directs the boil-off gas to the engine room for gas burning, flanges. Whenever a section of pipe or piece of equipment is unbolted, the Collecting Tank: Situated Above Cargo Control Room
via the LD compressor and gas heaters. bonding straps MUST be replaced when the flanged joint is remade.)

Illustration 4.2b Manifold Arrangement

Liquid Spray Port Side Liquid Spray Starboard Side
Cross Cross Cross Cross
-over -over -over -over
Liquid Vapour Line Liquid Liquid Vapour Line Liquid
To
Collecting To To To To
Tank Collecting Collecting Collecting To Collecting
Tank Tank Tank Vaporisers Tank
V2015A V2015A
V2046A
V2016A
V2061 V2061
V2061 V2061
V2034 V2410
V2410 V2410 V2410
V2061 V2211 V2016

V2120 V2016 V2015 V2120
V2015
A B C D E F G
Relief and
Relief and Gauge Valve
Gauge Valve
Gauge Valve Gauge Valve Gauge Valve Gauge Valve
Gauge Valve Gauge Valve
Gauge Valve
Drain Valve Drain Valve Drain Valve Drain Valve Drain Valve Drain Valve Drain Valve
Side View Side View Side View

Side View Side View Side View Side View
of Manifold B of Manifold C of Manifold D
of Manifold A of Manifold E of Manifold F of Manifold G

4.2.1 Liquid Line 4.2.2 Vapour Line
The system comprises a 550/500/450/350mm butt welded, cryogenic stainless The system comprises a 300/550/450/400/300mm cryogenic stainless steel
steel pipeline connecting each of the five cargo tanks to the loading/discharge pipeline connecting each of the five cargo tanks by means of a common line to
manifolds at the ship’s side by means of a common line. the ship side vapour manifold, the LNG compressor room and No.4 vent mast.
At each tank liquid dome there is a manifold which connects to the loading and The line to the LNG compressor room allows for the vapour to be used in the
discharge lines from the tank to allow for the loading and discharge of cargo. following manner:
This manifold on the liquid dome connects to the tank discharge lines from the Sent ashore during cargo loading by means of the HD
port and starboard cargo pumps, the loading line and the spray line. compressors, in order to control pressure in the cargo tanks.
At certain points along the liquid line, blank flanges and sample points are During ballast/loaded voyages, the boil-off gas is sent to the
fitted to facilitate inerting and aeration of the system during dry dock/refit. engine room via the LD compressor and heater for use as fuel in
the boilers.
All sections of the liquid line outside the cargo tanks are insulated and covered
with a moulded cover to act as a tough water and vapour tight barrier. During repair periods the gas is vaporised and used to purge-dry
the cargo tanks if required.
At certain points along the vapour line, blank flanges and sample points are
fitted to facilitate inerting and aeration of the system during dry dock/refit.
All sections of the vapour line outside the cargo tanks are insulated and
covered with a moulded cover to act as a tough water and vapour tight barrier.
Issue: 1 Section 4.2.1/2 - Page 1 of 1

Illustration 4.2.3a Spray Pipes In the Cargo Tanks Key
Q = Capacity Of Each Nozzle (kg/h)

P = Pressure Drop Through The Nozzle (kp/cm2)
Fwd
m = Mass Median Diameter Of Droplets (10-3mm)
V2028 Q m
Q
700
m
600
Spray Pipes
200
500
400
300 150
200
Spray Pipes
Nozzles
100
100
1 2 3 4 P
Column In Spray Nozzle Characteristics/Capacity

Cargo Tank
Issue: 1 Section 4.2.3/4/5/6 - Page 1 of 2

4.2.3 Spray Line 4.2.4 Fuel Gas Line 4.2.5 Vent Masts
The spray system piping consists of a main header, running along the ship from During transportation of LNG at sea, gas vapour is produced due to the transfer During normal operations, the pressure in the tanks is controlled by the use of
tank No.1 to tank No.5. This header is connected to the liquid crossovers for of heat from the outside sea and air, through the tank insulation; also energy is the boil-off gas in the boilers as fuel, or controlled via the vent mast (No.4
LNG cargo supply from the shore and to the two spray pumps. One pump is absorbed from the cargo motion due to the vessel’s movement. tank) and the common vapour line.
fitted in tank No.3 and the other in tank No.4, for the supply of LNG when the
ship is at sea. Under normal power conditions, the boil-off gas is used as a means of fuel in Each cargo tank is also fitted with two independent safety valves, comprising
the ship’s boilers. two 350mm lines exiting the tank top into their own pilot operated relief
The spray pipe header is connected to each tank dome by four spray pipes valves.
supplying the spray nozzles with liquid. The LNG can be sprayed through up The gas vapour is taken from the vapour header and passed on into the LD
to 20 nozzles in each tank to obtain a uniform distribution within the tank. The compressor. It then passes through the boil-off /warm up heater before going Sections of the vent line outside the cargo tanks are insulated and covered with
operator decides how many pipes and nozzles to use by opening or closing the to the ship’s boilers where it is burnt as fuel. a moulded cover to act as a tough water and vapour tight barrier.
nozzle inlet valves V2051, V2054, V2057, V2063 or V2065 to suit the speed
of cooling down required. The pipe runs along the port side of the main deck. The main gas isolating 4.2.6 Inerting/Aeration Line
valve V2140 is located immediately forward of the accommodation. The
The nozzles connected to pipe No.1, 2 and 4, each have a spray rate capacity nitrogen purging connection is also located at this point. The pipe then enters
The system comprises of a 300mm flanged line which supplies inert gas or dry
of 500kg of LNG at 1.53kg/cm2 pressure drop across the nozzle. The nozzles the machinery spaces and from that point the pipe runs inside a ventilated duct
air to the cargo tanks and pipelines for inerting and drying during refit periods.
connected to pipe 3 each have a capacity of 1,000kg of LNG. The nozzle pipe. This duct pipe has two exhaust fans situated on the open deck to draw the
characteristics/capacity diagram is shown in illustration 4.2.3a. surrounding air to the atmosphere. This vent duct is fitted with gas detection.
The inert gas/dry-air is supplied from the inert gas plant situated in the engine
room. The dry-air is supplied by the inert gas generator running in the dry-air
The system comprises a 80/50mm butt welded, cryogenic stainless steel
mode (see section 4.7.1, Inert Gas Generator).
pipeline connecting the spray pump in tanks three and four to the
stripping/spray header and serves the following functions by supplying LNG
The line is connected to the gas header and the liquid header by means of a
to:
spool piece. By selective use of the spool pieces and flexible hoses it is
possible to inert or aerate all or a single cargo tank.
The spray rails in each tank, used for tank cooldown and gas
generation.
There is also a spoon blank fitted at the void space air recirculation line to the
IG main cross-connection, located at the starboard manifold. The removal of
The main liquid line, used for cooling down lines prior to cargo
this blank enables the supply of inert gas or dry-air to the void spaces, if
operations.
required.
Priming of discharge lines in the cargo tanks to prevent line surge
when starting main cargo pumps.
Supply of LNG or LN2 to the vaporisers for gas generation to the

compressors and heaters.
All sections of the spray line outside the cargo tanks are insulated and covered
with a moulded cover to act as a tough water and vapour tight barrier. Gas Valve V2140 and Gas Duct Pipe Exhaust Fans
(Note: The pressure drop shown in illustration 4.2.3a, the spray nozzle
characteristic/capacity graph, will differ from the pressure drop indicated on
the spray pressure indicator PI-22, as the latter includes pressure drop in the
pipe from the control valve to the nozzles and also the static pressure from the
liquid in the pipe.)
Issue: 2 Section 4.2.3/4/5/6 - Page 2 of 2

Illustration 4.3.1a Main Cargo Pump
Pump Discharge
140
Head Capacity
Upper
Bearing Electrical
Terminal Box 130
3
120
ABOVE INLET BELL

METRES OF LIQUID
2
Stator
Windings
110
Rotor and
Minimum Pump Down 1
Shaft
Key METRES Min NPSH
HEAD
Stator Liquid Flow
100
Lubrication Flow 80
0
70
90
EFFCIENCY PERCENT
60
80 50 Pump Efficiency
Lower 40
Bearing
70
30
Motor Rating
Horsepower to Pump
300 SP. GR. = 0.50 (275 BHP)
20
SP. GR. = 0.60
HORSEPOWER 200
Impeller KILOWATTS
100 KW Input to Motor

SP. GR. = 0.50
Inducer
0 100 200 300 400 500 600 700 800 900 1000 1100 1200
CAPACITY (m3/h)

4.3 Cargo Pumps Before Starting a Cargo Pump Discharge of Cargo
4.3.1 Main Cargo Pumps a) Check the level of the liquid in the tank. The pumps must not be Operating a pump at, or close to, its design flow level is in the best interests of
started when the tank is dry. The cargo pump must be completely the pump lifespan and operating performance. However, operating the pump at
submerged in LNG. flow rates which are less than this cannot be avoided. This is especially the case
Maker: JC Carter when the shore receiving facility cannot accept the rated flow. However, it
Type: 60190-3450-32 b) Before starting the pump, open the throttle valve to about 25%. should be remembered that it is better to operate one pump at the design flow
Capacity: Rated at 750m3/h x 120 mLc Starting the pump with the valve fully open when pumping liquid rather than two pumps running at 50% flow. The pump’s rated flow should only
No. of sets: 10 (2 per cargo tank) which has a high specific gravity will overload the motor. be exceeded during the starting period while the discharge valve is adjusted.
Operating temperature: -163°C
Head capacity: 155m c) Start the cargo pump. The operator should keep a close watch on Stripping or Low Liquid Level Operation
Power: 275hp the discharge pressure and the motor current. The current
Speed: 1,780 rpm consumption should steady after the motor has been running for 3 As the end of a discharge approaches, the pump suction head will approach the
seconds. During starting, while the discharge pipe is being filled, NPSH for a given flow. From the above illustration (4.3.1a) the blue curve
The cargo tanks are fitted with two main cargo discharge pumps. These pumps the current may be above the ammeter red line. The current should displaying NPSH required as a function of flow rate can be seen. At
are single stage centrifugal pumps with one inducer stage. The single stage not exceed the maximum rated current by more than 50% for more approximately 0.80 to 1 metre liquid level above the pump inlet bell, the NPSH
helps to obtain a very low NPSH (Net Positive Suction Head). than 2 or 3 seconds when the tank is full. If the running current for the rated capacity will be reached. When the amount of liquid falls to this
after this time is more than 150% of the maximum rated current, level, the motor ammeter and the pump discharge pressure should be monitored
The pumps are of the submerged motor type, with the motor windings cooled stop the pump immediately and determine the cause of the high continuously by the operator.
by the pumped LNG. The LNG also lubricates and cools the pump and motor current, (possible suction blockage).
bearings. As the LNG serves as the lubricant and the coolant it is critically The low level alarm is triggered when the liquid level is about 1 metre above
important for the pump that the following operational procedure is strictly d) When the pump discharge pipe is filled to the discharge valve, a NPSH, the flow should be reduced by use of the throttling valve on the pump
adhered to. substantial increase in the discharge pressure and a corresponding discharge side. If any fluctuations are observed on the motor ammeter or on the
decrease in current should be observed. pump discharge pressure gauge during final pumping, the discharge flow rate
There is an automatic starting sequence available via the DCS system. This should be further reduced until the readings stabilise. When the flow is
automatic start will check all the interlocks and open the throttle valve e) Once the pump is operating normally, adjust the discharge valve throttled, it can be seen from the above graph that restricting the flow down to
accordingly before starting the pump. to obtain the required flow or pressure. The operator should about 230m3/h the required NPSH will be about 10cms. This level represents
monitor the pump motor running current, taking care not to exceed the minimum level attainable by pumping.
the maximum current level.
CAUTION
(Note: When the pump is operating correctly, closing the pump discharge valve It is of the utmost importance that the pumps are never allowed to run dry,
during operation will raise the head pressure and consequently reduce the even for short periods, as this will result in motor failure. A momentary
running current.) loss of priming during cargo stripping should not be considered as running
a pump dry. Up to 30 seconds of operation with dry suction but with fluid
The cargo pumps may be restarted concurrently a maximum of 3 times, after in the discharge pipe will not damage the pump or the motor.
the third time a 30 minute waiting period must be applied, after this time
another 3 starts may be made. This procedure must be adhered to as heat build- When the liquid level reaches less than one metre above the pump inlet, avoid
up from the high starting current may not be carried away during stripping stopping the pump if at all possible until the cargo has been fully discharged. If
operations. This may be due to the lack of liquid flow when (and if) the pump the shore facility is unable to accept the liquid for intermittent periods, it is
does not prime, due to the extremely low level of LNG during stripping preferable to keep the pump going and recirculate the liquid back into the tanks
operations. The pumps are started and stopped from the CCR via the DCS until the cargo discharge can be resumed and completed.
system. In an emergency all pumps will be stopped by activation of the
Emergency Shut Down System trip.

Illustration 4.3.1b Pump Arrangement In Cargo Tank
Temp Sensors, Alcohol/N2 Tubes Cables For

& Fixed Tubes Cargo & Spray Pumps
Discharging Pipes
Loading Pipe
Fixed Clamp
For Level Indicator Pipe
Cargo Pump Cargo Pump
Hot Vapour Pipe

Temperature Sensor

Points to Remember Pump Trips and Shutdowns
The operator should check the cargo liquid level before starting a pump and As well as the shutdown via the ESD system, the following will trip the pumps:
maintain at least 2kg/cm2 discharge pressure. This is to ensure the lubrication
Low current: <126A for 5 seconds
of the bearings on all pumps in cargo service.
High current: 100% current (motor starter setting)
The operator should always open the throttle valve to 25% open, before staring
Single phasing: 1 phase lost (motor starter setting)
a pump.
Low low cargo pressure: 0.0 bar
The operator should always monitor the motor ammeter and the discharge
High void/tank differential pressure: 0.04 bar
pressure gauge.
ESD low loop pressure: >3.0 bar
The operator should always try to run the pump at the design flow rate
whenever possible.
The operator should never run pumps dry.
The operator should never blow hot air through a discharge line. This may turn
the impeller and rotor at high speed in the wrong direction, damaging the
bearings.
The operator should never operate the pump above the motor ammeter red line.
The operator should never assume that all electrical interlocks and safety
relays will continuously function correctly. The operator should be ready at all
times for any eventuality.
The operator should not allow sea water, water, steam or any cleaning agent
containing water to come into contact with a pump or its cables and
connections.
(Note: An insulation test of all pumps is to be carried out after leaving the
loading port in order to establish that all pumps are operational and to allow
time for the implementation of emergency procedures, should it be necessary.)

Illustration 4.3.2a Spray Pump
20
VOLTAGE 440
16
Upper
Bearing PRESSURE v's FLOW
14
12
SP. GR. = 0.601
SP. GR. = 0.57
10
SP. GR. = 0.50
Stator PRESSURE
Windings (kg/cm2)
Electrical 8
Terminal Box
6
Rotor and
Shaft
4
Stator 2
Key
0
Liquid Flow
Lubrication Flow
OCR = 30 AMPS
Lower SP. GR. = 0.601

40
Bearing SP. GR. = 0.57
SP. GR. = 0.50
30
CURRENT 20
(Amperes)
10
Impeller
Inducer
0 4 8 12 16 20
CAPACITY (m3/h)

4.3.2 Stripping/Spray Pumps Pump Trips and Shutdowns
Specification The stripping/spray pumps will be stopped automatically should any of the
following occur:
Maker: JC Carter
Vapour header pressure below or equal to atmospheric pressure
Type: 6337-2113-3
plus 0.3kPa (ESDS: Stage 1)
Capacity: Rated at 40m3/h x 60mLc
No. of sets: 2
Extreme high level in cargo tank (99.2% volume)
Operating temperature: -163°C
One spray pump is installed in each of the tanks No.3 and 4. Activation of ship/shore pneumatic, fibre optic or electrical
shutdown (ESDS: Stage 1)
The pumps are in principle similar to the main cargo pumps and a similar
operating procedure should be used. Each spray pump has a capacity of 8m3/h Motor single-phasing
at a discharge head of 146mLc.
Low motor current
The performance curve is shown in illustration 4.3.2a.
High motor current (electrical overload)
The spray pumps are intended for the cooldown of cargo tanks before loading
after a ballast voyage. Low discharge pressure with time delay at starting
The pumps are started and stopped from the CCR via the DCS system. In an Activation of ESDS stage 2
emergency all pumps will be stopped by activation of the Emergency Shut
Down System trip. Cargo tank level low low
The instances when these pumps can be used are: The end of a DCS cargo automatic sequence
To cool down the liquid header prior to discharging. Spray Pump Safety System
To cool the cargo tank during ballast voyage prior to arrival at the In addition to the above shutdowns, the spray pump safety system will stop the
loading terminal by discharging LNG to the spray nozzles in the pumps and close the discharge valves if any of the following conditions occur:
tanks.
Low current: <10A for 5 seconds
To pump LNG from the tanks to the vaporisers (emergency case)
when forced vaporisation of LNG to the boilers is required. Low low cargo tank pressure: 0.0 bar
High void/tank differential pressure: 0.04 bar
To enable the tanks to be stripped as dry as possible for reasons
such as a cargo tank entry. ESD low loop pressure: 3.0 bar
Whenever possible, the stripping/spray pumps should be started early enough (Note: An insulation test of all pumps is to be carried out after leaving the
to avoid any possible starting problems due to very low tank levels (about 0.5m loading port in order to establish that all pumps are operational and to allow
minimum). time for the implementation of emergency procedures, should it be necessary.)

Illustration 4.4.1a High Duty Compressor
TI PI PI
66 67 67
To / From
Other Compressors
Steam System
PI
Draw Off Line
Seal Gas Tanks/Ashore
69
System Shut Off From Nitrogen
and Regulating Valve System
PDCLA Diff. Press.

2 Tank/Atmos
Compressor Shutdown PDIAL Diff. Press.
Discharge
Compressor Discharge 3 Tank/Void
Gas Temp. Relays LCCR
Governor PCLA ESD
TE
78 121 System
PT
79
TI TI TI
SVC SVC
Discharge Discharge
Turbine Compressor Gas Press. Gas Temp.
Indic. Indic.
Inlet PDT
Vane 75
PS TS Low LO Control
88 87 Shut
-down TIT
Switch TE
73 85
L.O. Pressure
Valve L.O. Temp.
/Pressure TI
L.O. Cooler Safety
Suction
Cooling Shutdown
Water Valve
Bypass
Control
Steam Shut-off Valve TI Press.
Valve
For Steam Driven Pump
PI PI PI PI PI PI
PDT 68 68 70 90 88 84
76
Speed PI PI TI SI
Steam L.O.
Governor Pump 71 79 85 74
Shaft Driven
Impulse L.O Pump
Connection
Speed SVC Compressor SVC LCCR
Actuator Suction Gas Speed
Discharge Temp. Indic.
TS PS SS Surge Valve
Pneumatic Indicators ZA
Lubricating Oil Tank 85 84 86 Activated
Compressor
PT
71 Suction
Compressor
Pressure XA
Failure
Compressor Low PACL Compressor

Suction Pressure 72 SIC
Compressor Speed
Cut-out PC LSS HC Stop
Key 77
LNG Vapour Compressor

HC
Local
LSS Stop
Steam Compressor Panel
Exhaust
Steam Lubricating Oil
Drainage
Cooling Water Cargo Tanks
Connections Instrumentation
Steam Connection Electrical Signal

Oil Drainage for Oil Heating
External View of High Duty Compressor Nitrogen

4.4 Gas Compressors Compressor lubrication is provided by a gear driven oil pump which is housed Local Compressor Start Up Procedure
in the steam turbine bearing housing. The turbine and radial compressor have
The Norman Lady is equipped with three steam turbine driven gas a common lubricating oil supply system. This oil is drawn from the oil The compressors are started locally and once the compressor is running, speed
compressors (and heat exchangers) which are used for: reservoir tank by a pump and then fed to the bearing points via a filter and oil- control and monitoring is carried out from the CCR/ECR via the DCS system.
cooler unit. Excess oil is conveyed into the lubricating oil line by an overflow
The compression and heating of boil-off gas used as fuel for the valve which keeps pressure in the pipes at a constant level. Oil pressure will a) At the control panel, check the supply air pressure for the
boilers not exceed 1.8 to 2.5 bar at an oil supply temperature of 20º to 50ºC. governing and control air circuits. The air supplies should be 1.4
bar for the governor and 3.2 bar for the control. Ensure the LNG
The recirculation and heating of cargo vapour for heating the
Prelubrication and lubrication at the starting period is achieved by a small cooling water system is in operation (see section 5.3.1).
cargo tanks
turbine driven oil pump consisting of a vertical steam turbine and geared oil
The compression of vapour to be returned to the shore station pump directly coupled to the steam turbine. This geared oil pump provides the b) Check the level of lubricating oil in the reservoir tank. The level
when loading oil supply for the turbine and compressor until the mechanically driven main should be in the middle of the sight glass. Check the oil
gear oil pump is feeding oil. The pressure of the lubricating oil is monitored temperature. If it is below 10ºC, the oil heaters should be switched
The generation of cargo vapour and there is also an oil pressure shutdown trip which will stop the machine and on. The oil temperature should have risen above 10ºC before
start the turbine driven oil pump if the oil pressure drops below 1.2 bar. starting.
There is one low duty compressor, used for the gas supply to the boilers and
two high duty compressors, used for vapour return to the shore and for cargo The LD and two of the HD compressor turbines are supplied with saturated c) Close the steam control and emergency stop valve by turning the
tank heating. The compressors utilise a single stage centrifugal compressor steam from the secondary LP steam system. handwheel to the right, all the way to the end stop.
which is directly driven by a single stage axial impulse steam turbine.
Nitrogen is used as the seal gas for the compressors. Special shaft seals are d) Open the shut-off valve in the exhaust steam line and drain off
4.4.1 High Duty Compressors installed on the impeller side of the compressors. Labyrinth tips are cut into the any water which may have accumulated.
compressor shaft. Opposite the tips is a stuffing box, the tips cut into the
Maker: Airco Cryogenics artificial carbon stuffing. The stuffing box can be accurately adjusted to give e) Open the shut-off valve which is ahead of the steam control and
Type: Steam driven an extremely tight clearance resulting in very low losses. Two annular grooves emergency stop valve in the main steam line and drain off any
Capacity: 10,000m3/h are cut into the carbon sleeve and leakage gas is sucked off from the impeller water which may have accumulated.
No. of sets: 2 side annular groove and returned through a pipe connected to the suction side.
Suction temperature: -120ºC The sealing nitrogen is supplied into the second annular groove to provide a f) The automatic trip actuator should now be engaged by pulling on
Discharge temperature: -75ºC seal against leakage gas from the impeller side. On the turbine, a combined the trip handle.
Specific weight: 1.3kg/m3 radial and axial labyrinth seal shuts off the shaft passage (at the turbine casing)
Suction pressure: 1.05 bar to the outside. Vapour and leakage steam is led away by corresponding g) Read the cargo tank pressure and adjust the compressor suction
Pressure increase: 11,000mm WG (suction to discharge) connections. pressure set point locally at the control panel.
Discharge pressure: 2.15 bar
Each compressor has a local control panel with gauges fitted to show the h) Adjust the suction pressure transmitter (for suction pressure
Speed: 14,700 rpm
various pressures and temperatures relating to the machine operation. More control) to the minimum value. This means the nominal value for
Steam turbine output: 480kW
limited monitoring is available from the DCS system compressor mimics. the turbine speed controller is set to a minimum level.
The following conditions trip the HD compressors: Control of the compressor is achieved by regulating the turbine steam flow rate
i) Open the sealing gas supply valves. Ensure the sealing gas purge
The ESDS system to maintain the cargo tank pressure at a preset value. The suction pressure of
valves are closed.
the compressor is detected by a pressure transmitter and this signal, together
High differential pressure: void/tanks 1 - 5 with a speed signal, is sent to the compressor controller. The required suction
j) Open the main and exhaust steam shut-off valves and the
Low low pressure: tanks 1 - 5 pressure is set and the system then regulates the governor and guide vanes to
auxiliary oil pump will start. Drain off any water which may have
accurately control the compressor speed and output.
Compressor high outlet temperature accumulated. Turn the handwheel of the steam control valve
An anti-surge control system operates independently of the compressor slowly to the left until the end stop is reached.
Electrical power failure suction pressure control. This system monitors the pressure differential across
Compressor suction pressure low an orifice plate and the compressor pressure differential. According to the k) The operator should keep the oil pump in operation until the
measured value, the controller modulates a surge control valve returning gas bearing temperatures have reached a minimum of 20ºC. The
ESD close loop low pressure from the discharge side to the suction side of the compressor. This maintains impeller side compressor bearing temperature may fall below
the compressor in the safe operating region. 20ºC at standstill and therefore require particular attention.
Low or high temperature after heaters (aft or forward)
Monitor the oil pressure, it should be a minimum of 0.8 bar.
Overspeed (mechanical or electronic via DCS)

Illustration 4.4.1b High Duty Compressor Performance Curves
P2
CH4 -40OC
P1
Had(m)
P2
CH4 -120OC
P1
2,2
1,691 6963
2,1
1,0n = 14 7000u/min 1,05n
1,627 6389
6214 2,0
1,55 5628 1,9
0,9n
1,48 5130 1,8
Surge Line
1,44 4623 1,7
0,8n
1,375 4083 1,6
1,31 3461 1,5

0,7n
1,25 2883 1,4
0,6n
1,19 2211 1,3
0,5n
1,13 1528 1,2
804 1,1
1,0
0 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000 11000 12000 13000 14000 20000
INLET VOLUME FLOW m3/h

l) Regulate the sealing gas valve to achieve a seal gas pressure of 0.2 During operation, the oil and bearing temperatures should be monitored and Inlet Guide Vanes
bar. Close the vent valve. should be as follows:
There is a set of adjustable inlet guide vanes installed between the suction
Oil at cooler outlet: 45 - 50ºC
m) Check the inlet vane position and the corresponding signal branch and the suction pipe. The vanes’ positions alter the volumetric flow rate
pressure. Compressor bearing: 55 - 70ºC of the compressor. They are housed in a split casing and project radially into
the flow space. The vanes are mounted in teflon coated bushings which require
Turbine bearing: 50 - 95ºC
n) Open the bypass at the control panel, set the signal pressure to no lubrication and little maintenance.
3psi. The oil pressures should be monitored and should be as follows:
The guide vanes are adjusted by a gear rim with longitudinal slots with ball
o) Set the minimum speed at the control panel, set the signal pressure Lubricating oil: 1 - 2 bar (minimum 0.8 bar) pivots. The pivots engage with a lever to vary the position of the vanes. The
to 3psi. Press the RESET button. Governor oil: 9 - 11 bar vanes may be moved by a handwheel or by the automatic positioner. The ‘0’
position on the controller corresponds to the capacity of the machine without
p) Open the stop valves on the suction and discharge side of the The oil filter flag should be monitored and the filter changed when the red any effective control. The capacity is reduced by setting the vanes in various
compressor. indicator appears. positions from -20º, -40º, -60º and -80º. The capacity can be slightly increased
by positioning the vanes at +20º.
q) After prelubrication has been achieved and the oil pressure has Local Compressor Stopping Procedure
reached 1.8 - 2.5 bar, the compressor may be started. Compressor Maintenance
a) Turn the handwheel of the steam control and emergency stop
r) Press the START pushbutton, the control air pressure closes a valve to the right, all the way to the end position. The oil filter must be cleaned once a month. The filter is reversed by turning
control valve and full control oil pressure builds up for the turbine the filter cock and when the filter head is deaerated, the filter can be removed.
control system, opening the steam valve. The compressor starts b) On the compressor, close the valves in the suction and discharge After every 10,000 operating hours, the compressor should be stripped and the
running. Open the steam control and emergency stop valve by lines. impeller and bearings inspected.
turning the handwheel to the left, all the way to the end stop. The
Compressor Shutdowns
machine now runs at its lowest speed. c) Close the seal gas line and open the vent valve.
Surge valve activated: I/O
s) Slowly close the bypass by manually regulating the signal d) Stop the oil pump after a suitable delay of about 10 minutes by
Overspeed: 17,000 rpm
pressure to equal that of the anti-surge controller output pressure. turning the handwheel to the end position. Check the bearing
Set the signal pressure to 15 psi. temperatures before stopping the oil pump to ensure the Lubricating oil pressure low: 3.6 bar
recommended temperatures are not exceeded.
Lubricating oil temperature high: 50ºC
CAUTION
It is essential that enough gas is consumed on the discharge side for the e) On the turbine, close the valves in the main steam and exhaust Low seal gas pressure: 0.1 bar
bypass valve to completely close. steam lines and open the drain valves.
In addition, the DCS system will shutdown the compressor if any of the
t) Increase the pressure to the turbine speed controller with the f) Turn off the cooling water supply. following values are exceeded:
signal pressure actuator. When the signal pressure shown on the High outlet temperature: 100ºC
indicator reaches the same level, the turbine speed controller is Allow the steam valves to be open for approximately 30 minutes before
actuated for constant suction pressure. The signal pressure shutting down. Suction pressure low: 0.0 bar
actuator is further opened to 15psig. Low low cargo tank pressure tanks 1 - 5: 0.0 bar
Compressor Lubrication System
u) Switch off the oil heater, if originally on, by shutting off the steam High differential pressure void space/tank: 0.04 bar
to the heater. Open the cooling water valves to supply the oil Compressor lubrication is provided by a gear oil pump installed in the steam ESD loop pressure low: 3.0 bar
cooler. The oil temperature at the cooler outlet should be 40 - turbine bearing housing. The steam turbine and radial compressor have a
50ºC. common lubricating oil supply system. Oil is drawn from the reservoir tank by Low gas temperature after LNG heater: -20ºC
a pump and fed to the bearing points via a filter and cooler. Excess oil is High gas temperature after LNG heater: 70ºC (alarm at 60ºC)
v) Close the drain valves when no further water is seen to be draining conveyed into the lubricating oil line by an overflow valve, which keeps the
off. pressure in the piping at a constant level. The pressure of the lubricating oil is
monitored by an oil pressure switch which stops the machine and starts the
turbine driven oil pump (auxiliary LO pump) when the oil pressure drops
below l.2 bar. There is a dual oil filter to clean the oil and an oil cooler.

Illustration 4.4.2a Low Duty Compressor
TI PI PI
66 67 67
To / From From Engine Room

Other Compressors
Steam System
PI
Draw Off Line PCLA Valve Closed: LD
Seal Gas LNG 92 Comp. Shutdown
69
System Shut Off From Nitrogen Heater
and Regulating Valve System
TIALHC Boilers
99
Main Gas
LNG Shut-Off
Heater
Valve
Discharge
Compressor Discharge TIALHC
Gas Temp. 99
Governor
TE
PT 78
79 PDCLA Diff. Press.
2 Tank/Atmos
TI TI TI Compressor Shutdown PDIAL Diff. Press.

SVC SVC 3 Tank/Void
Discharge Discharge
Relays LCCR
Turbine Compressor Gas Press. Gas Temp. PCLA ESD
Indic. Indic. 121 System
Inlet PDT
Vane 75
PS TS Low LO Control
88 87 Shut
-down TIT
Switch TE
73 85
L.O. Pressure
Valve L.O. Temp.
/Pressure TI
L.O. Cooler Safety
Suction
Cooling Shut Down
Water Valve
Bypass
Control
Steam Shut-off Valve TI Press.
Valve
For Steam Driven Pump
PI PI PI PI PI PI
PDT 68 68 70 90 88 84
76
Steam L.O. PI PI TI SI
Pump Shaft Driven 71 79 85 74
L.O Pump
SVC Compressor SVC LCCR

Suction Gas Speed
Temp. Indic.
TS PS SS Surge Valve
Pneumatic Indicators ZA
Lubricating Oil Tank 85 84 86 Activated
Compressor
PT
71 Suction
Compressor
Pressure XA
Failure
Key Compressor Low PACL Compressor

Suction Pressure 72 SIC
Compressor Speed
Cut-out PC LSS HC Stop
LNG Vapour 77
Steam
Compressor Local
LSS HC Stop
Lubricating Oil Compressor Panel
Instrumentation
LD Compressor Running Cargo Tanks

Electrical Signal
Nitrogen

4.4.2 Low Duty Compressor c) Move the cursor to the CCR icon and press the ACT pushbutton q) Once the LD compressor is running under steady conditions
on the DCS panel to take control of the compressor. confirm that the engine room is ready to receive cargo vapour and
Maker: Airco Cryogenics transfer control to the ECR on the DCS screen.
Type: Steam driven d) On the compressor panel on the CCR console, turn the
Capacity: 3,000m3/h compressor speed controller back to 20%. r) Switch off the oil heaters if originally switched on. Open the
No. of sets: 1 cooling water valves to supply the oil cooler. The oil temperature
Suction temperature: -120ºC e) Crack open the steam to the vapour heater and set the steam at the cooler outlet should be 40 - 50ºC.
Discharge temperature: -75ºC control valve to 33ºC gas outlet temperature.
Specific weight: 1.3kg/m3 During operation, the oil and bearing temperatures should be monitored, the
Suction pressure: 1.05 bar (Note: It is important that the vapour heater is properly heated before gas is values should be as follows:
Discharge pressure: 1.95 bar allowed to pass through.)
Oil at cooler outlet: 60ºC
Speed: 18,200 rpm
f) Check the level of lubricating oil in the reservoir tank and for any Compressor bearing: 60ºC
This compressor is essentially for the compression and heating of the boil-off water present. The level should be in the middle of the sight glass.
Turbine bearing: 60ºC
gas when used as fuel for the ship’s boilers. The compressor is started locally Ensure that the oil temperature is above 10ºC before starting.
and can be monitored via the DCS system. The LD compressor is similar to the The turbine will trip at 65ºC.
HD compressors, being basically a lower capacity model. g) Open the steam chest drains on the turbine and drain off any water
which may have accumulated. The oil pressures should be monitored and should be as follows:
The following conditions trip the LD compressors:
Meanwhile the engine will be preparing for burning boil-off gas on free flow. Lubricating oil: 4.0 bar
The ESDS system
The turbine will trip at 65ºC.
High differential pressure: void/tanks 1 - 5 h) Open the turbine exhaust steam valve and the compressor
discharge valve.
Low low pressure: tanks 1 - 5 The oil filter flag should be monitored and the filter changed when the
differential pressure is 1.5 bar.
Compressor high outlet temperature i) Open the shut-off valve which is ahead of the steam control and
emergency stop valve in the main steam line and drain off any
Electrical power failure Local Compressor Stopping Procedure
water which may have accumulated.
Compressor suction pressure low
The operator must ensure that when the unit is stopped, the auxiliary LO pump
j) Open the exhaust and steam inlet valves to the auxiliary oil pump,
ESD closed loop low pressure must start as soon as the oil pressure drops below 1.2 bar and keep running
which will cause it to start. Once prelubrication has been achieved
until the compressor has come to a complete standstill.
Low or high temperature after heaters (aft or forward) and the oil pressure has reached 4.0 bar, the compressor may be
started.
Gas firing shutdown on port and starboard boilers a) Inform the engine room that the LD compressor is to be stopped.
The ECR will make arrangements for the boiler supply fuel to be
Fire alarm k) Open the SW cooling inlet and outlet valves to the LO cooler.
changed over.
Local Start-Up Procedure l) Adjust the control air pressure to the surge control valve to 4.5
When confirmation has been received from the engine room that the boilers are
bar, then crack open the steam valve to the turbine and allow the
The compressor is started locally. Operation after starting is carried out from now running on fuel oil transfer control to the CCR on the DCS mimic screen
turbine to warm through.
the cargo or engine control rooms, depending on which location has control. 5.21 Cargo Compressors.
The start-up procedure described is for the operations where the low duty m) After 10 minutes close the turbine drains.
compressor is required discharges vapour to the boilers, due to the pressure in b) Turn the handwheel of the steam control and emergency stop
the cargo tanks reaching 18mbar. valve to the right, all the way to the end position.
n) Open the surge control valve to the fully OPEN position.
a) Request the ECR to prepare for boil off gas burning/ c) On the compressor, close the valves in the suction and discharge
o) Fully open the steam inlet valve to the turbine and observe the
lines.
b) At the DCS mimic screen 5.21 Cargo Compressors, move the turbine speed increase and the green running light come on.
cursor over the Details area near the LD compressor and press the d) On the turbine, close the valves in the main steam and exhaust
ACT pushbutton on the DCS panel, to reveal which control room p) The automatic trip actuator should now be engaged by pulling on
steam lines.
has control. the trip handle.
e) Close the seal gas line and open the vent valve.

Illustration 4.4.2b Low Duty Compressor Performance Curves
P2
CH4 -40OC
P1
Had(m)
P2
CH4 -120OC
P1
2,2
2,1
2,0
1,582 5940
1,9
1,05n
1,52 5400
1,0n = 18 200Rpm
1,8
Surge Line
1,7
1,403 4375 0,9n

1,6
1,313 1,5
3455
0,8n
1,4
1,23 2645 0,7n
1,3
1,116 1945 0,6n
1,2
1,114 1350 0,5n
1,1
1,0
0 1000 2000 3000 4000
INLET VOLUME FLOW m3/h

f) Open the drain valves.
g) Turn off the cooling water supply.
h) Stop the oil pump after a suitable delay of about 10 minutes by

turning the handwheel to the end position. Check the bearing
temperatures before stopping the oil pump to ensure the
recommended temperatures are not exceeded.
i) Close the main steam and exhaust steam valves, open the drain
valve.
Compressor Lubrication System
Compressor lubrication is provided by a gear oil pump installed in the steam

turbine bearing housing. The steam turbine and radial compressor have a
common lubricating oil supply system. Oil is drawn from the reservoir tank by
a pump and fed to the bearing points via a filter and cooler. Excess oil is
conveyed into the lubricating oil line by an overflow valve, this keeps the
pressure in the piping at a constant level.
The pressure of the lubricating oil is monitored by an oil pressure switch which
stops the machine and starts the auxiliary oil pump when the oil pressure drops
below l.2 bar. There is a dual oil filter to clean the oil and an oil cooler.
Compressor Shutdowns
Surge valve activated: I/O
Overspeed: 15,000 rpm
Lubricating oil pressure low: 3.6 bar
Lubricating oil temperature high: 65ºC
Low seal gas pressure: 0.2 bar
In addition, the DCS system will shutdown the compressor if any of the
following values are exceeded:
High outlet temperature: 100ºC
Suction pressure low: 0.0 bar
Low low cargo tank pressure tanks 1 - 5: 0.0 bar
High differential pressure void space/tank: 0.04 bar
ESD loop pressure low: 3.0 bar
Low gas temperature after LNG heater: -20ºC
High gas temperature after LNG heater: 70ºC (alarm at 60ºC)

Illustration 4.5a Cargo Heater

Methane
Inlet
Steam Inlet
Air To
Open
Positioner
VP 96
Manometer
Air To
PI Steam Control Valve
Open 98 V911A
Gas Inlet Control Valve C1
V2131 S
C2
Forward Cargo Heater
Gas Outlet Valve LC 97

V2132
Level
Controller
Air Pressure
Reducing Hand/ TIT96
Valve: 20 psi Auto HA96
Control Air Station
8.8 bar Remote Temperature
Temperature Indication DCS
V3025 Transmitter
Temperature
TC96 Controller
TIT TIAL TI V1033A
/Computing 96 HC99 99
PCV 96 Relay
Air Set with
Filter: 30 psi To Vent Mast Key
/Boilers/Tanks
Steam
Instrumentation
Panel Compressed Air
Condensate
Outlet Condensate
Instrumentation
/Control Air

4.5 Cargo Heaters When cargo is being used as fuel, the set point should be set to +45ºC. To Start Up the Heater
Gas Heater CAUTION a) Slowly open up the steam inlet valve.

Maker: Moss Verft When using cargo as fuel for the boilers, the vapour heater to be used
Type: Shell and tube must be properly heated before the compressor is started. If necessary, the b) Set the LNG vapour lines as detailed for the operation and the
Capacity: 329,000 kcal/h operator should use the bypass valve in the steam inlet pipe. heater to be put in use.
Heating: Steam at 12 bar
No. of sets: 2 Heater Control c) Set the controls for the heater to the ON position.
Vapour inlet temperature: -100°C
Vapour outlet temperature: +45°C The control system uses compressed air from the receivers at 8.8 bar. The air d) Open the control air supply to the controls for the heater.
Steam operating pressure: 9 bar is then reduced via reducing valves. Gas control valve regulates an internal
Methane operating pressure: 0.9 bar bypass valve in the heat exchanger. The measured temperature set point is e) Check the condensate level in the sight glass.
compared to the hand/auto required value signal and a deviation signal is
General Description applied to to keep the gas outlet temperature at the required value. f) Set the temperature and level controller to the correct settings for
the operation being undertaken (first stage: 0°C, second stage:
There are two steam heated boil-off/warm up heaters located in the LNG There is a pneumatic level switch mounted in the condensate receiver. If the +80°C).
compressor room. condensate level rises too high, steam valve is closed, shutting off steam to the
heater. This action halts any increases in water level which could lead to the g) Open the hydraulically operated gas inlet and manually operated
The heaters are used for the following functions: formation of ice. gas outlet valves.
Heating the LNG vapour which is delivered by the HD If the gas outlet temperature reaches a high of +60ºC or a low of +5ºC, an h) Change over from MANUAL to AUTO at the hand/auto station.
compressors at the specified temperature for warming up the alarm is raised via the DCS system.
cargo tanks before gas freeing. i) Set the required temperature at the hand/auto station.
If the gas outlet temperature reaches a high of +70ºC or a low of -20ºC, the
Heating boil-off gas supplied to the main boilers via the LD steam supply to the heater is shut off. j) Monitor the gas vapour outlet and condensate temperatures.
compressor.
Operating Procedures To Warm Up the Cargo Heater To Shut Down the Heater
CAUTION
When returning heated vapour to the cargo tanks, the temperature at the a) Open the shell side vent valve. a) Switch the automatic control from AUTO to MANUAL. Set the
heater outlet should not exceed +85°C, to avoid possible damage to the manual signal to 50% at the hand/auto station.
cargo piping insulation and safety valves. b) Open the shell side condensate valves and check the drains.
b) Close the gas supply and outlet valves on the heater.
The vapour heaters are heat exchangers of the horizontal shell and tube type. c) Crack open the manual steam supply valve. Ensure that the steam
The heating surface consists of ‘U’ shaped tubes whose configuration is such to deck is available, ie the isolating valve is open. c) Close the steam supply valve to the heater when the temperature
that cargo vapour flows through the tubes and steam condenses outside the at the heater outlet is above 0°C.
tubes. The tube bundle and end cover are bolted to the shell to permit d) When all the air has been expelled from the shell, shut the vent
inspection or the plugging of damaged tubes, should this be required. valve. d) Open the steam side vent, then open the drain when all the steam
has vented.
CAUTION e) When water has been drained from the shell, shut the drain valve.
The vapour heaters should be thoroughly preheated by steam before the
admission of methane vapour. This prevents ice formation. After venting and warming up the heater, pressures and temperatures should
stabilise in approximately 30 minutes. Operation of the heater can now be
When shutting down the heaters, the methane vapour supply to the heaters initiated.
should be shut off before the steam supply, preventing any ice formation at the
end of the operation.
The heaters are pneumatically controlled. Methane supply to the vapour heater
is controlled by the cargo vapour temperature leaving the heater. This
temperature set point is adjustable.
Issue: 1 4.5 Boil-Off/Warm Up Heater Page 2 of 2

Illustration 4.6a LNG Main Vaporiser
Steam Methane
Inlet Inlet To Vaporiser No.2
Working Air
Receiver
LNG Compressor Room
From
Air to Open Compressed Air
Air to
Open V2037A System (8.8 bar)
V3025
Air Pressure
Reducing
Gas Supply Valve: 3 bar
Control Valve
with Air Cylinder
V2037
TI
V2040A
Air to
PI 104 Open
PI V937A
Gas
Manometer
From
Vaporiser
B
Key
PI 103
V2122 PI Steam LNG Liquid
Manometer
LNG Vapour
Steam
V2135
Condensate
Vaporiser
Cargo Void Spaces Compressed Air
System /Atmospheric
Heater Control Air
/Instrumentation
LC 102
Level V1035A
Controller
Air Pressure Temperature

Hand/
Reducing Transmitter TT101 HA100
Auto
Valve: 30 psi
Station
Control Air PCV100
8.8 bar Air Set with TT100
Filter: 20 psi
To Deaerating Tank
V3025 Direct/Reverse In Engine Room
Relays
Air Pressure D
Reducing Shuttle TC100
Valve: 50 psi Valve
Manual Reset Computing
R
Hand Valve Relay
Vaporiser Instrumentation Panel

Instrumentation
Panel

4.6 LNG Vaporisers Vaporiser Control CAUTION

Thorough checks around the LNG vaporiser and associated flange
Maker: Moss Verft The control system uses compressed air from the working air receiver at 8.8 connections must be conducted during the operation.
Capacity: 597,000 kcal/h bar. The air pressure is then reduced via reducing valves. Steam is supplied via
Heating: Steam at 12 bar the pneumatic control valve. The measured temperature value from sensor On completion of the operation.
No. of sets: 1 TT100 is compared to the hand/auto station required value set point and a
Steam inlet temperature: 179°C deviation signal is applied to the gas nozzle control valve, regulating the liquid a) Shut the liquid valve.
Maximum gas flow: 25,000kg/h volume to the spray coils.
Inlet LNG temperature: -163°C b) Shut the steam supply valve when no LNG remains.
Outlet gas temperature: -140°C to +20°C The vaporiser liquid gas supply valve is controlled by an output of TT101
Steam operating pressure: 9 bar temperature controller via TC101 pneumatic valves. If the gas outlet c) Open the steam side vent and then open the drain when all steam
LNG operating pressure: 0.5 bar temperature reaches +60ºC or drops below +30ºC the supply valve closes. has been vented.
The vaporiser’s main role is to vaporise liquid nitrogen and natural gas from There is a pneumatic level switch, LC102, mounted in the condensate receiver. d) Keep the vapour side valve open to the system until the vaporiser
the shore station before purging the cargo tanks, piping and void spaces. If the condensate level rises too high the steam valve is closed, shutting off reaches ambient temperature.
steam to the vaporiser. This action halts any increases in condensate water
Each vaporiser is a shell and tube type heat exchanger. The heating surface level which could lead to the formation of ice. Vaporiser Alarms and Trips
consists of straight tubes arranged so that cargo vapour flows through the tubes
Low condensate temperature alarm set point: +120°C
and steam condenses outside the tubes. The shell has a bellows arrangement to Operating Procedures
compensate for thermal contraction of the tubes in relation to the shell. The end Low low condensate temperature trip set point: +80°C
covers are welded to the tube sheets, but are flanged so that the tubes can be Set the LNG pipelines as detailed for the operation about to be undertaken.
Gas outlet high temperature (supply valve shuts): +30ºC
inspected or plugged on board the ship if required.
To prepare the LNG vaporiser for use: Gas outlet low temperature (supply valve shuts): -60ºC
The vaporiser is pneumatically controlled. The LNG supply to the vaporiser is
High condensate level alarm contact switch
controlled by the cargo vapour temperature leaving the heater. a) Open the shell side vent valve.
High high condensate level trip
The set point is adjustable. When used for nitrogen purging, the set point b) Crack open the shell side drain valve. Check that the condensate
drain valves are open. Local hand trip alarm
should be some degrees above the dew point of the tank atmosphere, the
suggested temperature is +20ºC. Common alarm trip alarm
c) Crack open the manual steam supply valve.
CAUTION
The vaporisers should be thoroughly preheated with steam before the d) When all air is expelled from the shell, shut the vent valve.
introduction of liquid. This protects the vaporiser. The bypass valve in the
steam inlet pipe should be used, if required. After approximately 30 minutes, when pressures and temperatures have
stabilised on the vaporiser:
Personnel should always be present when the vaporiser is put into operation,
in order to locally monitor the temperature in the steam exhaust line and the e) Slowly open the steam inlet manual valve to the fully open
cargo vapour outlet. There are no monitoring facilities on the DCS mimic page position.
for the vaporisers, the page is purely a vaporiser system piping diagram.
f) Open the instrument air supply to the vaporiser controls.
g) Set the controls for the LNG vaporiser.
h) Fill up the vaporiser with liquid using manual control. Check all
flanges and joints for any signs of leakage.
i) When vapour is produced, switch the control for the liquid valve
to REMOTE and AUTOMATIC.

Illustration 4.7.1a Inert Gas System
To
Instrument Air Funnel
Supply Wet Air Inert Gas Pipe
Gas Oil O21 To Funnel At Midship
Supply O2 Crossover
Analyser O2HA
O2LA
V633 PI
From
S No.2 IG
FI FI Generator
Fuel
Pump PI N2
S S
S V2354A
PI V2350A
V2354B
To IG
Generator V2350
No.2 Fuel PI V2354B
System
Note: One of Two Inert Gas Plants
Poop Front Stbd
Regenerated
Water
Air From
Separator
Air Inlet Engine Room
V2355A V2355
Space
PI
TI TI 63
PHA
PHCO FCOA
PLA
Air Combustion Air PLCO THA TI
Air Cooler THCO Steam 64
Compressor
Scrubber Supply
(Roots Type)
PI
From/To
Fresh Water V452 PLA THA V344
Cooling PLCO THCO TI
System DPI
V451 PI 62 Steam Heated
LHA Dryer
LHCO
From No.2
IG Generator V2352 V2354
From
Bilge Eductor Fresh Water V2352 V2352A
System Circulating Pump V340 V340 Electrically
Water
V336 Inert Seal Heated Dryer
Gas
V336A Generator Test
To No.2 Point
Inert Gas
IG Generator PI Drain
Cooler
Inert Gas Plant Cooling Water Pump V335 Drain
(340m3/h at 5kg/cm2) V2353
V344 Refrigerant
Outlet
V330 V331 Refrigerant
Sea V329 PI Inlet Key
Chest To Central
LPG Plant Cooling Water Pump
FW Cooler Inert Gas Steam
(170m3/h at 5kg/cm2) To LPG Plant, R22 Refrigeration
Cargo Compressor Drain Compressor
Gaseous Nitrogen Sea Water
V407A
LO Coolers and
V407
Water Spray System
V341 PI Gas Oil Fresh Water
From Bilge System To Aft Peak Tank To Bilge System Condenser/Receiver
Air Instrument Air

4.7 Void Space Systems After combustion, the inert gas has a high water content due to the water As long as the dew point is correct after the processes of cooling and drying,
formation from the combustion process. Most of this water has to be removed. the dry-air is supplied to the cargo system.
4.7.1 Inert Gas Generators The inert gas enters a sea water cooling tower and water separator where its
dew point is lowered to about 5ºC above sea water temperature. Generator Description
Maker: Moss Verft The inert gas is then dehumidified to a dew point of about +5ºC in the inert gas The generator consists of the following main items:
Type: LPU 2500 - 0.2 cooler where an R-22 refrigerant is used as the cooling medium. The gas is
No. of sets: 2 Fuel system
further dried in one of two desiccant dehumidifiers, using steam or electrically
Inert gas delivery rate: 2,500Nm3/h heated air in the regeneration process, before passing into the discharge line. Cooling tower
Dry air delivery rate: 2,500Nm3/h
Delivery pressure: 0.2kg/cm2 Combustion chamber
Each inert gas generator is manually started from the control panel mounted
locally but their operation can be monitored from the DCC system. Turning chamber
Inert Gas Composition
Oxygen (O2): 0.5% (by vol) Combustion air system
Each inert gas generator contains an O2 analyser for the indication of oxygen
Carbon dioxide (CO2): 15% (by vol) content in the inert gas. The analyser is fitted with maximum and minimum Gas system
Hydrogen (H2): 0.1% (by vol) setting alarms.
Cooling water system
Nitrogen (N2): Remainder
The connection to the cargo piping system is made through two non-return Control, monitoring and instrumentation systems
Sea water consumption: 170m3/h valves and is normally blanked off. The connection to the cargo system is made
through a spool piece which is not normally connected. Fuel System
Fresh water consumption: 15m3/h
Fuel oil consumption: 210kg/h
Working Principle The fuel oil system comprises the oil pump, duplex filter and flow meter. The
oil gun and nozzle are of the bypass type whilst the oil burner is of the pressure
Inert Gas Sea Water Cooling Pump
Inert gas is produced by the combustion of gas oil supplied by the fuel oil atomising type. A capacity regulating valve and a solenoid shut off valve are
pump with air, provided by the blower, in the combustion chamber of the inert mounted in the bypass line. There are are two solenoid shut off valves in the
Maker: Thune Eureka
gas generator. Good combustion is essential for the production of a good oil supply line.
No. of sets: 1
Type: CGD 200 centrifugal vertical quality, soot free, low oxygen inert gas.
The burner has an ignition pilot burner. During the start-up period, the solenoid
Capacity: 340m3/h at 5kg/cm2
The products of the combustion are mainly carbon dioxide, water and small valves open supplying fuel oil and air to the pilot burner. A glow plug at the
Speed: 1,750 rpm
quantities of oxygen, carbon monoxide, sulphur oxides and hydrogen. The pilot burner ignites the fuel/air mixture and this flame then ignites the main
nitrogen content is generally unchanged during the combustion process and the burner. With the bypass closed, the burner oil pressure is regulated by the
LPG Sea Water Cooling Pump
inert gas produced consists mainly of 85% nitrogen and 15% carbon dioxide. regulating valve on the fuel oil pump. This is the normal running condition for
Maker: Thune Eureka
the burner.
No. of sets: 1
Type: CGB 100 Initially, the hot combustion gases produced are cooled indirectly in the
combustion chamber by a sea water jacket. Thereafter, cooling of the gases The fuel oil nozzle is fitted with tangential shaped outlet slots which impart a
Capacity: 170m3/h at 5kg/cm2 rotating motion to the fuel. The combustion air is fed from a roots type air
mainly occurs at the scrubber section in the cooling tower where the sulphur
oxides are washed out. The sea water for the inert gas generator is supplied by compressor with silencer, air filter and valves for high and low air quantity.
General The air is also supplied tangentially through ducts to the burner but in the other
one of two inert gas sea water cooling pumps.
direction to the atomised fuel oil. This ensures a thorough mix of fuel and air
Inert gas is used for the inerting and gas freeing of cargo tanks, cargo pipes and to ensure good combustion.
void spaces when required. The inert gas blowers may be used separately for A pressure control valve located at the dryer outlet maintains a constant
the supply of dried air to the cargo tanks and void spaces. The inert gas is pressure throughout the system, thus ensuring a stable flame at the combustion
chamber. Combustion Chamber
produced by removing oxygen from the air by a combustion process. This
process takes place in a combustion chamber where gas oil is used as the fuel. The combustion chamber is divided into a cylindrical upper part and a cone
Dry-Air Production
shaped lower part. These two parts have an outer water jacket for cooling and
The inert gas contains approximately 85% nitrogen (N2), 15% carbon dioxide a stainless steel internal lining. These two parts are also of specific sizes so that
The generator can produce dry-air at the same rate. For the production of dry-
(CO2) and about 0.5% of oxygen (O2) and is at a temperature approximately a recirculating ram-air effect takes place, forcing any colder air, not completely
air there is no combustion, no oxygen content measurement and the oxygen
5ºC above the sea water temperature. signal is overridden when the mode selector is set to dry-air (compressor only) burnt, back into the combustion area.
production.

To
Supply O2 Crossover
Analyser O2HA
O2LA
V633 PI
From
S No.2 IG
FI FI Generator
Fuel
Pump PI N2
S S
S V2354A
PI V2350A
V2354B
To IG
Generator V2350
No.2 Fuel PI V2354B
System
Poop Front Stbd
Regenerated
Water
Air From
Separator
V2355A V2355
Space
PI
TI TI 63
PHA
PHCO FCOA
PLA
Compressor
Scrubber Supply
(Roots Type)
PI
From/To
System DPI
LHA Dryer
LHCO
From No.2
From
Water
Gas
To No.2 Point
Inert Gas
Cooler
(340m3/h at 5kg/cm2) V2353
V344 Refrigerant
Outlet
Chest To Central
V407A
LO Coolers and
V407
Water Spray System
Air Instrument Air

The water for the combustion chamber jacket and the cooling tower passes An oxygen analyser is installed and monitors the gas after the water separator. HIGH SEA WATER LEVEL High turning chamber water level
through a fresh water cooler.
HIGH TEMP/LOW PRESSURE High water temperature or low water
Local thermometers are installed to enable the following items to be measured:
FRESH WATER pressure in the burner chamber
Turning Chamber
Sea water inlet temperature cooling jacket
The turning chamber acts as a base for the burner and cooling tower, and also Cooling tower sea water inlet temperature HIGH INERT GAS TEMP/ High gas temperature after cooling
connects these two parts. LOW SEA WATER PRESSURE tower or low sea water pressure
Burner chamber cooling jacket water temperature
before the water nozzle in the
Cooling Tower Fresh water cooler outlet temperature cooling tower
Inert gas after cooling tower temperature HIGH/LOW OXYGEN CONTENT High or low inert gas O2 content
The cooling tower (scrubber) is where the gas is cleaned and cooled down. The
gas flows against the water sprayed from the nozzles at the top of the tower. Remote pressure gauges are installed at the control panel to enable the
The inlet and outlets of the cooling tower are fitted with thermometers and A further alarm panel is mounted at the right of the main control panel. The
following items to be measured: alarms must also be accepted locally by pressing the HORN STOP pushbutton
thermostats for temperature monitoring and alarms.
Burner inlet air pressure to silence and accept the alarm. This panel houses the following alarms:
The drain and its water seal allow dirty water from the cooling tower to be Gas pressure before constant pressure valve Lamp Indicates
drained without inert gas escaping.
Gas pressure after constant pressure valve FUEL OIL PRESSURE LOW: Fuel oil pressure is too low
Gas System Oil pressure after oil pump POWER FAILURE: Electrical supply has failed
The gas system consists of the water separator, safety valve, constant pressure Sea water pressure before the cooling tower CONTROL AIR PRESSURE LOW: The control air pressure is too low
valve, two electro-pneumatically operated shut-off valves, an oxygen analyser,
Fresh water pressure in the burner chamber cooling jacket. Pilot and Main Burner Control
a refrigerated gas cooler and two desiccant dehumidifiers.
Plant Shutdowns The pilot burner is ignited from a glow plug which operates from a low voltage
The water separator is of the centrifugal type, where the water droplets are
transformer. The main flame is monitored by a photo-cell connected to an
separated and collected in the bottom of the separator. The water is fed out The following circumstances will cause an alarm and subsequent shutdown of electronic flame relay. This relay will shut down the main burner, via the main
through the cooling tower water seal. There is a pressure gauge and a safety the inert gas generator: programming unit, if the flame is too weak or has gone out. In the case of a
lifting valve on the gas outlet manifold. The constant pressure valve is fitted to
Burner chamber cooling jacket high water temperature flame failure, the RESET FLAME FAIL RELAY switch on the control panel
avoid pressure fluctuations in the combustion chamber. From here the gas is
must be activated to reset the flame relay and enable a new burner start
led by means of the shut-off valves to the atmosphere outlet or to the cargo High gas temperature after cooling tower sequence.
system, depending on the operator’s selection.
Sea water pressure low
The main programming unit controls the start and shutdown sequences of the
The shut-off valve in the pipe to the cargo system is fitted with an interlocking Fresh water pressure low burner and monitors all alarm and shutdown functions. The unit raises alarms
system. This interlock prevents the generator starting if the valve position is
Air pressure high or stops the plant if any levels exceed the set parameters. Incorrect O2 content
incorrect ie, gas to consumer.
of the combustion gas will cause an alarm to be raised and the gas will vent to
Burner failure atmosphere, when operating in the consumer mode. The TEST PROGRAM
Cooling Water System
pushbutton starts a self-test sequence of the programming unit.
Alarms
The cooling water system comprises both fresh water and sea water systems.
Control Panel Description
The fresh water used in the burner chamber cooling jacket is recirculated The system has alarm outputs to the SVC system but the alarm must also be
through the fresh water cooler by the fresh water pump. Sea water is used to accepted locally by pressing the STOP HORN pushbutton to silence the The control panel contains the following equipment:
cool the turning chamber walls and for cooling and cleaning the inert gas in the audible alarm and the STOP FLASH pushbutton to cancel the flashing lamp on
cooling tower. The water flow regulation is carried out via hand operated the alarm panel at the centre of the control panel. As well as the alarms Switch Function
valves. mentioned previously in plant shutdowns, there are the following alarms: MANUAL/NORMAL Selection of manual or automatic
Lamp Indicates OPERATION burner start
Monitoring
FLAME FAILURE: Burner flame is out or weak WATER CIRCULATION Water pumps start/stop
A flow meter is installed in the fuel oil system for the measurement of oil
HIGH AIR PRESSURE High air pressure after compressor AIR COMPRESSOR Air blower start/stop
consumption.

To
Supply O2 Crossover
Analyser O2HA
O2LA
V633 PI
From
S No.2 IG
FI FI Generator
Fuel
Pump PI N2
S S
S V2354A
PI V2350A
V2354B
To IG
Generator V2350
No.2 Fuel PI V2354B
System
Poop Front Stbd
Regenerated
Water
Air From
Separator
V2355A V2355
Space
PI
TI TI 63
PHA
PHCO FCOA
PLA
Compressor
Scrubber Supply
(Roots Type)
PI
From/To
System DPI
LHA Dryer
LHCO
From No.2
From
Water
Gas
To No.2 Point
Inert Gas
Cooler
(340m3/h at 5kg/cm2) V2353
V344 Refrigerant
Outlet
Chest To Central
V407A
LO Coolers and
V407
Water Spray System
Air Instrument Air

OIL PUMP Oil pump start/stop Operation: Normal Starting of the Plant o) At the engine room first platform, starboard side, start the
dehumidifier dryers and the refrigeration compressor and put the
BURNER Automatic burner sequence start/stop a) Check that all the switches on the control panel are switched off. inert gas cooler in line.
ATMOSPHERE/CONSUMER Inert gas to atmosphere or cargo Ensure that the control air supply is on and that the IG cooling
water system is in operation (see section 5.3.1 for information). p) Turn the BURNER switch to position I, this will start the program
TEST PROGRAM Self-test of program unit
sequence. After an air purging period of approximately 45
b) Turn the MAIN SWITCH to position I, and the MAIN SWITCH
RESET FLAME FAILURE RELAY Reset after flame failure seconds, the burner will start. The burner will initially fire at the
ON lamp illuminates.
low air/oil level and after 10-20 seconds (adjustable) the change
AIR PURGING The tanks can be purged with this
c) Turn the MANUAL/NORMAL OPERATION switch to the to high air/oil level will take place. The flame can be monitored
switch in position I and the air
NORM position. through a sight glass.
compressor and water pumps running
with the cargo (consumer) valve open d) Turn the TO ATMOSPHERE/TO CONSUMER switch to the TO q) Check the oil consumption via the flow meter, the normal
IGNITION Ignition on/off (glow plug on/off) ATMOSPH. position. Valve V2350A will open to vent the gas to consumption is approximately 210kg/h.
atmosphere.
AIR/OIL TO PILOT BURNER Opens valves to supply air and fuel r) Check that the O2 analyser is functioning and that the O2 content
oil to the pilot burner. e) At the alarm panel, the LOW SEA WATER PRESSURE, HIGH
of the gas is within limits for use in the cargo system. The O2
TEMPS/LOW PRESSURE FRESH WATER and HIGH/LOW
HIGH OIL/LOW OIL Full (100%) fuel oil capacity (normal content can be adjusted using the valve adjacent to the pressure
OXYGEN CONTENT alarms will be on and can be accepted.
running)/50% fuel oil capacity gauges.
(for start-up) f) Start the water pumps by turning the WATER CIRCULATION
HIGH AIR/LOW AIR Full (100%) air capacity (normal switch ON. The sea water supply, fresh water and drain pumps s) Turn the TO ATMOSPHERE/TO CONSUMER switch to the TO
running)/50% air capacity (start-up) will start. The fresh and sea water pressure alarms are cancelled. CONSUMER position. As long as the O2 content of the gas is
within limits, valve V2350A will open and valve V2355A will
g) Start the air blower by turning the AIR COMPRESSOR switch to
OIL TO BURNER Opens valve to supply fuel oil to close.
the I position.
the main oil nozzle.
t) Check the gas temperature and adjust if required.
MAIN SWITCH Main electrical isolator h) Check the air pressure. Normal pressure should be approximately
0.5-0.7kg/cm2.
NORMAL/COMPRESSOR ONLY: Selects dry-air or inert gas modes Operation: Normal Stopping of the Plant
Running Lamps Indication Function i) Check the water pressure to the cooling tower by observation of
a) Turn the TO ATMOSPHERE/TO CONSUMER switch to the TO
the SEA WATER PRES. pressure gauge; the pressure should be
MAIN SWITCH ON Main electrical isolator/power on ATMOSPHERE position. The valves will change over.
approximately 1-1.5kg/cm2. The inlet flow can be adjusted if
IGNITION Glow plug on necessary by means of the inlet valve V336. b) Turn the BURNER switch to position 0. The oil solenoid valve to
the burner will close and the program unit will reset, ready for a
AIR/OIL TO PILOT BURNER Pilot burner air/fuel oil valves open j) Check the gas pressure, the normal pressure should be new start if required.
LOW OIL Low fuel oil pressure approximately 0.2kg/cm2.
c) Turn the OIL PUMP switch to position 0 and the oil pump will
LOW AIR Low air pressure k) Ensure that the water level in the cooling tower is normal. stop. The operator should now wait approximately 1 minute for
OIL TO BURNER Burner fuel oil valve open the plant to cool down.
l) Check the fresh water pressure by observation of the FRESH
FLAME ESTABLISHED Flame is alight WATER PRES. pressure gauge; the pressure should be d) Turn the AIR COMPRESSOR switch to position 0 and the air
approximately 1.5-2kg/cm2. compressor will stop.
Switches (local running lamps) Function
WATER CIRCULATION Start/stop water circulation pumps m) Start the oil pump by turning the OIL PUMP switch to the I e) Turn the WATER CIRCULATION switch to position 0 and the
position. water pumps will stop.
AIR COMPRESSOR Start/stop air compressor
OIL PUMP Start/stop oil pump n) Check the oil pressure by observation of the OIL PRES. pressure f) Stop the inert gas cooler refrigeration compressor and isolate the
gauge; the pressure should be approximately 20-25kg/cm2. cooler.
g) Stop and isolate the dehumidifier dryers.

To
Supply O2 Crossover
Analyser O2HA
O2LA
V633 PI
From
S No.2 IG
FI FI Generator
Fuel
Pump PI N2
S S
S V2354A
PI V2350A
V2354B
To IG
Generator V2350
No.2 Fuel PI V2354B
System
Poop Front Stbd
Regenerated
Water
Air From
Separator
V2355A V2355
Space
PI
TI TI 63
PHA
PHCO FCOA
PLA
Compressor
Scrubber Supply
(Roots Type)
PI
From/To
System DPI
LHA Dryer
LHCO
From No.2
From
Water
Gas
To No.2 Point
Inert Gas
Cooler
(340m3/h at 5kg/cm2) V2353
V344 Refrigerant
Outlet
Chest To Central
V407A
LO Coolers and
V407
Water Spray System
Air Instrument Air

h) Turn the MAIN SWITCH (power) OFF. n) Check the oil pressure by observation of the OIL PRES. pressure aa)Turn the TO ATMOSPHERE/TO CONSUMER switch to the TO
gauge; the pressure should be approximately 20-25kg/cm2. CONSUMER position. As long as the O2 content of the gas is
Manual (Not Programmed) Start of the Plant within limits, valve V2350A will open and valve V2355A will
o) Start the dehumidifier dryers and the refrigeration compressor and close.
a) Check that all the switches on the control panel are switched off. put the inert gas cooler in line.
Ensure that the control air supply is on and that the IG cooling bb) Check the gas temperature and adjust if required.
water system is in operation (see section 5.3.1 for information). p) The air compressor should run for approximately 45 seconds to
purge the plant before the next step is carried out. CAUTION
b) Turn the MAIN SWITCH to position I, the MAIN SWITCH ON During MANUAL operation, a watchman must be on hand to monitor the
lamp illuminates. q) Turn the IGNITION switch to position I. The operator should wait burner flame once the system has been switched over to CONSUMER
approximately 45 seconds to allow the glow plug to heat up. mode, as the flame sensor is out of service in the MANUAL mode.
c) Turn the MANUAL/NORMAL OPERATION switch to the
MANUAL position. r) Turn the AIR/OIL TO PILOT BURNER switch to position I. The Manual Stopping of the Plant
pilot burner is now on.
d) Turn the TO ATMOSPHERE/TO CONSUMER switch to the TO a) Turn the TO ATMOSPHERE/TO CONSUMER switch to the TO
ATMOSPHERE position. s) Turn the HIGH OIL/LOW OIL switch to the LOW OIL position. ATMOSPHERE position. The valves will change over.
e) Check the alarm panel. The alarms LOW SEA WATER t) Turn the HIGH AIR/LOW AIR switch to the LOW AIR position. b) Turn the OIL TO BURNER switch to position 0. The operator
PRESSURE, HIGH TEMPS/LOW PRESSURE FRESH WATER should now wait approximately 1 minute for the plant to cool
and HIGH/LOW OXYGEN CONTENT will be on and can be u) Turn the OIL TO BURNER switch to position I. The burner down.
accepted. should start, check the flame through the sight glass on top of the
combustion chamber. c) Stop the oil pump by turning the OIL PUMP switch to the 0
f) Start the water pumps by turning the WATER CIRCULATION position.
switch ON. The sea water supply, fresh water and drain pumps (Note: The previous steps, r), s), t) and u) should preferably be carried out
will start. The fresh and sea water pressure alarms are cancelled. swiftly, ie, with only 1 or 2 seconds between each step.) d) Turn the AIR COMPRESSOR switch to position 0 and the air
compressor will stop.
g) Start the air blower by turning the AIR COMPRESSOR switch to v) If burner ignition has not taken place within 4 seconds of the OIL
the I position. TO BURNER switch being turned on, the switch must be turned e) Stop the inert gas cooler refrigeration compressor and isolate the
back to position 0, in order to stop the oil supply. The operator cooler.
h) Check the air pressure at the gauge. Normal pressure should be should investigate the cause of the burner not firing or try again
approximately 0.5-0.7kg/cm2. after waiting for approximately 1 minute for the chamber to f) Stop and isolate the dehumidifier dryers.
purge.
i) Check the water pressure to the cooling tower by observation of g) Turn the WATER CIRCULATION switch to position 0 and the
the SEA WATER PRES. pressure gauge, the pressure should be w) If normal ignition has taken place, the operator should wait for a water pumps will stop.
approximately 1-1.5kg/cm2. The inlet flow can be adjusted if period of 10 seconds and then turn the HIGH AIR/LOW AIR
necessary by means of the inlet valve V336. switch to the HIGH AIR position and the HIGH OIL/LOW OIL h) Turn the MAIN SWITCH (power) OFF.
switch to the HIGH OIL position.
j) Check the gas pressure; the normal pressure should be Changeover Between Atmosphere and Consumer
approximately 0.2kg/cm2. x) Turn the AIR/OIL TO PILOT BURNER switch to position 0. The
pilot burner will be extinguished. The inert gas can be led either to atmosphere or to the consumer (cargo system)
k) Ensure that the water level in the cooling tower is normal. by this switch. The plant must be started with the switch in the TO
y) Check the oil consumption via the flow meter, the normal ATMOSPHERE position, due to an interlock on the consumer valve.
l) Check the fresh water pressure by observation of the FRESH consumption is approximately 210kg/h.
WATER PRES. pressure gauge; the pressure should be When the O2 content is within limits, the switch is turned to the TO
approximately 1.5-2kg/cm2. z) Check that the O2 analyser is functioning and that the O2 content CONSUMER position and inert gas is led to the cargo tanks. The gas will
of the gas is within limits for use in the cargo system. The O2 automatically be led to atmosphere if the O2 content is above or below the
m) Start the oil pump by turning the OIL PUMP switch to the I content can be adjusted using the valve adjacent to the pressure limits. The changing over is delayed by a time delay relay in connection with
position. gauges. the O2 alarm.

To
Supply O2 Crossover
Analyser O2HA
O2LA
V633 PI
From
S No.2 IG
FI FI Generator
Fuel
Pump PI N2
S S
S V2354A
PI V2350A
V2354B
To IG
Generator V2350
No.2 Fuel PI V2354B
System
Poop Front Stbd
Regenerated
Water
Air From
Separator
V2355A V2355
Space
PI
TI TI 63
PHA
PHCO FCOA
PLA
Compressor
Scrubber Supply
(Roots Type)
PI
From/To
System DPI
LHA Dryer
LHCO
From No.2
From
Water
Gas
To No.2 Point
Inert Gas
Cooler
(340m3/h at 5kg/cm2) V2353
V344 Refrigerant
Outlet
Chest To Central
V407A
LO Coolers and
V407
Water Spray System
Air Instrument Air

Therefore if the O2 content during operation exceeds the normal set points, the The compressor is fitted with high and low pressure cut-outs and a lubricating
changeover is delayed for approximately 1 minute. During this time the plant oil pressure cut-out. There is also a lubricating oil pressure differential cut-out
will not stop. to stop the compressor in the event of the lubricating oil pressure dropping
below that of the crankcase.
The changeover valves for gas to consumer and atmosphere are only operated
automatically when the switch is in the TO CONSUMER position. The compressor is fitted with automatic capacity control. The compressor is
controlled by a ‘Unisab’ PLC. A regulator will unload cylinders one at a time
The changeover valves can also be operated manually by pressing a red in accordance with the load demand. The minimum operating level is two
pushbutton (located at the changeover valves) and leaving the button in that cylinders. There is also an automatic crankcase oil heater which is switched on
position. The gas goes then to the consumer independent of the O2 analyser and when the compressor stops and vice versa. A dryer/filter is also fitted. The
the selector switch. This pushbutton is for emergency use only. dryer part must be changed regularly while the filter part may be cleaned.
O2 Analyser This compressor can supply refrigerant to the air conditioning system as well
as the inert gas cooler.
Maker: Servomex
Dehumidifier Dryers
Type: 264A xendos 1800
Funnel Rotor Unit Regeneration
Range: 0 - 25% oxygen Adjusting Wet Air
Heater
Maker: Alfsen og Gunderson AS Wet Air
Damper Fan
(Steam/Elec.)
The analyser is a microprocessor-based electronics unit for the continuous Flow rate: 2,500m3/h 2500m3/h
monitoring of the oxygen levels in the inert gas generator outlet. Type: AG-SR-122E (electrically heated)
Type: AG-SR-122S (steam heated)
The gas sample continuously flows through the analyser sensor because of the No. of sets: 2 Regenerated Air 5oC
2500m3/h
higher pressure in the inert gas system. This ensures that the oxygen content is
continuously measured. The analyser has a 4-20mA output signal which is There are two dehumidifier dryers fitted to the inert gas outlet. One is heated Inert Gas Bypass
Cooler
proportional to the oxygen content and this signal is the input signal to the O2 with steam and the other with electrically powered heaters. The air dryers start
automatically when the inert gas generator is started.
indicator on the control panel. Adjustment of the alarm set points can be made From
V2352 Dry Air
2500m3/h
via the membrane keys on the unit front. Inert Gas
The dehumidifiers consist of an inlet air filter, preheater, silica gel rotor, wet Generator Filter Pre-heater
air fan and steam or electrical heater.

When the instrument is first switched on, the upper and lower displays are Rotor Drive Motor
illuminated for approximately three seconds and the sensor cell then warms up
Operation
and stabilises. The unit then gives the O2 reading.
The dehumidifiers operate continuously with wet air entering the dehumidifier. Inert Gas Dehumidifier Principle
Refrigeration Plant This air stream is divided into two separate streams, process air and
regeneration air.
Maker: Sabroe
Type: 6 cylinder reciprocating The process air is dried as it passes through the silica rotor and then passes out
Speed: 1,400 rpm as dry-air. The rotor retains the removed moisture until it rotates into the
regeneration section. The regeneration air is used to heat the moisture-laden
The inert gas is cooled by being passed through a finned gas cooler which is silica rotor in the separate regeneration section of the dryer. The regeneration
divided into two parallel sections. The cooler is cooled by R-22 refrigerant air then leaves the dryer separately from the process air as wet air. Heat from
from a 6 cylinder reciprocating compressor. This is driven by an electric motor the regeneration section is transferred by the rotor and is used by the incoming
which is directly driven by the compressor. airflow to preheat the regeneration air.
The cooler tubes contain cooling R-22 and to prevent any water condensing
and turning into frost or ice, the evaporating temperature is kept at slightly
below zero so that the water drains away.

Illustration 4.7.2a Nitrogen Generator
Rich O2 Outlet AI
140
440V 60Hz AI HC
Tah
Electrical Supply 140 130
120
Tah
120 XA AAh/hh AS AE PIC
Common TS 140 140 140 140 130
Fault SVC 120
XA PIC AT HC
120 140 131
FI
PdAH PdAH DCS
FEED AIR COMPRESSOR 140
104 106
Control Panel 147-1 148-1
PdS PdS PI
PI
104 106 TT 157 TI 109
113 N2
120 120 142-1 Membranes
142-2 141 M
M After Cooler Cooler
Oil 147-2 148-2 FCV
Separator 130
V9B
110 111 112
S
LA PAI
Oil Cooler
PS
S AD4B 119
DCS
PI
150
PAI
From GS 150
Air System
PS
N2 To Atmosphere
150
Operating Panel
PT
KVAERNER - MEDAL DCS 150
NITROGEN GENERATOR
142-3
Nitrogen To Consumers
Buffer Tank (See Illustration 4.7.2b)
165 160 161
3581104 h
SELECT
REMOTE
LAMP Nitrogen
TEST
Key
START
BUFFE Start/Stop Buffer Tank
System
ALARM
Gaseous Nitrogen START ACCEPT 1 2 - +
Compressed Air ALARM CO2 CONTROL POS 2:

h
%
LAMP/LED
-
PUSH
- BUTTON, SWITCH
POS 1:
RESET CO2-CONTENT AUTO/MANUAL MANUAL AAh/hh -
OXYGEN CONTENT HIGH,VERY HIGH
CO2-CONTENT XA -
SENSOR FAILURE
Oxygen Enriched Air SET POINT
TAh
-
TEMPERATURE
-
ALARM HIGH
TAI TEMPERATURE
- ALARM LOW
Electrical Signal
PAI
Pd/Ah
PRESSURE
-
PRESSURE
-
ALARM LOW
DIFF. ALARM HIGH PS
YA COMMON
- ALARM
HC HAND OPERATED CONTROLLER

4.7.2 Nitrogen Generator This vessel is arranged geometrically, in the same way as a shell and tube heat
exchanger. As the air flows along the bore of the fibres, O2, CO2 and H2O
Maker: Kvaerner - Medal (vapour) contained in the air permeate faster than N2 (Nitrogen) to the low
Type: Membrane pressure side of the fibres. The air in the bore is gradually depleted of the fast
Capacity: 21Nm3/h at 5bar and 5% O2 permeating gases and becomes nitrogen enriched.
Oxygen Meter The air flow rate through the membrane module can be adjusted to obtain
Maker: Teledyne different levels of nitrogen purity.
Range: 0-10% O2
Description of System Operation
Feed Compressor
Maker: Kaeser The compressed air from the air feed compressor is fed to the nitrogen
Type: SM 11 Oil lubricated screw fresh water cooled generator inlet and firstly passes through a series of three automatic filters.
Capacity: 50Nm3/h at 8 bar These protect the membranes from any harmful solid particles and also from
Motor: 7.5Kw any oil and water present in the air. These filters have automatic drains.
Nitrogen is used on the vessel for the following purposes: The air then passes through a 1kW electric heater which will heat the air to
approximately 50ºC, which is the optimal temperature for the design capacity.
As a sealing gas for the cargo compressor glands
Purging the gas fuel line and boiler gas burner manifold The heated air is now fed via a manifold to each individual membrane
separator. The permeated gases such as the O2, CO2 and H2O (vapour) are
Inerting and gas freeing of the level indicators vented off to atmosphere and the nitrogen leaves the membrane. The nitrogen
Bleeding to the cargo tank wedge spaces is then collected in a manifold and passes through a flow control valve. By
adjusting the flow with this valve the nitrogen purity will be adjusted, as the
Nitrogen vapour is bled into the wedge space and into the upper insulation longer the air is in the membrane system, the higher the purity (Refer to the
space at the top of the tank via valve V2209, from the nitrogen generator. The manufacturer’s manual for further in-depth information). If the nitrogen purity
nitrogen vapour then flows down along the surface of the tank shell to a is out of the set specification it will dump the product to atmosphere. The
drainpipe. The nitrogen vapour and any LNG leakage gas is exhausted into the variable area flow meter is installed at this point to allow the operator to
void space where it mixes with the dry air atmosphere in this space. monitor the nitrogen flow.
The generator is fitted in the starboard side of the aft store on the first platform The generator is equipped with an oxygen analyser to continuously monitor the
level of the engine room and the feed air compressor is fitted next to the GS oxygen content in the product nitrogen. Should the oxygen content rise, an
compressors, also on the first platform level. alarm will be initiated. If the oxygen content continues to rise, a second alarm
(oxygen content high high) will be initiated and the delivery valve will close
Principle of Operation and the dump valve will open. When the oxygen content has fallen to the limits
within the set parameters, the dump valve will close and the delivery valve will
The generator uses a membrane system to produce nitrogen. The principle of open.
the membrane’s operation is selective permeation. Each gas has a characteristic
permeation rate which is a function of its ability to dissolve and diffuse through The nitrogen is then fed to the N2 buffer tanks on deck. The feed pipe to the
a membrane. This characteristic allows a gas like oxygen, which dissolves and tanks is fitted with pressure switches which control the start and stop of the
diffuses at a fast rate, to be separated from a gas like nitrogen which dissolves generator.
and diffuses at a much slower rate.
Normal Operation
The key components of the generator are the membrane modules. Each module
contains many hollow fibre membranes to achieve the maximum membrane The generator is completely automatic in its operation and once set up will
surface per unit of volume. Compressed air is fed to the bore side of the hollow require little operator intervention.
fibre bundles enclosed in the pressure vessel.
The system is started from the main control panel, after setting the compressors
to standby mode.

Illustration 4.7.2b Nitrogen System
Vent Vent
Mast at Tank No.5 Mast at Tank No.4
V2232 V2233 V2132
Double Poop
Pipe Front Boil-Off Gas Supply
From LD Compressor Cargo Heaters
V2140A V2140 S2140 /Cargo Heaters
V2226
LD Compressor HD Compressor A HD Compressor B
LNG Compressor Room

Boiler Gas Piping Purge Line
Purging
Vent Lines
V2228
To Port Side Cargo Tank

V2141 V2141 Dome Nitrogen Insulation Space
Nitrogen Buffer Outlet for Whessoe
Tank and Wedge Space
V2216 Purging etc V2216 Nitrogen Bleed V2216 V2216
V2141A V2141A
Nitrogen Generator V2216
(Starboard Rope Store)
V2209 V2209 V2209

V2227 V2227 Insulation
Space
Gas Burners Gas Burners V2209
Port Boiler Starboard Boiler
Wedge Space Wedge Space Wedge Space Wedge Space Wedge Space

Air Supply Compressor
(1st Platform Level)
V2228 V2228
Key

Procedure to Start and Stop the Nitrogen Generator
a) The power supply switch to the heater is on the starboard side of

the cabinet and the power supply for the instrumentation is inside
the cabinet.
b) If there are any alarms active, press the the following

pushbuttons:
Accept Alarm
Reset Alarm
Select Remote Start
If the GS compressor is required to supply the feed air, press the SELECT
SERVICE AIR pushbutton and the Service Air Inlet Valve indicator lamp will
light. Otherwise the nitrogen generator’s feed air compressor will supply the
necessary air.
c) Once the START pushbutton is pressed, the compressor indicator

lamp will light together with the Select Remote Start indicator
lamp.
Production will be vented to the atmosphere for 10 minutes before switching

to the buffer tanks. Nitrogen Generator Operating Panel
When the buffer tanks reach 1.95 bar, production is vented to atmosphere for
10 minutes and then the generator will stop. The Select Consumer light will
start flashing. If during the 10 minutes the pressure in the buffer tank drops by
0.15 bar, the consumer valve will open and the vent valve will close.
The generator will start automatically when the buffer tank pressure falls to
1.49 bar.
During normal operation, the system and compressor will cut in and out under
the control of the line pressure switches. The compressor will run off load for
a certain time before it stops.
To stop the generator system, press the SYSTEM STOP pushbutton.
Alarms
Any alarm activates the alarm horn and a flashing red lamp on the panel. A
remote alarm is raised via the DCS system.
High O2: 6.5%

Air temperature low: 40ºC
Air temperature high: 55ºC
Buffer tank pressure low: 1.3 bar - one minute delay Nitrogen Generator Air Feeder Compressor
Air filter differential pressure high: 0.9 bar

Illustration 4.7.3a Void Space Dryers
From Tank 1
Void Space
V2306
To Tank 1
From Tanks Void Space
2 - 5 Void Recirculation Fans: Top of LNG Compressor Room Suction
Spaces
V2310 V2310
V2303
To Tanks
2-5
Void Space
Void Space
Recirculation Fans
2,000m3/h
V2316
V2311 V2311
V2135
Void Space Dryer

LNG Vapour
Gas to
to LD/HD Key
Boilers
Compressors V2114 V2113 V2124
Vapour Steam
Header/
V2313 V2314 Crossover Condensate
Moist Air
V2313 V2314 Dry Air

LNG Vapour
Gas to
Compressed Air
Boilers
V2114 V2113 V2124
Instrumentation
Void Space Dryer

4.7.3 Void Space Dryers
Void Space Dryers
Maker: Moss Verft

Type: Shell and tube
No. of sets: 2
System Description
The available cold temperature in the boil-off vapour is used for drying the
void space atmosphere. Drying is carried out in two heat exchangers of the
shell and tube type in which cargo vapour flows through the tubes.
Moisture in the void space atmosphere will condense outside the tubes and
then freeze to ice. The ice formation will reduce the heat exchange within the
dryer. When the temperature of the void space atmosphere coming out from the
dryer is higher than -50ºC, regeneration is necessary.
The supply of void space atmosphere and cold cargo vapour is shut off and
heated cargo vapour is introduced through the tubes. The ice will now melt and
the water is drained off through a drain pipe.
The dryers are used one at a time. When one is in service, the other is
regenerated. After the flow has passed the dryer, it will be heated to
approximately 30ºC in the steam heater.
The outlet temperature of the atmospheric heater is controlled by the control

valve in the steam inlet. The variable position valve is controlled via a signal
from TC107, the temperature controller. The controller regulates the valve in
accordance with the temperature received from transmitter TT107, located in
the void space outlet.

Illustration 4.8.1a CTS Printout
LNG/C ''NORMAN LADY'' HOEGH FLEET SERVICES A.S. LNG/C ''NORMAN LADY'' HOEGH FLEET SERVICES A.S.
CARGO CALCULATION REPORT CARGO CALCULATION REPORT

CARGO MEASUREMENT BEFORE DISCHARGING DATE: July 16, 2003 CARGO MEASUREMENT AFTER DISCHARGING DATE: July 16, 2003
PLACE: Lake Charles TIME: 18:02 UTC PLACE: Lake Charles TIME: 18:02 UTC
VOYAGE NUMBER: RY-0903 Tank 1 Tank 2 Tank 3 Tank 4 Tank 5 VOYAGE NUMBER: RY-0903 Tank 1 Tank 2 Tank 3 Tank 4 Tank 5
Product LNG Product LNG
Tank Vol. 100% in m3 15556.275 18953.232 18979.546 18950.408 15555.498 Tank Vol. 100% in m3 15556.275 18953.232 18979.546 18950.408 15555.498
Level Reading 1 in meter 27.928 30.215 30.237 30.618 28.145 Level Reading 1 in meter 0.303 0.387 0.441 5.054 0.335
Level Reading Average in meter 27.928 30.215 30.237 30.618 28.145 Level Reading Average in meter 0.303 0.387 0.441 5.054 0.335
Specific Gravity Correction in meter 0.009 0.009 0.009 0.009 0.009 Specific Gravity Correction in meter 0.009 0.009 0.009 0.009 0.009
Tape Correction in meter -0.004 -0.004 -0.004 -0.004 -0.004 Tape Correction in meter -0.034 -0.038 -0.038 -0.034 -0.034
Trim Correction in meter 0.001 0.001 0.001 0.001 0.001 Trim Correction in meter 0.002 0.002 0.002 0.002 0.002
List Correction in meter 0.000 0.000 0.000 0.000 0.000 List Correction in meter 0.000 0.000 0.000 0.000 0.000
Corrected Liquid Level in meter 27.934 30.221 30.243 30.625 28.151 Corrected Liquid Level in meter 0.280 0.360 8.832 5.031 0.312
Liquid Volume m3 15148.087 18554.471 18578.762 18653.215 15188.909 Liquid Volume m3 3.803 6.688 18578.762 1181.784 4.701
Thermal Factor Liquid 0.99500 0.99500 0.99500 0.99500 0.99500 Thermal Factor Liquid 0.99499 0.99499 0.99499 0.99499 0.99499
Correction Volume m3 15072.347 18461.698 18485.868 18559.949 15112.964 Correction Volume m3 3.784 6.654 8.788 1175.863 4.677
Temperatures Vapor -138.9 -137.0 -140.9 -147.0 -137.4 Temperatures Vapor -159.5 -159.4 -159.3 -159.7 -159.5
Average Temp. Vapor All Tanks -140.2 Average Temp. Vapor All Tanks -159.5
Temperature Liquid mid 1 -159.2 -159.1 -159.2 -159.1 -159.3 Temperature Liquid mid 1 -88.3 -97.0 -103.6 -112.3 -90.6
Temperature Liquid mid 2 -159.2 -159.2 -159.2 -159.1 -159.2 Temperature Liquid mid 2 -144.5 -147.8 -148.8 -151.2 -145.7
Temperature Liquid bottom -159.2 -159.1 -159.2 -159.1 -159.3 Temperature Liquid bottom -144.5 -147.8 -148.8 -151.3 -145.8
Temperature Liquid Av. Each Tank -159.2 -159.1 -159.2 -159.1 -159.3 Temperature Liquid Av. Each Tank -125.8 -130.9 -133.7 -138.3 -127.4
Temperature Liquid Av. All Tanks -159.2 Temperature Liquid Av. All Tanks -131.2
Tank Pressure 0.150 0.150 0.151 0.148 0.149 Tank Pressure 0.139 0.139 0.139 0.138 0.138
Tank Pressure x 980,662 0.150 146.7 mmHG: 909.5 Tank Pressure x 980,662 0.139 135.9 mmHG: 900.2
Corr. Volume Ambient Temp 29.0 C Corr. Volume Ambient Temp 33.0 C
Quantity on Board: ON ARRIVAL Ships Figure 85692.827 Density 430.103 t/m3 Quantity on Board: ON ARRIVAL Ships Figure 85692.827 Density 430.103 t/m3
Quantity on Board: Atm. Pressure 1017 Quantity on Board: ON DEPARTURE 1199.767 Atm. Pressure 1019
Survey Figure 85692.827 mmHG. 762.811 Quantity: DISCHARGED 84493.060 mmHG. 764.311
Diff. Survey Fig. - Ships Fig. 0.000 (mb x 0.75006 = mmHG) Survey Figure 84493.060
Diff. Survey and Ships Figure 0.000 (mb x 0.75006 = mmHG)
Draft fwd in meter 10.15 Trim / in mtr List/degree Sag cm 0

Draft aft in meter 10.40 0.25 0 Hog cm 0 Draft fwd in meter 8.15 Trim / in mtr List/degree Sag cm 0
Draft average in meter 10.28 FWD TRIM/PORT LIST = NEGATIVE Density water 1.025 kg/m3 Draft aft in meter 9.15 1.00 0 Hog cm 0
Draft average in meter 8.65 FWD TRIM/PORT LIST = NEGATIVE Density water 1.025 kg/m3
Surveyor Chief Officer Surveyor Chief Officer

4.8 Custody Transfer System signal which varies according to the pressure in the tank.
4.8.1 Custody Transfer System (CTS) Independent Very High Level Alarm System
Two high level alarms per tank are provided by independent point sensing
Level Measurement elements. Float sensors inside the cargo tanks detect the cargo at predetermined
The level measurement system consists of a microwave horn antenna and a levels (see section 4.1.3, High Level and Overfill Alarm System).
transmitter/receiver mounted inside a 50mm pipe mounted in the tank central
column which extends over the full depth in which the level is to be measured.
The liquid level is determined by measuring the time taken for a transmitted
signal to travel to and from the liquid level surface. The time taken is measured
and converted into a distance measurement (the ullage). The values for the size
and shape of the tank are stored in the signal processing unit and so the system
can calculate the exact contents of the tank. The system also employs time-
averaging techniques to balance out the effects of liquid movement.
Cargo tank gauging is via the transmitter on the Whessoe gauge. The speed of
the radar signal travelling (propagating) within the tank is influenced by the
varying vapour densities and temperatures. To compensate for this the system
automatically compares results to previously measured pipe joint signatures
and calibrates the system accordingly. This ensures the accurate measurement
of contents independent of tank conditions. This automatic calibration means
that no separate mechanical operations are required to verify the accuracy of
the system.
Temperature Measurement
The temperature measurement is obtained from the PT100 sensors whose

electrical resistance decreases with temperature. The sensors are calibrated and
certificated and therefore have their own individual identification number. The
sensors are positioned equally throughout the height of the tank and include
sensors at the top and bottom enabling the temperature of the liquid and the
vapour to be measured separately. Average and individual temperature
readings are available.
The sensors are wired with four conductors (four wire cable) and all
terminations are sealed. There are spare sensors mounted in the tanks to
provide a degree of redundancy.
Pressure Measurement
The pressure measurement is obtained from a capacitive pressure transmitter.

The transmitter consists of a movable ceramic diaphragm connected to a fixed
ceramic substrate. On each ceramic part is a gold plate which makes up a
capacitor whose capacitance will vary according to the distance between them.
The fixed part is mounted on the tank shell and the movable part extends into
the tank space. The tank pressure imparts a force on the movable plate relative
to the tank pressure. This varying capacitance signal is converted to an output

Illustration 4.8.2a Whessoe Float Level Gauge

Counter Window
Handle To Raise
The Float
Cushion Spring
Nitrogen Purge
Connection
Inspection Hatch
Spherical Float
10" Closure Valve

4.8.2 Float Level Gauges Isolating Valve and Float Inspection Chamber CAUTION
Do not attempt to turn the crank clockwise or to interfere with the free fall
Maker: Whessoe A 300mm gate valve, bolted to the top of the float well, allows the gauge head of the float. To do so will severely damage the tape or the tensator spring.
Type: Whessmatic 50 to be isolated for maintenance. A stainless steel inspection chamber is mounted
above the isolating valve to provide access to the float and for the connection Maintenance
The Whessoe float level measurement system is of the conventional tanker of special float recovery tools in the event of tape breakage. The inspection
type, but uses a stainless steel tape to compensate for temperature variations. chamber flange can be used for gas freeing of the tank, if required, during The Whessoe system must be operated at regular intervals to ensure that the
maintenance periods, etc. system is available in the event of any failure of the primary tank contents
The system comprises a level gauge assembly for each cargo tank. The level measuring system. The stored reading and error between the Whessoe system
gauge is mounted on an assembly comprising a float well, isolating valve and Level Gauge Assembly and the custody transfer system should be recorded at each operation.
inspection chamber.
The level gauge assembly comprises the gauge head and float assembly. The The float must not be left at liquid level after gauging because constant
The gauge head contains a mechanical indicator, a stainless steel tape float is clamped to an accurately perforated tape manufactured from stainless movement of the tensator spring, which ensures tension on the tape, will lead
tensioned by a tensator spring and a 12'' diameter PV float attached to the lower steel, a viscous damper to control the rate of descent of the float to the cargo to premature failure.
end of the tape. One level gauge is fitted at each cargo tank dome. level, a crank for raising the float to the storage position and a mechanical read
out which is observed through the counter window. A float lock-up An inspection hatch is provided in the float inspection chamber for access to
The shrinkage of the float in LNG is 15mm and the minimum level which can arrangement provides isolation of the level gauge from the tank when in the the float assembly and for retrieving the float in the event of tape breakage.
be read from the gauge is 145mm. stored position. It also provides a gauge datum reference and a means of
locking the float in the storage position. The gauge head is sealed with locking wire and lead seals by Class. It is
CAUTION important to avoid damaging these seals. In the event of these seals being
To reduce the risk of tape failure and wear on the gauging mechanism, the Operation: Gauging broken, head office should be informed without delay in order that
floats should be fully stowed at all times, except when taking a sounding. arrangements can be made for the attendance of Class to check and re-seal the
a) Open the gauge isolating valve fully, (normally left open). gauges.
Care should be taken when stowing the float as excessive tension may
cause tape breakage. It is possible for a failed tape to foul the capacitance b) Put the crank handle in the STORED position, ie, with the handle
column, resulting in the loss of gauging facilities for that tank. When the gauges are not in use, the float must be raised and secured.
towards the gauge cover.
To obtain the liquid level, the float is released from its stowage position using An inspection housing is provided between the gauge head and the closure
c) Put the spring-loaded automatic float lock-up and the datum valve on each unit. The closure valve is used to cut off vapour flow to the
the release lever and allowed to descend freely to the liquid surface. The tank plunger up to release the float and allow it to descend at a
sounding may then be taken by observation of the local mechanical read-outs inspection housing. The inspection housing is provided with a pipe connection
controlled rate to the liquid level. for inerting the space with nitrogen before inspection or renewal of the tape or
to provide level indication. The Whessoe gauges should be checked against the
Custody Transfer System (CTS) during each alternate loading. float. The nitrogen is supplied from the nitrogen line available at the tank dome
To Return the Gauge to the Stored Position area and is introduced by means of a flexible pipe from outlet valve V2216 to
Each cargo tank is provided with a Whessoe gauge as an approved secondary the Whessoe unit.
a) Put the crank to the CRANKING position, ie, with the handle
level measurement system. This secondary system provides an alternative outwards.
means of cargo level measurement in the event of the failure of the primary Tape Breakage
radar gauges system. b) Carefully raise the float by turning the crank slowly in a counter
In the event of tape breakage, head office is to be informed, as any
clockwise direction, as indicated by the arrow on the main cover
Float Well maintenance requiring opening of the gauge will necessitate the attendance of
inspection plate.
Class to recalibrate and seal the gauge to satisfy buyers, sellers and customs.
The float well comprises a 300mm diameter tube installed vertically within the Instructions for the recovery and replacement of the float assembly or tape are
c) Watch the read out counter, which will indicate when the float
cargo pump tower. The upper end of the float well penetrates the top of the tank included in the manufacturer’s instruction book.
nears the top. When resistance is felt by the float touching the
dome where it terminates in a flange. The lower end extends to within 75mm cushion spring, continue cranking until the plunger is seated,
of the bottom of the tank where it is closed by a perforated plate. The lower sealing the gauge from the tank, and the automatic float lock-up
end of the float well is provided with a bolted inspection cover. Expansion is and datum plunger spring fully inward, securing the float.
allowed for by a sliding connection just below the dome penetration. To avoid
level errors caused by the ‘till well’ effect, there is a 25mm diameter hole d) Check that the counter reads exactly the same before and after
spaced every 300mm below the sliding connection. use.
e) Move the crank handle to its STORAGE position.

Illustration 4.8.3a Loading Computer Screen
Loadmaster LMC-6039 NORMAN LADY : RY 0903 TP1 - TP2 Jul/16/03 12:15 X
File View Tools Settings Window Help
Open Save Print Stab Stress Comp D Surv Crg Sat L Sum D Sum Onl Exit
Cargo Compartment Trim and List correction ON X

X
Flow Innage con. Volume Volume Temp. Weight Obs. dens. FSM Max Volume LCG TCG
Code Compartment name Cargo Type
(m3/h) (m) (%) (m3) ( C) (t air) (t/m3 air) (tm) (m3) (m) (m)
C1 NO 1 CARGO TANK Default Cargo 0.00 0.000 0.0 0.0 15.00 0.0 0.9989 0 15556.3 0.00 0.00
Cargo 0.0% Ballast 0.0% Fuel Oil 0.0% Diesel Oil 0.0% Lub. Oil 0.0% Fresh Water 0.0% Misc. 0.0% Dry 0 ton
Intact Stability X
X Longitudinal Strength - SEAGOING CONDITION X
X
WARNING: Max GZ deq: IS OUT OF LIMIT Max BM: 159703 tm at 99.54 m from AP Max SF: 2989 t at 36.60 m from AP
Dw 0 ton 52616 SF [Kton] BM [Kton] 300

KG 14.59 m
GM 18.78 m 8
200
dl wd 1.97 m
deq 3.68 m 4 100
daft 5.40 m
Trim 3.42 m aft 0 0
Heel 0.0 S.S
-4 -100
-200
-8
Visual Intact Displ. GZ Limits Limits -300

Frame 50 59 63.5 68 72.5 77 81.5 86 95
Stress Curve Stress Table Stress curve %
Displ 14.59 ton SEAGOING CONDITION D fwd 1.97 m Trim 3.42 m aft KG 14.59 m
DW 14.59 ton Max SF % 71 Max BM % 80 D mid 3.63 m Heel 0.0 S.S GM 18.78 m
3
Swd 14.59 ton/W D aft 5.43 m

4.8.3 Loading Computer During cargo operations the Loadmaster program constantly upgrades the Displaying accumulated weights for the subtotal categories
information. Prior to or during cargo operations the operator can check, using
Maker: Kockumation AB manual inputs, that the sequence of loading or discharge will always remain Use the horizontal scroll bar to see remaining field in the load types screen.
Program: Loadmaster within the acceptable limits.
Definition of Load Types
General The Loadmaster program is run from Windows and as such is accessed via the
Windows menu bar at the top of the screen. In addition to the menu bar there
Load type is a description of the current load based on information from the
The Loadmaster program is computerised system for planning and evaluating are two fixed display areas, the results bar and status bar (which cannot be
trim and stability book. Several common load types are predefined. The
ship loading and discharge. It quickly calculates ship stability and stress changed or hidden).
operator can define additional ones by using the load types codes A-D.
characteristics based on any loading condition specified by the user.
The results bar provides information on the current loading condition. This bar
The following values are associated with each load type:
The program is developed from the technical information supplied by the is always visible on the far right hand side of the main window and is
builders that reflects the physical characteristics of the ship. The information continuously updated to reflect any changes in the loading condition.
Upper Part of the Screen
includes the following data:
The status bar is a single text line located at the bottom of the main window.
Principal particulars Code: The code is used in the cargo load that should be used in the
The program uses this space to display messages about the current status and
system to link a certain load type to each tank space
Operating lightship warnings about data entry.
Load line data Name: For the operator’s easy identification of the load type
In addition to the above there is the workspace, the area of the screen where
Draught mark locations the different views of the load condition are displayed.
Load category:
Visibility restriction data General Program Operation Predefined short name for load category
Hydrostatic tables LIQ for density input
Cross curves of stability Main Menu Bar
OIL1 - OIL5 for density vac 15C/API 60ºF inputs
The layout of the main menu bar follows Windows conventions. The File,
Bonjean tables Windows and Help items all provide selections consistent with other Windows For load category LIQ
programs.
Required GM curve
Density: Current density value for the cargo
Capacity tables Procedure to Operate the Loadmaster
Variable centre/free surface tables For load category OIL1 - OIL5
To Work with Load Types
Lightship weight distribution API 60F: API value for liquid at 60ºF
Allowable bending moments and shear forces In this part all the load types that should be used in the system are prepared. Dens vac 15C: Density value for liquid in a vacuum at 15ºC
Every tank, cargo compartment/position, store position etc. must have a load
The program allows for the loading condition information to be stored to disk. type assigned to it. This assignment is done in the screens where its possible to Lower Part of the Screen
These stored conditions can be recalled at any time for modification or re- enter the weight, for example cargo tanks and Misc Tanks screens. For tanks,
evaluation. In addition stored loading conditions can be sent ashore for review density values are defined per load type. Sub total: Define to which subtotal category the weight shall be
on a shore based computer. summarised
Procedure to Access the Load Type Screen
The Loadmaster system is an on-line stand alone computer with a direct Density: Relevant only when the load load category has been set to
interface to the various tank and draught gauge systems and is linked to the a) Place the cursor on the load type key area and click the left mouse liquid
vessel’s DCS system. The Loadmaster system automatically reads the gauge button.
system data at specified intervals and calculates all the tank and vessel Weight: Summary of the weight for the tanks and other cargo positions
characteristics. It is possible to vary the time of each update from 1 minute b) Press the F1 function key. with this load type
intervals to 30 minutes. Volume: Summary of the loaded volume for tanks with this load type
It is possible to work with following items in the load types screen.
Determination of load/discharge rates and projections of time to finish are Max Volume: Maximum available volume in tanks with this load type
possible. Defining densities for the various loads

Illustration 4.8.3a Loading Computer Screen
Loadmaster LMC-6039 NORMAN LADY : RY 0903 TP1 - TP2 Jul/16/03 12:15 X
File View Tools Settings Window Help
Open Save Print Stab Stress Comp D Surv Crg Sat L Sum D Sum Onl Exit
Cargo Compartment Trim and List correction ON X

X
Flow Innage con. Volume Volume Temp. Weight Obs. dens. FSM Max Volume LCG TCG
Code Compartment name Cargo Type
(m3/h) (m) (%) (m3) ( C) (t air) (t/m3 air) (tm) (m3) (m) (m)
Cargo 0.0% Ballast 0.0% Fuel Oil 0.0% Diesel Oil 0.0% Lub. Oil 0.0% Fresh Water 0.0% Misc. 0.0% Dry 0 ton
Intact Stability X
X Longitudinal Strength - SEAGOING CONDITION X
X
WARNING: Max GZ deq: IS OUT OF LIMIT Max BM: 159703 tm at 99.54 m from AP Max SF: 2989 t at 36.60 m from AP
Dw 0 ton 52616 SF [Kton] BM [Kton] 300

KG 14.59 m
GM 18.78 m 8
200
dl wd 1.97 m
deq 3.68 m 4 100
daft 5.40 m
Trim 3.42 m aft 0 0
Heel 0.0 S.S
-4 -100
-200
-8
Visual Intact Displ. GZ Limits Limits -300

Frame 50 59 63.5 68 72.5 77 81.5 86 95
Stress Curve Stress Table Stress curve %
Displ 14.59 ton SEAGOING CONDITION D fwd 1.97 m Trim 3.42 m aft KG 14.59 m
DW 14.59 ton Max SF % 71 Max BM % 80 D mid 3.63 m Heel 0.0 S.S GM 18.78 m
3
Swd 14.59 ton/W D aft 5.43 m

Lmom: Sum of the longitudinal moment for all compartments with To Define the Subtotal Groups (Note: If the density value for a tank is online, the density input field is marked
this load type with a * to indicate that the load type density is overruled by the online values.)
A number of sub total groups are predefined, such as ballast, bunkers and
Vmom: Sum of the vertical moment for all compartments with this cargo. API and Oil Categories
load type
Each subtotal group consists of one or many load types.
In order to obtain the unanimous results in the trade of petroleum products, it
Tmom: Sum of the transversal moment for all compartments with this
is customary to refer to cargo density in vacuum at a fixed base temperature.
load type a) Enter the name of a desired subtotal group in the subtotal field by
the load type.
The tables prepared by the American Petroleum Institute (API) use for this
FS: Sum of the free surface moment for all compartments with this
purpose 15ºC as the base temperature for density in a vacuum or 60ºF for its
load type Command Keys
equivalent the API gravity and cover the following oil categories:
Operating Procedure Report: To create a condition report
Load Fluid Group Density at API at Corresponding
Category 15ºC 60ºF to Table
Enter the basic information such as the load category, density, temperature, etc Print: To print out different reports
for all load types that are used in the system. OIL1 Crude Oils 0.770 - 0.990 0 100 A
Error Messages
OIL2 Gasoline and naphthenes 0.657 - 0.770 50 - 85 B
To Define the Density of a Load Type
Error messages are displayed in the bottom part of the screen. Press the ESC OIL3 Jet fuels and kerosines 0.785 - 0.825 37 - 50 B
a) Position the cursor in the high lighted density field for the desired key to confirm that the message has been read.
OIL4 Diesel oil and fuel oils 0.812 - 1.075 0 - 37 B
load type.
Relationship Between Density Parameters OIL5 Lubricating oils 0.861 - 0.940 12 - 22 D
b) Enter the value for the density.
Method
Load Types Screen
To Alter the Load Category
The full range of petroleum measurement tables and the associated formulas
The load category OIL1 - OIL5 determines which API formula is used and have been programmed into the Loadmaster program. The vacuum and
a) Position the cursor in the highlighted load category field for the
calculates the current density at 0ºC (32ºF). This density will appear in the atmospheric pressure results can thus been reviewed instantly if the current
desired load type.
cargo tanks screen at start up. cargo temperature and any of the following are known:
b) Enter the value for the load category (Liq, OIL1-5). Density in a vacuum at 15ºC
The density will, however, not appear in the load types screen because different
tanks labelled with the same load category may have different temperatures API at 60ºF
Operator Defined Load Types
and consequently, different densities.
Density in air.
a) Position the cursor in highlighted name field for the load type
If the load catagory LIQ is used, the fields for API, Tot vol 60ºF etc are
code A - D. For each load type, a load category can be defined for different input/output
removed.
facilities for the compartment using that load type.
b) Enter the load type name.
Cargo Tanks Screen
When defining load categories OIL1 to OIL5 enter API or density in a vacuum
c) Move the cursor to the next field. values that, together with an entered compartment temperature, will produce
For the load category OIL1 - OIL5 the API value from the load types screen,
together with the temperature value for the tanks, is used to calculate the the actual density for the load.
d) Enter the relevant load category (Liq, OIL1-5).
current density.
To Work with On-Line Cargo Tanks
(Note: In case of Liq, move the cursor to the right and define the density).
For the load category LIQ the current density is not affected by the temperature
value. This section contains the current information for all on-line cargo tanks.
e) Select the tank that is to be used in the system and define for what
tank the new load type is relevant. Concerning on-line and API, refer to ONLINE OPERATION (tab 3). The
In both cases the current density value may be changed directly for a complete condition is calculated after each entry.
compartment by moving the cursor to the density column and pressing manual
key. This will lead to an asterisk (*) appearing at all values affected by the
density.

The values displayed for each tank are: Command Keys Available The tank levels and temperatures, as measured by the tank radar system, are
updated every 30 seconds in the online mode or at the operator’s request when
Name: Name of tank
Online: To choose online work area as current mode and update from Onlupd is chosen in the command keys.
Load Type Code: Refer to the Load Type picture for finding the code on the tank radar system every 30 seconds
the Load Type with the properties of the content in The current tank levels are used in the online load calculations.
tank. Offline: To choose off-line work area as current mode
A red letter is displayed in case of a sensor failure and the tank values will not
Density: The value for density associated to selected Load Onlupd: To update on request all online values be updated by the tank radar system.
Type Code will be displayed. This value may be
overwritten by the operator. On-tk: To connect a specified compartment to online environment Online values may be entered manually in the event of a sensor failure.
Weight, Volume, The operator can choose to enter any of these values Man-tk: To disconnect a specified compartment from online Tanks changed to manual input will be indicated with M and not be updated by
Ullage, Sounding, and the others will be calculated with reference to environment tank radar system.
Percent fill: entered value.
Defaul: Reset to predefined value for KG, FS or TCG after a manual The online load condition may be copied to the offline mode via the store
KG, TCG, LCG, FS: These values are displayed from predefined curves modification condition in online and the fetch condition in offline. The copy procedure can
(KG and FS) or as fix values(TCG and LCG), but can also be performed in the other direction from offline to online.
manually be changed by the operator. Repor: To create a Condition Report
Online Gauging
Operating Procedure Print: To print different Reports
The loadmaster online loading calculation program allows level, temperatures,
Define the content in each tanks as follows. Error Messages level rate and density values supplied by tank radar system to be collected.
a) Position the cursor in the highlighted field Weight, Volume, Error messages are displayed in the bottom line of the screen. To confirm that Online values may be entered manually in the event of a sensor failure.
Percent Fill or level (sounding or ullage). a message has been read, press the ESC key.
Sensor errors are indicated with a red letter :
b) Enter the current value.The condition is calculated after each Loadmaster Online to the Tank Radar
entry. L = Online level not available
The Loadmaster has two working modes, online and offline. They should be
To modify the predefined values for KG, FS, TCG or LCG. D = Online density not available
seen as two separate working areas that are totally independent of one another.
a) Position the cursor in the field which needs to be modified. T = Online temperature not available
In the ONLINE mode, all the online tanks are updated automatically or at the
operator’s request, but in the OFFLINE mode each input must be made
b) Enter desired value and press ENTER. The background colour A = More then one of the above mentioned error indications
manually.
will change when the cursor is moved to a new position.
Data exchange between the two working modes is performed via the Stored
To change to the predefined value for KG, FS, TCG or LCG after a manual No online updating is then performed.
Condition screen. In the current mode the present condition is stored and it can
modification. be accessed in the other mode.
From the measured levels and keyboard input, the Loadmaster program is
a) Position the cursor in the field which needs to be predefined. This continuously calculating stresses and stability.
(Note: When operating in OFFLINE, the program is still collecting data e.g.
field will have a coloured background. levels in the background. If any warning limits are exceeded an alert message
(Note: The levels collected from the tank radar system are corrected for trim
will be issued to the operator even though the program is working in OFFLINE
b) Place the cursor on the Defaul key area and click on the mouse and list. Therefore it is of great importance that all items which are not gauged
mode.)
left button or use SHIFT + F6. are entered manually in a corrected way.)
Working with inputs are described on the previous pages.
(Note: The online temperatures displayed are used in the calculations. For
correct weight calculations it is important to make a correct keyboard input
Online Supervision
into the LOADTYPE screen, to define a correct API/density for the tanks that
do not have density or/and temperature online.)
Screens and commands are similar to those in the offline mode.

It is also important to define the correct sea water density in the observations g) Place the cursor on the ON-TK key area to resume the automatic a) Position the cursor in the field whose values are to be modified.
screen. online updating and press the mouse left button or press CTRL +
F4. b) Enter the desired value and press the ENTER key.
Online Tank Screen
This will disconnect the online input for the current item. The corresponding The background colour will change when the cursor is moved to a new
Some of the online screens include the following special commands. yellow letter will disappear in the second column to indicate that the current position.
values are based on the online input.
1. To manual request to update the tank radar value: To change to a predefined value for KG, FS, TCG or LCG back after a manual
To make a manual update ONLUPD, follow the instructions above or wait for modification.
Toggle between the manual or online input for each compartment. 30 seconds to receive the latest online values.
a) Position the cursor in the field whose value is to be set to
2. Optional: Ballast and Miscellaneous Tanks predefined. This field has a coloured background.
Online temperature information. b) Place the cursor on the Defaul key area and click on the left
This screen displays the contents in all the tanks and the complete condition is
mouse button or use SHIFT + F6.
calculated after each entry.
Procedure for a Manual Request to Update the Tank Radar Values
The following command keys are available.
Some of the values displayed for each tank are:
a) Place the cursor on the ONLUPD key area.
Defaul: To obtain a predefined (=default) value back for the selected
b) Press the mouse left button or press CTRL + F3 to update all Name: Name of tank KG, FS or TCG, whichever is selected.
online values.
Load Type Code: Refer to the Load Type picture for finding the code on Repor: To create a condition report.
Procedure to Toggle Between the Manual or Online Input for each the Load Type with the properties of the content in
Compartment. tank. Print: To print different reports.
a) Change to a MANUAL input. Density: The value for density associated to the selected load Error Messages
type code will be displayed. This value may be
b) Place the cursor into the level, weight, volume, density or overwritten by the operator. Error messages are displayed in the bottom line of the screen. To confirm that
temperature field to prepare for a status change. The level, weight a message has been read, press the ESC key.
and volume fields are the same tank radar input.
Weight, Volume, The operator can choose to enter any of these values
Stability
Ullage, Sounding, and the others will be calculated with reference to
c) Place the cursor on the MAN-TK key area (manual input for the
Percent fill: entered value.
above chosen tank value) and press the left mouse button or press This picture shows the GZ-curve, analysis of the curve and GZ-table.
CTRL + F5.
KG, TCG, LCG, FS: These values are stored as curves (KG and FS) or as
No entries are possible in this picture.
fixed values(TCG and LCG), but may be overwritten
This will disconnect the online input for the current item. A yellow letter will
by the operator.
appear in the second column to indicate that the current values are based on Stress Bars
manual input. L = level, weight or volume, D = density, T = temperature, M =
Operating Procedures
more than one of L, D or T are closed for a manual input. The calculated shear forces and bending moments are displayed in tabular
form. The shear forces and bending moments as a percentage of allowed limits
To define the contents in the tanks
d) Enter a suitable value. are also displayed as bars. The shear forces and bending moments as a
percentage are also displayed as curves in the stress curve screen.
For each tank
e) Change to online input.
(Note: There are different colours for shear forces and bending moments in the
a) Position the cursor in the highlighted field, Weight or Volume or
f) Place the cursor in the level, weight, volume, density or bar graph, blue = bending moments, red = shear forces.)
Percent Fill or level (sounding or ullage).
temperature field to prepare for a status change. The level, weight
and volume fields are the same tank radar input. The locations at which the stress is calculated are prescribed by the
b) Enter the value. The condition is calculated after each entry.
classification society and the frame numbers are displayed both in the table and
on the x-axis of the bar graph.
To modify the predefined values for KG, FS, TCG or LCG.

Operating Procedures Observation of Current Condition Error Messages
a) Select the seagoing condition or the harbour condition. The discrepancy between current condition (left side of the screen) and manual Error messages are displayed in the bottom line of the screen. Press the ESC
gauged draughts (right side of the screen) is displayed in the lower part of the key to confirm that a message has been read.
b) Click the relevant button to select the set of limits not currently in screen.
use. Conditions
Operating Procedures
(Note: If the size of the bars and the values in the table change, the % values To store the present load condition, to transfer an already stored condition or
for the limits for the shear forces and the bending moments will also change.) To change the sea water density to clear a stored condition.
Stress Curve a) Position the cursor in the field for the sea water density. The conditions stored in the end of the list are used for the classification
society’s reference. They may be transferred but they cannot be cleared by the
The calculated shear forces and bending moments compared with the limits b) Enter the actual value for the sea water density and press the operator.
defined by the classification society are displayed both in tabular form and as ENTER key.
curves. More information on absolute values and also on the limits are found By using the functions in this screen the operator is able to obtain a start
in the Stress Bars screen. When the sea density is changed the program will make a new calculation of condition very quickly.
the current condition.
(Note: There are different colours for shear forces and bending moments in the Operating Procedure
bar graph, blue = bending moments, red = shear forces.) Procedure to Compare the Calculated Draughts against the Gauged
Draughts To store current the condition.
The locations at which the stress is calculated are prescribed by the
classification society and the frame numbers are displayed both in the table and The draughts of the current condition are displayed on the left side of the a) Position the cursor in the highlighted field Condition Name.
on the x-axis of the curves. screen and are based on whatever entries have been made by the operator or
transferred from the tank gauging/automation system. b) Enter an appropriate name for the later easy identification of the
Operating Procedures condition.
a) Enter the actual sea water density in the list in the upper left
a) Select the seagoing condition or the harbour condition. corner of the screen. c) Position the cursor in the desired Condition Number.
b) Click the relevant button to select the set of limits not currently in b) Enter the gauged draughts and the corresponding locations in the d) Place the cursor on the store key area and click the mouse left
use. area of the screen called the manually gauged draughts. button.
(Note: If the size of the bars and the values in the table change, the % values Result e) Press the function SHIFT key and the F2 key.
for the limits for the shear forces and the bending moments will also change.)
The discrepancy (if any) between the current condition and the manually To transfer an already stored condition
Observations gauged draughts will be displayed in the bottom of the screen.
a) Position the cursor in the desired Condition Number.
This screen is used to define sea water density, warning limits for draughts If they are different it may be that an unknown weight or inaccurate sea water
deadweight and to observe the condition of the ship. density has been entered. b) Place the cursor on the store key area and click the mouse left
button.
Warnings will be issued when any of the calculated results exceed the The following command keys are available.
corresponding limit value. c) Press the function SHIFT key and the F1 key.
Defaul: To obtain a predefined (default) value back for the selected
KG, FS or TCG, whichever is selected. (Note: The current condition in the Loadmaster will be replaced by transferred
condition.)
Repor: To create a condition report.
To clear a stored condition.
Print: To print different reports.
a) Position cursor in the desired Condition Number.

b) Place the cursor on the store key area and click the mouse left Procedure to View the File
button.
a) Select FILE from the menu bar.
c) Press the function SHIFT key and the F3 key.
b) Select OPEN.
Quick Start
c) Enter the file name:C:\u\sml\XXXX\rep\rcndrep.txt
Define all weights considered as being permanent (small tanks in engine room,
stores, workshops etc.) and store the condition as described above. Give the XXXX is the identification number of the Loadmaster software.
condition an appropriate name, eg Start Condition Summer Voyages. A number
of such conditions can be defined. Proceed using the start instructions. a) Press the PRINT key if a printed copy is required.
Only cargo needs to be defined. To Generate an Ullage Report

Command Keys
This report can only be created from the UllAPI screen. The corresponding
function key is called REPOR.
Fetch: Condition marked by the cursor will be transferred and
replaces a previous condition in Loadmaster.
The ships quantity reports will be stored in a predefined directory under the
name Ullrep.txt.
Store: Present condition in the Loadmaster will be stored in
Condition Number marked by the cursor. Number 0-3 cannot
Procedure to View the File
be used, since they are only used for the classification
society’s reference.
a) Select FILE from the menu bar.
Repor: To create a Condition Report.
b) Select OPEN.
Print: To print different reports.
c) Enter the file name:C:\u\sml\XXXX\rep\rcndrep.txt
Error Messages
XXXX is the identification number of the Loadmaster software.
Error messages are displayed in the bottom part of the screen. Press the ESC
Procedure to Print a Report
key to confirm that the message has been read.
a) Select the desired file.
Reports
b) Press the PRINT key.
There are two types of reports, an ullage report and a report on the vessel’s
condition.
The PRINT key can be used in several screens.
Procedure to Generate a Condition Report
From a large number of screens, the condition report can be created, using the
REPOR function key.
The report will be stored in a predefined directory under the name rcndrep.txt.

Illustration 4.9.1a Ballast and Void Spaces Gas Sampling System
1
HC. GAS SAMPLING SYSTEM OGS 3.0/16
FOR BALLAST AND VOID SPACES
1. STEAM LNG HEATERS 2. UPPER FUNNEL 2
3. DOUBLE GAS PIPE 4. TOP OF LIFTSHAFT
5. 1ST PLATFORM PORT 6. 1ST PLATFORM STBD
7. LABORATORY 8. WORKSHOP
9. ENGINE CONTROL ROOM 10. INNER BOTTOM

Key
11. BOILER CASING PS 12. BOILER CASING SS
1. Type and Number of Sampling Points
13. CARGO CONTROL ROOM 14. SPARE 2. Sample Points in Full Text
3. LED Colour and Function Legend
15. SPARE 16. SPARE 4. LCD Display 2 x 20 Characters
5. Dis/Reconnect Switch
6. Mode Selector
LOW GAS ALARM HIGH GAS ALARM ACCEPTED 7. Manual Selector
8. Sample Point Selector
3 FLOW FAIL ACCEPTED 9. Accept Alarm Button
10. Reset Alarm Button
DISCONNECTED ACTIVE 11. Buzzer
12. Power Reset
DIS/RE- 13. Lamp Test Button
CONNECT 14. On/Off Switch
5
4
SAMPLE
AUTOMATIC PURGE (DIM)
POINT
UP
6 7 8
MANUAL
DOWN
CALIBRATION SAMPLE (DIM) SELECTOR
ACCEPT RESET GAS IN CAB. LAMP

BUZZER ON/OFF
ALARM ALARM PWR. RESET TEST
9 10 11 12 13 14
OMICRON
TONSBERG - NORWAY

4.9 Gas Detection Systems Sample Point Location Boil-Off Gas to the Boiler Pipe Vent Duct System
1 Steam exhaust from steam/LNG heater
4.9.1 Fixed Gas Detection Systems Maker: Omicron
2 Upper funnel Type: OGS 21/1 IR
3 Ventilating duct: gas pipe to boilers
Accommodation and Machinery Spaces Detection System This system panel is situated on the bridge and continiously monitors a sample
4 Top of lift shaft from the vent duct surrounding the boil-off gas pipe to the boilers.
Maker: Omicron
5 First platform: port side
Type: OGS 3.0/16 If the methane concentration of any sample point reaches 30% LEL, an audible
6 First platform: starboard side alarm is sounded and the corresponding indicator lamp is lit on the panel.
Introduction
7 Laboratory on 3rd platform If the methane concentration of any sample point reaches 50% LEL, an audible
The OGS 3 gas detector is based on the measurement of infrared radiation 8 Workshop on 2nd platform alarm is sounded, the corresponding indicator lamp is lit on the panel and the
passing through a volume of gas. The OGS 3 employs a dual beam, dual main gas valve V2140 is tripped.
9 Engine Control Room on 3rd platform
wavelength measuring principle with separate optical detectors.
10 Inner bottom
Different types of gas have unique absorption spectra and can be easily
11 Boiler casing: port
identified by proper selection of the infrared wavelength at which absorption
is measured. Radiation at another wavelength measures the overall 12 Boiler casing: starboard
transmission through the optical system and in the air volume.
13 Cargo control room
By comparing the transmission of the two wavelengths, the gas concentration
in the air is determined. Selecting a wavelength with the unique characteristic
of a particular gas prevents other types of gas present in the sample activating Illustration 4.9.1b Boil-Off Gas Pipe Vent Duct Gas Sampling System
the detector and giving false alarms.
Radiation from two infrared sources passes through two narrow banded filters 1 GAS DETECTOR IN DOUBLE PIPE
selecting a measuring wavelength and a reference wavelength. Radiation is Key
divided by a beamsplitter into an external and internal path. The external path 1. Sample Point in Full Text
is viewed by the measuring (main) detector which detects if the selected gas is 2. LED Colour and Function Legend
% HC. HIGH GAS ALARM HYDROCARBON 3. LCD Display - % Hydrocarbon
present. The internal path is viewed by the compensation detector, this 3
L.E.L. LOW GAS ALARM SENSOR 4. Accept Alarm Button
monitors and compensates for any drift in the infrared source or detectors. 2 5. Reset Alarm Button
SYSTEM FAILURE
6. Buzzer
7. Blank
The four signals, two from each of the detectors, are amplified, digitised and 8. Lamp Test Button
ALARM 2 ACCEPTED
fed into a microprocessor. The microprocessor calculates the gas concentration 9. On/Off Switch
and the results are presented as either a voltage, a current or a digital output
ACCEPT RESET LAMP
signal. Internal signals are compared with test limits to monitor the electronics BUZZER ON/OFF
ALARM ALARM TEST
and optical parts and if values outside the test limits are detected specific error
4 5 6 7 8 9
messages are displayed.
The system is situated on the bridge and the sampling sequence is

automatically controlled by solenoid selection valves, with the sampled gas
OMICRON
being drawn into the panel by pumps, before passing over the infrared gas TONSBERG - NORWAY
analyser. The unit has a cycle time of 15 minutes.
If the methane concentration of any sample point reaches 30% lower explosive LOW GAS ALARM = 30 %
limit LEL, an audible alarm is sounded and the corresponding indicator lamp
is lit on the panel.
HIGH GAS ALARM AND GAS TO ENGINE TRIP = 50 %

Illustration 4.9.1c Cargo Areas Gas Sampling System
Key
1
HC. GAS SAMPLING SYSTEM OGS 3.0/32
FOR BALLAST AND VOID SPACES 1. Type and Number of Sampling Points
2. Sample Points in Full Text
3. LED Colour and Function Legend
1. TOP VOID 1 2. BILGEWELL VOID 1 2 4. LCD Display 2 x 20 Characters
5. Dis/Reconnect Switch
Upper Void
3. UPPER INS. VOID 1 4. LOWER INS. VOID 1 6. Mode Selector
7. Manual Selector
5. TOP VOID 2 6. BILGEWELL VOID 2 8. Sample Point Selector
9. Accept Alarm Button
7. UPPER INS. VOID 2 8. LOWER INS. VOID 2 10. Reset Alarm Button
11. Buzzer
9. TOP VOID 3 10. BILGEWELL VOID 3 12. Power Reset
13. Lamp Test Button
11. UPPER INS. VOID 3 12. LOWER INS. VOID 3 14. On/Off Switch
13. TOP VOID 4 14. BILGEWELL VOID 4

Insulation
15. UPPER INS. VOID 4 16. LOWER INS. VOID 4
17. TOP VOID 5 18. BILGEWELL VOID 5
19. UPPER INS. VOID 5 20. LOWER INS. VOID 5
21. FWD PUMP VOID T/B 22. STORE ROOM FCSL
23. DRYER VOID ATM 24. LNG COMPR. ROOM
25. CARGO CONTROL ROOM 26. LPG COMPR. ROOM Upper

Insulation
27. LPG EL. ROOM 28. LPG EL. RM AIRLOCK Void
Nitrogen
Bleed
29. CCR AIRLOCK 30. SPARE
Rupture Disc
31. SPARE 32. SPARE Removed
Lower
LOW GAS ALARM HIGH GAS ALARM ACCEPTED
Rupture Disc Insulation
3 Void
FLOW FAIL ACCEPTED
DISCONNECTED ACTIVE
DIS/RE-
CONNECT
5
4
SAMPLE Skirt
AUTOMATIC PURGE (DIM)
POINT
UP
6 7 8
MANUAL Polystyrene
Leakage Pipes
Insulation with
DOWN Stainless Steel
CALIBRATION SAMPLE (DIM) SELECTOR Cover
ACCEPT RESET GAS IN CAB. LAMP

BUZZER ON/OFF Catch Basin
ALARM ALARM PWR. RESET TEST
Rupture
9 10 11 12 13 14 Disc
Key
Bilge Well
Location of Cargo Area Gas Detection Points: Cargo Tank No.1 Gas Detection Point
OMICRON
TONSBERG - NORWAY

Cargo Areas Gas Detection System (Note: Sample position No.21, the emergency fire pump room has a three way
valve on the forward deckhouse. The valve must be in the top position when
Maker: Omicron the cargo is LNG and in the bottom position when the cargo is LPG.)
Type: OGS 3.0/32
A separate gas detection system is set to givean alarm at a 30% LEL in the
cargo hold and miscellaneous areas listed below. The control unit is similar in
operation to the accommodation and machinery spaces gas detection system.
The control unit is situated in the cargo control room. The unit has a cycle time
of 36 minutes.
Sample Point Location

1 Top of void space above cargo tank No.1
2 Bilge well at bottom of cargo tank No.1 void space
3 Drain pipe from cargo tank No.1 insulation space
4 Nitrogen outlet from cargo tank No.1 wedge space
21 Top and bottom of forward fire pump room
22 Bosun’s store upper level
23 By atmospheric heater - LNG compressor room
24 LNG compressor room
26 Local cargo control room - air lock

Illustration 4.9.2a Portable Gas Detectors
OX-226/227 GX-7 NP-237M GX-2001B

For O2 in Air and Inert For O2 and % LEL in Air For HC % VCL and % LEL For HC % LEL, O2, H2S
Use: All Areas. O2 in Tanks Use: All Areas Prior to Entry Use: Gas Freeing. HC in Inert Personal Protection
ALARM VOL% ZERO %LEL

COMB ALARM OXYGEN ALARM FLOW INDICATOR
IN
OXYGEN MONITOR ZERO
RIKEN KEIKI
40 60
20 80
8 12
B
BATT.
4
0 100 20
40 60
80 20
40 60
80
SPAN GAS INLET TOXIC GAS 20
40 60 16
80
(PUSH)
0 100 0 100 DETECT. 0 20
0 1
100
% O2 BATT
. %LEL %LEL % LEL
0
2 4 6 8
10
BATT
. % LEL
COMB O2
BATT. SPAN 100
100 BATT CO2 PREP
CHECK.
METER LIGHT CO2
10
OFF 20 OFF MEAS
CHG.
COMB OXYGEN
ZERO ADJ. CAL ADJ.
- + - + ALARM RESET
OUT
MODEL NP-237H
RIKEN KEIKI RIKEN KEIKI GX-7 RIKEN KEIKI
O2 O2 %LEL O2 %VOL %LEL HC % LEL + O2 + H2S

4.9.2 Portable Gas Detection Instruments Oxygen Meter/Analyser
Maker: Riken
The portable gas detection equipment on board is both comprehensive and well Model: OX-226
proven. Each instrument is certificated and comes with manufacturer’s No. of sets: 1
operating instructions and recommended spares and test kits. The certificates
are to be suitably filed and the monthly tests recorded. The ship carries two personal oxygen meters for the testing of the atmosphere
in tanks that have been gas freed before tank entry. An O2 detector head with
The instruments are stored in the ship’s computer room on the main deck extension cable line can be fitted into the bayonet fitting on top of the unit for
accommodation. testing of the cargo and ballast tank atmosphere prior to entry.
Hydrocarbon and LEL Detector Operation and calibration instructions are printed on the rear of the unit.
Maker: Riken The use of the equipment and any maintenance carried out should be logged in
Model: NP-237H the appropriate file in the ship’s computer room.
No. of sets: 2
Oxygen Meter/Analyser
The ship carries two Riken portable combustible detectors designed for the
measurement of hydrocarbon gas/vapour % concentration and % LEL during Maker: Riken
purging and gas freeing. Normal operating instructions are carried inside the Model: GX-7
cover of each unit with additional instructions detailed in the manufacturer’s No. of sets: 1
handbook.
The ship carries two oxygen meters for the testing of the atmosphere in tanks
On a monthly basis, each unit should be tested for gas sensitivity with the span that have been gas freed before tank entry. An O2 detector head with extension
gas test sampling bags which are stored in the ship’s computer room.
cable line can be fitted into the bayonet fitting on top of the unit for testing of
the cargo and ballast tank atmosphere prior to entry.
The use of the equipment and any maintenance carried out should be logged in
the appropriate file in the ship’s computer system.
Automatic Dew Point Meter/Analyser
Dew Point Meter/Analyser
Personal Multi-gas Analyser
Maker: Shaw
No. of sets: 2
Maker: Riken
Model: GX-2001
The ship carries two dew point meters to measure the moisture in air or gas
Type: H2S, O2 and HC LEL%
samples with positive pressure. The battery powered hygrometer indicates both
No. of sets: 2 dew point temperatures and water vapour to less than one part per million, on
the large meter dial. As the reading is specific to water vapour, calibration is
The ship carries two Riken GX-2001 personal H2S ppm and O2 % detectors accurate for different gases.
which are designed to be clipped to the clothing of the operator. Operation and
calibration instructions are printed on the inside of the stowage container. The dew point meters are sent ashore every twelve months for reconditioning
and recalibration.
The use of the equipment and any maintenance carried out should be logged in
the appropriate file in the ship’s computer room.

Illustration 4.10.1a Cargo Valve Remote Control System
Remote Control Of Cargo Valves
P SVC Closed
I Signal/Indication
P SVC Open
Actuator I Signal/Indication
To Engine Room
Instrument Air To
System To Quick Closing
CO2 Valves
Alarm Panel 7psi
Alumine Active LNG Compressors/
PI PI PI PI
Air Dryers Cargo Heaters/
Vaporizers Control Air
V1438 ESD System
V3002 V3001
PI
To AL V3000 V3000 V3000 V3000
Power Air 8.8 bar
Engine Room PI Power Air
Working Air Cargo Instrument Air Receiver 8.8 bar
System LNG Compressor Room
PI (1.5m3) ESD Emergency Air Circuit
To Deck 2
Working Air V1432
System
To Air Receiver
Working Air (4m3)
Receiver V1433 Drain
Remote Control Of Throttling Valves
V1431 0 - 100%
V1424 P SVC Position
I Feedback/Indicator
SVC Order
XE111
Signal
V1424
ESD Shutdown
Signal
Drain FCV126 Close
To
Working Air
System PCAL
168
Open
Control Pneumatics, Solenoids,
Pressure Transducers and Converters
are located in Panels adjacent to the
Cargo Tank Domes Power Air 8.8 bar
Power Air
PC
For Cargo Valves
Automatic Drain SA HC
HC SA 5 5 5A
PC
3 3 3 XC
XC 5
PC 3 SI SI
Drain SI SI
5B 5A PC
3 3A 3B 5B Key Power Air 8.8 bar
PCV
Air
PCV Type Type
3 5
235 Quincy 245 Electrical Signal ESD Emergency Air Circuit
Instrument Air Compressors
Instrumentation

4.10 Valve Remote Control and Emergency Shutdown System 4.10.1 Cargo Valve Remote Control System Cargo Valve Operation
The Emergency Shutdown System (ESD) is designed to ensure a controlled Type: Pneumatic/electronic The cargo valves are normally closed. To open a valve, the valve’s control
shutdown of cargo equipment both ashore and on the ship to avoid any unsafe circuit is pressurised by the opening of the solenoid operated control valve in
conditions arising. It is essential that the machinery is stopped and valves The actuator air system supplies air to all cargo valve actuators. Air is supplied the pneumatic valve panel. This action is initiated by the operator selecting the
closed in the correct order to avoid any pressure surges ashore or on board. from the instrument air compressors at 8.8 bar. The air is filtered, dried and open command via the DCS system. These valves are situated at the cargo tank
stored in a 1.5m3 receiver, located in the LNG compressor room. After this dome or at a convenient location close to the actual valve. The control air
In the event that the ship accidentally moves away from the jetty, it is of the receiver there is one pipe for the supply of power air for the actuators and one pressure opens a pilot valve for the supply of working air to the actuator and
utmost importance that all plant is stopped to allow emergency disconnection pipe for the rest of the pneumatic control system. The last pipe is branched into the cargo valve opens.
without the risk of LNG spillage. the emergency air, control air and instrument air circuits.
The valves take approximately 10 seconds to open and 15 seconds to close.
The valve remote control system and the ESD system are both operated by Actuator Air The cargo valves are closed by releasing the control air circuit by the control
pneumatic air fed from the cargo instrument air system. This system is itself valve.
fed from the main instrument air system. This air system supplies air to all the actuators. The air supply is controlled by
a 3-way valve, FCV 126. This valve will open for the power air supply when The valves in the cargo discharge and spray pump lines close automatically
Compressed air is supplied to this system from whichever of the three the emergency air circuit is pressurised. If the emergency loop pressure is when the pump motors stop. This arrangement contains a pneumatic time relay,
instrument compressors is/are selected for duty. The compressor(s) will cut in released, this valve will open to atmosphere and the actuator air will vent off. which after a delay time will enable these cargo valves to be operated again.
and out automatically according to the air pressure in the instrument air
receiver. The instrument air receiver has an outlet valve, which feeds the cargo The remotely operated shut-off valves at the crossovers and the dome A detailed description of the valve operation follows after the cargo gate valve
instrument air system via a system of filters and dryers to ensure the quality of connections are fitted with air return actuators. The actuators on the throttling illustration (4.10.1b) overleaf.
the compressed air. valves in the loading lines control the variable valve position, enabling remote
flow control of the loading rate.
The instrument air receiver, filters and dryers are located in the engine room.
The cargo instrument air receiver is located in the LNG compressor room. The control air circuit for each actuator is pressurised with air by hand operated
3-way valves to the shut off cargo valves and spring loaded valves to the filling
Cargo Tank High Level Shut-off System pipe throttling valves.
The cargo tanks each have an independent high level alarm and shut-off
function which works independently. The shut-off function is connected to the
Omicron high level alarm system (see section 4.1.3 for further details). When
the liquid level in the tank reaches a position equal to 99.2% full by volume, a
signal is sent to the tank loading valve remote control system to close the valve
automatically. When this valve is activated, red warning lights will flash and
an alarm horn will sound on deck.
A prewarning alarm is sounded when the tank volume reaches 95%. This
activates an alarm in the CCR and an alarm horn with a different tone from
above will sound on deck, accompanied by an orange flashing warning light.
The reset for this system is at the DCS system control console in the cargo
control room. For further details, see section 4.1.3, high level alarm and
overfill system.

Illustration 4.10.1b Cargo Gate Valve
Pneumatic Gate Valve Closed: Actuator Opening Pneumatic Gate Valve Open: Actuator Closing
Open Stroke Limit Valve Limit Valve
Access for Open Stroke Limit Valve Seat

Emergency
Jacking O Ring O Ring
Of Piston
Accumulator
Chamber
Spindle
Piston Seals
Key
Compressed Air
Exhaust
Exhaust Port
to Atmosphere
Open Stroke Limit Valve
Non-Return Valves
From Control Valve Exhaust

Spring Spring
3 Way Opening Speed 3 Way

Differential Valve Adjustment Differential Valve
Needle Valve
Closing Speed
Adjustment Needle Valve

Cargo Gate Valve Pneumatic Actuator Operation Closing
(See illustration 4.10.1b) The operator selects the CLOSE command from the DCS system valve
operation menu. The system opens another solenoid operated control valve for
Opening that valve and the compressed air in the control line is exhausted.
The operator selects the OPEN command from the DCS system valve The three-way differential slide valve, located at the bottom left of the unit,
operation menu. The system opens the solenoid operated control valve for that moves to the right via the action of the spring and the drop in air pressure. This
valve and compressed air fills the accumulator chamber via non-return valve opens the port to supply air from the accumulator chamber to the top of the
B. This valve prevents the air from being exhausted. piston chamber which forces the piston down, closing the gate valve.
The air also enters the piston chamber via non-return valve A, through the port The closing speed is regulated by the setting of the closing speed needle valve
immediately above the valve. This lifts the piston when the air pressure reaches and can be set from approximately 15 seconds to one minute.
a level high enough to overcome the friction of the piston seals.
When the piston moves to within 25mm of the bottom of the chamber it will
The piston lifts the valve gate spindle at a speed which is regulated by the open the close stroke limit valve. This valve is similar in operation to the open
setting of the opening needle valve. stroke limit valve, bleeding air from the signal line to cause a pressure switch
to register this loss and send a close signal to the control valve. This stops the
As air is entering the piston chamber, air also flows to the three-way exhausting of control air.
differential slide valve, located at the bottom left of the unit. This is forced to
the left which opens the exhaust port and vents the air from the top part of the The piston will then remain in the closed position.
piston chamber to atmosphere. The slide valve is held against a spring by the
control air pressure.
When the piston moves to within 25mm of the top of the chamber it will open
the stroke limit valve. This valve will bleed air from the signal line which will
in turn cause a pressure switch to register this pressure loss and send a close
signal to the control valve, shutting off the supply of control air.
The control line remains pressurised therefore the piston will remain in this
position until a close cycle is initiated.
There is an emergency closing/opening facility for this type of valve. The top
cap is removed and a special threaded tool is inserted into the piston chamber
which is then screwed in to the piston crown. The valve piston can then be
jacked open or closed as required.

Illustration 4.10.2a Fibre Optic Ship/Shore Link System and Pneumatic ESD Circuit
PCLA DUAL PI
220V / 60Hz Supply 4b 4 4
From CCC
Key
Compressed Air
Electric Cable
Fibre Optic SV2 ESD Relay

Panel
7.0 Bar
Air Supply
SV1
From Air
Receiver
PS
3 Internal Telephone Cargo Control Room
Hotline Automatic
Fibre Optic and Pneumatic Telephone Cabinet Under Port Manifold Exchange
Telephone
Converter Conference
Room Room
220V 60Hz
1
5
24V 6
From / To
DC
7
8
To Manifold NEBB System
220V Valves
60HZ
At C.C
Console
OPTICAL FIBRE Junction
Box SV1
Accommodation
SV2
ESD Relay
Panel
Manifold
Port
Optical Fibre
Transmission PS
Panel PS
Cut 3
Junction
Off Box
Relay LNG Compressor
Box Dome Dome Dome Dome Dome Room
Tank 5 Tank 4 Tank 3 Tank 2 Tank 1
Junction
Box
PS
Emergency Quarter
Manifold
Head
Stbd

4.10.2 Emergency Shutdown System Each cargo tank dome The arms will lift clear allowing the mooring arrangements to be released. The
sections of shore arms remaining bolted to the ship’s manifold flanges have to
Port and starboard manifold platforms
The emergency shutdown (ESD) system is a safeguard provided in addition to be removed and returned when convenient.
the individual safety devices for plant and equipment. The system may be 2) High temperature (fire). Fusible plugs, designed to melt at
activated manually or automatically from on board or from ashore and has two between 98ºC and 104ºC, are fitted at the following locations: ESD System Testing
levels of priority, namely ESD1 and ESD2.
Catwalk aft of each cargo tank dome The ship’s ESD1 system is to be tested prior to arrival at the loading or
The ESD panel is fitted in the local cargo control room. It is interfaced to the Two at each port and starboard manifold platforms unloading ports.
DCS system and has links to the Pyle and Miyaki systems.
3) Electrical power failure: In the event of a failure of the electrical A different activation point, including manual pushbuttons or the removal of a
ESD1 may be initiated from on board or from ashore and will result in a power supplies. fusible plug, should be utilised at each test, to allow a complete check of the
shutdown of the cargo system both on board and ashore. system just prior to arrival in port. After arrival alongside and with arms
4) Low pneumatic control air pressure. A low-low control air connected, operation of ESD1 will be checked by the ship and the shore while
ESD2 can only be initiated manually from the terminal or automatically if the pressure of 3 bar will initiate an ESD1 trip. To prevent spurious the ship’s manifold is warm and then checked again after the cooldown is
ship drifts outside the working area of the loading/unloading arms. Activation tripping, a time delay is incorporated which may be adjusted completed.
of an ESD2 will automatically initiate an ESD1 and, after stopping cargo between 0 and 30 seconds and is normally set at 10 seconds.
operations, cause the disconnection of the loading/unloading arms (in certain The closure time of the shore valves will be checked by the terminal, but the
terminals). 5) An ESD1 signal from the shore. A shutdown signal from the shore closing times of the ship’s manifold valves should be checked at every test by
link. the cargo engineer or chief officer. The closing time for the ship’s manifold
Initiation of ESD1 causes the following on board: valves must be within 30 seconds. The shore valves for loading and unloading
6) Low pressure in the pneumatic shore to ship link. After the terminals close within 15 seconds.
a) The low duty (LD) and high duty (HD) compressors stop. pneumatic link has been pressurised from the shore, the override
key switch at the ESD cabinet in the local cargo control room
b) All cargo and spray pumps stop. console can be switched to normal. Loss of air pressure will
initiate an ESD1. The pneumatic hose link is not connected under
c) ESD quick-closing manifold valves shut within 30 seconds. The normal conditions, but it is tested by ship/shore on a routine basis
emergency air circuit ensures ESD valve operation in the event of (following NWS requirements).
a loss of main air.
Automatic initiation is carried out in the event of:
d) The inert gas generator blower stops. Low pressure in the loading arm hydraulics
e) An ESD shutdown signal is transmitted to the shore terminal via Low pressure in the hydraulic circuit of the emergency
the ship-to-shore link. release coupling of the individual loading/unloading arms
Power loss in the control system
Initiation of ESD1 causes the following actions in the loading terminal:
Excess angle of the loading/unloading arm slewing or apex angle
Stops the terminal loading pumps
High level in the surge drum
Shuts the terminal ESD valves within 15 seconds
Fire alarm on the jetty
Immediately opens the terminal loading pumps’ kickback valves
Loss of signal between the ship and shore ESD link
ESD1 is initiated on board by the following actions:
Activation of ESD2
1) Manual initiation: Switches are positioned at the following
locations: The ESD2 system can only be activated from the shore terminal and
automatically activates ESD1. After the cargo operations have been stopped
Cargo control room there is a time delay and a warning before the terminal loading/unloading arms
LNG compressor room emergency release couplers operate. A section of the emergency release
coupler incorporating a valve remains attached to the ship’s manifold flanges.
Emergency headquarters

Illustration 4.10.2b Emergency Shutdown Logic
CLOSE MANIFOLD VALVES.
PUSH BUTTONS IN CARGO CONTROL

ROOM. EACH CARGO TANK DOME,
PORT AND STARBOARD MANIFOLD
AND EMERGENCY HEAD QUARTER.
CLOSE CARGO TANK FILLING
VALVES.
THERMAL MELTING FUSES AT EACH CLOSE MAIN GAS VALVE TO

CARGO TANK DOME. OR ENGINE ROOM.
DELAY
90 SEC
OR
STOP CARGO PUMPS AND

SPRAY PUMPS.
FLEXIBLE HOSE VENTED.
CLOSE PUMP VALVES.
SIGNAL FROM FIBRE OPTIC TRANSMISSION PANEL.
SIGNAL TO FIBRE OPTIC

TRANSMISSION PANEL.
CONTROL AIR PRESSURE LOW.
STOP COMPRESSORS.
ELECTRIC POWER FAILURE.
ALARM.

Emergency Loop System 4.10.3 Ship Shore Link The ship-shore links are implemented on this ship as follows:
There is an emergency air loop system to quickly close all valves in the cargo Linked ship-shore emergency shutdown systems have been required by 36-way Miyaki connectors designed for Zone 1, Div II, temp rise T4 are fitted
handling system in the case of a fire or pipe fracture. SIGGTO since the early days of LNG loading and discharge installations. They port and starboard. These are for use at P’yeong Taek, Inchon and Bintulu.
minimise the consequences of an accident or, if abnormal conditions arise, they
The emergency loop system consists of a special air circuit, pressurised from allow the process to be shut down with minimum spillage of liquid. Thus A 37-way Pyle national connector system for Oman is fitted port and starboard.
the control panel. The circuit is fitted with fusible plugs, melting at 102.5ºC, consequent risk to jetty and ship’s structures and escape of flammable vapour
and manual releases (described in the ESD section), located at strategic points is avoided. Since both the ship and the shore terminal exchange liquid and WARNING
around the cargo system. vapour, the shipside and shoreside emergency shutdown systems must be Four way earth bonding connectors are provided but not used due to
linked. This is to avoid: ISGOTT regulations prohibiting their use.
The emergency circuit is supplied with air from the main control air circuit
header via spring loaded valve HCV-122 in the control panel. The pressure on Excessive surge pressure on the loading arm connection causing A 13-way ITT Cannon MIL - Std connector is fitted port and starboard. These
this valve keeps valve FCV-124 open. In the case of any small leakages, the damage. The upstream valve is closed first. are for use at Arun and Bontang.
pressure will be maintained through restriction valve FO 125. The capacity of Overfilling the ship or shore tanks.
this valve is so small that the emergency circuit pressure will blow off if a Pneumatic Systems
fusible plug melts or a manual release is opened. Risk of damage or spillage due to excessive movement of the
ship with respect to the berth. Two quick-connect male umbilical pneumatic connectors are provided at the
The emergency circuit controls the three-way valve FCV 126 in the power air manifolds for use with the similar systems used at Ras Laffan and other
header. The pressure in the emergency circuit will open this three-way valve In addition to the safety requirement for ESD, the ship to shore link has been terminals. These directly trip the loading valves on pressure loss and are sensed
to pressure from the air receiver. If the emergency circuit is released, the valve extended to handle communications by telephone. Each loading/unloading by the ESD system.
will open to atmosphere and the pressure drop in the power circuit will close terminal has the ship/shore communication and ESD system integrated and all
the actuator controlled cargo valves. terminals have a common ship/shore interface connection.
The emergency air circuit can also be released from the control panel by The key switch which selects which ship/shore link method to be used
opening the hand control valve HCV 123. (dependent on the terminal) has an inhibit position to prevent spurious ESD
signals being transmitted to the shore before the ship’s systems are ready.
ESD System - Shore Connection Box at Port Manifold
Pyle National Electrica Connection Box at Port Manifold

Illustration 4.11.1a Cargo Tank Relief Valves
Flanged Pipe
to Vent Mast
View of Relief Valves on Cargo Tank Dome
High Pressure
Pilot Valve
Low Pressure
Pilot Valve
Tank Relief Valves: Whessoe
Tank Relief Valve on Cargo Tank Dome

4.11 Relief Systems Valve Operation 4.11.2 Line Relief Valves
4.11.1 Cargo Tank Relief Valves Operation Under Pressure Using the Main Pilot Valve Each section of the cargo pipework, except the vapour line, that can be isolated
When the pressure in the tank is less than the opening pressure, the main pilot by two valves has an overpressure relief valve fitted.
valve allows the tank pressure to act on the larger upper area of the diaphragm
Maker: Luceat and pallet assembly, keeping the valve closed.
Type: R2101-HP The cargo manifold relief valves and the relief valves on the liquid header are
No. of sets: 15 set to lift at 10 bar and relieve pressure back to a collecting tank above the
When the pressure in the tank is more than the opening pressure, the main pilot cargo control room. This tank vents to vent mast No.4.
No. per tank: 3 valve is forced to vent the pressure on the upper area to the atmosphere,
causing the valve to fully open. The collecting tank is fitted with a level alarm which raises an alarm via the
Settings:
Overpressure: 0.25 bar DCS system.
Operation Under Vacuum Using the Auxiliary Pilot Valve
Flow rate per valve: 2,2811Nm3/h When the vacuum in the tank is lower than the opening vacuum, the auxiliary Relief valves between the tank dome and the throttle valve release pressure
pilot valve allows atmospheric pressure to act on the larger upper area of the back to the nearest cargo tank dome.
Vacuum Relieving: -1kPa gauge diaphragm and pallet assembly, keeping the valve closed.
Flow rate per valve: 4,302Nm3/h
When the vacuum in the tank is more than the opening vacuum, the auxiliary
Each cargo tank is fitted with two pressure/vacuum relief valves as required by pilot valve shuts off the port to the atmospheric and allows the tank vacuum to
the IMO code. act on the larger upper area of the diaphragm and pallet assembly, causing the
valve to open.
The cargo tank relief valves are fitted at the vapour domes of each tank and
vent to their associated vent mast riser. The relief valves are of the PORV (pilot
operated relief valve) type. A cargo tank pressure sensing line relays the
pressure directly to the pilot operating valve. In this way, the accurate
operation required at the relatively low pressure inside the tank is assured.
The valves consist of the following basic components:

Main pilot valve
Auxiliary pilot valve
Upper housing, containing diaphragm and pallet assembly
Exhaust manifold, which discharges the gas from the tank
The cargo relief valves are set up initially by the manufacturers for the
requirements on the ship. If an 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.)
It is extremely important that the vent mast is checked on a regular basis and
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 to accumulate in the vent mast and flow onto the valve assembly.

Illustration 4.11.3a Void Space Relief Valves
PDIAH PDIALH PDCLA
3 1 2
PDAH PDAL PDICA

4 4 5
Port Starboard
Location of Instrument Box

Aft for Void Space and Tank
Relief Valve Pneumatics
View Inside Instrument Cabinet at Cargo Tank Dome Showing Pressure Transmitters
FCV
33
Open Void Space Cargo Power Air
Relief Valves
SVC Signal From:
PDICA 5: -0,08 bar
PDICA 5: 0,015 bar
PDIAH 3: 0,05 bar d.p.
Vouid Space and Void/Tank Relief Valves Atmosphere
FCV
34
Atmosphere V-2245
Void Space
FCV
34
Key
Electrical Signal
V-2245
Instrumentation
Void Space

4.11.3 Void Space Relief Valves The cargo tanks and void spaces are also protected against differential pressure
between each other. Pressure switch 3PDIAH will initiate the above sequence
The void spaces are protected against an overpressure of 0.15 bar or an if the differential between the tank and void space exceeds 0.05 bar.
underpressure of -0.08 bar. If void space pressure switch 5PDICA is activated
by either of these pressures, a signal is sent to the DCS system which will open
solenoid valve FCV33 and supply air to the pressure control valves FCV34.
These control valves will supply power air to the actuators of the butterfly
valves. These valves will open to vent the void space to atmosphere.
Illustration 4.11.3b Monitoring of Pressure Relatives (Tank - Void Space - Atmosphere)
ATM VOID PRESSURE TANK PRESSURE ATM

bar bar
Atmosphere Void Void Tank Tank Atmosphere
Open Mechanical Relief

Position 1 ; One Sensor per Tank Valve on Tank (Each Tank)
Position 2 ; One Sensor per Tank
Position 3 ; One Sensor per Tank High Pressure Alarm Position 1
Position 4 ; One Sensor per Tank (Each Tank)
Position 5 ; One Sensor per Tank
0.2 0.2
Position 72 ; One Sensor per Tank (Common)
Open Relief Valve Position 5

(Each Void)
High Pressure Alarm Position 4

(Each Void)
0.1 0.1
Low Pressure Alarm Position 1

(Each Tank)
Compressor:
Main Header Pressure
High Pressure Alarm Position 3 Adjustable.
(Each Tank) Normal Setting 1060 mbar
0.0 0.0
Safety Stop LNG Compressor Position 72
Low Pressure Alarm (One Pressure Switch in Suction Line)
Position 4 (Each Void)
Stop LNG Compressor Tank Vent Fans
Dry Air to Void Pumps and Spray Valves Position 3 Stop LNG Compressor
Requested Position (Each Tank) and Pumps Position 2 (Each Tank)
(Common Cutout)
Open Relief Valve Void Position 3
Open Relief Valve Position 5 (Each Tank)
(Each Void)
-0.1 -0.1

Illustration 4.12.1a Ballast Piping System
Sea Suction
Overboard No.5 Side Tank No.4 Side Tank No.3 Side Tank No.2 Side Tank No.1 Side Tank
(Port) (Port) (Port) (Port) (Port)
V56 HC V60
1A
V13
SI HC PI 801
1 20a
1 1
Emergency
Bilge Suction
V54A V54 V52 V52 No.3 Bottom Wing No.1 Bottom Wing
Ballast Tank (Port) No.2 Bottom Wing Tank (Port)
Pump V64 V59 Tank (Port)
V71
Emergency 1,200 m3/h
Connection For
V96 V94 V92 V90 V88 V86 V84 V82 V80 V78 V74
Backflushing
Main Condenser
V57 V23 V99 V69 V72
V70
V63
From
Bilge System No.2 No.3 No.2 No.1
V33 V58 V59A Double Bottom
From Lower Cross Lower Cross Lower Cross
Spare Water Tank Tank Tank
Fire and Deck
Ballast Tank
Wash System V33
V98 V97
V57 V72
V95 V93 V91 V89 V87 V85 V83 V81 V79 V77 V73
V71
V64 V59
No.3 Bottom Wing No.2 Bottom Wing No.1 Bottom Wing
Tank (Starboard) Tank (Starboard) Tank (Starboard)
V55A V55 V53 V53

SI HC PI 801
2 2 2 20b
HC Ballast
V66 2A Pump V61
1,200 m3/h
No.5 Side Tank No.4 Side Tank No.3 Side Tank No.2 Side Tank No.1 Side Tank
Overboard (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
Key Sea Suction
Sea Water
Bilge
Electrical Signal

4.12 Ballast System Ballast Valves 4.12.2 Ballast Control and Indicating System
4.12.1 Ballast Piping The hydraulic valves are all located in the duct keel, adjacent to the actual The ballast system is primarily controlled via the DCS system. Operation is
ballast tank. The hydraulic pump unit is situated between the two ballast carried out from the ballast primary window which this visualises the entire
pumps in the engine room. Commands from the DCS system are transmitted ballast system. From this view the tank levels of all vessel fluids used as ballast
Ballast Pumps to electrically operated solenoid valves located in a section of the local cargo can be monitored and the ballast system pumps and valves can be controlled.
control room automation cabinet. The valves may be operated locally in the The primary view also shows the vessel heel and trim data.
Maker: Worthington event of a failure of the remote operation electrical/hydraulic systems. The
Type: 10-LNCV-12 vertical centrifugal valves are designated as follows:
Capacity: 1,200m3/h Ballast system and alarm status can be viewed in more detail by selecting the
Speed: 1,750 rpm second (lower) level ballast or status views. The cargo control function
Ballast Tank Valve No. Hydraulic Block comprises the following:
No. of sets: 2
Side tank 5 port V96 216
Manual control Route guidance
Stripping Ejector Bottom wing 3 port aft V94 234
Bottom wing 3 port forward V88 231 Automatic routing Heeling control
Maker: Golar Side tank 4 port V92 213 Operator Interface
Type: 4” - 5” - 5”
Side tank 3 port aft V90 210
Capacity: 120 m3/h at 3m suction lift The cargo and ballast process views show the fluid control systems comprising
Driving water at 106m3/h Side tank 3 port forward V84 207
tank, valve and pump symbols interconnected by piping and manifolds. The
No. of sets: 1 Bottom wing 2 port aft V86 228 operator monitors the status of each device by displaying the views and
Bottom wing 2 port forward V82 225 operating the equipment as required. The starting and stopping of pumps and
In the ballast system there are two ballast pumps with suction from all ballast Side tank 2 port V78 204 the opening and closing of the valves is normally part of the automatic cargo
tanks. Each pump is of the electric vertical centrifugal type with a discharge and ballast tank filling and emptying sequences, which are initiated from the
Bottom wing 1 port aft V80 222
capacity of 1200m3/h. The pumps are primed from the stripping ejector. The operator stations.
pumps are located at the forward end of the engine room, at tank top level. The Bottom wing 1 port forward V74 219
hydraulic unit which drives the remote operated ballast valves is located at this Side tank 1 port V71 201 In the manual operating mode, the pumps and certain valves are controlled
level, centrally between the two ballast pumps. Double bottom 2 aft V65 413 from the module operating menu for each individual item of equipment. In
Double bottom 2 forward V69 410 addition to tank, valve and pump symbols, some views contain a global control
In normal service, the port pump is connected to all port tanks and the module which makes it possible to control the operation of several tanks,
starboard pump to all the starboard tanks. However, it is possible to draw from Lower cross 3 V99 407
pumps and valves simultaneously. The cargo and ballast second (lower) level
both sides with one pump. The ballast pumps can have suction simultaneously Lower cross 2 V98 404
process views are displayed via a hot spot on the process view, the navigator
from a number of tanks, this reduces the water velocity in the pipe branches Lower cross 1 V97 401 function or the navigator button on the operator panel.
and valves. Side tank 5 starboard V95 316
Bottom wing 3 starboard aft V93 334 The global control module symbol comprises a box with text components that
From the cargo control room, all the ballast valves can be hydraulically show the current operational state of the module. The text varies depending on
controlled. The same pipes and valves are used both for the filling and Bottom wing 3 starboard forward V87 331
the selections made via the commands on the global control module operation
emptying of all the ballast tanks. Side tank 4 starboard V91 313 menu. The text box at the left of the symbol shows the selected control mode
Side tank 3 starboard aft V89 310 for the module, ie, ballast or stripping mode. The mode field shows the selected
Special drop valves (hydraulically operated) are installed for direct emptying Side tank 3 starboard forward V83 307 operating mode, ie, manual or auto.
to the open sea. The bottom wing tanks can be filled directly through the drop
Bottom wing 2 starboard aft V85 328
valves. The ballast levels can be seen on the DCS system ballast primary window.
Bottom wing 2 starboard forward V81 325
Each tank has a graphic representation of the level and a read out of the
The ballast eductor works as a stripping pump for the ballast tanks and as a Side tank 2 starboard V77 304 contents in cubic metres. The tank level sensors are of the Autronica pressure
priming unit for the ballast pumps. This is a water driven unit with a discharge Bottom wing 1 starboard aft V79 319 transmitter type.
capacity of 100m3/h. The stripping ejector driving force comes from the ejector Bottom wing 1 starboard forward V73 322
pump (106m3/h). At the bottom of the screen is a graphic representation of the ship’s trim and
Side tank 1 starboard V70 301
heel, measured in metres forward and aft and degrees respectively.
Ballast operations from the DCS will be fitted in the near future.

Part 5
Cargo Auxiliary and Deck Systems
Illustration 5.1a Fire Detection System
Operating Buttons:
Indication Devices: More Alarms Sounder Silence Reset Printer
This button allows the second line When this red button is pressed, When the green button is pressed,
More Alarms of the text display to be scrolled. all alarm devices and the internal all events in the system are reset.
Red lamp illuminates when more Reveals additional alarms on the buzzer are muted.
alarms are present. system.
Text display
(Information Window)
DYFI
Dynamic Filter Process
Fire SOUNDER SILENCE

Red Lamp Sign illuminates for
an alarm condition.* Detectors
MORE ALARMS RESET
Loop
DEVICE(S) STILL
IN ALARM COND. 00 etc to
BS100
PREWARNING
FAULT
These lamps can be custom
assigned. FUNCTIONS DISABLED
MAINS AUTRONICA
Detectors
Device(s) Still in Alarm Condition.

Loop
Amber (yellow) lamp illuminates Disconnection and Test Mode Switches
03
when an address (detector) Inside Cabinet
is automatically disabled.
Buzzer and Battery Inside Cabinet
Prewarning
Amber (yellow) lamp illuminates
with a pulsating light when a
prewarning situation occurs.* The five element keypad consists of four arrow keys
and one 'carry-out' (enter key). The keypad is used to access
and handle information on the system. The four arrow keys
Fault control the cursor on the control panel text display.
Amber (yellow) lamp illuminates for
any fault. Pulsating light.* These keys scroll the menu and move the cursor
up and down in the menu text on the text display.
These keys also scroll figures and letter values.
Function Disabled
Amber (yellow) lamp illuminates These arrow keys scroll the menu and move the cursor
when any part of the system left or right in the menu on the text display.
FIRE
is disabled (isolated). MORE ALARMS SILENCE BUZZER
BU70
'Carry-out' (entry) key. Selects the menu part on which the PREWARNING
FAULT
cursor is currently pointed. POWER

AUTRONICA
Mains
Green lamp illuminates when the Repeater Panel
power is on. Common Fire Alarm Output 2 Minutes Delayed Engine Control Room
Failure Output
To Engine Room Monitoring System
(No Time Delay)
Common Fire Alarm Output
Mains
(230 VAC) 24V DC For Flame Detectors
Common Fire Alarm Output For Door Release System

Part 5 Cargo Auxiliary and Deck Systems Prewarning g) Close the panel door.
5.1 Fire Detection System In certain conditions, such as a rise in the detector ionisation level, a detector In the normal condition, the MAINS indication lamp will be the only indicator
may trigger a prewarning alarm. This may be a prelude to an actual fire alarm, illuminated when the door is closed.
so the alarm should be thoroughly investigated.
Maker: Autronica Fire Alarm
Type: BS-100/4 The following indications appear on the control panel in the event of a
prewarning: The following indications appear on the control panel in the event of a fire
The BS-100/4 fire detection system is a computerised, fully addressable alarm:
analogue fire alarm system with analogue detectors. The central control unit The text display indicates the address(es) of the detector(s)
with back-up battery, operating panel and power supply is contained in a which are in the in prewarning mode The red FIRE indication lamp flashes and the buzzer sounds
central cabinet on the bridge. There is a repeater panel in the fire headquarters. The text display indicates the address(es) of the detector(s)
The yellow prewarning lamp flashes and the internal
buzzer sounds which initiated the first fire alarm. The display will also show
The system is interfaced to the Valmarine DCS system via a converter and any items which may be disabled, eg, bells, sounders etc
RS232 serial interface. The DCS system indicates loop status and can also The display and printer will show text such as:
control the fire pumps. The operator can also access deck plans indicating the If the alarm was preceded by a prewarning alarm, the prewarning
‘PV05 ADDRESS NO. 0605 lamp will illuminate steadily
exact location of individual detectors.
INVESTIGATE PREWARNING LOCATION’
The display and printer will show text such as:
The system uses a wide range of detectors and sensors to suit different needs ‘AL 01 ADDRESS NO. 0605’
If more than one prewarning event is registered, the display will change to:
and conditions. It includes detectors with different alarm parameters, for
example, ion and optical smoke detectors, heat and flame detectors, manual All sounders/fire doors/alarms/fan stops are activated
‘PV07 ADDRESS NO. 0607 (as connected/programmed)
call points, short circuit isolators and timers where required. The detectors are
2 PREWARNINGS REGISTERED’
wired in a loop configuration with 4 loops in total. A fault in the system or a
false alarm is detected immediately since the function of the detectors and Action to be Taken in the Event of a FIRE Alarm
All active prewarnings may be seen via the menu function; ‘SHOW STATUS’
other installed loop units are automatically and continuously tested.
‘PREWARNING’. Access to the menu is obtained by pressing the enter key on Follow all precautions described in the local fire instructions. When the scene
the front panel. of the fire has been investigated and the necessary action carried out, the
Operation
sounders may be switched off.
Action to be Taken in the Event of a Prewarning
The operating panel consists of a text display information window, indication
lamps, operating buttons and a five button/arrow keypad. These control items a) Open the control panel door.
a) Follow all the precautions as described in the local fire
enable the entire fire detection and alarm system to be controlled.
instructions. b) Press the SOUNDER SILENCE button.
The five arrow keypad consists of four arrow keys and one ‘carry-out’ (enter)
b) Open the control panel door. c) All alarm devices (including the internal buzzer) will be muted.
key. The keypad is used for accessing system information. The four arrow keys
control the cursor on the control panel text display. The red FIRE indication lamp will switch to a steady light.
c) Press the SOUNDER SILENCE button. The buzzer will give a
short signal approximately every fourth minute as long as the All alarm outputs from the control panel will be turned off when the
The up and down arrow keys are used for scrolling in the menu and for moving
door remains open. SOUNDER SILENCE button is pressed.
the cursor up or down in the menu text on the text display. The keys also scroll
figures and letter values when they are to be entered in the menu functions.
d) The PREWARNING indication lamp will now change to a steady (Note: There are various silent alarm functions such as; day/night/master clock
light. time controlled functions and sounder activation time delays available, see the
The left and right arrow keys are used for scrolling in the menu and for
moving the cursor to the left or right in the menu, on the text display. manufacturer’s manual for further information on these functions.)
e) Press the RESET button. The following text will shortly appear in
the display; ‘RESET PROCEDURE IN PROGRESS WAIT .....’. If the MORE ALARMS indication lamp illuminates, see the next section.
The ‘carry-out’ (enter) key selects the menu part to which the cursor currently
This text will remain on the display for up to 60 seconds. The
points.
reset procedure is executed within this 60 second period. d) Press the RESET button. The following text will appear in the text
display; ‘RESET PROCEDURE IN PROGRESS WAIT.....’ This
f) If the detectors have now returned to a normal condition, the text will remain on the display for up to 60 seconds. The reset
following text will appear in the display; ‘RESET OK’ procedure is executed within this 60 second period.
‘NORMAL CONDITION’.

Illustration 5.1a Fire Detection System
Operating Buttons:
Indication Devices: More Alarms Sounder Silence Reset Printer
This button allows the second line When this red button is pressed, When the green button is pressed,
More Alarms of the text display to be scrolled. all alarm devices and the internal all events in the system are reset.
Red lamp illuminates when more Reveals additional alarms on the buzzer are muted.
alarms are present. system.
Text display
(Information Window)
DYFI
Dynamic Filter Process
Fire SOUNDER SILENCE

Red Lamp Sign illuminates for
an alarm condition.* Detectors
MORE ALARMS RESET
Loop
DEVICE(S) STILL
IN ALARM COND. 00 etc to
BS100
PREWARNING
FAULT
These lamps can be custom
assigned. FUNCTIONS DISABLED
MAINS AUTRONICA
Detectors
Device(s) Still in Alarm Condition.

Loop
Amber (yellow) lamp illuminates Disconnection and Test Mode Switches
03
when an address (detector) Inside Cabinet
is automatically disabled.
Buzzer and Battery Inside Cabinet
Prewarning
Amber (yellow) lamp illuminates
with a pulsating light when a
prewarning situation occurs.* The five element keypad consists of four arrow keys
and one 'carry-out' (enter key). The keypad is used to access
and handle information on the system. The four arrow keys
Fault control the cursor on the control panel text display.
Amber (yellow) lamp illuminates for
any fault. Pulsating light.* These keys scroll the menu and move the cursor
up and down in the menu text on the text display.
These keys also scroll figures and letter values.
Function Disabled
Amber (yellow) lamp illuminates These arrow keys scroll the menu and move the cursor
when any part of the system left or right in the menu on the text display.
FIRE
is disabled (isolated). MORE ALARMS SILENCE BUZZER
BU70
'Carry-out' (entry) key. Selects the menu part on which the PREWARNING
FAULT
cursor is currently pointed. POWER

AUTRONICA
Mains
Green lamp illuminates when the Repeater Panel
power is on. Common Fire Alarm Output 2 Minutes Delayed Engine Control Room
Failure Output
To Engine Room Monitoring System
(No Time Delay)
Common Fire Alarm Output
Mains
(230 VAC) 24V DC For Flame Detectors
Common Fire Alarm Output For Door Release System

e) If the detectors have now returned to a normal condition, the a) Open the control panel door. Menu Structure
following text will appear in the display; ‘RESET OK’
‘NORMAL CONDITION’. b) Press the MORE ALARMS button. The first press will indicate The main menu is accessed by pressing the MAIN MENU button. It consists
the second alarm address on the text display lower line. The of the following sub-menus:
f) Close the panel door. second press will indicate the third alarm address etc.
Out/In control: Disable and restore addresses, zones etc
After resetting, an address may still be in an alarm condition. This can be due c) Press the SOUNDER SILENCE button. All alarm devices Show status: Alarms, warnings etc
to mechanical damage, water damage, the presence of smoke still within the including the internal buzzer will be turned off. The red FIRE
Test: Test the panel facilities, sounders etc
chamber or an electrical fault. The address still in alarm will automatically be indication lamp will switch to a steady light.
disabled (isolated from the rest of the system). The yellow DEVICE(S) STILL System: Sensitivity, configuration, data etc
IN ALARM COND. indication lamp will illuminate and the following text will d) Press the RESET button. The following text will appear in the text
Feed Paper: Printer
appear in the display: display; ‘RESET PROCEDURE IN PROGRESS WAIT.....’ This
text will remain on the display for up to 60 seconds. The reset Service: Reports, disabling/restoring, address and data control
‘01 ALARM ADDRESS DISABLED’ procedure is executed within this 60 second period.
‘CONTROL PANEL IN ABNORMAL CONDITION’. Within the sub-menus are sections that can only be accessed by technical or
e) If the detectors have now returned to a normal condition, the service personnel who have the required passwords. The password protected
In this case contact Autronica technical personnel. following text will appear in the display; ‘RESET OK’ levels are divided into two levels:
‘NORMAL CONDITION’.
While an address is automatically disabled, the yellow DEVICES STILL IN Password Level 1: Operator Level
ALARM COND. indication lamp will be illuminated. If the alarm condition f) Close the panel door. Disable - Controls
disappears, the indication lamp will turn off and the address will be
automatically restored to the system. Faults System - Data
Disable - Sounders
More Alarms The following indications appear on the control panel in the event of a fault.
Change display and printer text
The yellow FAULT indication lamp flashes and the internal
The following indications appear on the control panel in the event of more
buzzer sounds Password Level 2: Service Level
alarms:
The text display upper line indicates the nature of the fault; System - Configuration
The red FIRE indication lamp flashes and the internal
FA indicates a loop or detector fault, SF indicates a system fault
buzzer sounds Service
The red MORE ALARMS indication lamp illuminates If more (multiple) faults are present on the system, the display will indicate the Change control, alarm and disable group outputs
latest extra fault and label it ‘FAULT 2’ etc.
The text display upper line indicates the first address in alarm.
Further, more detailed information on facilities available within the sub-menus
The lower text line will indicate the last address in alarm
Action to be Taken in the Event of a Fault can be found in the manufacturer’s manual.
The prewarning lamp flashes. If the alarm was preceded by a
pre-alarm, the prewarning lamp will illuminate steadily a) Press the SOUNDER SILENCE button.
The display and printer will show text such as:
b) The internal buzzer is muted and the yellow FAULT indication
‘AL 01 ADDRESS NO. 0605
lamp will switch to a steady light.
‘AL 03 ADDRESS NO. 0608
All sounders/fire doors/alarms/fan stops are activated c) Note the fault text indicated in the display and file the printout
(as connected/programmed) from the printer.
Action to be Taken in the Event of a ‘More Alarms’ Situation d) Contact Autronica technical or service personnel.
Follow all precautions described in the local fire instructions. When the scene
of the fire has been investigated and the necessary action carried out, the
sounders may be switched off.

Illustration 5.2.1a Fire and Deck Wash System
V520 V520 V520 V520 V520 V520 Port

Accommodation
Connection to Deck
Driving Water System
V513 Anchor
V518
V514 V514 V514 V514 V514 V514 Chain Washing
Isolating
Valve
V518
V505 V502 V502 Ejector
V527
Chain Locker
V521
V502 V502 V502 V502 Ejector
V522 Fwd Pump Room
V526 and Duct Keel
Ejector Fore
V515 V515 V515 V525
Deep Tank
V515 V515
V501A
V522
No.5 Cargo No.4 Cargo No.3 Cargo No.2 Cargo No.1 Cargo V517
Isolating Tank Tank Tank Tank Tank
Valve V503 V503
V523 V506 V503 V503 V503

Isolating
V514 V514 V514 V514 V514
Valve
V513
Starboard
Port Near Stbd Accommodation
V520 V520 V520 V520 V520 V520
Boilers
V511 V511 V509
Hydraulic Stores Deck

V509 V509 Diesel
Engine Oil Pump
Near and Tank V528
V509 Boilers V509
Aft V531
Near
Tube
V512
V512
FW Cooler V509 V509
Engine Room
Hatch
V509
Water Spray
Covering
PC FO Transfer
Emergency 1
V534
Pump
Connection V501 SI SI V501
to Fresh Water 1A 1B
Cooling System
HC Fire
1
Pump
Fire and Hydraulic Oil
Deck Wash Motor
Key
Pump Emergency
From
V33 V534 Fire Pump Fire Water
LPG
Pump Sea Water
V500 V500 V530
Emergency Fire Pump
Hydraulic Oil
Driving Water Emergency and FO Transfer
Sea Sea to Ballast Connection for Pump Space Sea Instrumentation
Chest Chest Ejector Driving Water Chest
to Bilge Ejectors Electrical Signal

5.2 Fire Fighting Systems The deck fire ring main has a main isolator valve V501A, fitted before the port b) Set up the main fire pumps:
and starboard feeder.
5.2.1 Fire and Deck Wash System Position Description Valve
The ring main is fitted with further section isolator valves to allow any part of
the system to be supplied from either side of the ship. Open Sea chest suction valve V500
The following pumps can supply the fire and deck wash system:
Open Main fire pump discharge valve V501
This set up also allows a section of fire main to be isolated for maintenance
Main Fire Pumps purposes whilst the rest of the fire main remains available.
c) Start/stop the required main fire pump.
Maker: Eureka
The fire main also supplies the driving water for the bilge eductors in the chain
Type: CGB 80 vertical, ventrifugal d) Open fire main sections, hydrants or outlets as required.
locker, the fore deep tank and duct keel and the forward pump room. The
Capacity: 100m3/h at 120 mwg
system can also supply washing water for the anchor chains within the hawse
Speed: 3,500 rpm Preparation for the Operation or Testing of the Emergency Fire Pump
pipe.
No. of sets: 2 and Engine
There are fire hydrants strategically positioned throughout the decks, each with
Emergency Fire Pump a) Start the duct keel fan to vent the forward pump room.
its fire hose mounted adjacent.
Engine b) Open a hawse pipe valve one turn and the pump suction valve
Under normal operating conditions, the fire main will be under pressure during
Maker: Lister V530 and discharge valve V531 fully.
cargo discharge or loading with hoses run out as a fire precaution.
Type: HR4 MA
Serial No: 582HR4AM22 c) Check the gas oil and hydraulic oil levels in the tanks.
Preparation for the Operation of the Fire Main
Capacity: 45kW
Hydraulic starter: Bryce Berger d) Close the two engine exhaust pipe drains, pull out the engine cold
Assume all system valves are initially closed.
start lever and press the engine electric START pushbutton.
Hydraulic Pump Alternatively, pressurise the start cylinder by pumping at least 60
a) All deck, engine room, boiler room and accommodation hydrants
Maker: Kracht strokes with the red lever before operating the hydraulic starter.
are closed. Set up the valves as shown in the table below.
Type: KP 42/71 CIZJZOO
Capacity: 140 litres/min at 160 bar e) Allow 3 minutes for the engine to settle before moving the
Position Description Valve
hydraulic coupling lever to engage the fire pump hydraulic motor.
Pump Open Isolating valve to deck main V501
Maker: Ritz
f) Enter the pump room to check the pump and note that the
Type: 4408/3st Open Section isolating valve (port) V502
discharge pressure should 10 bar.
Capacity: 50m3/h at 113 mwg Open Section isolating valve (starboard) V503
To Stop the Engine/Pump
Hydraulic Motor Open Isolating valve to accommodation (port) and aft V505
Maker: Kracht a) After approximately 10 minutes disengage the hydraulic pump
Type: KM 22/50F 3 XALOO Open Isolating valve to accommodation (starboard)
and aft V506 and stop the engine by moving the stop lever towards the air
Pressure: 120 bar intake, the engine will run down. When the engine has completely
Closed Discharge valve to hawse pipes V518 stopped, reset the lever.
The fire main system is supplied from the two engine room fire pumps. They
are single speed centrifugal pumps, with a delivery capacity of 100m3/h. The Closed Discharge valve to chain locker eductor V527
b) Close the suction and discharge valves and open the exhuast pipe
pumps can be started from their main switchboard starters in the ECR, the Closed Discharge valve to forward pump room and drains.
emergency fire headquarters or locally. duct keel eductor V526
c) Check the tension on the engine water pump drive belt and mop
The system can also be supplied from the emergency fire pump. This is located Closed Discharge valve to forward deep tank eductor V525
up any oil that may have dripped during the test run period.
in its own compartment aft of the fore peak. This pump is a self-priming
Closed Discharge valve to forward pump room spray V528
centrifugal pump with its own direct sea suction. The pump is rated at 50m3/h
and is powered by a hydraulic motor. The remote hydraulic pump to supply this Closed Discharge valve to bilge/ballast ejectors V534
motor is driven by a diesel engine, located in the bosun’s store. This engine can
only be started locally.

Illustration 5.2.1a Fire and Deck Wash System
V520 V520 V520 V520 V520 V520 Port

Accommodation
Connection to Deck
Driving Water System
V513 Anchor
V518
V514 V514 V514 V514 V514 V514 Chain Washing
Isolating
Valve
V518
V505 V502 V502 Ejector
V527
Chain Locker
V521
V502 V502 V502 V502 Ejector
V522 Fwd Pump Room
V526 and Duct Keel
Ejector Fore
V515 V515 V515 V525
Deep Tank
V515 V515
V501A
V522
No.5 Cargo No.4 Cargo No.3 Cargo No.2 Cargo No.1 Cargo V517
Isolating Tank Tank Tank Tank Tank
Valve V503 V503
V523 V506 V503 V503 V503

Isolating
V514 V514 V514 V514 V514
Valve
V513
Starboard
Port Near Stbd Accommodation
V520 V520 V520 V520 V520 V520
Boilers
V511 V511 V509
Hydraulic Stores Deck

V509 V509 Diesel
Engine Oil Pump
Near and Tank V528
V509 Boilers V509
Aft V531
Near
Tube
V512
V512
FW Cooler V509 V509
Engine Room
Hatch
V509
Water Spray
Covering
PC FO Transfer
Emergency 1
V534
Pump
Connection V501 SI SI V501
to Fresh Water 1A 1B
Cooling System
HC Fire
1
Pump
Fire and Hydraulic Oil
Deck Wash Motor
Key
Pump Emergency
From
V33 V534 Fire Pump Fire Water
LPG
Pump Sea Water
V500 V500 V530
Emergency Fire Pump
Hydraulic Oil
Driving Water Emergency and FO Transfer
Sea Sea to Ballast Connection for Pump Space Sea Instrumentation
Chest Chest Ejector Driving Water Chest
to Bilge Ejectors Electrical Signal

Control and Alarm Settings Pipe duct fan
Port and starboard boiler steam stop valves
Setting Description
HFO transfer pump
5kg/cm2 Fire main pressure low
Main gas valve
5kg/cm2 Fire main pressure low - start standby aft pump
4kg/cm2 Fire main pressure low - start standby forward pump Engine Control Room
In the event of a fire on board, the locations listed below have the following Emergency stops for engine room and accommodation supply and
exhaust fans
controls:
Start/stops for the engine room fire pumps - forward and aft
Bridge
Start/stops for the fuel oil pumps
Emergency stops for engine room and accommodation supply and
exhaust fans Control (shutting) of the boiler superheated steam outlet valves
Fuel gas valve

Deck fans and pipe duct fans
Start/stop switches for the engine room fire pumps
Air Conditioning Rooms Port and Starboard on Accommodation Third

Deck
Stop buttons for engine room and accommodation supply and
exhaust fans
Emergency Headquarters on the Upper Deck, Starboard Side

Operation of the CO2 system release to:
LPG room
Cargo control room
Electric motor room
LNG room
Engine room
Vent masts
Operation of the quick-closing and remote operating fuel valves to:
Diesel oil tank
Port and starboard HFO settling tanks
Fuel gas vent flap valve
Emergency stops for:
Engine room vent fans
Accommodation vent fans
Deck fan

Illustration 5.2.2a Water Spray System
LNG Compressor Water Curtain Manifold Area
Room (Port)
From Bilge
Ejector Pump
Cargo
Control
Room
No.5 Cargo No.4 Cargo No.3 Cargo No.2 Cargo No.1 Cargo
Tank Tank Tank Tank Tank
To LPG Plant
Manifold Area To Cargo Hold Eductors/
LPG Compressor Room (Starboard) Manifold Water Curtains
Water Curtain
Bilge Ejector
Pump System
To
IG Refrigeration
Plant Coolers
To
Ballast
To and Bilge
IG To Eductors
Plant Main
Condenser PC
Flushing 52
Bilge
Ejector
To
Pump
SW Engine Room
Cooling
System
Inert Gas V331 LPG V331

Plant Plant Sea
Cooling PI Cooling PI Chest
Water Water
Pump Pump
Key
From
Bilge Spray Water
V330 Main
V330 Sea Water
Regulating Valve
Sea Chest

5.2.2 Water Spray System Port manifold area c) Ensure the deck driving water line supply valve is open.
No.2 cargo tank
d) With the power off, ensure that the bilge ejector pump turns freely
System Capacities and Rating No.1 cargo tank by hand.
LPG Sea Water Pump Each main spray branch, except No.1 cargo tank, has a manually operated e) Vent off the pump casing and ensure that it is flooded.
Maker: Thune Eureka isolating valve located at the distribution rail. The spray pumps can be started
No. of sets: 1 locally, or from the ECR or CCR (via the DCS system) and the emergency f) Start the pump and slowly open the discharge valve to the system.
Type: CGB 100 headquarters. The manifold water curtain(s) will now be supplied.
Capacity: 170m3/h at 5kg/cm2
Each branch sub-divides into smaller branches. The accommodation front is
Inert Gas Plant Sea Water Pump covered by 3 sub-branches. The spray nozzles are fitted approximately 1.2
Maker: Thune Eureka metres apart and 450 or 650mm from the surface they are protecting. There are
No. of sets: 1 various drains provided throughout the system.
Type: CGD 200
Capacity: 340m3/h at 5kg/cm2 Procedure to Supply the Deck Spray System Using the LPG Sea Water
Pump
Bilge Ejector Pump
Maker: Thune Eureka Assuming all valves in the system are closed.
Type: CGB 100
a) Open the spray section supply valve(s) as required at the
Capacity: 132m3/h at 7mth
distribution rail.
Spray Nozzles
b) Open the pump suction valve V330 and ensure the discharge
Type: 11/4 H 16 W cap
valve V331 is slightly open.
Capacity: 100 litres/min at 1.5kg/cm2
c) Ensure the deck water spray line supply valve is open.
The accommodation block front, LNG and LPG compressor rooms, cargo tank
liquid and vapour domes, main cargo valves and manifolds are protected by
d) Vent off the pump casing and ensure that it is flooded and ensure
water spray from the effects of fire, gas leakage, or liquid spill by a water spray
that the pump turns freely by hand.
system.
e) Start the pump and slowly open the discharge valve V331.
Normally the the LPG SW pump is used to supply the water spray system and
the system. The inert gas plant cooling water pump can be used via a cross-
f) Check the delivery pressure is approximately 5 bar.
connection valve. These pumps deliver water to a common distribution rail,
along which are fitted individual branches with isolating valves.
Manifold Curtain
The branches are as follows:
The water curtains that protect the vessel’s hull during cargo operations are fed
Accommodation block from the deck driving water system. This system is supplied with sea water
from the bilge ejector pump.
No.5 cargo tank
No.4 cargo tank Procedure to Supply the Manifold Water Curtains
Cargo control room
Assuming all valves in the system are closed.
No.3 cargo tank
a) Open the port or starboard manifold curtain supply valve(s) as
LPG compressor room
required at the manifold area.
Starboard manifold area
b) Open the bilge ejector pump sea chest suction valve and ensure
LNG compressor room the discharge valve is slightly open.

Illustration 5.2.3a Forward Fire Pump System
V518
V514
V518
V527
V502
V526
V525
No.1 Cargo V517

Tank
V503
V503
V514
View of Emergency Fire Pump Engine Inertia Start
View of Emergency Fire Pump Engine and Hydraulic Tank
Fire Main
Diesel Oil Tank
Diesel Hydraulic
Engine Oil Tank
V528
V531
Hatch
Water Spray
Covering
FO Transfer
Pump
View of Battery Charger on Aft Bulkead

Emergency
Fire Pump
Hydraulic
Motor Emergency
V530 Fire Pump
and FO Transfer Key
Pump Space Fire Water
Sea
Chest Sea Water
Hydraulic Oil
Compressed Air
Diesel Oil
View of Engine Cold Start Lever and Local Electric Start Pushbutton

5.2.3 Forward Emergency Fire Pump System Preparation for the Operation or Testing of the Emergency Fire Pump
and Engine
Emergency Fire Pump
a) Start the duct keel fan to vent the forward pump room.
Engine
Maker: Lister b) Open a hawse pipe valve one turn and the pump suction valve
Type: HR4 MA V530 and discharge valve V531 fully.
Serial No: 582HR4AM22
Capacity: 45kW c) Check the gas oil and hydraulic oil levels in the tanks.
Hydraulic starter: Bryce Berger
d) Close the two engine exhaust pipe drains, pull out the engine cold
Hydraulic Pump start lever and press the engine electric START pushbutton.
Maker: Kracht Alternatively, pressurise the start cylinder by pumping at least 60
Type: KP 42/71 CIZJZOO strokes with the red lever before operating the hydraulic starter.
Capacity: 140 litres/min at 160 bar
e) Allow 3 minutes for the engine to settle before moving the
Pump hydraulic coupling lever to engage the fire pump hydraulic motor.
Maker: Ritz
Type: 4408/3st f) Enter the pump room to check the pump and note that the
Capacity: 50m3/h at 113 mwg discharge pressure should 10 bar.
Hydraulic Motor To Stop the Engine/Pump

Maker: Kracht
Type: KM 22/50F 3 XALOO a) After approximately 10 minutes disengage the hydraulic pump
Pressure: 120 bar and stop the engine by moving the stop lever towards the air
intake, the engine will run down. When the engine has completely
The forward emergency fire pump system can supply the fire and deck wash stopped, reset the lever.
system.
b) Close the suction and discharge valves and open the exhuast pipe
The pump is located in its own compartment aft of the fore peak and is a self- drains.
priming centrifugal pump with its own direct sea suction. It is rated at 50m3/h
and is powered by the hydraulic motor. The hydraulic motor is driven from the c) Check the tension on the engine water pump drive belt and mop
remote hydraulic pump which is driven by the diesel engine. The diesel engine, up any oil that may have dripped during the test run period.
pump and hydraulic tank are fitted in the diesel motor room area on the
starboard side of the bosun’s store.
The pump is mounted in a compartment shared with the fuel oil transfer pump
which is also hydraulically driven. This design enables a high degree of
waterproof integrity etc.
The hydraulic tank is also used to supply the adjacent FO transfer pump which
is electrically driven. The hydraulic tank capacity is 240 litres.
The diesel engine has an air start motor which is solenoid valve operated. The
engine starting air receiver is also fitted in the same area of the focsle store.
There is also a manually operated Bryce Berger hydraulic starter.

Illustration 5.2.4a Dry Powder Systems Key
48 50 51 1 Blanked Flanges 26 Drain Connection
2 Non-Return Valve 27 Powder Container
3 Filter 28 Limit Valve

3 2 4 Relief Vent 29 Pneumatic Release Piston
47
5 Release Rods 30 Main Powder Cock
6 Relief Cock 31 Testing/Flushing Connection
7 Pneumatic Piston 32 Stop Cock

49 52 53 54
8 Release Lever 33 Relief Cock
9 Release Mechanism 34 Pneumatic Release Piston

47
10 Electric Switch 35 Direction Cock
11 Pressure Cylinder (Nitrogen) 36 Flushing Connection
12 Nitrogen Control Cylinder 40 LP Pressure Gauge

13 Non-Return Valve 46 Powder Piping
Hose Box 14 Pneumatic Piping Control 47 Pneumatic Control Piping

Hose Box
15 Stop Cock 48 Powder Piping
16 Relief Cock 49 Pistol Trigger Nozzle
17 Flushing Pipe 50 Powder Hose
40 51 Hose Box
18 Stop Cock
19 Safety Valve 52 Stop Cock
4
20 Filling Opening 53 Pressure Reducer
21 HP Pressure Gauge 54 Release Cylinder (Nitrogen)
7
22 LP Pressure Gauge HA High Pressure Stop Cock
6
23 Pressure Regulator HL High Pressure Piping
PLO 1500 Unit
33 24 Stop Cock
19
20 PLO 750 Unit 25 Pressurising Valve
14 15 16 17
8
5 21 22 5
Fill Level
8
9
HA 1 34
HA
10
35
36
29
28
HL
11 11 11 24 HL 11 11
23
30 18 32 32
27 750 kg
Container
25 25
31
1,500 kg
26 Container
Dry Powder Room: Main System

5.2.4 Dry Powder Systems In normal circumstances, stop cocks (15), (24), (32) and HA must be open. At the main container, carry out the following:
Relief cocks (6), (16), (33), relief cock (18) and test connection (31) must be
Main Systems closed. All pipes must be connected. a) Close the stop cock (15) in the pneumatic control piping.
Aft System Procedure to Operate a Hose Box Outlet b) The relief cock (16) is to be opened.
Maker: Totalit If a fire occurs, requiring the use of the system, the procedure is as follows: c) The main powder cock (30) is to be closed manually.
Type: PLO 1,500/750
a) Remove the hose and trigger pistol from the hose box. d) The stop cock (18) in the flushing pipe (17) is to be opened.
The system consists of a dual 1,500/750kg system situated in the powder room,
located in the starboard forward accommodation block on the upper deck. b) Fully open the release cylinder valve. e) The stop cock (18) is to be closed as soon as the powder container
has been relieved of pressure by operating the powder pistols.
The remote hose stations for the system is located along the cargo tank dome c) Check the pressure reducing valve (53) and open stop cock (52). Observe the low pressure gauge (22).
catwalk. These stations are equipped with nitrogen release bottles enabling the
dry powder systems to be activated remotely. d) Open the hose connection cock and operate the hand trigger valve f) Close the stop cock ‘HA’ in the high pressure pipeline.
as required.
The system has dry powder containers filled with 1,500 and 750kg of ‘Totalit’ g) The powder pipeline and powder hose should be thoroughly
dry powder. The main pressure nitrogen bottles are fitted adjacent to the main (Note: If the fire is extinguished, the operator should stand by in case of any cleaned through, preferably using a compressed air line and
containers. There is a main dry powder valve with automatic opening. This re-ignition. During this time the pistol trigger should be operated at short reducer (lower than 12 bar) via the flushing connection (31). The
feeds a distribution manifold with a number of outlets and each outlet has a intervals to flush the lines to ensure they remain clear.) pipeline and hose should be blown through with the cocks open.
distribution valve. The distribution valve has a pneumatic piston for opening Afterwards, stow the hoses in the figure eight configuration.
as well as a manual control. Each of the outlets is connected via a pipe to a hose Remote Release Failure
station. h) The pressure in the release cylinder and the secondary pressure in
In the event of a remote release failure, the powder can be released locally at the reduction valve should be checked using the following
Each hose station has a 30 metre hose fitted with a pistol type trigger nozzle the main container using the following procedure: procedure:
with a stopcock. To initiate the release of the dry powder from the hose
stations, there is a 3 litre 150 bar nitrogen bottle fitted with a handwheel, a) Manually open the powder direction cock (34) for the pipeline 1. Close the stop valve (52) on the secondary pressure side of the
pressure reducing valve and pressure gauge. required. reduction valve (53).
Theory of Operation b) Manually pull down the release lever (8). 2. Open the release cylinder (54) by turning the valve counter-
clockwise. The pressure in the bottle must not be more than 150
When the hose box nitrogen release cylinder (54) and local stop cock (52) is If the PLO 1500 unit is not sufficient or has run down, the PLO 750 unit should bar and not less than 50 bar. The secondary pressure in the
opened, nitrogen flows through the pneumatic piping (47) to the corresponding be used as follows: reduction valve must not be more than 8 bar and not less than 5
outlet release piston (34) for the direction cock (35) on the manifold. Nitrogen bar.
also flows to the main nitrogen bottles’ release lever pneumatic piston (7), a) Manually close the stop cock (32) for the PLO 1500 unit.
releasing nitrogen into the main container via the pressure regulator (23) and 3. Close the release cylinder (54) by turning the valve clockwise.
then through the pressurising valves (25). The regulator ensures the nitrogen b) Open the PLO 750 unit’s supply stop cock (32) and manually pull
pressure does not exceed 14 bar in the main container. down the release lever (8). 4. Open the stop valve (52) again.
The powder is then fluidised and pressurised to 14 bar by the nitrogen. When Post Operation Procedure for the Main Systems (Note: If the pressure in the release cylinder is lower than 50 bar, it must be
this service pressure is reached, limit valve (28) opens and pressurised nitrogen replaced. The nitrogen for the cylinders must be ‘high percentage nitrogen’ ie,
flows through the piping (14) to the pneumatic release piston (29) which then At the hose box: a nitrogen content of at least 99%.)
opens the main cock (30) for the powder. The pressurised powder in the
container flows through the syphon tubes in the container and out into the a) Close the cylinder valve. i) Close any direction cocks (35) which are open.
powder pipe line to the hose box powder pipe and pistol unit.
b) Close the hose connection cock. j) Open the main container filling orifice (20) and refill with ‘Totalit
(Note: If the main powder container pressure reaches 16 bar, the safety valve Super Powder’ using the correct filling funnel.
will open.) c) Stow the hose in a figure of eight configuration and secure.

Illustration 5.2.4b Dry Powder Systems: Hose Boxes and Units

No.1
Dry Powder
Room
NORMAN LADY
Location of Main System Hose Boxes
View of Deck Dry Powder Station Port No.3
Port No.4 Port No.3 Port No.2 Port No.1
Starboard No.3 Starboard No.2 Starboard No.1

Location of PLA 250 Dry Powder Units
Key View of Deck Dry Powder Hose Box No.1
Port No.1
PLA 250 Dry Powder Unit
No.1 Hose Boxes

k) Fill the container with 750/1,500kgs of powder. Ensure the Each system has a dry powder container filled with 250kg of ‘Totalit’ dry On Completion of Fire Fighting
container is not completely full. The filling limit line is the upper powder. The main pressure nitrogen bottle is fitted in front of the main
welding seam of the container. Fasten the top cover closed, container. There is a main dry powder valve with automatic opening. This a) Close the release cylinder valve.
ensuring that the base is clean to assure tightness. feeds a distribution manifold with a number of outlets and each outlet has a
distribution valve. The distribution valve has a pneumatic piston for opening b) Close the red-handled hose connection cocks.
l) Replace the empty nitrogen cylinders (11) with cylinders which as well as a manual control. Each of the outlets is connected via a pipe to a hose
are at least 220 bar in pressure. Ensure that stop cock ‘HA’ is station. c) Open the green-handled pressure relief cocks. Operate the pistol
closed (see cylinder manufacturer’s instructions). trigger to relieve pressure in the lines and container.
The hose station has a 30 metre hose fitted with a pistol type trigger nozzle
m) Check the pressure of the nitrogen cylinders (see cylinder with a stopcock. To initiate the release of the dry powder from the hose d) Close the pressure relief cocks.
manufacturer’s instructions). stations, there is a 3 litre 150 bar nitrogen bottle fitted with a handwheel,
pressure reducing valve and pressure gauge. e) Stow the hose in a figure of eight configuration and secure.
n) All connections should be thoroughly checked.
To Operate the System f) The system must now be recharged with ‘Totalit’ dry powder
o) All cocks should be brought into the operational position. strictly according to the manufacturer’s instructions.
If a fire occurs, requiring the use of the system, the procedure is as follows:
For the correct operation of the container, the relevant valves and cocks should g) The nitrogen bottles must be refilled according to the
be set up and sealed for correct operation as follows: a) Remove the hose and trigger pistol from the hose box. manufacturer’s instructions or replaced. The replacement bottles
must be 20 litre capacity and charged to a maximum pressure of
Position Valve/Cock Description b) Fully open the release cylinder valve. 150 bar.
Open Monitor three-way cock
c) Ensure that the manometer indicates a satisfactory operating
Open High pressure stop valve ‘HA’ pressure, ie, the needle is within the green segment.
Open Stop cock (15)
d) Open the red-handled hose connection cocks, the green-handled
Open Stop cock (32) pressure relief cocks should be closed.
Open Stop cock (24)
e) After a short delay the hose will become charged and the trigger
Open Stop cock (52) pistol can be used as required to fight the fire.
Open Stop cock (1) CAUTION
Closed Main powder cock (30) The operator should be ready for considerable jet reaction from the pistol
when operated.
Closed Direction cock (35)
Closed Stop cocks (18), (31) and (45)
Closed Relief cocks (6), (16) and (33)
The system is now ready for operation.
Deck Systems
Maker: Totalit
Type: PLA 250
There are seven 250kg dry powder systems strategically located around the
upper deck. These independent systems are equipped with a nitrogen release
bottle enabling the dry powder systems to be activated locally.

Illustration 5.2.5a CO2 System
CO2 Release Lockers

Emergency (LNG Compressor Room,
Headquarters LPG Compressor Room, 9
Electric Motor Room,
Paint Cargo Control Room,
Room Vent Masts)
Cargo Control Room
12
Paint Store and
Incinerator Room 15
CO2 Release
Locker 4
4
CO2
Room 13
C
No.5 No.4 No.3 D
Cargo Tank Cargo Tank Cargo Tank
Engine
Room
Engine Room and LNG Room

CO2 Operating Panel
Cargo Tank
Main Central Ventilation
Key
CO2 Release Lockers Store Mast
(Paint Store and
Incinerator A - CO2 Master Valves 8 - 3
/8" Air to Alarm Sirens in Electric Motor Room
Room)
LNG Compressor Local Cargo B - CO2 Starting Valve Cargo Control Room and LNG Compressor Room
CO2
Room Control Room
Room C - CO2 Release Wire Handle to CO2 Start Cylinders 9 - 2" CO2 to LNG Control, Motor and LPG Room
D - Compressed Air Valve for Alarm Siren 10 - CO2 Pressure Switches for Cutting off Deck Fans
Automatically Opened by Release Locker Door 11 - CO2 Pressure Switches for Cutting off Ventilation in
Engine Room and Boiler Room
s
1 - 5" CO2 from CO2 Cylinders 12 - 5" CO2 to Engine Room

CO2 Startt C s
2 - 1
/2" CO2 from CO2 Start Cylinders in Deck Workshop 13 - CO2 Release Locker for Ventilation Masts
(2 x 45Kg))
Boiler 3
3 - /8" Air from Instrument Air Receiver in Engine Room 14 - Wire Release for 6 x 45kg CO2 Cylinders to Vent
Casing
s 4 - Wire Release from CO2 Start Cylinders in 3/8" Pipe Masts
1 1
5 - /2" CO2 to Gang Release Working Piston No.1 and No.2 15 - /2" CO2 to Ventilation Masts
3
6 - /8" Air to Alarm Sirens in Engine Room
1
7 - /2" CO2 to Gang Release Working Piston No.3
CO2 Release Lockers

(LNG Compressor Room,
LPG Compressor Room, Emergency
Key
LPG
Electric Motor Room, Headquarters
Room Electrical Motor CO2 Smothering
Cargo Control Room, Room
Vent Masts)

5.2.5 CO2 System Procedure in the Event of a Fire in the Engine Room Should any cylinder discharge accidentally, it will pressurise the main line up
to the stop valve. This line is monitored by a pressure switch and will activate
Maker: Heien-Larssen a) Stop any machinery within the engine room, check that all doors, a ‘CO2 leakage’ alarm.
Type: Centralised storage, remote release hatches and fire flaps are shut and that all ventilation is stopped.
Cylinder size: 45 kgs However, this should not delay the release of CO2. Overpressure of the main line is prevented by a safety valve, which will vent
No. of cylinders: 189 the gas to atmosphere.
Total CO2: 8,820 kgs b) Ensure all personnel have evacuated the engine room and have
been accounted for. WARNING
The central CO2 flooding system covers the engine room, LNG compressor CO2 gas will suffocate personnel in its vicinity. All personnel should be
c) Go to the emergency headquarters on the starboard side of the instructed to evacuate rooms and spaces immediately when the alarm
room, electric motor room, LPG compressor room, cargo control room, cargo
main deck. Unlock the control cabinet for the engine room area sounds.
tank ventilation masts, incinerator room and paint store. The central system
and open the door.
cylinders are situated in the CO2 room, located extreme aft on the main deck
Procedure in the Event of a Fire in the Cargo Tank Ventilation Masts
and the two starter cylinders are situated in the deck workshop on the starboard d) The alarm sirens will activate due to the door releasing the spring
side of the main deck. operated valve which directs compressed air from the engine a) Go to the emergency headquarters on the starboard side of the
room to the piston operated trip switch, situated on the inboard main deck. Unlock the control cabinet for the ventilation masts
The paint store is covered by two cylinders situated in a locker on the main bulkead of the fire headquarters. and open the door.
deck on the port side below the paint store.
e) Pull all the valve levers outwards. b) Pull the valve lever outwards to activate the six cylinders in the
The allocation of cylinders is as follows:
central CO2 flooding system.
Engine room 189 cylinders f) Pull the CO2 wire release handle to activate the starter cylinders.
LNG compressor room 6 cylinders c) Proceed directly to the CO2 room to ensure that the correct
The starter cylinders release CO2 gas to operate the gang release pistons on the number of cylinders have discharged for the particular area.
Electric motor room 2 cylinders port side of the CO2 room.
LPG compressor room 4 cylinders d) If the starter system fails to operate the cylinders, the CO2 can be
g) CO2 will now fill the affected area. released by operating the cylinder levers by hand.
Cargo control room 2 cylinders
Cargo tank ventilation masts 6 cylinders h) Proceed directly to the CO2 room to ensure that the correct e) CO2 will now fill the pipe to the ventilation masts.
number of cylinders have discharged for the particular area.
Incinerator room 3 cylinders
Procedure in the Event of a Fire in the LNG Compressor Room
Paint store 2 cylinders i) If the starter system fails to operate the cylinders, the CO2 can be
released by operating the cylinder levers by hand. a) Go to the emergency headquarters on the starboard side of the
WARNING main deck. Unlock the control cabinet for the LNG compressor
Release of CO2 into any space must only be considered when all other j) Do not re-enter the engine room for at least 24 hours and ensure room and open the door.
options have failed and then only on the direct instructions of the Master. that all reasonable precautions have been taken, such as
maintaining boundary inspections, noting cooling down rates b) The alarm sirens will activated due to the door releasing the
Flooding of the protected areas is achieved by the operation of the valves from and/or any hot spots which may have been found. After this spring operated valve which directs compressed air from the
the control cabinet in the emergency headquarters on the starboard side of the period, an assessment party using radio communication and engine room to the LNG compressor room alarm sirens.
main deck. wearing breathing apparatus and lifelines can enter the space
quickly through a door, which is then shut behind them. Check c) Proceed directly to the CO2 room and manually release the six
Upon opening the control cabinet door, the CO2 alarm is activated and the that the fire is extinguished and that all surfaces have cooled prior cylinders marked LNG - COMPRESSOR ROOM.
ventilation fans for that area are stopped. The pilot gas is directed by the to ventilating the engine room. Premature opening could cause re-
operation of the respective valve onto the gang release line for the selected ignition if oxygen contacts hot combustible material.
area.
For added safety, the master valve is interlocked with the release locker door
in the closed position.

Illustration 5.2.5a CO2 System
CO2 Release Lockers

Emergency (LNG Compressor Room,
Headquarters LPG Compressor Room, 9
Electric Motor Room,
Paint Cargo Control Room,
Room Vent Masts)
Cargo Control Room
12
Paint Store and
Incinerator Room 15
CO2 Release
Locker 4
4
CO2
Room 13
C
No.5 No.4 No.3 D
Cargo Tank Cargo Tank Cargo Tank
Engine
Room
Engine Room and LNG Room

CO2 Operating Panel
Cargo Tank
Main Central Ventilation
Key
CO2 Release Lockers Store Mast
(Paint Store and
Incinerator A - CO2 Master Valves 8 - 3
/8" Air to Alarm Sirens in Electric Motor Room
Room)
LNG Compressor Local Cargo B - CO2 Starting Valve Cargo Control Room and LNG Compressor Room
CO2
Room Control Room
Room C - CO2 Release Wire Handle to CO2 Start Cylinders 9 - 2" CO2 to LNG Control, Motor and LPG Room
D - Compressed Air Valve for Alarm Siren 10 - CO2 Pressure Switches for Cutting off Deck Fans
Automatically Opened by Release Locker Door 11 - CO2 Pressure Switches for Cutting off Ventilation in
Engine Room and Boiler Room
s
1 - 5" CO2 from CO2 Cylinders 12 - 5" CO2 to Engine Room

CO2 Startt C s
2 - 1
/2" CO2 from CO2 Start Cylinders in Deck Workshop 13 - CO2 Release Locker for Ventilation Masts
(2 x 45Kg))
Boiler 3
3 - /8" Air from Instrument Air Receiver in Engine Room 14 - Wire Release for 6 x 45kg CO2 Cylinders to Vent
Casing
s 4 - Wire Release from CO2 Start Cylinders in 3/8" Pipe Masts
1 1
5 - /2" CO2 to Gang Release Working Piston No.1 and No.2 15 - /2" CO2 to Ventilation Masts
3
6 - /8" Air to Alarm Sirens in Engine Room
1
7 - /2" CO2 to Gang Release Working Piston No.3
CO2 Release Lockers

(LNG Compressor Room,
LPG Compressor Room, Emergency
Key
LPG
Electric Motor Room, Headquarters
Room Electrical Motor CO2 Smothering
Cargo Control Room, Room
Vent Masts)

d) Do not re-enter the LNG compressor room for at least 24 hours d) Do not re-enter the LPG compressor room for at least 24 hours d) Ensure that all reasonable precautions are taken, such as the
and ensure that all reasonable precautions have been taken, such and ensure that all reasonable precautions have been taken, such cooling of the boundary and/or any hot spots which may be found.
as maintaining boundary inspections, noting cooling down rates as maintaining boundary inspections, noting cooling down rates
and/or any hot spots which may have been found. After this and/or any hot spots which may have been found. After this Procedure in the Event of a Fire in the Incinerator Room
period, an assessment party using radio communication and period, an assessment party using radio communication and
wearing breathing apparatus and lifelines can enter the space wearing breathing apparatus and lifelines can enter the space a) Close the incinerator room door and the ventilation flap, in order
quickly through a door, which is then shut behind them. Check quickly through a door, which is then shut behind them. Check to isolate the fire.
that the fire is extinguished and that all surfaces have cooled prior that the fire is extinguished and that all surfaces have cooled prior
to ventilating the LNG compressor room. Premature opening to ventilating the LPG compressor room. Premature opening b) Isolate the incinerator by pressing the emergency stop pushbutton
could cause re-ignition if oxygen contacts hot combustible could cause re-ignition if oxygen contacts hot combustible on the bulkhead, aft of the incinerator door and closing the gas oil
material. material. tank outlet valve.
Procedure in the Event of a Fire in the Electric Motor Room Procedure in the Event of a Fire in the Cargo Control Room c) Go to the control cabinet on the starboard side of the central CO2
flooding system room on the main deck aft. Unlock the control
a) Go to the emergency headquarters on the starboard side of the a) Go to the emergency headquarters on the starboard side of the cabinet for the incinerator and open the door.
main deck. Unlock the control cabinet for the electric motor room main deck. Unlock the control cabinet for the control room and
and open the door. open the door. d) Pull the handle to activate the three cylinders in the central CO2
flooding system.
b) The alarm sirens will activated due to the door releasing the b) The alarm sirens will activated due to the door releasing the
spring operated valve which directs compressed air from the spring operated valve which directs compressed air from the e) Proceed directly to the CO2 room to ensure that the correct
engine room to the electric motor room alarm sirens. engine room to the control room alarm sirens.
number of cylinders have discharged for the particular area.
c) Proceed directly to the CO2 room and manually release the two c) Proceed directly to the CO2 room and manually release the two
f) Ensure that all reasonable precautions are taken, such as the
cylinders marked EL MOTOR ROOM. cylinders marked CONTROL ROOM. cooling of the boundary and/or any hot spots which may be found.
d) Do not re-enter the electric motor room for at least 24 hours and d) Do not re-enter the control room for at least 24 hours and ensure
ensure that all reasonable precautions have been taken, such as that all reasonable precautions have been taken, such as
maintaining boundary inspections, noting cooling down rates maintaining boundary inspections, noting cooling down rates
and/or any hot spots which may have been found. After this and/or any hot spots which may have been found. After this
period, an assessment party using radio communication and period, an assessment party using radio communication and
wearing breathing apparatus and lifelines can enter the space wearing breathing apparatus and lifelines can enter the space
quickly through a door, which is then shut behind them. Check quickly through a door, which is then shut behind them. Check
that the fire is extinguished and that all surfaces have cooled prior that the fire is extinguished and that all surfaces have cooled prior
to ventilating the electric motor room. Premature opening could to ventilating the control room. Premature opening could cause
cause re-ignition if oxygen contacts hot combustible material. re-ignition if oxygen contacts hot combustible material.
Procedure in the Event of a Fire in the LPG Compressor Room Procedure in the Event of a Fire in the Paint Store
a) Go to the emergency headquarters on the starboard side of the a) Close the paint store door and the ventilation flap, in order to
main deck. Unlock the control cabinet for the LPG compressor isolate the fire.
room and open the door.
b) Go to the control cabinet on the starboard side of the central CO2
b) The alarm sirens will activated due to the door releasing the flooding system room on the main deck aft. Unlock the control
spring operated valve which directs compressed air from the cabinet for the paint store and open the door.
engine room to the LPG compressor room alarm sirens.
c) Pull the handle to activate the two cylinders in the locker on the
c) Proceed directly to the CO2 room and manually release the four main deck on the port side below the paint store.
cylinders marked LPG - COMPRESSOR ROOM.

5.2.6 Emergency Headquarters Emergency stop pushbuttons for the following:
Engine room ventilation fans
The emergency headquarters is situated on the starboard side of the Accommodation ventilation fans
accommodation block on the main deck. The room contains the following
safety equipment: Deck ventilation fans
Boil-off gas pipe duct ventilation fans
Start and stop pushbuttons for the engine room forward and aft fire and
deck wash pumps Port boiler steam stop valve
Cargo ESD activation lever Starboard boiler steam stop valve
Three sets of fireman outfits Boiler heavy fuel oil supply pumps
Boil-off gas valve V2140
Recharging compressor for the self contained breathing apparatus
bottles
Breathing Apparatus Compressor
Automatic exchange telephone
Release valve to close engine room skylight hatch Maker: Bauer
Model: U1H
Drager emergency escape breathing device Operating pressure: 200 bar
Spare fire hoses and fire axes Motor: 2.2kW
CO2 system release cabinets for the following areas: Starting Procedure
Engine room
a) Check the oil level in the compressor sump and replenish it if
LNG room necessary.
Electric motor room
b) Open the filling valve and the vent valve first, then the bottle
Cargo control room valve.
LPG room
c) Turn the switch on the starter panel to the ON position and press
Cargo tank ventilation masts the START pushbutton.
Quick-closing system for the following valves:
d) Close the vent valve after the compressor has started producing
Diesel oil storage tank outlet valve air.
Port HFO storage tank outlet valve
e) When the pressure gauge indicates 200 bar, close the bottle valve,
Starboard HFO storage tank outlet valve followed by the filling valve.
Gas ventilation flap valve
f) Open the vent valve and stop the compressor by pressing the
STOP pushbutton on the starter panel.
Veiw of Breathing Apparatus Compressor

Illustration 5.3.1a Cargo Plant Water Cooling System
To Outboard
Inert Gas
Generator V335 To
IG Refrigeration Plant LPG Plant
Condenser
Inboard
Inert Gas V412
Generator V409 V409 V409
From/To To
Fresh Water V452 Water Spray
Cooling System Overboard
System LD HD HD HD/LD
V451 PI V335
Compressors
Inboard LO Coolers
Inert Gas Generator From Outboard
Fresh Water Inert Gas V479
Circulating Pump Generator V340 V340
V407A V408 V408 V408
Plate Type V407A

Fresh Water Cooler
V341
To/From
Engine Room
To/From Engine Room
Fresh Water
Fresh Water Cooling System
Cooling
System
From
Auxiliary
Circulating
Pump Connection From
Tube and Shell Type Fire and Deck Wash
Fresh Water Cooler System
V407 From
Bilge Main
From/To Emergency
Auxiliary To Bilge
Circulating Aft Peak Suction
Pump V331 Tank
V323
PC
52 Sea Water
PI HC PI HC
HC Cooling 3a 3a 3c 3c
3b
Pump IG Plant
PCV PI LPG Plant
Key 52 (650m3/h at 25mth) CW Pump
CW Pump
(340m3/h at 5kg/cm2)
From (170m3/h at 5kg/cm2)
Sea Water
Bilge
Eductor Starboard
Electrical Signal
Forward
Bilge
Instrumentation
V330 V407A Well
V322
Bilge Sea
Sea Chest
Fresh Water Chest V329

5.3 Cargo Compressor Room Systems Operating Procedures LPG Circulation Pump System
5.3.1 Cooling Water System Inert Gas Cooling Water Pump System a) Ensure that the deck water spray line supply valve V479, the LPG
plant supply valve, the overboard and aft peak tank filling valves
a) Ensure that the engine room SW cooling system and LPG cooling are closed.
Inert Gas Sea WaterCooling Pump system cross-connection valves are closed.
Maker: Thune Eureka b) Ensure that the sea chest pump suction valve V329 is open.
No. of sets: 1 b) Ensure that the IG cooling system stop valves V335 are closed.
Type: CGD 200 centrifugal vertical c) Ensure the discharge valve V407 is slightly open and suction
Capacity: 340m3/h at 5kg/cm2 c) Ensure that the sea chest suction valve V329 is open. valve V407A is open.
Speed: 1,750 rpm
d) Open the pump suction valve V330 and ensure the discharge d) With the pump isolated, ensure that the pump turns freely by
LPG Sea WaterPump valve V331 is slightly open. hand.
Maker: Thune Eureka
No. of sets: 1 e) With the power off, ensure that the pump turns freely by hand. e) Vent off the pump casing and ensure that it is flooded.
Type: CGB 100 centrifugal vertical
Capacity: 170m3/h at 5kg/cm2 f) Vent off the pump casing and ensure that it is flooded. f) Ensure that the inlet valves V408 and outlet valves V409 on all
the compressor coolers to be used are open and that the drain
Sea water pump is used to cool the LNG high duty (HD) and low duty (LD) g) Ensure that the inlet and outlet valves on all the IG plant and valves are shut.
compressors’ lubricating oil coolers, the inert gas refrigeration plant cooler and coolers to be used are open and that the drain valves are shut.
the inert gas generator scrubber towers. g) Open the overboard valve V412 from the cooler discharge line.
h) Open the overboard valve V341 from the cooler and IG plant
The compressor coolers are supplied with sea water circulated by the LPG discharge line. h) Start the LNG circulation pump and slowly open the discharge
cooling water pump and may be cross-connected from the IG sea water system valve V407.
or the engine room SW cooling system. i) Start the IG pump and slowly open the discharge valve V331.
i) Check that the pump delivery pressure is at least 2 bar.
The IG refrigeration plant cooler and the IG generators are supplied with sea j) Check that the delivery pressure ia approximately 3.5 bar.
water from the IG cooling water pump. This system may be cross-connected j) Check that all the in-use coolers are venting off at the outlet water
from the LPG sea water cooling pump. k) Check that all the in-use coolers are venting off at the outlet water boxes to ensure that no air is entrained in the units. Ensure the
boxes to ensure that no air is entrained in the units. Ensure the vent valves are tightly closed.
The auxiliary SW circulating pump can also be used to supply the cooling vent valves are tightly closed.
water in an emergency. The compressors can now be used as required. See section 4.4 for further
The IG plant can now be started as required. See section 4.7.1 for further information.
Both the IG and LPG pumps are normally used together, with the cross- information.
connection valve used when required if one pump is not available.
The IG cooling water pumps also supply the water spray system.

Illustration 5.3.2a Steam To Deck Consumers
LNG
Vaporiser
V937 V937A V937 V1035A V1035 V1035

HD HD
Compressor Compressor Compressor Compressor LD Compressor
Compressor V937 V1035
Steam
Separator
V886 V886A V909 V909A V921 V921A
Turbine Turbine Turbine

V890 V1279 V1039 V1007 V1039 V1038
Cargo Heater
Turbine Turbine Turbine

Pre-Lub. Pre-Lub. Pre-Lub. V911 V911A V911 V1033A V1033 V1033
Pump Pump Pump
V911 V1033
V888 V942 V942
V1040 V1040 V1040
V889 V889 V941 V941 V941 V941

V1038 V1038 V1038
Drain to Deck Drain to Deck Drain to Deck
Cargo Heater
To
Atmospheric
Condenser
V911 V911A V911 V1033A V1033 V1033
V1032
V1032 V1032
Key
Steam V911 V1033
V1032
V1032 V1032
Condensate
Exhaust
V1032
V908 V1032 V1032
To Contaminated Main Deck Steam Exhaust Line
Steam Condenser V1002 From Forward Winches
Steam Supply From Forward Winches To Deaerating Tank In Engine Room

LP Steam Generator Drain on Deck V1042 V1035
V902

5.3.2 Steam to Cargo Consumers This is fitted to provide the oil supply for the turbine and compressor before
and during starting until the mechanically driven main gear oil pump is up to
Cargo Equipment Steam Supplies speed and feeding oil.
All the steam requirements for the vessel are generated in the two main boilers. The steam supply to the vaporisers is controlled by valve 937A. This valve is
In each boiler, steam from the steam drum is led to the primary superheater regulated by the level controller according to the condensate level. If the level
section. Steam from the superheater outlet is led to the internal desuperheater, rises too high, the steam valve is closed, shutting off steam to the vaporiser.
situated in the steam drum, from where it is distributed to the various steam
services (for further information about the desuperheated steam system, see the The steam supply to the cargo heaters is controlled by valve 911A. This valve
vessel’s Machinery Operating Manual, section 2.1.1). is regulated by the level controller according to the condensate level. If the
level rises too high, the steam valve is closed, shutting off steam to the heater.
Superheated steam from the outlet of each boiler is also led to two external This action halts any increases in water level which could lead to the formation
cooling/pressure control valve desuperheaters. The internal desuperheater of ice.
supplies the steam required during normal steaming conditions, with No.1
desuperheater ‘making up’ if the demand exceeds the output of the internal The steam supply to the atmospheric heater is controlled by valve 946A. This
desuperheater. These desuperheaters supply the ship’s services. valve is regulated by the signal from the heater’s temperature controller. The
controller regulates the valve in accordance with the temperature received
High duty compressors A and B, the low duty compressor, the cargo heaters from a temperature sensor located in the void space outlet.
and the vaporisers are all fed with 10kg/cm2 steam from the low pressure steam
system. There are various steam traps and drains fitted to the system to remove
condensate and therefore improve the efficiency of the heat exchangers.
The low pressure steam service system is supplied from the low pressure steam
generator at a pressure of 10 kg/cm2. In an emergency, the LP steam services
can be supplied from the desuperheated steam system. The low pressure steam
service system also feeds the winches and windlasses. For further information
about the low pressure steam system, see the vessel’s Machinery Operating
Manual, section 2.1.5.
Cargo Machinery
The steam is used as follows:
To drive the HD and LD compressors and their associated

lubricating oil pumps
To heat the compressor’s lubricating oil heaters
To heat the LNG cargo heaters
To heat the LNG vaporiser
The low pressure steam is supplied from the engine room to a steam header
located in the LNG compressor room. The desuperheated steam for HD
compressor C is supplied directly from the engine room to the compressor.
The steam supply to each compressor is regulated by their control valve

according to the compressor suction pressure. As well as driving the main
compressor turbine, steam is used to drive a small turbine which drives a
prelubricating oil pump.

Illustration 5.4.1a Mooring Winches and Deck Steam System
V1001
V905
V902
V905 V1005
LNG
Compressor V1005
Room
V1005
V905 V905
Air V1005 V905

Cond. Cargo
Control
V905 V1028
Room
V1005
V905
V1005 V1005
V915 V1028
V1005
V1028
V905 V1005
V1005
PCV
915A V905 V905
V1005
V915A
Deaerating V918C
Vent
Tank
Port and
Cooling Starboard
Water Overboard
From Vaporiser De-icing
in LNG Room
V934 V934
TCV
914A H.F.O Tank
Hot V1009 V1000
Water V1030
Heater
V914 V914A V914
1st Poop Dk Port To Fire Pump
V1010
V913B V1030 V1000 Sea Chest
V914
De-icing
V1011
V917
V901A PCV
Makeup from V912A V913A To FO Tanks
PIC 013A
Desuperheated 53
Steam System To FO Tanks Key
V900A and Boilers Contaminated
V815 PT V913 Steam Exhaust
53 V912 V901 Condenser
Cont. Condenser
Steam
V904 V1002
V814 V814A V814B PI V900 Condensate
53
LP Steam
V904 V904A V904 Instrumentation
To LP Steam TI PI To To
Generator IG Dehumidifier Electrical Signal
Generator 10 bar at 20 tonnes/h Dryer Filter Tank Filter Tank
Heating Coils Mooring Winch

5.4 Deck Machinery and Systems Each winch uses a double acting 2 cylinder steam engine driving a single Operating Procedure - Normal
reduction gear in an oil bath. The main gear case bearings and the crosshead
are force lubricated from a plunger type pump. The winches are ready for service, the steam system supply valves are open
5.4.1 Mooring Winches, Windlasses and Deck Steam System
and there is no condensate (eg, arriving in harbour):
Operating Procedure for Winches Unused for a Long Period
Windlass a) Open the winch steam supply valve.
If the winches have been left unused for a long period of time, the following
Maker: AS Pusnes Mekaniske Verksted procedure should be applied: b) Engage the drum or head coupling by moving the coupling lever,
Chain stopper type: WRW 14 if necessary, moving the control lever gently around the
Cable lifter type: M60 CU 14a0.14a a) Check the oil level in the gear case by observation of the dipstick. NEUTRAL position. When engaged, lock the coupling lever with
the locking pin.
Mooring Winches b) Check that the supply steam valves are closed (on all winches)
and check that all control levers are at the NEUTRAL position. c) Control the winch by slowly moving the control lever in the
Windlass Winches required direction.
Maker: AS Pusnes Mekaniske Verksted c) Open the deck steam system supply valve.
Type: 30/60 SM d) To hoist/heave in, push the control lever slowly in the HEAVE
No. of sets: 2 d) Check that all the drums and heads have their drives disengaged direction. The speed increases proportionally with the lever
and that the brakes are on. Set the control lever to the LOWER travel.
Focsle Centre Winch position.
Maker: AS Pusnes Mekaniske Verksted e) To lower/pay out, pull the control lever slowly in the LOWER
Type : 30 SM e) Open the exhaust valve. direction.
No. of sets: 1
f) Open the bypass valve (between the supply and exhaust lines). Sensitive Winch Handling Procedure
Focsle Port and Starboard Outer (Spring) Winches
Maker: AS Pusnes Mekaniske Verksted g) Open the drain cock. When very slow or delicate winch handling is required, the procedure is as
Type: 30 SM follows:
No. of sets: 2 h) Open the supply steam valve until the winch runs very slowly and
leave in this condition for approximately 2 minutes. a) Before engaging or connecting up to the load, close the steam
Aft Port and Starboard Outer (Spring) Winches supply valve.
Maker: AS Pusnes Mekaniske Verksted i) Close the drain cock and the bypass valves. This will cause the
Type: 30 SM winch to accelerate. If any water shocks are observed, repeat the b) Set the control lever to the HEAVE position.
No. of sets: 2 draining sequence.
c) Connect up the load. The winch is now controlled by means of
Aft Mooring Deck Port Starboard Outer Winches j) Slowly close the supply steam valve until the winch is idling adjusting the steam supply valve: Open the valve slowly to hoist
Maker: AS Pusnes Mekaniske Verksted slowly. Lubricate all the bearings (for further in-depth lubricating and close it slowly to lower the load. When lowering, the load will
Type: 30 SM instructions refer to the manufacturer’s manual). run away in a controlled manner, opening the valve
No. of sets: 1 (anticlockwise) will apply a braking effect.
k) Increase the speed to full slack-rope speed for approximately 3 or
Aft Mooring Deck Midship Winches 4 seconds.
Maker: AS Pusnes Mekaniske Verksted
Type: 30 SM l) Move the control lever to the NEUTRAL position. The winch is
No. of sets: 2 now ready for service. If the winch is not to be used immediately,
the steam supply valve should be closed.
The deck winches and windlass are fed from the deck steam system. This
system is fed from the engine room low pressure steam generator. For further
information about the deck steam system, see the vessel’s Machinery
Operating Manual section 2.1.2 Desuperheated Steam System.

Illustration 5.4.1b Winch/Windlass
Gear Wheel Cover
Live Steam
Valve
Exhaust Steam
Valve
Veiw of Winch/Windlass Steam and Exhaust Valves
Cylinder Guide Crank

Case Case
Views of WInch/Windlass Drive Cylinders and Main Gear Wheel Showing Pistons etc

Anchor/Windlass Operation - Dropping an Anchor Hydraulic Cable Lifter Brake The brake is failsafe in operation as a loss of hydraulic pressure will cause the
brake to be applied due to the fitting of spring discs in the piston.
a) At the windlass drive winches, engage and disengage the The hydraulically operated brake consists of the power pack, operating lever
couplings to suit the anchor requirements, ie, one or two drive and actuator cylinder. The power pack is situated at the forward bulkhead in Completion of Mooring Operations
engines. the focsle store. The hydraulic power pack consists of a 100 litre oil tank,
4.5kW electric motor and two tandem driven pumps. The brake cylinder is When the vessel is safely tied up, the winch ballcocks can be set to
b) Ensure the control levers are in the NEUTRAL position and open energised by moving the respective port or starboard operating lever, situated AUTOMATIC and the winches will automatically hold the lines under tension
the steam supply valve and the exhaust valve of the winches. on a console on deck between the two windlass. The cable lifter brake may be independent of loading, discharging and tidal range. However, some harbours
operated manually or hydraulically. To operate the brake manually, turn the have restrictions concerning the use of automatic winches when alongside and
c) Engage the cable lifter. handle clockwise, the brake will engage gradually according to the turns the vessel’s winches are usually left in the HAND configuration.
applied. To operate the brake hydraulically:
d) Set the control lever to HEAVE. After Use - Vessel Left Harbour
a) Tighten the brake manually until the two indicators cover each
e) Release the cable lifter brake so that the chain is tightened enough other. a) Lock the control levers in the NEUTRAL position.
to disengage the chain stopper. Tighten the brake again.
b) Start the power pack in the focsle store. b) Close the steam supply valves and the exhaust valves.
f) With the control lever in the HEAVE position, remove the
lashings. c) Move the operating lever to the BRAKE RELEASE position and c) Close the main deck system steam valve for the winches, if the
hold until the brake is released. weather conditions permit.
g) With the control lever still in the HEAVE position, regulate the
the anchor lowering speed down to the water surface by gently d) The released anchor speed can be controlled by moving the d) Open the drain cocks on the winches.
moving the control lever. The speed should not exceed operating lever toward the STOP position.
15metres/min. e) Open draining cocks on the pipe lines. When the winches are cold
and all condensate has drained away, the drain cocks may be
h) Stop the windlass when the anchor is just above the water. Tighten closed.
the cable lifter brake.
f) The winches should be left with all the brakes tightened down and
i) Disengage the cable lifter. Gently moving the control lever will the couplings disengaged.
maker the disengaging easier.
j) The anchor is ready to be dropped. This should be carried out in

steps in a controlled manner, using the brake as required.
k) When sufficient cable is payed out, the brake should be tightened

on and the stopper bar fitted, if required.
Anchor/Windlass Operation - Heaving/Stowing an Anchor
a) Heave in the anchor reducing speed accordingly as the anchor

reaches home.
b) When the anchor is fully home, the winch heave can then be
increased to ensure the anchor is seated correctly for lashing.
c) Secure the anchor correctly with lashings and make fast.
d) Close the steam supply valve and disengage the cable lifter.
View of the Windlass Hydraulic Brake

Illustration 5.4.2a Mooring Arrangement
MD-5 MD-4 MD-3 MD-2
2 Breast Lines 2 Breast Lines

MD-6 MD-1
4 Stern Lines
2 Springs 2 Springs 3 Head Lines
BD-4 BD-3 BD-3 Loading Platform BD-2 BD-1
No.12 No.13 No.1

No.11 No.2
No.10 No.3
No.4
No.9 No.8 No.5

No.6
No.7

5.4.3 Pilot and Accommodation Ladders Illustration 5.4.3a Required Boarding Arrangement for Pilot
Pilot Ladders There must not

be any shackles,
knots or splices
Two SOLAS compliant pilot ladders are available, for use in pilot embarkation The steps must
be equally spaced
and disembarkation in cases where the accommodation ladder cannot be used
due to sea conditions for example.
The steps must
be horizontal
The pilot ladders are moved from their stowage position to a position in which Spreaders must not be
the pilot ladder can be used in conjunction with the accommodation ladder to lashed between steps
facilitate easier access for the pilot.
The side ropes must

be equally spaced The loops are a tripping
hazard for the pilot and
can become fouled on
Officer In Contact With The Bridge
the pilot launch
Accommodation ladder should rest firmly against

ship's side and should lead aft.
Maximum 55° slope.
Lower platform horizontal.
Rigid handrail preferred. Pilot ladder must
extend at least Rigging for Freeboards of 9 metre or Less
2 metres above
lower platform Ladders to rest
firmly against
ship's side
3 to 7 metres depending on
Man-ropes without Spreader
size of pilot launch and swell
knots. Min. diameter Min. 180cm long
28mm (If required
by pilot)
TOLIP PILOT
30-38 Maximum 8 steps

A Pilot Ladder Combined With An Accommodation Ladder Is Usually The Safer Method
cm between spreaders
Of Embarking Or Disembarking A Pilot On Ships With A Freeboard Of More Than 9 Metres
Steps must be against

Very Dangerous ship's side
Ladder too long
5th step must

Side ropes
be a spreader
Min. diameter 18mm
40cm Height required

Min
PILOT PILOT
by pilot
PILOT
At night pilot ladder and ship's deck lit
by forward shining overside light

Illustration 5.4.3b Pilot and Accommodation Ladders
Hoisting
Winch
Upper Deck
Hoisting Wires
Hoisting
Winch Hoisting Wire
Plan
Maximum
Angle 55°
Hoisting
Rail For Upper Rest's Pilot Ladder
Winch
Platform
Turn
Table

Accommodation Ladders f) The two lower lightweight platform stanchions are then fitted.
Roping of the lower platform is then carried out and when
Maker: Acta complete, the ropes are led up each side of the ladder forming the
Type: 16kNS-12A middle rail.
Serial No. 99.32510.01
No. of sets: 2 g) Fit the upper platform ropes. The ladder is now rigged and can be
Capacity: 2 x 6kN lowered when required, keeping an eye on the tightness of the
Speed: 10m/minute ropes.
One aluminium alloy accommodation ladder is provided on each side of the h) Check there is a lifebuoy available, that the deck is clear of
main deck. The ladders are traversed, lowered and hoisted by means of obstructions and a heaving line is ready. If using the ladder in
compressed air motors operated from a control stand situated at the ship’s side. port, a safety net is to be rigged.
(Note: The ladders are designed to reach the ballast water line with an angle Securing
of inclination of not more than 55°. Always leave at least 2 layers of wire on
the lowering drum. Always check it is safe to lower or raise the ladder.) a) Hoist the ladder until the handrails are just below the davit.
Procedure for Lowering the Accommodation Ladder b) One man wearing harness and an inflatable life jacket unlashes
the platform and ladder ropes.
The accommodation ladder on the port or starboard side is controlled from its
own control stand. Compressed air motors are used to hoist/lower and to swing c) Swivel and remove the stanchions from the upper and lower
the ladder in and out. platforms of the ladder.
WARNING d) The second man wearing harness and an inflatable life jacket
This procedure requires work to take place outside of the ship’s rails. removes the pins securing the ladder handrails, one at a time. He
Appropriate personal protective equipment should be donned including then lowers each handrail in turn, so that the handrails rest flat on
lifelines attached to a suitable strong point. At night there must be the ladder.
adequate illumination to safely complete the task.
e) When the men are clear, hoist the ladder until it is vertical.
Rigging
f) Secure the ladder with all the lashings.
a) From the stowed position, un-ship all of the wire lashings.
g) Close the main air supply valve. Apply the covers to the winch
b) Ensure the air supply valve is open, blow the air supply line free and air motor. Remove the hose from the air motor and stow it to
of water and drain the water filter. ensure that the deck is kept clear.
c) Adjust the lower platform angle to a suitable position for the

intended use. Lower the ladder to clear it from its stowed position
and continue lowering until there is sufficient space underneath
the davit to erect the handrails.
d) Two men are required to don safety harnesses and inflatable

lifejackets and then rig the stanchions on the upper platform.
e) One man is to go down the ladder until he is just below the davit,
and raise each handrail in turn. The man at the ladder top secures
the handrails with the pins. In order to move up and down the
ladder safely, the safety harness can be attached to the wire
lashings.

Illustration 5.4.4a Deck Cranes
Hose Handling Cranes SWL 2.67 T - 12M
Provisions Crane SWL 4 T - 12M
QUARTER LOWER LEFT
WINCH CYLINDER SLEWING
WEAVE LIFT RIGHT

5.4.4 Deck Cranes The local start and stop pushbuttons for each crane are on the lower pedestal.
The wire rope is of 20mm nominal diameter and should be lubricated regularly
Hose Handling Crane with an appropriate lubricant.
Maker: Acta The wire sheaves are provided with roller bearings on steel axles. All bearings
No. of sets: 2 have grease nipple lubrication.
Type: HHC-30-26.7-12
SWL: 2.67 tonnes at 12 metres radius Hoisting Machinery
The winch unit consists of:
Provisions Crane Drum with bearing and brackets
Maker: Acta Winch gear with spring operated/pressure release fail safe brake
No. of sets: 1
Hydraulic motor with safety valve to freeze movement in case of
SWL: 4 tonnes at 12 metres radius
pressure drop
Description
Starting Procedure
Electro hydraulically driven deck cranes are provided for handling the cargo
a) Check that the control levers are in NEUTRAL.
hoses, fuel hoses and provisions and stores. The hose handling cranes are
positioned above the port and starboard manifolds and the provisions crane is
b) Check that the wire is run correctly in the sheaves and that the
positioned on the main deck at the port aft end of the engine casing.
wire rope ends are securely clamped.
Crane Control
c) Check the oil level and condition of the hoses and connections.
The crane is controlled from an open platform above the slewing ring.
Entrance to the platform is by ladder. All motions have stepless speed control
d) Start up the electric motor/hydraulic pump.
from 0 to maximum. Two motions can be operated at the same time with full
capacity, but with reduced speed.
e) If the ambient temperature is less than 10ºC, let the crane run until
the oil temperature is a minimum of 10ºC.
Load Limiting System
Each hydraulic circuit is provided with equipment for limiting hydraulic
f) Check that all movements (hoist-luffing-slewing) are operational
pressure to preset values corresponding to the crane capacity. These do not stop
without load.
the electric motor but divert the oil supply back to the holding tank.
g) The crane is ready for use.
Limit Switches
The crane is provided with an automatic hook stop when the hook reaches the
Parking the Hose Handling Crane
maximum top and bottom positions.
a) Park the crane with the jib in a horizontal position and resting on
Electro-Hydraulic Power Pack
the jib support cradle.
The crane is provided with a built in power pack. The electric pump/motor is
b) Stop the pump/motor.
located in the centre of the pedestal with the output shaft pointing upwards and
driving the hydraulic pump through a flexible coupling and shaft. The resevoir
c) Fit the jib securing bracket.
for the hydraulic oil is located in the upper rotating part of the crane pedestal.
The hydraulic oil circuit has a full flow suction filter with a changeable filter
insert.
The starter panels for the hose handling cranes are situated in the LPG electric
motor room, aft of the LPG switchboard and the starter panel for the provisions
crane is situated on the distribution board on the No.1 deck cross alleyway.

Illustration 5.5.1a Fire Detection and Alarms - Decks 1 and 2
Lifeboat
Deck - 1 Deck - 2
Cabin Cabin Cabin P.O.

Acet. Galley
135 131 125 Mess Room
Store
Chem. Oil
Store Store
Cabin
Oxy. Pantry Crew
112
Store Mess Room
Bounded Cabin
Store 117
Cabin
Acc 113 Acc Vent lift wc
Vent Lift wc
Vent Vent
Cabin Crew
Boiler Engine Swimming Boiler Engine
107 Day Room
Casing Casing Pool Casing Casing
Cabin
103
Cabin
104
Cabin
Incinerator 208
Room Cabin
108
Cabin
Acc AB Seam Acc
Vent Change Cabin Vent Linen 214
Vent Room Vent
116
Drying
Cabin
Room Cabin 218
120
Laundry
Cabin Cabin Cabin
132 236 222
Cabin Cabin Cabin Cabin Cabin

140 136 128 230 226
Lifeboat
Key
Alarm Horn
Alarm Bell
Alarm Pushbutton

Illustration 5.5.1b Fire Detection and Alarms - Decks 3 and 4
Deck - 3 Deck - 4
2nd wc 2nd
Engineer's Engineer's
Bedroom Day Room
Officer's Luggage 3rd

Dining Room
Officer's Batt Engineer's
Day Room Room Alternator Day Room
Room
3rd
Engineer's
Air Acc Vent lift wc Engine lift wc Bedroom
Conditioning Vent Vent
Engine
Vent Cargo
Boiler Engine Conference Engineer's
Casing Casing Room Bedroom
Hatch Cargo
Engineer's
Cadet Day Room
Engine
Vent
Air Acc Drying Officer TV Room Engine Changing Electrician's
Vent Room Cabin
Conditioning Vent Vent Room
Store Laundry
Catering
Cadet Officer's
Bedroom wc 3rd Officer's
Dispensary
Cabin
wc Catering Officer 2nd Officer's

Hospital 2nd Officer Day Room Cabin
Bath
Key
Alarm Bell
Alarm Pushbutton

Illustration 5.5.1c Fire Detection and Alarms - Decks 5 and 6
Deck - 5 Deck - 6
wc
Accessories
Spare
Cabin Pantry wc
Chief Engineer's
Bedroom
Chief
lift wc
Engineer's
Office
Chief Engineer's
Day Room
Hatch
Captain's
Day Room
wc
G
Captain's
Chief Office
Officer's
Office
Captain's
Bedroom
wc
Chief
Officer's
Bedroom Chief
Officer's
Day Room
wc
Key
Alarm Bell
Alarm Pushbutton
G General Alarm Pushbutton
Gas Detector Points

Illustration 5.5.1d Fire Detection and Alarm - Upper Deck and Engine Room
Key
CO2 Siren-Air Operated Alarm Horn Gas Detector - Portable Gas Detector Points
Alarm Bell Alarm Pushbutton O2 Indicator

Illustration 5.5.2a Fire Fighting Equipment - Decks 1and 2
Lifeboat
Deck - 1 Deck - 2

Acet. Galley
135 131 125 Mess Room
Store
Chem. Oil
Store Store
Cabin
Oxy. Pantry Crew
112
Store Mess Room
Bounded Cabin
Store 117
Cabin
Vent Lift wc
Vent Vent
Cabin Crew
107 Day Room
Cabin
103
Cabin
104
Cabin
Incinerator 208
Room Cabin
108
Cabin
Acc AB Seam Acc
Vent Room Vent
116
Drying
Cabin
Room Cabin 218
120
Laundry
Cabin Cabin Cabin
132 236 222
Key
230 226
140 136 128 Fire Hydrant 2 1.2"
Hose Boxes with 18m - 2"/20m 1½ Hose

and with Unifire V-16 Jet / Fog Nozzle
CO2 Nozzle
Lifeboat
9L Water/CO2
12kg Powder
6.8kg CO2
Fire Hydrant 2 1.2"
Stop Duct Keel Fans
Fire Flaps

Illustration 5.5.2b Fire Fighting Equipment - Decks 3 and 4
Deck - 3 Deck - 4
2nd wc 2nd
Bedroom Day Room

Dining Room
Room
3rd
Engineer's
Air Acc Vent lift wc Engine lift wc Bedroom
Engine Conference
Vent Cargo
Boiler Engine Room
Engineer's
Casing Casing Bedroom
Hatch Cargo
Engineer's
Cadet Day Room
Engine
Vent
Vent Room Cabin
Store Laundry
Catering
Cadet Officer's
Bed Room wc 3rd Officer's
Dispensary
Cabin

Bath
Key
Fire Hydrant 2 1.2"

9L Water/CO2
12kg Powder
6.8kg CO2
Fire Flaps

Illustration 5.5.2c Fire Fighting Equipment - Decks 5 and 6
Deck - 5 Deck - 6
wc
Accessories
Spare
Cabin Pantry wc
Chief Engineer's
Bedroom
Chief
lift wc
Engineer's
Office
Chief Engineer's
Day Room
Hatch
Captain's
Day Room
wc
Captain's
Chief Office
Officer's
Office
Captain's
Bedroom
wc
Chief
Officer's
Bedroom Chief
Officer's Key
Day Room
wc Fire Hydrant 2 1.2"

9L Water/CO2
12kg Powder
6.8kg CO2
Release Quick Closing Valve
Emergency Stop Gas Valves
Stop Duct Keel Fans
Fire Flaps

Illustration 5.5.2d Fire Fighting Equipment - Upper Deck and Engine Room
Fire Flaps in all Vent Ducts
A 250 250 250 250
250 250 250
Key
Dry Powder 750kg Container Dry Powder Room International Ship 9L Water/CO2 12kg Dry Powder Release Quick Closing Valve Stop Deck Fans Fire Spray Line
750
Shore Connection
Low Velocity Spray
250 Dry Powder 250kg Container Fire Hydrant 2 1.2" Hold Eductors 12kg Powder 2.5kg Dry Powder Emergency Stop Gas Valves Stop Duct Keel Fans
Applicator
Dry Powder Hose Box Hose Boxes with 18m - 2"/20m 1½ Hose CO2 Nozzle 6.8kg CO2 Fire Hydrant 2 1.2" Emergency Stop Gas Valves Fire Flaps Emergency Fire Pump
with Remote Control and with Unifire V-16 Jet / Fog Nozzle 50m3/h 113mwg
Dry Powder Room Hose Reel W/20m - 1½ Hose CO2 Remote Release 34kg/CO2 Stop Fuel Oil Pumps Stop Accommodation Fans Fire Pumps
and Unifire V-16 Jet / Fog Nozzle and Gas Supply Boilers 2x100m3/h 120mwg A Fire Hydrant 2 1.2"

Illustration 5.5.3a Lifesaving Equipment - Decks 1 and 2
Lifeboat
Deck - 1 20 Deck - 2
6
20

Acet. Galley
135 131 125 Mess Room
Store
Chem. Oil
Store Store
Cabin
Oxy. Pantry Crew
112
Store Mess Room
Bounded Cabin
Store 117
Cabin
Vent Lift wc
Vent Vent
Cabin Crew
107 Day Room
Cabin
103
Cabin
104
Cabin
Incinerator 208
Room Cabin
108
Cabin
Acc AB Seam Acc
Vent Room Vent
116
Drying
Cabin
Room Cabin 218
120
Laundry
Cabin Cabin Cabin
132 236 222

140 136 128 230 226
20
20
Lifeboat
Key
Survival Suits
Life Jacket
6 Liferaft
Smoke Mask

Illustration 5.5.3b Lifesaving Equipment - Decks 3 and 4
Deck - 3 Deck - 4
2nd wc 2nd
Bed Room Day Room

Dining Room
Room
3rd
Engineer's
Air Acc Vent lift wc Engine lift wc Bed Room
Engine
Vent Cargo
Boiler Engine Conference Engineer's
Casing Casing Room Bed Room
Hatch Cargo
Engineer's
Cadet Day Room
Engine
Vent
Vent Room Cabin
Store Laundry
Catering
Cadet Officer's
Bed Room wc 3rd Officer's
Dispensary
Cabin

Bath
Key
Life Jacket
Smoke Mask

Illustration 5.5.3c Lifesaving Equipment - Decks 5 and 6
MOB Lifebouy
Deck - 5 Deck - 6
wc
Accessories
Spare
Cabin Pantry wc
Chief Engineer's
Bedroom
Chief
lift wc
Engineer's
Office
Chief Engineer's
Day Room
Hatch
Captain's
Day Room
wc
Captain's
Chief Office
Officer's
Office
Captain's
Bedroom
wc
Chief
Officer's
Bedroom Chief
Officer's Key
Day Room
wc
Life Jacket
Survival Suits
Lifebuoys
Line Throwing Device

MOB Lifebouy
Parachute Distress Red Signal
GMDSS VHF

Illustration 5.5.3d Lifesaving Equipment - Upper Deck and Engine Room
Key
Survival Suits 6 Liferafts Emergency Exit
Line Throwing Device Emergency Headquarters Smoke Mask

Lifebuoys

Part 6
Cargo Operations
Illustration 6.1a Operating Procedures Schedule
Recommence normal operations
Evaporation of liquid residue

Void Spaces Cargo Tanks from cargo tanks.
(approximately 12 hours)
Precooling of cargo tanks
Nitrogen bleeding before loading
to wedge spaces.
Precooling of liquid lines (45 mins) Warming of cargo tanks.
LOADING
(approximately 12 hours) Gas freeing of cargo tanks.
Drainage of liquid lines (45 mins)
LOADED VOYAGE LOADED VOYAGE

(1-16 days) (1-16 days) Aerating of void Aerating of the
spaces. cargo tanks.
(approximately (approximately 24 hours)
Drying of void space
12 hours)
atmosphere.
Precooling of liquid lines (45 mins)
Recirculation
Drying of cargo tanks

DRY DOCK with air
during entire
DISCHARGING dry dock period
(approximately 12 hours) Preparing To Leave Dry Dock
Drainage of liquid lines (45 mins)

Drying of void spaces
with air.
(approximately
30 hours)
Preparing for dry dock
BALLAST VOYAGE BALLAST VOYAGE Inerting of the cargo tanks

(1-16 days) (1-16 days) with inert gas.
Precooling of cargo tanks (10 hours)
Drying of void space
atmosphere. Cooling of cargo tanks (ongoing)
Purging and drying
Precooling of cargo tanks Drying of the
of cargo tanks
void spaces
with warm methane.
with air.
Precooling of liquid lines (45 mins) (approximately 20 hours)
Post/pre Dry Docking Operations
Normal Operational Cycle

Part 6 Cargo Operations General Guidelines
6.1 Operating Procedures Overview Except in special circumstances (described in section 7) where a single tank or
void space may need to be isolated, the cargo tanks should be connected
together through the vapour line and the void spaces should be connected
The cargo control system is designed to be operated from the cargo control together via the recirculation loop by keeping the valves in these lines open.
room. However, some operations are required locally.
When the ship returns to cargo duties after a dry docking or refit, the tanks and
Equipment and plant such as compressors and pumps are protected by means lines will be full of ambient air. Before liquid cargo is reintroduced into the
of tripping devices which will shut down the plant in the event of an abnormal system, the tanks and lines must be oxygen (O2) and carbon dioxide (CO2) free.
temperature, pressure or other condition which may be harmful to the plant or
equipment if left unattended. In most cases an alarm will be raised before the
The tanks and lines should be oxygen free to avoid the formation of any
shutdown, giving personnel time to attend to the problem before a shutdown
explosive mixture.
occurs.
The tanks, lines and void spaces should be carbon dioxide free as this will
It should be emphasised that personnel should conduct their own routine
solidify at -78.5ºC.
inspections of running machinery in line with recommendations issued by the
individual equipment manufacturers.
There should be no humidity in the tanks and lines as this will lead to the
formation of ice.
There are certain cargo operating parameters that are worthy of special
mention, as follows:
The void spaces should be free from any moisture as this may penetrate the
tank insulation.
Void Space Pressure
The methods of drying and inerting the tanks, void spaces and lines is
To avoid even a remote possibility that the cargo tank shell may buckle, the
described in the appropriate following sections.
pressure of the void spaces should never exceed 0.05 bar over that of the cargo
tanks. There are void space pressure relief valves fitted to avoid this possibility,
see section 4.11.3 Void Space Relief Valves for further information.
Cargo Tank Temperature
To avoid thermal stress on the cargo tank shell and piping, sudden cooling
down must be avoided. The cooling down rates shown in section 6.2.4 should
be strictly followed.
Overfilling of Cargo Tanks
The greatest care must be taken to ensure that the cargo tanks are never
overfilled.

Illustration 6.2.1a Drying Cargo Tanks and Void Spaces

Moist Air Drawn Off
to Recirculation Fans V2306
Dried/Heated
Air
LNG
Compressor Nitrogen
Room Bleed
LNG
V2303 V2209
Compressors
V2315 V2315
Void Space
Dryers
V2314 V2314 Dried/Heated

Air Ducts
Cargo Tank Cross-Section
V2311 V2311
Recirculation
Fans 2,000m3/h
No.5 V2310 V2310 No.4 No.3 No.2 No.1

V2306 V2306 V2306 V2306 V2306
Purging
V2216 V2216 V2216 V2216 V2216 Outlets
at Dome
Boiler Purging V2213 V2303 V2303 V2303 V2303 V2303

V2209 V2209 V2209
/Compressor V2209
Sealing
Key
Starboard IG Connection at Starboard Manifold Port
Nitrogen Nitrogen Nitrogen
Buffer Buffer
From Tank From IG Outlet Tank Dry Air
Nitrogen 15m3 Engine Room at Starboard Manifold 25m3
Generator IG Plant Moist Air
V2352 V2352 V2352A
System

6.2 Post Dry Dock Operation f) Open tank vapour valves V2100, V2101 V2103, V2108 and e) Start the inert gas generator and ensure the generator is running in
V2109, to vent through the vent mast on each tank. the dry-air mode (see section 4.7.1, Inert Gas Generator). When
6.2.1 Drying Cargo Tanks and Void Spaces the oxygen content is satisfactory (approximately 21%) and the
g) Start the dry-air production. When the dew point is between - dew point is down to between -25°C to -45°C, open valve V2353
25°C to -45°C, open valve V2354 upstream of the two non-return upstream of the two non-return valves V2352 and valve V2352A
During a dry docking or inspection, cargo tanks which have been opened and valves V2352 and valve V2352A to allow the dry-air to pass into to allow the inert gas to pass into the main aeration header. Ensure
contain wet air must be dried primarily to avoid the formation of ice when they the liquid header. the spoon blank at the IG outlet at the starboard manifold area is
are cooled down and secondly, the formation of corrosive agents if the in the correct position.
humidity combines with the sulphur and nitrogen oxides, which might be h) Monitor the dew point of each tank by taking a sample at the
contained in the inert gas. The tanks are inerted in order to prevent the vapour domes. When the dew point is between -25°C to -45°C or
possibility of any flammable air/LNG mixture. Normal humid air is displaced less, close the filling and vapour valves of the tank. Disconnect
by dry-air. Dry-air is displaced by inert gas produced from the dry-air/inert gas the flexible hose and return the blank to the vapour header flange.
plant.
(Note: No.1 tank should be the final tank to be dried to ensure the system is
Dry-air is introduced at the bottom of the tanks through the filling piping. The always full of dry-air.)
air is displaced from the top of each tank through the dome and the vapour
header, and is discharged from the vent mast. i) Wet air which may be contained in the discharge lines from the
cargo pumps, float level piping and any associated pipework in
The operation, carried out from shore or at sea, and will take approximately 20 the cargo compressor room must be purged with dry-air. This is
hours to reduce the dew point to between -25°C to -45°C. normally carried out in conjunction with the drying of the cargo
tanks.
During the time that the inert gas plant is in operation for drying and inerting
the tanks, the inert gas is also used to dry (between -25°C to -45°C) and to inert j) When all the tanks and pipework have been dried out, stop the
all the other LNG and vapour pipework. Before the introduction of LNG or plant. Close the supply valves V2354, V2352, V2352A and valve
vapour, any pipework not purged with inert gas must be purged with nitrogen. V2016 to the LNG header.
Operating Procedure for Drying Tanks k) Disconnect the flexible hose at No.1 vent mast and replace the
Dry-air with a dew point of between -25°C to -45°C, is produced by the dry- blank flange on the vapour header.
air/inert gas plant at a flow rate of 5000Nm3/h.
(Note: It is necessary to lower the tank’s dew point by dry-air to between -
a) Prepare the dry-air/inert gas plant for use in the dry-air mode. See 25°C to -45°C before feeding the tanks with inert gas. This is in order to avoid
section 4.7.1 Inert Gas Generator and illustration 6.2.2a Inerting any formation of corrosive agents.)
Cargo Tanks. View of Void Space IG Connection
Drying Void Spaces
Showing Spoon Blank in Place
b) Install the flexible connection between the flange at the end of the
inert gas/dry-air feeder line and the liquid manifold or access to The procedure for drying the void spaces is as follows:
f) Monitor the dew point of each void space by taking a sample at
the liquid header. the outlet pipe. When the dew point is between -25°C to -45°C,
a) Install the flexible connection between the flange at the end of the
close the filling valves and replace the blank flange at the top of
c) Install the flexible connection between the flange on the vapour dry-air feeder line and the main aeration header.
the void spaces.
header line and the inlet flange at each tank’s vent mast.
b) Prepare the inert gas plant for use in the dry-air mode. (Note: It is possible to dry the void spaces at the same time as drying the tanks.
d) Open valves V2016, V2016A, V2004, V2008, V2012, V2020 and Dry-air is introduced to each tank via the vapour header and the moist air
V2024 to supply dry-air to the liquid header. c) Remove the blank flange in pipe 2305 at the top of the void space. discharged from the tank bottom through the filling pipe, led into the void
space aerating header through a flexible hose, and introduced to the void space
e) Open tank filling valves V2003, V2007, V2012, V2019 and d) Open the inlet valve to the void space bottom, valve V2303. bottom. Exhaust air is discharged to atmosphere from the top of the void
V2003. space.)

Illustration 6.2.2a Inerting Cargo Tanks

r
sso
pre oom
Vent
om R Mast
GC
Liq
LN V2100
uid
Va
V2138
Ni
01 5 V2052
po
32 1 V2
213
tro
V21 V
ur
ge
V2051
Liq
r
ou
Vap ater
n
Liq
PI V2051
uid
He 15
uid
V21 V2051
30 14
32 30 V21 V21 200 V2051
V21 V21 V2
.B 14A 061
Co
mp V21 V2
V2026
34 HD 016 015
A
V21 31 V2 V2
To r 1
ou V21 220 120
iler
s Vap ater V21
14 V
V2
Dome
Bo He 35 Vent 003
V21 061 V2004 V2
V2 Mast
S)
2(
V2101 00
36 A V2
13 V21 016 V2138
V21 35 V2 A V2055
V21 .A 200 V2002 (P)
V2
mp V2
Co No.1
20
V2054
HD
3
V21
28 V2054 Cargo Tank
e 26
pac V21
V2
V2054
3 9 id S er
20
V21 Vo r Dry 14
V2
3A
V2054
Ai V23
V2
17 .
23
V21 mp 25
20
13 Co V2027
4
V21 V21 14
LD V23
3
35 15 26
V22 V23 V21 nt Dome
15 Pla
G
LN iser V23 e N
To 2 007
or pac V2008 V2
Vap id S er Vent
Vo r Dry S)
11 25 A i Mast 6(
V21 V21 m ans V2
00
Voi re V21 t
cula ace H
e
or V2138
r F osphe c ir
Re id S p V2006 (P)
ate V2058 V2068
He e At m
ac V21
39
For Vo No.2
Sp V2057
V2057 Cargo Tank
V2057
V2057
22
V21 V2028
19
V21
V2
Dome
01
011
2
V2
s Vent (S)
ace Mast 01
0
Sp V2
Void V21
10
To V2108
V2010 (P)
18 V2138
V21 V2064 V2068 No.3
V2063
V2063
Cargo Tank
V2063
V2063
V2029
Spray
Pump
Dome
01 9
V2020 V2 D
Vent (S) FW
18
Mast
V20
V2109
V2066 V2138 V2018 (P)
No.4
V2065
V2065
Cargo Tank
V2065
A
V2065 015
Spray V2
To V2030
Pump
Emergency
120
Discharge Dome V2
Astern 02 3
V2024 V2 061
A V2 015
S) 016 200
A V2
( V2 V2
0 02
V2
35 2 061
V2002 (P) V2 V2
Liq
352A
No.5 V2 201
uid
V2 200
Cargo Tank 352 V2
Va
V2
016 po
Ni
V2 ur
tro
Engine Room
ge
IG Plant
Key
n
Inert Gas

6.2.2 Inerting Cargo Tanks Procedure to Inert after Refit h) By sampling at the vapour dome, check the atmosphere of each
tank using a portable oxygen analyser. The oxygen content is to
Inert gas, with an oxygen content of between 2% and 3% and a dew point of a) Prepare the dry-air/inert gas plant for operation in the inert gas be between 2% and 3% and the dew point is between -25°C to -
between -25°C to -45°C, is produced by the dry-air/inert gas plant at a flow mode. 45°C.
rate of 2,500Nm3/h. The inert gas is primarily nitrogen and carbon dioxide,
containing between 2% and 3% oxygen with a dew point of between -25°C to b) Install the flexible connection between the flange at the end of the i) During tank inerting, purge the air contained in the lines and
-45°C. inert gas/dry-air feeder line and the liquid manifold or access to equipment for about 5 minutes by using the valves and purge
the liquid header. sample points. It is important to ensure that all pipework and dead
Inerting After Refit ends are purged.
c) Install the flexible connection between the flange on the vapour
Before introducing vapour or liquid cargo into the cargo system, it is essential header line and the inlet flange at each tank’s vent mast. j) When the inerting of all the tanks and associated pipework and
that all air is purged from the system to prevent the formation of flammable equipment is completed, disconnect the flexible connection to the
mixtures. In this operation, the object is to replace all air in cargo tanks and d) Open the following valves: vent pipes and replace the flange blanks on the vapour line.
cargo pipework with inert gas.
k) Pressurise the tanks to 0.15 bar.
Inert gas from the ship’s IG plant is connected to the LNG liquid header and
led to the bottom of each cargo tank. The displaced air escapes to atmosphere Open Aft liquid manifold valve V2016 l) When all the tanks and pipework have been dried out, stop the
via the LNG vapour header and vent riser. Oxygen measurement is carried out plant. Close the supply valves V2353, V2352, V2354A and
Open Aft liquid ESD valve V2016A
using a portable analyser on samples drawn from each of the five sampling manifold valves V2016 and V2016A to the LNG header.
points in each cargo tank. Venting continues until the oxygen concentration at Open Inert gas supply valve V2352, V2352A Disconnect the flexible hose and replace the flange on the inert
all points is consistently between 2% and 3% and the dew point between -25°C gas supply line.
e) Open the following tank filling valves:
to -45°C.
Position Description Valve (Note: Until the ship is ready to load LNG for gas filling, the tanks may be
The inerting of LNG liquid and spray lines, including manifold crossovers, maintained under inert gas for as long as is necessary. If required, pressurise
Open No.5 cargo tank liquid header block valve V2024 the tanks to 0.05 bar above atmospheric pressure.)
pump risers, vaporisers and relief valve lines, is carried out at the same time as
the inerting of the tanks. LNG vapour lines at the manifold crossover and in the Open No.5 cargo tank liquid filling valve V2023
LNG compressor room are inerted on completion of the rest of the system. WARNING
When purging these pipelines, the volume of inert gas being discharged at deck Open No.4 cargo tank liquid header block valve V2020 Inert gas from this generator and pure nitrogen will not sustain life. Great
level can be minimised by routing the displaced gas, via the pressure build-up Open No.4 cargo tank liquid filling valve V2019 care must be exercised to ensure the safety of all personnel involved with
line, to vent at the vent riser. any operation using inert gas of any description in order to avoid
Open No.3 cargo tank liquid header block valve V2012 asphyxiation due to oxygen depletion.
This operation would be carried out before the ship’s arrival at the loading port. Open No.3 cargo tank liquid filling valve V2011
Other operations which will be carried out in preparation for first loading
would be: Open No.2 cargo tank liquid header block valve V2008
Purging/filling insulation spaces with nitrogen Open No.2 cargo tank liquid filling valve V2007
Purging/filling hold spaces with dry-air. Open No.1 cargo tank liquid header block valve V2004
Open No.1 cargo tank liquid filling valve V2003
As the IG plant is required for this latter operation, it would normally be
carried out either immediately before or immediately after inerting. Nitrogen f) Open the tank vapour valves V2109, V2108, V2103, V2101 and
purging can be carried out at any time before arrival. The inerting operation V2100 to vent through the vent mast on each tank.
takes about 24 hours.
g) Start the inert gas production. When the oxygen content is 4%
(unless oxygen content percentage is specified by the terminal)
and the dew point is between -25°C to -45°C, open the valve
V2353, upstream of the two non-return valves V2352 on the dry-
air/inert gas discharge line. Also open valve V2354A to allow the
inert gas to pass into the liquid header.

Illustration 6.2.3a Gassing Up Cargo Tanks

Vent
r
sso Mast
m pre oom
o R
GC
Liq
Va
LN V2100
uid
po
V2138
Ni
V2052
ur
1 5
32 213 201
tro
V21 V V
Liq
ge
V2051
Liq
r
ou
Vap ater
n
PI V2051
uid
uid
He 15
V21 V2051
30 14
32 3 0 V21 V21
V21 V21 200 V2051
.B 14A V2 A
mp V21 016 061 015 V2026
Co V2 V2 V2
34 HD
V21 31
To r
ou V21 220
1
iler
s Vap ater V21
14 V 120
Vent Dome
Bo He 35 V2 Mast 003
V21 061 V2004 V2
V2 00A
old 2 S)
anif e V2 2(
00
m M Lin 36
V2101 V2
Fro iquid 13 V21 A V2138
L
V21 V21
35 016 V2055
.A V2 V2002 (P)
V2
mp
Co No.1
20
V2054
HD
3
V21
28 V2054 Cargo Tank
e 26
pac V21
V2
V2054
3 9 id S er
20
V21 Vo r Dry 14
V2
3A
V2054
Ai V23
V2
17 p.
23
V21 m
20
13 Co V2027
4
V21 14
LD V23
3
25 26
35 V21 V23
15
V21
V22 rise
r
Dome
15 o Vent
G
LN iser V23 e Vap 007
or pac LN
G Mast V2008 V2
Vap id S er To
Vo r Dry S)
11 25 A i 6(
V21 V21 m ans V2
00
Fro ing F ating
d 39 t e V2103
Voi re V21 ula eH
or circ Spac V2138
r F osphe R e V2006 (P)
ate Void V2058 V2068
He e At m
ac V21
39
F or No.2
Sp V2057
V2057 Cargo Tank
V2057
V2057
22
V21 V2028
19
V21
V2
Dome
01
Vent 011
2
Mast V2
ace
s
0 (S)
Sp 01
Void 10 V2
To V21 V2108
V2010 (P)
18 V2138
V21 V2064 V2068 No.3
V2063
V2063
Cargo Tank
V2063
V2063
V2029
Spray
Pump
Dome
Vent 01 9
Mast V2020 V2 D
(S) FW
8
01
V2
V2109
V2066 V2138 V2018 (P)
No.4
V2065
V2065
Cargo Tank
A
015
V2065 V2
V2065
V2030 Spray
To Pump
Emergency 120
A V2
Discharge 200
3
Dome V2
Astern 02
V2024 V2 A 061
016 V2 015
( S) V2 V2
0 02
V2
061
V2002 (P) V2
Liq
No.5 201 Key
uid
V2
Cargo Tank 200
V2
Va
016 po Inert Gas/Vapour
Ni
V2 ur
tro
Liq
ge
n
uid
LNG Liquid
LNG Vapour
Inert Gas

6.2.3 Gassing Up Cargo Tanks There are exceptional cases where it may be necessary to undertake the (Note: For safety reasons, ensure the water curtain on the connected side is in
purging of one or more tanks at sea using LNG liquid already on board. In this operation.)
After a lay up or dry dock period, the cargo tanks are filled with inert gas or case the liquid will be supplied to the LNG vaporiser via the stripping/spray
nitrogen. If the purging has been done with inert gas, the cargo tanks have to header using the stripping/spray pump of No.3 or No.4 cargo tank containing k) Using the DCS system mimic, open the following cargo tank
be purged and cooled down when the vessel arrives at the loading terminal. LNG liquid. loading valves:
This is because, unlike nitrogen, inert gas contains 15% carbon dioxide (CO2), Position Description Valve
which will freeze at around -78°C and produces a white powder which can Due to local regulations on venting methane gas to the atmosphere, some port
block valves, filters and nozzles. authorities may require the entire operation to be carried out with the exhaust Open No.1 tank loading valves V2004, V2003
gases being returned to shore facilities.
Open No.2 tank loading valves V2008, V2007
During purging, the inert gas in the cargo tanks is replaced with warm LNG
vapour. This is in order to remove any freezable gases such as carbon dioxide Operating Procedures to Purge the Cargo Tanks with LNG Vapour Open No.3 tank loading valves V2012, V2011
and to complete the drying of the tanks. Open No.4 tank loading valves V2020, V2019
It is assumed, although unlikely, that all valves are closed prior to use.
Description Open No.5 tank loading valves V2024, V2023
a) Install the following spool pieces:
l) Open valve V2120, if using the port vapour manifold, and inform
LNG liquid is supplied from the terminal to the liquid manifold where it passes Liquid manifold header to vaporiser supply line the shore terminal to prepare for receiving gas to shore.
to the stripping/spray header via the appropriate ESDS liquid valve. It is then
fed to the LNG vaporiser and the LNG vapour produced is passed at +20°C to Liquid header to vapour line
m) Open valve V2016, if using the aft port liquid manifold, and
the vapour header and into each tank via the vapour domes. b) Swing the liquid header to vaporiser supply line spectacle piece request the shore terminal to commence the supply of LNG to the
into position. ship at a constant pressure of 5 bar.
At the start of the operation to fill the cargo tanks, the piping system and LNG
vaporiser are vapour locked. The stripping/spray header can be purged into the c) Prepare the LNG vaporiser for use. n) Adjust the tank pressure by decreasing/increasing the flow rate of
cargo tanks via the vapour dome through the arrangement of spray valves
LNG from the shore. The pressure can also be released by
containing the control valve until the liquid reaches the LNG vaporiser. The d) Adjust the set point of the temperature control valve to +20°C. adjusting the pressure relief valve setting at No.4 vent mast,
LNG vapour is lighter than the inert gas, which allows the inert gases in the
however, most terminals prefer the gas to be returned to shore.
cargo tanks to be exhausted up the tank filling line to the liquid header. The e) Adjust the set point of the pressure control valve V2203A to 6kPa
inert gas then vents to the atmosphere via the vent masts. (or required value) by using the inching control (manual control). o) Monitor the inert exhausting gas at each liquid dome. Use the mid
cargo tank sampling cock initially, followed by the sample cock at
When 5% methane (the percentage figure will be specified by the particular f) Open valves V2201 and V2200A to enable the supply to reach the the top of the loading line.
port authority) is detected at the vent mast riser, the exhaust gas is directed LNG vaporiser.
ashore via the HD compressors, or to the boilers through the gas burning line.
p) Purge all pipework and dead ends with warm LNG vapour or
This operation can be done without the compressors, subject to existing back g) Open LNG vaporiser inlet valve(s) V2203. nitrogen if available.
pressure, or with one or more HD compressors in service. If possible, it is
better not to use the compressors to avoid creating turbulence inside the tanks. h) Open LNG vaporiser outlet valve(s) V2235. q) When 5% methane is detected at the sampling points at all tanks
inform the shore terminal so that they can divert the exhaust gases
The operation is considered complete when the methane content, as measured i) Open valve V2118 to allow the supply to the vapour header. to the terminal facilities.
at the top of the cargo filling pipe, exceeds 80% by volume.
j) Open the following valves to the vapour domes:
The target values for N2 gas and inert gas CO2 is equal or less than 1%. These
values should be matched with the LNG terminal requirements.This normally
entails approximately 2 complete changes of the volume of the atmosphere in Position Description Valve
the cargo tank. Open No.1 tank header valve V2100
On completion of purging, the cargo tanks will normally be cooled down. Open No.2 tank header valve V2101
Open No.3 tank header valve V2103

Illustration 6.2.4a Cargo Tanks Cooldown Rates
TANK 1 SPRAY RATES TANK COOLDOWN RATES
Secondary Spray Rate

5 1 t/h 5 t/h Spray Rate
Level 1 m Below Equator Level 1 m Below Equator

Tank No.1 & 5 (4.7 Hours) Tank No.2,3 & 4 (5.7 Hours)
40
Tons
20
Spray Pipe 1 4 1 4
4 1&2
-0
Co
ol
Spare Units do
-20 wn Filling Rate
PI 1 2 3 4 Ra 1,500 m3/h
22 te
Li Each Tank
3 m
ita
-40 tio
n Start
EQUATOR 9
SPRAY
O
C/ Loading
TEMPERATURE h
RATE (OC)
(kg/h 103) -60
15.9 Hours
-80 Loading
2
Finished
-100
Spray Pipe 1
Maximum Temperature at Equator Before Loading (-113 OC)
-120
Initial Spray Rate
1
Maximum Temperature at Equator When the Liquid Level is 1 m Below (-138 OC)
-140
-160 Cargo Temperature (-163 OC)
0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30
0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 TIME (h)
PRESSURE AT PI-22 (kg/cm2)

6.2.4 Cooling Down Cargo Tanks c) Open the following valves on the liquid lines connecting the spray Cooldown of Cargo Tanks
line header to the liquid manifold:
Initial Cooling Down and Loading After the piping is precooled, LNG is introduced through the liquid crossover,
the spray main and the branch lines to the spray nozzles. The spraying proceeds
The cargo tanks will be filled with inert gas on arrival. Prior to the first loading, as follows:
and after gassing-up with LNG vapour, the cargo tanks are gradually cooled Open Forward liquid manifold valve V2015
down by spraying LNG received from the loading terminal through the spray a) The spray rate should be approximately 1,000kg/h per tank.
Open Liquid/spray header crossover valve V2061
nozzles located around the centre column. This operation, which produces cold
vapour to be returned ashore, must be carried out until the equatorial region of Open No.1 cargo tank spray ring block valve V2052 b) The pressure in the cargo tanks should be closely monitored as the
the tank is at least -115ºC. The maximum rate of cooldown is 9ºC per hour. pressure will start to build up. When the pressure reaches 0.15 bar,
Open No.2 cargo tank spray ring block valve V2055
start an HD compressor.
This cooldown must be carried out smoothly to avoid thermal stress on the tank Open No.3 cargo tank spray ring block valve V2058
shell. c) After approximately two hours, the spray rate can be increased to
Open No.4 cargo tank spray ring block valve V2064 5,000kg/h per tank by opening further spray ring valves as
In normal service, the ship will arrive with the equatorial region of the tanks at Open No.5 cargo tank spray ring block valve V2066 required.
about, but not warmer than, -115ºC. Full rate loading should not commence
until this figure is attained. d) Open the following shut-off valves to the spray rings at the tank d) The cargo tank is ready for loading when the temperature of the
domes: tank shell at the equator (from sensor TI-10) has dropped to at
LNG enters the cargo tanks through the filling line, while vapour is returned to least -113ºC. This temperature represents a total cooling down
shore using the HD compressors, if necessary, to maintain tank pressures Position Description Valve time of approximately 20 hours.
within limits. During this time, continuous cooldown spraying may be
necessary until the cargo reaches the equatorial level (for initial loading after Open No.1 cargo tank spray ring valves V2051 In order to protect the tank shell against thermal stress, a faster cooldown time
dry docking). The initial cooling down operation will take approximately 20 than this must be avoided. Correspondingly, loading must not be started if the
Open No.2 cargo tank spray ring valves V2054
hours. temperature of the tank shell at the equator is above -113ºC.
Preparation for Tank Cooldown: Cooldown of Spray Pipes The cargo tank pressure and the tank shell temperatures must be closely
monitored. If the tank pressure decreases to 0.04 bar below the void space
a) The HD compressors and the valves in the compressor room Open No.5 cargo tank spray ring valves V2065 pressure, the HD compressor(s) are automatically shut down. At the same time,
should be prepared for operation to such a level that only the the shut-off valves at the domes are closed.
actual starting operation remains. e) The spray lines will now be cooled down by the cold LNG being
supplied from ashore at a limited flow rate. The two aft spray pipes in each tank dome are spare units. However, they may
b) Cool down the spray pipes by firstly opening the following valves be used if the other pipes are not providing sufficient capacity. A spray rate
on the vapour return lines from the tanks to the manifold: higher than 5,000kg/h may be used, but the cooldown rate must not exceed a
rate faster than 9ºC per hour.
Position Description Valve Whenever a cargo tank is cooled down completely from ambient temperature,
Open No.1 cargo tank vapour valve V2000 the tank shell temperature, measured at the equator (from sensor TI-10), should
be recorded on the relevant time/temperature graph form.
Open No.2 cargo tank vapour valve V2101
Open Vapour header to LNG compressor room valve V2110
Open LNG compressor room discharge valve V2119
Open Vapour manifold ESD valve V2120

Illustration 6.2.4b Cooling Down Cargo Tanks Before Loading

Vent
sor Mast
res
Liq
mp Room
Co
uid
G
LN
Va
V2100
015
p
V2138
Ni
V2 V2052
ou
132 31
tro
V2 V21
r
ge
V2051
Liq
r
ou
Vap ater
n
Liq
PI V2051
uid
He 15
uid
V21 V2051
30 14 200
32 30 V21 V21 V2 V2051
V21 V21
p.B 14A 061 015
A
m V21 016 V2 V2 V2026
34 Co V2
V21 HD
To r 31 1
ou V21 V2
20
120
iler
s Vap ater V21
14
V2
Vent Dome
Bo He 35 Mast 003
V21 061 V2004 V2
V2
S)
2(
A 00
36 016 V2101 V2
V21 V2 0 A
13 35 220 V2138
V21 V21 V V2055
V2002 (P)
.A
V2
mp
Co No.1
20
V2054
HD
3
V21
28 V2054 Cargo Tank
e 26
pac V21
V2
V2054
39 id S er
20
V21 Vo r Dry 14
V2
3A
i V2054
A V23
V2
17 .
23
V21 mp
20
13 Co V2027
4
V21 14
LD V23
3
35 25 5 26
V22 V21 V23
1
V21 t
P lan Dome
15 Vent
G
LN iser V23 e N
To 2 007
or pac Mast V2008 V2
Vap id S er
Vo r Dry S)
11 25 A i 6(
V21 V21 m ans V2
00
t e
Voi re V 1
2 cula ace H
or ir V2138
r F osphe c
Re id S p V2006 (P)
ate Vo V2058 V2068
He e Atm
ac V21
39
Fo r No.2
Sp V2057
V2057 Cargo Tank
V2057
V2057
2
V 212 V2028
19
V21
V2
Dome
01
Vent 011
2
Mast V2
s (S)
ace 01
0
Sp V2
Void 10
To V21 V2108
V2010 (P)
18 V2138
V21 V2064 V2068 No.3
V2063
V2063
Cargo Tank
V2063
V2063
V2029
Spray
Pump
Dome
Vent 019
Mast V2020 V2 D
S) FW
8(
01
V2
V2109
V2066 V2138 V2018 (P)
No.4
V2065
V2065
Cargo Tank
A
V2065 015
V2
V2065
V2030 Spray
To Pump 120
Emergency
A V2
Discharge Dome 200
3 V2
Astern
V2024 V 202 061
A V2 015
016 V2
2 (S) V2
00
V2
061
V2002 (P) V2
Liq
No.5 201 00
uid
V2 2
V2
Cargo Tank
016 Va
po
Ni
V2
ur Key
tro
Liq
ge
n
uid
LNG Liquid
LNG Vapour

Procedure to Cool Down the Liquid Pipes Criteria and Additional Information e) Adjust the nozzle valves so that the spray pump load reads
approximately 27 amps.
When the temperature of the tank shell at the equator (from sensor TI-10) has Before liquid can be introduced into the cargo tanks, the temperature difference
dropped to at least -113ºC, cargo tank filling may be started. between the cargo tank equator and the liquid must be less than 50°C. It is In order to achieve effective spraying, the nozzle pressure should be
therefore necessary to cool down all the cargo tanks until the equator approximately 2.5 bar.
The first step before actual loading is to cool down the cargo loading lines. temperature average is -115°C before cooling down the aft loading arm and
loading lines. Log all relevant data during the entire operation.
This process is usually carried out at the same time as the tanks are being
cooled down. The aft arm can be cooled down from shore. This is achieved by opening the
loading valve on all the tanks and adjusting each throttle valve to 25% open,
a) LNG is introduced into the liquid lines by slightly opening valve before agreeing with shore side and fully opening the ESD liquid valve and
V2061 to admit a limited flow rate into the aft liquid crossover opening the manual liquid valve 7 turns. The terminal will then supply a
and liquid header. minimum flow of liquid into the chicksan arm which will eventually flow into
the tanks. Both HD compressors are run at a maximum of 14,000 rpm in order
b) The liquid will flash off immediately due to the high temperatures to stabilise the tank pressures at this stage.
as it enters the lines. The vapour generated by this will be
introduced into each tank through the filling pipe. It may be necessary to adjust/reduce the opening on the throttle valves and
reduce the number of spray nozzles in use for tanks with high pressure. If this
c) Open the liquid line from the crossovers to each cargo tank by does not help, the flow rate from shore will have to be reduced.
opening valves:
(Note: Keep in mind the vapour back pressure from shore and if it exceeds
0.22 bar, ask the terminal to open more to the flare. Relief valves will open at
0.25 bar but try to keep the pressure below 0.17 bar, which is 70% of relief
Open ESD valve on the aft liquid header V2016A valve setting, throughout the cooldown and loading operation.)
Open 10% Spray crossover valve to the liquid header V2016
Before the liquid reaches the level of 1 metre below the equator, the
Open No.1 cargo tank filling and block valves V2003, V2004 temperature difference between the liquid and the equator must not exceed
25°C (equator temperature -138C).
Open No.2 cargo tank liquid line valves V2008
Open No.3 cargo tank liquid line valves V2012 To achieve this:
Open No.4 cargo tank liquid line valves V2020 1. The tanks are recommended to be further cooled down by
Open No.5 cargo tank filling and block valves V2024, V2023 spraying, preferably from shore. This is achieved by adjusting the
manifold back pressure to 2.5 - 3.0 bar, by throttling the manual
The precooling must be closely monitored by observation of the temperatures liquid valve(s) on the manifold, provided the terminal accepts this
and pressures. The temperatures and pressure in the connection between the back pressure.
crossovers and liquid headers and the temperatures of the tanks are all
available on the DCS display. If a high pressure rise is observed, the flow rate 2. Or continue loading until there is approximately 3.5m in No.3 or
must be reduced by throttling in valve V2015 accordingly. No.4 cargo tank.
d) When the temperature in the liquid header at all the cargo tanks Then start the spray pumps as follows:
has fallen to -120ºC, the gate valve V2015 may be fully opened
and the loading valves at No.2, 3 and 4 cargo tanks can be opened. a) Open the spray pump discharge valve V2068.
The vessel is now ready to load. b) Open the 1 and 4 tonne nozzle valves on each tank.
c) Press the Stop pushbutton to reset the spray pump trips.
d) Press the Start pushbutton for the spray pump.

Illustration 6.3.1a Cooling Down Cargo Tanks Prior To Arrival

Vent
sor Mast
res
o mp Room
Liq
G C
LN V2100
uid
Va
V2138
Ni
015 V2052
po
32 31 V2
tro
V21 V21
ur
ge
V2051
Li q
r
ou
Vap ater
n
Liq
PI V2051
ui d
He 15
uid
V21 V2051
30 14
32 30 V21 V21 200 V2051
V21 V21 V2 A
.B 14A 061 015
Co
mp V21 016 V2 V2 V2026
34 HD V2
V21 31
To r
201
ou V21 0
iler
s Vap ater 211
4 V2 212 Vent Dome
Bo He 35
V V Mast 003
V21 061 V2004 V2
V2
A 2 (S)
016 00
3 6 V2 200
A V2101 V2
13 V21 5 V2 V2138
V21 V21
3 V2055
V2002 (P)
.A
V2
mp
Co No.1
20
V2054
HD
3
V21
28 V2054 Cargo Tank
e 26
pac V21
V2
V2054
39 id S er
20
V21 Vo r Dry 14
V2
3A
V2054
Ai V23
V2
17 p.
23
V21 om
20
13 V2027
4
V21 DC 14
V 3
2
3
L
35 25 15 26
V22 V21 V23 V21 nt
15 Pla Vent
Dome
G
LN iser V23 e N
To 2 007
Vap id S er
Vo r Dry (S)
11 25 Ai 06
V21 V21 m ans V2
0
t e
Voi V21 ula eH
or here circ Spac V2138 V2006 (P)
rF p R e
ate tmos o id V2058 V2068
e
H eA
ac V21
39
For
V No.2
Sp V2057
V2057 Cargo Tank
V2057
V2057
22
V21 V2028
19
V21
V2
Dome
01
Vent 011
2
Mast V2
es (S)
S pac 01
0
V2
Void 10
To V21 V2108
V2010 (P)
18 V2138
V21 V2064 V2068 No.3
V2063
V2063
Cargo Tank
V2063
V2063
V2029
Spray
Pump
Dome
Vent 01 9
Mast V2020 V2 D
(S) FW
0 18
V2
V2109
V2066 V2138 V2018 (P)
No.4
V2065
V2065
Cargo Tank
V2065
A
015
V2065 V2
V2030 Spray
To Pump 120
Emergency V2
Discharge Dome
Astern 023 A
061
V2024 V2 200 V2
V2 015
V2
2 (S)
V2
00
20 16A
V
061
V2002 (P) V2
Liq
No.5 201 0
u
V2 20
id
Cargo Tank V2
016
Va
po
Ni
V2
ur Key
tro
Liq
ge
n
uid
LNG Liquid
LNG Vapour

6.3 Ballast Passage 6.3.1 Cooling Down Cargo Tanks Prior to Arrival f) Start the spray pump and circulate the LNG back to No.3 tank (or
No.4 tank) via the spray nozzles.
Cooling Down Cargo Tanks During a Ballast Voyage When loading orders are received, the quantity of coolant (heel) has to be
decided, taking into consideration the length of ballast voyage and chartering g) Open the following spray ring block and nozzle valves to allow a
The spray cooling system is fitted to cool down the cargo tanks before the instructions. flow to the tanks:
loading of cargo. This is in order to protect the tank shell against the thermal
stresses and shocks of sudden expansion. The coolant is taken in one (#3 or #4). Regarding the temperature restriction to Position Description Valve
be kept in the equator profile during the voyage due to low filling-up ratio,
The spray system consists of the piping and the spray pumps. The piping refer to the Appendix to Classification Certificate. Open No.1 cargo tank spray ring block valve V2052
consists of a main header, running along the ship from tank No.1 to tank No.5.
Open No.1 cargo tank spray ring nozzle valves V2051A, V2051B
This header is connected to the liquid crossovers for LNG cargo supply from A spray programme has to be made in such a way that the cargo tanks’ equator
the shore and to the two spray pumps. One pump is fitted in tank No.3 and the temperature, on arrival in port, is according to the charter’s instruction/order. Open No.2 cargo tank spray ring block valve V2055
other in tank No.4, for the supply of LNG when the ship is at sea.
The use of BOG as fuel has to be optimised during the voyage.
The spray pipe header is connected to each tank dome by four spray pipes Open No.4 cargo tank spray ring block valve V2064
supplying the spray nozzles with liquid. Two of the pipes serve as spare units. The spray pump(s) have to be used at the designed flow when operated. Low Open No.4 cargo tank spray ring nozzle valves V2053A, V2053B
The LNG is sprayed through the 10 spray nozzles in each tank to obtain a flow will give an unacceptably high down thrust load on the pump lower
uniform distribution within the tank. There are also 10 spray nozzles spare in bearing. Open No.5 cargo tank spray ring block valve V2066
each tank. The spray nozzles are connected to the main system by four spray
pipes of which pipes No.1 and No.2 would normally be used. Pipe No.1 CAUTION
supplies two nozzles and pipe No.2 supplies eight nozzles. The spare units, The pressure and ampere load for the pump(s) have to be watched
pipes 3 and 4 also supply the same number of nozzles. carefully to avoid a possible breakdown of the bearing. h) Once the pipelines are cooled down, the flow rate can be
increased by opening up the spray nozzles and shutting No.3’s
The nozzles connected to pipe No. 1, 2 and 4, each have a spray rate capacity Preparation for Cooling Down the Cargo Tanks nozzles, ensuring that the pressure build up is controlled at all
of 500kg of LNG at 1.53kg/cm2 pressure drop across the nozzle. The nozzles times. In an emergency or critical situation, excess pressure can
connected to pipe 3 each have a capacity of 1,000kg of LNG. a) The LD compressor would normally be in operation supplying be vented through the valve to No.4 vent mast.
BOG to the boilers.
If severe flashing occurs, the remaining nozzles may be used in order to keep i) The cooling down rate must not exceed 9°C per hour, measured at
the minimum cooldown time. The spray rates are remotely controlled from the b) Open the following vapour header tank valves: the equatorial ring.
DCS system by operation of the shut-off valves. The cooling down rate must
not exceed 9ºC per hour measured at the equatorial ring. j) The cargo tank is ready for loading when the temperature of the
Position Description Valve tank shell at the equator has dropped to at least -113°C. This
Open No.1 cargo tank vapour header valve V2100 temperature represents a total cooling down time of
approximately 20 hours.
Open No.2 cargo tank vapour header valve V2101
c) Cool down the spray pipes using the spray pump in No.3 or No.4
tank.
d) Open valve V2068, from the spray pump to the spray header.
e) Open valves V2058 and V2057 A and B if using No.3 spray pump
and tank.

Illustration 6.4.1a Preparations for Loading
Terminal Ship
Prior To Terminal Ship
Arrival Terminal advises ship of arm Ship advises terminal of tank Test ESD
Witness and log ESD1 operation Logic test of ESD operation
configuration to be used condition (Warm)
Pilot/loading master advises Witness and log ESD1 operation
A and C: LNG loading Warm terminal control room before opening ship's manifold
B: Vapour return Inerted valves
etc
OR
Boil - Off
Ship confirms ETA When ship's vapour return manifold Fully open ship's vapour return
To Shore
B and D: LNG loading is open, open loading arm vapour valve
Ship advises systems operational
C: Vapour return return valve
Ship advises changes (if any) Ship's cargo tanks will balance with
If ship inerted, vapour return to shore tank at approximately 0.12 bar
line - up with shore flare
Arrival Secure ship at jetty Ship checks communications
Cool Down
Ship continuously monitors Cool down loading arms and Ship advises terminal of readiness
Pilot/loading master advises
loading frequency ship's liquid lines as per To start cool down of loading arms
terminal on completion
Main propulsion on standby terminal's requirement and ship's liquid lines.
Fire fighting equipment ready Terminal advises ship when ready CCR requests start
Fire main pressurised Cool both arms simultaneously
until frosted over entire length
Operaton controlled by loading
master (approximately 45/60 minutes)
Secure gangway Check gangway
OR OR
Hand over crew list
Pilot/loading master advises If ship is in inerted condition, If ship is in inerted condition,
terminal staff Display appropriate signage advise ship when ready to start CCR advises terminal when ready
cool down of first loading arm to start cool down of first loading
and liquid line arm and liquid line
Preloading
Meeting Loading master Relevant ship's personnel Ship's CCR specifies flow rate
Relevant terminal personnel Review loading schedule
Review loading schedule
ESD Test
(Warm) Initiate ESD1 signal from shore via Witness and log ESD1 operation
Connecting radio link of all ship's valves
Up Vapour return arm connected first Loading strainers in place
Witness and log ESD1 operation
Position safety locks Manifold blanks removed of all shore hydraulic valves
Pressure test with N2
Ship's CCR confirms readiness to
Gas Up
Terminal confirms readiness to gas up lines and tanks
(If Inerted)
Check gas up ship's lines and tanks
Terminal control room checks Monitor from CCR Ship's CCR specifies liquid flow rate
System Total Gas Up
Line - Up system line - Up Vapour return lined up to shore Ship's CCR requests start Time
If ship inerted, vapour return to flare until CO2 content as Approximately
terminal's requirements then line When CO2 content is as per terminal's
line - up with shore flare requirement, inform terminal 20 Hours
up for normal vapour return
recovery Continue gassing up until a CO2
Safety content is as per terminal's
Carry out safety inspection Carry out safety inspection
Inspection requirement
Complete and sign safety checklist Complete and sign safety checklist
Start side water curtain at manifold
Cool Down
Terminal confirms readiness to cool Ship's CCR confirms readiness to Total Gas Up
Tanks
down ship's pipelines and tanks cool down tanks And
CTS Carry out initial CTS gauging Carry Out
out initial
Carry Initial CTS gauging
Gauging Initial cool down flow rates Ship's CCR specifies liquid flow rate Cooldown
before opening ship's manifold in accordance to Time
valves Ship's CCR requests start Approximately
vessel's requirement
Ship's CCR informs terminal when 36 Hours
cool down complete
Ready For Loading

6.4 Loading l) All forms required by LHC or the charterer are to be filled in and
signed by the shipper, the terminal, the surveyor and the
authorities (customs).
6.4.1 Preparations for Loading
Company Directives Loading Rates
(Note: The maximum loading rate is 7,500m3/h with all five tanks open. See The loading rates are dependant on the capacity of the shore side pumps,
the appendix to classification certificate.) below is a guide to the rates which can be safely taken.
5 tanks open: 7,500m3/h
a) The chief officer is to prepare a detailed loading and deballasting
plan which includes the trim and stability conditions during 4 tanks open: 6,000m3/h
loading and the topping up procedures to be included. 3 tanks open: 4,500m3/h
b) The pre-arrival meeting is to be held within 72 hours and the pre- 2 tanks open: 3,000m3/h
arrival checklists are to be completed.
1 tanks open: 1,500m3/h
c) A pre-loading meeting is to be held together with the terminal Compressor Vapour Return Capacity
representatives. The ship/shore safety list is to be filled in.
1 HD compressor running: 12,000m3/h
d) The CTM is to be carried out together with the terminal 2 HD compressors running: 36,000m3/h
representatives, surveyors and authorities.
(LD compressor: 3,000m3/h)
e) All connections (bonding wire, telephones, loading and bunkering
arms) at the manifold are to be carried out according to the
terminal’s cargo handling manual.
f) The HD compressors are to be made ready for use for sending

vapour to the shore.
g) The chief officer is to supervise all loading operations on board.
h) The sounding, temperature and pressure is to be checked and

noted on all cargo tanks according to the schedule during the
loading. The cargo monitoring record is to be filled in.
i) The pressure at the manifold is to be checked and noted according

to the schedule.
j) When the loading is completed, all valves at the manifold are to

be closed according to the terminal’s procedure. The manifolds
are to be blanked as soon as the loading arms are disconnected.
k) The CTM (custody transfer measurement) is to be carried out

together with the terminal representatives, surveyors and
authorities.

Illustration 6.4.2a Cargo Lines Cool Down

Vent
sor Mast
res
Liq
o mp Room
C
uid
G
LN
Va
V2100
015
Ni
po
V2 V2052
tro
32 31 V2138
ur
V21 V21
ge
V2051
Li q
r
Liq
ou
n
PI Vap ater V2051
ui d
uid
He 15
V21 V2051
3 0 1 4 200
32 130 V21 V21 V2 V2051
V21 V2 5A
.B 14A 206
1
201
Co
mp V21 016 V V V2026
34 V2
V21 HD
To r 31 20 1
ou V21 V2 120
iler
s Vap ater V21
14 V2
Vent Dome
Bo He 35 Mast 003
V21 061 V2004 V2
V2
S)
2(
A 00
36 016 V2101 V2
13 V21 V2
200
A
V21 35 V2
V2055
V21 .A
V2138 V2002 (P)
V2
mp
Co No.1
20
V2054
HD
3
V21
28 V2054 Cargo Tank
e 26
pac V21
V2
V2054
3 9 id S er
20
V21 Vo r Dry 14
V2
3A
V2054
Ai V23
V2
17 .
23
V21 mp
20
13 Co V2027
4
V21 14
LD V23
3
25 15 26
V22
35 V21 V23 V21 nt
Pla Dome
15 N Vent
G
LN iser V23 e To 2 V2008 007
or pac Mast V2
Vap id S er
Vo r Dry S)
11 25 A i 6(
V21 V21 m ans V2
00
d 39 Fro ing F ating
t e V2103
Voi re V21 ula eH
or
r F osphe ecirc Spac V2006 (P)
ate R V2138
He e At m 39 Void V2058 V2068
No.2
ac V21 Fo r
V2057
Sp
V2057 Cargo Tank
V2057
V2057
22
V21
V2
V2028
01
19
2
V21
Dome
Vent 011
Mast V2
s (S)
ace 01
0
Sp V2
Void 10
To V21 V2108
V2010 (P)
18
V21 V2064 V2068 V2138
No.3
V2063
V2063
Cargo Tank
V2063
V2063
V2029
Spray
Pump
V2020 Dome
Vent 01 9
Mast V2 D
(S) FW
18
V 20
V2066 V2138 V2018 (P)

V2109 No.4
V2065
V2065
Cargo Tank
V2065
A
015
V2065 V2
V2030 Spray
To Pump 120
Emergency V2
Discharge V2024 Dome
3 A
Astern
V2
02 200 061
V2 V2 015
V2
( S)
02 6A
V2
0
V201
061
V2002 (P) V2
Liq
No.5 201 00
uid
V2 2
V2
Cargo Tank
Va
016
po
Ni
V2
Key
ur
tro
Liq
ge
n
uid
LNG Liquid
LNG Vapour

6.4.2 Cargo Lines Cooldown o) When the gas analyser shows 50% Lower Explosion Limit (LEL), Position Description Valve
the ship’s vent mast must be closed and the vapour must then be
Open No.1 cargo tank liquid line valves V2003 V2004
Inerting and Gassing Up sent to the boilers for use as fuel and/or to the shore for flaring (or
in accordance with terminal requirement). Open No.2 cargo tank liquid line valves V2008 V2007
a) Shipboard management (ie, Master, chief officer and chief Open No.3 cargo tank liquid line valves V2012 V2011
engineer) and cargo engineer plan the operation. p) The gasup (purging) is completed when the CO2 readings at all
outletsis <1% by volume (refer to the terminal requirement) at the Open No.4 cargo tank liquid line valves V2020 V2019
b) All gas measuring equipment is to be tested and calibrated. manifolds, vent mast connections, drains and gauge piping. Also
Open No.5 cargo tank liquid line valves V2024 V2023
all outlets on compressors and adjacent piping must be measured
c) All relevant safety regulations are to be adhered to. for any traces of O2 or CO2. c) Open the port aft ESD valve V2016A and starboard forward ESD
valve V2015A.
d) The Master will advise when the operation can commence. q) All additional equipment used during the process is to be rigged
down. Blind flanges are to be refitted and drains and test points d) Open the manifold block valves V2015 and V2016 on the side
e) The cargo engineer is to check the tanks for any leftovers and are to be closed before the cooldown is commenced. arms connected. Open the ESD valve V2015A and V2016A and
secure all hatches in the tanks. The check list for closing down the request the shore to supply LNG at a slow rate to cool down the
cargo tanks is to be filled in. The cargo engineer is to be the last r) The cargo engineer is to prepare the HD compressors for use shore arms and liquid header.
person to leave the tank. before the cooldown is commenced.
e) Open the three gate valves V2061, connecting the spray crossover
f) The cargo lines are to be checked for any signs of water by s) The cool down of the cargo tanks is to be carried out according to to the liquid crossover, allowing a limited flow into the liquid
opening the drains, flanges etc. the respective cargo handling manual and the temperature lines.
requirements laid down in the appendix to the classification
g) The inert gas generator is to be tested and adjusted in due time certificate. The pre-cooling must be thoroughly monitored by observation of the
before the operation is commenced. temperatures and pressures. Temperature monitoring at the liquid header and
t) All temperatures, pressures and the cooldown rate are to be crossover connection and at each cargo tank is available at the DCS mimic.
h) The dehumidifiers are to be reactivated and made ready for use. recorded according to the cooldown report. The pressure at the header between the two crossovers is also available via the
DCS system mimics. If a high pressure is observed at this point, the HD
i) The inert gas is to be checked at regular intervals for the correct u) The shore terminal is to be advised in due time for cooling down compressor(s) should be started and the flow rate reduced.
O2, dew point and CO2 content. The chief officer/cargo engineer the remaining loading arm(s).
is to take the final readings. f) When the temperature at the liquid header at the tanks has fallen
Pre-Cooling of Liquid Pipes Before Loading to approximately -120°C, the gate valves may be opened slowly
j) The chief officer is to prepare a detailed purging, loading and and the last shut-off valve at the manifold/crossover can be
deballasting plan including trim and stability conditions during Company Directives opened.
loading.
The cargo tanks will normally be maintained at -113ºC during a ballast voyage
k) A pre-loading meeting is to be held together with the terminal by regular spraying. As long as the tanks are at this temperature, cooling down
representatives. The ship/shore safety list is to be filled in. of the cargo liquid pipes may now commence. The operation must be started
in due time before loading.
l) All connections (bonding wire, telephones. loading and bunkering
arm) at the manifolds are to be carried out according to the LNG is introduced into the liquid crossover and liquid header at a limited flow
terminal’s procedure. rate. The liquid flashes off immediately due to the high temperature within the
pipes and the vapour that is generated is introduced to each tank via the filling
m) When the cooldown of the loading arm is completed and the pipe. The pre-cooling is then carried out as follows:
vaporiser is made ready, the purging of the cargo tanks and lines
can commence. The outgoing temperature from the vaporiser is to a) Set up the HD compressors to discharge vapour ashore via the
be set to approximately 10ºC. vapour manifold and prepare for operation.
n) The gas analyser is to be put into operation at the ship’s vent mast b) Open the liquid line from the crossovers to each cargo tank by
to continuously check the inert gas for any sign of LNG vapour opening the following valves:
concentration.

Illustration 6.4.3a Cargo Loading with Vapour Return to Shore via the High Duty Compressors
Vent
sor Mast
Liq
res
mp Room
uid
C o
G
LN V2100
Va
Ni
015 V2138
p
V2 V2052
ou
tro
32 31
V21 V21
Liq
r
ge
V2051
Liq
r
ou
uid
n
PI Vap ater V2051
uid
He 15
V21 V2051
30 14 200
32 30 V21 V21 V2 V2051
V21 V21 A
.B 14A 206
1 015
Co
mp V21 016 V V2 V2026
34 V2
V21 HD
To r 31 1
ou V21 220 120
oile
rs Vap ater V21
14 V
V2
Vent Dome
B He 35 061
Mast 003
V21 V2 V2004 V2
S)
2(
A 00
36 016 A V2101 V2
V21 V2 0
13 35 220 V2138
V21 V21
V V2055
V2002 (P)
p.A
V2
om No.1
20
C V2054
HD
3
V 212
8 V2054 Cargo Tank
6
pac
e 212
V2
V V2054
39 id S er
20
V21 Vo r Dry 14
V2
3A
V2054
Ai V23
V2
17 p.
23
V21 m
20
13 Co V2027
4
V21 14
LD V23
3
25 6
35 V21 15
V21
2 t
V22 V23 Plan Dome
15 N Vent
G
Vap id S er
Vo r Dry S)
11 25 Ai 6(
V21 V21 m ans V2
00
t e
Voi re V21 c ula ce H
or ir V2138
r F osphe c
Re id Sp
a V2006 (P)
ate o V2058 V2068
He e Atm
ac V21
39
For
V No.2
Sp V2057
V2057 Cargo Tank
V2057
V2057
2
V 212 V2028
19
V21
V2
Dome
01
Vent 011
2
Mast V2
es (S)
ac 01
0
Sp V2
Void V21
10
To V2108
V2010 (P)
18 V2138
V21 V2064 V2068 No.3
V2063
V2063
Cargo Tank
V2063
V2063
V2029
Spray
Pump
Dome
Vent 019
Mast V2020 V2 D
(S) FW
018
V2
V2109
V2066 V2138 V2018 (P)
No.4
V2065
V2065
Cargo Tank
V2065
A
015
V2065 V2
V2030 Spray
To Pump 120
Emergency V2
Discharge Dome
Astern 023 200
A 061
V2024 V2 V2
V2 015
S) V2
0 2( 6A
V 20 V201
061
V2002 (P) V2
Liq
No.5 201 0
uid
V2 20
V2
Cargo Tank
Va
016
po
Ni
V2 Key
ur
tro
Liq
ge
n
uid
LNG Liquid
LNG Vapour

6.4.3 To Load Cargo with Vapour Return to Shore via the High Request the shore terminal to start loading at a slow rate and check that all Any alarms sounding would then clearly be cargo alarms.
Duty Compressors systems are tight and that LNG cargo is entering the tanks via the spray header.
4. Notify the terminal one hour prior to the topping up of the first LNG cargo
The procedure is as follows: Confirm that the temperature of the tank shell at the equator for the first tank tank. Reduce the loading rate to about 3,500m3/h.
to be loaded is at least -113°C.
a) Set up the HD compressors to discharge vapour ashore via the 5. At the passing of the 95% alarm (or corresponding level) of the first tank,
vapour manifold and prepare for operation. f) On No.1 tank, crack open the tank loading valve V2003 and stop the BOG to the engine room (if used) and physically check that the main
confirm that LNG liquid is entering the tank. gas valve is closed.
b) Open valve V2010, the vapour header to HD compressors vapour
supply. g) Start loading slowly into the other four tanks by opening valves 6. Topping up of the cargo tanks shall be carried out with no less than 10
V2007, V2011, V2019 and V2003, continuing spraying to minute intervals between each tank. At about 15 minutes before starting
c) Open the HD compressors inlet valves, V2113. maintain the temperature and reduce gas generation. As the topping up, the communication with the shore control room/loading master
pressure rises, the HD compressors may be started and gas sent shall be confirmed.
d) Open the HD compressors outlet valves, V2115 and V2114A. ashore.
7. When two of the tanks have been completed, reduce the loading rate to about
e) Open valves V2117 and V2119, the discharge from the HD h) Once loading into all tanks is confirmed and the gas pressure is 2,500m3/h. Reduce the loading rate to about 1,000m3/h prior to topping up the
compressor to the vapour header manifold. under control, the loading rate can be increased as required and last cargo tank.
the flow rates to each tank adjusted to allow for the final topping
f) Open valve V2120, the vapour manifold to shore. off. 8. The tank filling valve of the last tank to be topped up must remain in the
OPEN position for liquid draining purposes. Stop the last loading pump when
Set up the cargo tanks and the liquid header to load as follows: i) As the tank temperature reaches -138°C, the spray crossover the tank level reaches about 25-30cm from the finish level. When the draining
valves V2061 can be closed and once the spray line is drained, of the loading arm is completed, all liquid valves must be closed at the
a) Open the valves V2061, the liquid crossover to spray header. close the tank spray ring block valves V2052, V2055, V2058, manifold and confirmed closed.
V2064 and V2066.
b) Open the spray ring block valves to each tank V2052, V2055, 9. The loading is not completed until all the valves at the manifold are closed.
V2058, V2064 and V2066. j) The loading rate is reduced as the tanks near capacity, to allow for
a controlled topping off. 10. If necessary, never hesitate to use the ESD.
c) Open the manifold liquid valves V2016A, V2016, V2015 and
V2015A. Topping Up Procedures 11. If the Chief officer or his deputy at any time feels he needs assistance at
any time, he is free to call for it.
d) Open the cargo tank liquid header block valves V2004, V2008, 1. The Chief Officer is responsible for carrying out all the stages of LNG
V2012, V2020 and V2024. loading, including topping of tanks. His attention shall be focused on cargo If at any time during the cargo transfer procedure, including the topping up
operations only during the topping up period. procedure, when reaching an alarm status without such an alarm being
e) Open the following first spray nozzle valve on each tank: activated, the cargo transfer should be stopped immediately until the reason(s)
2. The cargo engineer shall assist the chief officer during the topping up of the for the failure has been identified.
tanks.
Position Description Valve (Note ! This topping up procedure is to be included in the loading plan.)
Open No.1 cargo tank spray nozzle valve V2051 One qualified deck officer shall be stationed at the tank domes during topping
up of the cargo tanks, in order to monitor the actual level. k) When all the shore loading pumps have stopped, stop the HD
Open No.2 cargo tank spray nozzle valve V2054 compressors and prepare for the draining of the liquid lines to the
The deck officer has to report to the CCR when the level is about 30cm below final tank.
Open No.3 cargo tank spray nozzle valve V2057
the finish level.
Open No.4 cargo tank spray nozzle valve V2063 l) All LNG remaining in the downward leg of the loading arms and
Closing of the loading valve(s) shall be visibly checked and confirmed. the manifold connection is to be drained to the tanks through the
Open No.5 cargo tank spray nozzle valve V2065
spray line assisted by nitrogen pressure from ashore. The LNG
3. Deballasting should be completed/interrupted one hour prior to the topping and vapour manifolds are then purged with nitrogen until an
In order to get liquid to the spray valves, open cross-connection valve V2961 up procedure. This is to avoid alarms being activated from the ballast panel acceptable hydrocarbon content is reached.
and close in valve V2061A. during during the topping up procedure.
m) Close vapour manifold valve V2120.

Illustration 6.4.3b Completing Loading
Terminal Ship
Loading
Terminal confirms readiness CCR giving hourly reports to
terminal of cargo received and
Loading rate is running at loading rate
maximum rate approx. 7,500 m3/h
CCR ready to give terminal
15 minutes notice of any changes
required
Terminal Ship
Final CTS
Topping Off Gauging Final CTS gauging by Final CTS gauging by ship's
CCR gives 15 minutes notice of loading master/surveyor designated cargo officer
topping off and according to topping
off procedure Complete documentation Complete documentation
Disconnect
Loading Arms Disconnect and park arms Fit blanks to ship's manifold
Engage storm locks flanges
Terminal stops flow at ship's
request Fit blanks to liquid loading and
vapour return arm flanges
Remove
Stopping Gangway Terminal staff action Ship's staff witness
Terminal stops flow CCR requests stop
Loading pumps shut down
Draining
Terminal shuts terminal liquid CCR shuts manifold liquid
loading valves loading valves
Terminal drains shore line to Vapour return line to shore and

surge drum system using N2 to all spray nozzles on all tanks
displace liquid to remain open during draining
Terminal pressurises loading arm Line up for draining through spray

using N2 line
Open spray/cool down valve to
displace liquid in shipside section
of loading arm
When pressure in loading arm
drops to 0.12 bar close manifiold
valve. Check for liquid and repeat
if required until outboard section
is free of liquid
Repeat for other loading arm
Purge and inert liquid loading Open Out

Carry ship's manifold
Initial valve to
CTS Gauging
Inert displace vapour
arms and vapour return arm:
Loading Arms Complete when hydrocarbon
Close all manifold valves
content is less than 2%

n) Close the liquid manifold ESD valves V2015a and V2016A.
o) Open the spray line crossover valves V2061.
p) Open the spray header block and spray inlet valves to No.4 tanks
V2064 and V2063A.
q) Request the shore terminal to pressurise the loading arms with

nitrogen gas and check that there is no liquid at the manifold drain
valves.
r) On completion of liquid drainage, carry out vapour purging. The

hydrocarbon content in the liquid and vapour manifold
connections at the purge valves should be confirmed as 2% or
below. Shut all manifold, tank loading and spray line valves.
s) Carry out the final custody transfer.

Illustration 6.4.4a Deballasting
Sea Suction
V56 HC V60
1A
V13
SI HC PI 801
1 20a
1 1
Emergency
Bilge Suction
V71
Connection For
V96 V94 V92 V90 V88 V86 V84 V82 V80 V78 V74
Backflushing
Main Condenser
V57 V23 V99 V69 V72
V70
V63
From
Fire and Deck
Ballast Tank
Wash System V33
V98 V97
V57 V72
V95 V93 V91 V89 V87 V85 V83 V81 V79 V77 V77
V64 V59 V71

V55A V55 V53 V53

SI HC PI 801
2 2 2 20b
HC Ballast
V66 2A Pump V61
1,200 m3/h
Key Sea Suction
Sea Water
Bilge
Electrical Signal

6.4.4 Deballasting Ballast Operations Procedure to Set Up for Deballasting: To Pump to Sea
Company Directives In the ballast system there are two ballast pumps with suction from all ballast a) Shut sea suction valves V60, V61 and sea crossover valve V58.
tanks. Each pump is of the electric vertical centrifugal type with a discharge
a) Carefully follow the instructions in the trim and stability capacity of 1200m3/h. b) Open the pump overboard valve V56.
particulars booklet and the instruction book for the DCS system
as per the discharge/loading plan. In normal service, the port pump is connected to all port tanks and the c) Open the pump discharge valves V54 and V55.
starboard pump to all the starboard tanks. However, it is possible to draw from
b) It should be remembered that free liquid surfaces seriously reduce both sides with one pump. d) Open the pump suction valves V52 and V53. Block valves V52
the stability of the vessel. and V53 should be still open.
From the cargo control room, all the ballast valves can be hydraulically
c) Ensure that all ballast operations are under full control, ie, there controlled. The same pipes and valves are used both for the filling and e) Open the tank suction valves. The tanks are taken down one pair
should be no water in any empty spaces and ensure that tanks emptying of all the ballast tanks. at a time, as required, to maintain draught, trim and stability. The
which are supposed to be empty are in fact empty. The operator(s) loading of the cargo tanks should counteract the amount of ballast
should make reference to the vessel’s trim and stability The ballast eductor works as a stripping pump for the ballast tanks and as a discharged.
particulars. priming unit for the ballast pumps. This is a water driven unit with a discharge
capacity of 100m3/h, using drive water from the engine room bilge ejector f) Start the ballast pumps. Should the discharge rate require the use
d) Local conditions such as mud etc, should be taken into pump. of only one pump, the crossover line could be used by opening
consideration when ballasting. valve(s) V59 and V59A, making the tank discharge lines
Procedure to Set Up for Deballasting: To Run to Sea common. The main ballast pump is used to take as much as
e) Gravity ballasting and deballasting should be used wherever possible out of the tanks, leaving the final draining to be
possible. a) Open sea suction valves V60, V61 and sea crossover valve V58. completed via the eductor.
(Note: Ensure the maximum draught is regularly checked during b) Open block valves V52 and V53. g) Open the eductor discharge valve V66.
ballasting/deballasting, especially alongside during low tide.)
c) Open the tank valve (e.g. for No.3 side tank port and starboard) h) Open the eductor drive water supply valve V33 and start the
Ballast Pumps V90/V84 and V89/V83. fire/bilge pump.
Maker: Weir d) Run ballast to sea, keeping the vessel upright and ensure that the i) Stop the main ballast pumps and shut the suction, discharge
Type: Mark 3 UXL vessel’s trim and stability is maintained at all times. valves and overboard valves, V52, 53, 54, 55 and 56.
Capacity: 1,200m3/h
No. of sets: 2 e) Once the level in the tanks has equalised with the sea level it will j) Shut the block valves, V52 and V53.
be necessary to use the pumps to continue with the ballast
discharge. k) Open the suction crossover valves V59 and V59A.
l) Open the tank valve(s) as required, one set at a time.
m) On completion of draining the tanks, ensure that the tank suctions

are closed before shutting off the drive water to avoid water going
back to the tank. Shut down the eductor system.

Illustration 6.5.1a Loaded Voyage with Normal Boil-Off Gas Burning
Vent
sor Mast
res
o mp Room
Liq
G C
LN
uid
V2100
Va
Ni
V2138
015 V2052
po
tro
32 213
1 V2
V21
ur
V
ge
V2051
Liq
r
ou
n
Liq
PI Vap ater V2051
uid
He
u
15
V21
id
V2051
30
V21
14 200
32 30 V21 V2 V2051
V21 V21 A
.B 14A 061 015
mp V21 016 V2 V2 V2026
34 Co V2
V21 HD
To r 31 1
ou V21 220 120
iler
s Vap ater V21
14 V
V2
Vent Dome
Bo He 35 Mast 003
V21 061 V2004 V2
V2
(S)
016
A
002
36 V2 A
V2101 V2
13 V21 200 V2138
V21 35 V2 V2055
V21 .A V2002 (P)
V2
mp
Co No.1
20
V2054
HD
3
V21
28 V2054 Cargo Tank
e 26
pac V21
V2
V2054
39 id S er
20
V21 Vo r Dry 14
V2
3A
i V2054
A V23
V2
17 .
23
V21 mp
20
13 Co V2027
4
V21 14
LD V23
3
25 26
35 V21 15
V21 nt
V22 V23 Pla Dome
15 N Vent
G
Vap id S er
Vo r Dry (S)
11 25 Ai 06
V21 V21 m ans V2
0
Voi V21 ulat e He
or here cir c ac V2138 V2006 (P)
rF p Re id Sp
ate tmos Vo V2058 V2068
e
H eA
ac V21
39
For
No.2
Sp V2057
V2057 Cargo Tank
V2057
V2057
22
V21 V2028
19
V21
V2
Dome
01
Vent 011
2
Mast V2
s S)
ace 0(
Sp 01
Void 10 V2
To V21 V2108
V2010 (P)
18 V2138
V21 V2064 V2068 No.3
V2063
V2063
Cargo Tank
V2063
V2063
V2029
Spray
Pump
Dome
Vent 019
Mast V2020 V2 D
S) FW
8(
01
V2
V2109
V2066 V2138 V2018 (P)
No.4
V2065
V2065
Cargo Tank
V2065 A
015
V2065 V2
V2030 Spray
To Pump 120
Emergency V2
Discharge Dome
Astern 023 200A 061
V2024 V2 V2 V2 015
V2
S)
2( 016
A
00
V2 V2
061
V2002 (P) V2
Liq
No.5 201
uid
V2 200
V2
Cargo Tank Key
Va
016
po
Ni
V2
ur
tro
Dry Air
Liq
ge
n
uid
Moist Air
Cold LNG Vapour
Warm LNG Vapour

6.5 Loaded Voyage With Boil-Off Gas Burning Void Spaces: Dry-air Circulation e) Open valves V2310 and V2311, the inlet and outlet to/from the
recirculation fans.
The dew point in the void spaces is to be kept as low as practicable to avoid
6.5.1 Loaded Voyage With Normal Boil-Off Gas Burning
condensation and corrosion to the metal structure as well as providing a dry f) Open valves V2303 on all void spaces, the inlet to the void space
barrier around the main insulation. air supply duct.
During the laden voyage, the movement of the vessel and the external heat
passing through the tank insulation generates convection currents within the Air is drawn by means of the recirculation fans, situated in the LNG g) Start the recirculation fan(s).
bulk cargo, causing the hot LNG to rise to the surface. This is then boiled off. compressor room, from the void spaces to the void space dryer then through
This natural boil-off amounts to 0.25% per day and is used as fuel in the ship’s the heater for the void space atmosphere, before being returned back to the h) Monitor the dew point and the temperature of the air being
boilers. void spaces. returned to the void space by means of the dew point detector
installed in the cargo control room. These are connected to sensor
The boil-off gas is drawn from the common vapour head with the LD The available ‘cold’ in the boil-off vapour is used for drying the void space elements situated in the top of the void spaces and the outlet dryer
compressor and then passed through an LNG heater before being sent to the atmosphere. Drying is carried out in two heat exchangers of the shell and tube for the void space atmosphere.
engine room where it either supplements or replaces the fuel oil depending on type, in which cargo vapour flows through the tubes. Any moisture in the void
the ship’s requirements. space atmosphere will condense outside the tubes and freeze to ice. The ice i) The pressure in the void spaces is controlled by the pneumatically
formation will reduce the heat exchange in the dryer. When the atmosphere operated safety valves situated on each void space outlet pipe.
The procedure for sending gas to the boilers is as follows: coming out from the dryer is higher than -50°C, regeneration is necessary. The
supply of void space atmosphere and cold cargo vapour is shut off and heated j) On completion of drying the void space atmosphere to the
a) Set up the LD compressor to discharge to the boilers (as described cargo vapour is introduced through the tubes. The ice will now melt and the required levels, shut down the system and continue to monitor.
in section 4.4.2) and prepare for operation. Check the steam and water produced is drained off through a drain pipe.
lubrication systems are set up correctly. The LD compressor Nitrogen Circulation in the Wedge Space
should be ready to start. (Note: The dryers are used one at a time, when one is in service the other is
regenerated.) Nitrogen is used as a seal gas in the cargo turbine compressor glands, for
b) Open each of the vapour tank valve V2100, V2101, V2103, purging the gas line to the ship’s boilers, the gas freeing of level indicators and
V2108 and V2109 to make the vapour header common. After the flow has passed the dryer, it will be heated to about 30°C in a steam for bleeding to the wedge space of the cargo tank. This is the tank skirt
heater before being introduced back to the void space. connection at the equator ring.
c) Open valve V2110, the vapour header to compressor inlet supply
line. Procedure to Circulate the Void Space Atmosphere Nitrogen vapour is bled into the wedge space via valve V2209, from the
nitrogen generator, where it is introduced into the upper insulation space at the
d) Open the LD compressor inlet valve V2128. The LD compressor is set up to supply cold vapour to the void space dryer top of the tank. The nitrogen vapour then flows down along the surface of the
from the vapour header. tank shell to a drainpipe. The nitrogen vapour and any leaked LNG gas is
e) Open the LD compressor outlet valve V2130. exhausted into the void space where it mixes with the dry-air atmosphere in
Steam is supplied to the void space atmospheric heater to warm through before this space (see illustration 6.2.1a for information).
f) Set up the LNG cargo heater(s) to discharge to the boiler, set point use.
at +45°C and ready to start. A gas detection sample point is situated in the vicinity of the drain pipe exit
Refer to illustration 6.2.1a. The procedure is as follows: which will give an early warning of any gas leakage from the shell into the
CAUTION insulation space.
When using cargo as fuel for the boilers, the vapour heater used must be a) Open valves V2125 and V2126, the supply of cold vapour to and
thoroughly preheated by steam before the compressor is started and from the void space dryer in use. In the unlikely event of an LNG liquid leakage, this liquid will be drained
methane vapour is admitted. This prevents ice forming. If necessary, the through additional drain pipes, which are protected by bursting discs. These
operator should use the bypass valve in the steam inlet pipe. b) Open valve V2314, the air supply to the void space dryers from discs will burst when exposed to cold liquid, activating the gas detector
the recirculation fans. through the sample points located adjacent to these rupture disc outlets.
g) Open the heater LNG outlet valve V2132.
c) Open valve V2315, the air outlet from the void space dryer.
h) Start the LD compressor; the amount of gas drawn off is regulated
via the DCS system to the ship’s requirements. d) Open valves V2306 on all the void spaces, the outlet to the
recirculation fan supply line.

Illustration 6.6.1a Preparations for Discharging
Terminal Ship
Prior To
Cargo lines at -100ºC (as required by the Terminal Ship
Arrival Terminal advises ship of arm
terminal). Check system
configuration to be used: Terminal staff. Relevant ship's personnel.
line - up
LNG unloading Ship checks communications.
Vapour return Ship continuously monitors
Firefighting equipment ready loading frequency. Carry Out
out initial
Carry Initial CTS gauging
Gauging
Check fender system Main propulsion on standby. CTS Carry out initial CTS gauging. before opening ship's manifold
Check ship/shore communications Firefighting equipment ready. valves.
Position spotting line Fire main pressurised.
Check speed of approach meter ESD system checked.
Gas/fire detection system checked. Initiate ESD1 signal from ship/shore.
Valve remote control system tested. Test ESD Witness and log ESD1 operation of
(warm) all shore hydraulic valves. Witness and log ESD1 operation
CTS activated. of all ship valves.
Water in manifold spill trays.
Cargo pumps insulation tested.
Arrival
Secure ship at jetty Ship confirms ETA. When shore vapour ESD valve is
Ship advises systems operational. open, open ship's vapour ESD valve.
Pilot/loading master advises Open Vapour
terminal on completion Ship advises changes (if any). Fully open shore vapour ESD valve. Ship's cargo tanks will balance
Manifold Valve
with shore tank at approx. 0.12 bar.
Main propulsion on standby.

Hand over crew list. Ship advises terminal of readiness
Display appropriate signage. to start cool down of loading arms.
Cool down unloading arms.
Rig Cool Down
Gangway Use of Main Communication Terminal advises ship when ready. CCR advises terminal and sends
Terminal staff
Equipment and Radars Prohibited low flow of cargo by spray pump.
Hot Work Prohibited
Observe Port Regulations Cool both arms simultaneously
VHF/AIS in low power mode until frosted over entire length.
Continuously check mooring Operation controlled by loading

tension and fire wires approximately master (approx. 45/60 minutes).
Safety Carry out safety inspection.
Inspection 2m above water line at all times
Complete and sign ESD Test
safety checklist (cold) Terminal advises ship when ready.
Witness and check rigging of gangway. Initiate ESD1 signal from ship/shore.
of all shore valves.
of all ship's valves.
Predischarge Carry out safety inspection.
Meeting Terminal staffreview discharge
Complete and sign safety checklist.
schedule and confirm safety checks.
Check O2 levels at sampling points. Safety Carry out safety checks jointly Check through terminal safety
Checks with ship. checks jointly with terminal staff.
Relevant ship's personnel

review discharge schedule and
Connect confirm safety checks. Ready For Discharging
Arms Vapour return arm connected first.
Position safety locks.
Pressure test with N2.
Start manifold water curtain.
Inert to <1% O2.
Loading strainers in place.
Connect pneumatic hose.
Manifold blanks removed.

6.6 Discharging with Gas Return to Shore
6.6.1 Preparations for Discharging
Company Directives
a) The chief officer is to prepare a detailed discharging and

ballasting plan which includes the trim and stability conditions
during discharging.
b) The pre-arrival meeting is to be held within 72 hours and the

ship/shore safety list is to be completed. The pre-arrival check
lists are to be completed.
c) A pre-loading meeting is to be held together with the terminal

representatives.
d) The CTM is to be carried out together with the terminal

representatives, surveyors and authorities.
e) All connections (bonding wire, telephones, loading and bunkering

arms) at the manifold are to be carried out according to the
terminal’s cargo handling manual.
f) The chief officer is to supervise all discharging operations on

board.
g) The start-up sequence of the cargo pumps is to take place

according to the terminal’s cargo handling manual.
h) Soundings are to be checked and noted on all the cargo tanks

during discharging. Whessoe gauge readings are to be checked
and noted on all the cargo tanks during discharging. The cargo
monitoring record is to be completed.
i) When discharging is completed, all valves at the manifold to be

closed according to the terminal’s cargo handling manual. The
disconnection must follow the terminal’s cargo handling manual.
The manifolds must be blanked as soon as the loading arms are
disconnected.
j) The CTM (custody transfer measurement) is to be carried out

together with the terminal representatives, surveyors and
authorities.
k) All forms required by LHC or the charterer are to be completed

and signed by the shipper, terminal, surveyor and the authorities
(customs).

Illustration 6.6.2a Liquid Line Cooldown

Vent
r
sso Mast
pre m
om Roo
Liq
G C
LN
uid
V2100
Va
Ni
015 V2052 V2138
po
V2
tro
32 3 1
V21 V21
ur
ge
V2051
Liq
r
ou
n
Liq
PI Vap ater V2051
uid
He
u
15
V21
id
V2051
30 14 200
32 30 V21 V21 V2 V2051
V21 V21 A
.B 14A 061 015
mp V21 016 V2 V2 V2026
34 Co V2
V21 HD
To r 31 1
ou V21 220 120
iler
s Vap ater V21
14 V
V2
Vent Dome
Bo He 35 Mast 003
V21 061 V2004 V2
V2
S)
A 2(
016 00
36 V2 A
V2101 V2
13 V21 200 V2138
V21 35 V2 V2055
V21 .A V2002 (P)
V2
mp
Co No.1
20
V2054
HD
3
V21
28 V2054 Cargo Tank
e 26
pac V21
V2
V2054
39 id S er
20
V21 Vo r Dry 14
V2
3A
i V2054
A V23
V2
17 .
23
V21 mp
20
13 Co V2027
4
V21 14
LD V23
3
25 6
35 V21 V23
15
V21
2
nt
V22 Pla Dome
15 N Vent
G
Vap id S er
Vo r Dry (S)
11 25 Ai 06
V21 V21 m ans V2
0
Voi V21 t
ula e H
e
rF p e
ate tmos R id V2058 V2068
e
H eA
ac V21
39
Fo r Vo No.2
Sp V2057
V2057 Cargo Tank
V2057
V2057
22
V21 V2028
19
V21
V2
Dome
01
Vent 011
2
Mast V2
s (S)
ace 01
0
Sp V2
Void 10
To V21 V2108
V2010 (P)
18 V2138
V21 V2064 V2068 No.3
V2063
V2063
Cargo Tank
V2063
V2063
V2029
Spray
Pump
Dome
Vent 019
Mast V2020 V2 D
S) FW
8(
01
V2
V2109
V2066 V2138 V2018 (P)
No.4
V2065
V2065
Cargo Tank
V2065
A
015
V2065 V2
V2030 Spray
To Pump 120
Emergency V2
Discharge Dome
Astern 023 200
A
061
V2024 V2 V2
V2 015
S) V2
2( 6A
00 201
V2 V
061
V2002 (P) V2
Liq
No.5 201 0
uid
V2 20
V2
Cargo Tank
016 Va Key
po
Ni
V2
ur
tro
Liq
ge
n
uid
LNG Liquid
LNG Vapour

6.6.2 Liquid Line Cooldown manifold block valve.

e) At the non-discharge manifold, open valves V2061, the spray line
Company Directives crossover.
The cargo lines are cooled down and the cargo plant is prepared to the highest f) Open filling valve V2011 on the No.3 tank or filling valve V2019
possible level before arrival at the loading/discharging port as per terminal on the No.4 tank.
requirement. This is in order to commence the discharging as soon as the vessel
is moored and all procedures have been completed. At the same time as the g) Using No.3 or No.4 spray pump, LNG is passed via the spray
cargo lines are cooled down, the cargo lines are pressure tested for any leakage header to the spray line tank manifold, then through the crossover
by increasing the pressure to 5 bar. Spool pieces/reducers with their required valve into the liquid header, returning to No.3 or No 4 tank via the
filters are to be mounted. loading line.
Liquid line cool down is carried out using the spray pump in No.3 or No.4 tank h) After the spray pump is started, slowly fully open valve V2068,
to pump LNG from No.3 or No.4 cargo tank through the spray header to the the spray pump discharge valve into the spray header and
liquid manifold pipework. commence spray line cooldown and then liquid line cooldown, in
turn.
Vapour displaced from the crossover pipework passes through the liquid
header and spray bypass and return valves of No.1, 2, 4 and 5 cargo tanks and i) During line cooldown, monitor the following;
then back to No.3 or No.4 tank via the filling line.
Cargo tank levels
Vapour from the tanks will be burned in the boilers using the LD compressor Liquid crossover pressure
and gas heaters.
Liquid crossover temperature
Although the text and illustration indicate No.4 tank spray pump being used, Liquid header temperature
No.3 pump could be used.
Vapour header pressure
Procedure to Cool Down the Liquid Lines
j) Line cooldown will be complete when the liquid header
a) Open valve V2068, the discharge valve from No.4 spray pump, temperature falls below -100°C.
approximately 15%.
k) When the cooldown is completed, stop the spray pump. If the time
b) At the manifold, open the liquid/spray header crossover valves between cooldown completion and berthing is extensive, the
V2061 and the forward and aft liquid ESD valves V2016A and spray pump may be restarted.
V2015A.
(Note: Return of cooldown liquid to the bottom of the tank via the loading line
c) Open the liquid line from the crossovers to each cargo tank by can give rise to localised temperature increase at the tank bottom sensor.
opening following butterfly valves: Sufficient time should be allowed for this to stabilise prior to gauging.)

Partly open No.1 cargo tank liquid line valves V2004
Fully open No.4 cargo tank liquid line valves V2020
d) At the discharge side manifold, open valve V2015A, the liquid

Illustration 6.6.3a Arm Cooldown Before Unloading
Vent
sor Mast
res
mp Room
Liq
Co
uid
G
LN V2100
Va
Ni
015 V2052 V2138
p
V2
tro
32 1
ou
V21 V 213
ge
r
Liq
V2051
Liq
r
ou
n
PI Vap ater V2051
uid
uid
He 15
V21 V2051
30 14 200
32 30 V21 V21 V2 V2051
V21 V21 A
.B 14A 1 015
mp V21 016 V 206 V2 V2026
34 Co V2
V21 HD
To r 31 201
ou V21 V2 120
iler
s Vap ater V21
14 V2
Vent Dome
Bo He 35 Mast 003
V21 061 V2004 V2
V2
A (S)
016 002
36 V2 A V2101 V2
13 V21 200
35 V2 V2138
V21 V21
V2055
V2002 (P)
.A
V2
mp
Co No.1
20
D V2054
H
3
V21
28 V2054 Cargo Tank
e 26
pac V21
V2
V2054
39 id S er
20
V21 Vo r Dry 4
V2
3A
1 V2054
Ai V23
V2
17 .
23
V21 mp
20
13 Co V2027
4
V21 14
LD V23
3
25 26
35 V21 V23
15
V21 t
V22 Pla
n
Dome
G 15 N Vent 7
Vap id S er
Vo r Dry (S)
11 25 A i 6
V21 V21 m ans V2
00
Voi re V21 t
ula ce H
e
or c V2138
r F osphe c ir
Re id Sp
a V2006 (P)
ate V2058 V2068
He e Atm
ac V21
39
For
V o No.2
Sp V2057
V2057 Cargo Tank
V2057
V2057
2
V 212 V2028
19
V21
V2
Dome
01
Vent 011
2
Mast V2
S)
es 0(
S pac V2
01
Void 10
To V21 V2108
V2010 (P)
18 V2138
V21 V2064 V2068 No.3
V2063
V2063
Cargo Tank
V2063
V2063
V2029
Spray
Pump
Dome
Vent 019
Mast V2020 V2 D
S) FW
8(
01
V2
V2109
V2066 V2138 V2018 (P)
No.4
V2065
V2065
Cargo Tank
V2065
A
015
V2065 V2
V2030 Spray
To Pump 120
Emergency V2
Discharge Dome
Astern 023 A 061
V2024 V2 200 V2 015
V2 V2
S)
2( 6A
00 201
V2 V
061
V2002 (P) V2
Liq
No.5 201
uid
V2 200
Cargo Tank V2
016 Va
po
Ni
V2
ur Key
tro
Liq
ge
n
uid
LNG Liquid

6.6.3 Arm Cooldown Before Unloading
Company Directives
After the discharging arms are connected to the ship’s manifold, the
discharging arms are pressurised with N2. This is delivered from the shore at
up to 3 bar. The connections are then tested for leaks using soapy water.
The cooldown procedure of the discharging arms follows the terminal’s

procedure and is carried out using the ship’s spray pumps in co-operation with
the shore terminal. Reference should be made to the terminal’s cargo operation
manual.
On completion of testing the discharge arm connections, the vessel uses its
spray pump(s) to cool down the shore arms.
The ship/shore safety checks will have been completed; the BOG burning shut
down, custody transfer completed and the ship/shore vapour line opened.
Procedure to Cool Down the Arms
a) Open the spray pumps discharge valve V2068 and V2108

approximately 15%.
b) Open the spray line to No.3 tank valves V2058 and V2057 and
establish a 3 bar recirculating pressure before discharging to the
arm.
c) Open the liquid/spray line crossover valves V2061.
d) Open the ship’s liquid manifold valves V2015 and V2016.
e) After starting the spray pumps, slowly open the spray pump
discharge valves V2068 and V2108, to cool down the spray
header back to No.3 or No.4 tank via the spray line.
f) Once the spray header has cooled down, increase the flow rate at
shore terminal request by opening valve V2068 and closing the
spray valve V2057.
g) Once the shore arms are cooled down and the shore terminal
request the spray pump to be stopped, close the spray header
crossover valves V2034.
h) Drain the spray line back to No.3 tank via valves V2058 and
V2057.

Illustration 6.6.4a Discharging Cargo

Vent
sor Mast
res
Liq
o mp Room
C
uid
G
LN
Va
V2100
Ni
p
V2138
015
ou
V2052
tro
32 213
1 V2
V21
r
V
ge
Liq
V2051
Liq
r
ou
n
PI Vap ater V2051
uid
uid
He 15
V21 V2051
30 14 200
32 30 V21 V21 V2 V2051
V21 V21
.B 14A 206
1
015
A
Co
mp V21 01 6 V V2 V2026
34 V2
V21 HD
To r 31
ou V21 201 120
iler
s Vap ater 14 V2 V2
Vent Dome
Bo V21
He 35 061
Mast 003
V21 V2 V2004 V2
(S)
A 02
016 V2101 V2
0
36 V2 A
13 V21 200 V2138
V21 35 V2 V2055
V21 .A V2002 (P)
V2
mp
Co No.1
20
D V2054
H
3
V21
28 V2054 Cargo Tank
e 126
pac
V2
V2 V2054
39 id S er
20
V21 Vo r Dry 4
V2
3A
1 V2054
Ai V23
V2
17 .
23
V21 mp
20
13 Co V2027
4
V21 14
LD V23
3
25 26
35 V21 V23
15
V21 t
V22 Pla
n
Dome
G 15 N Vent 7
Vap id S er
Vo r Dry (S)
11 25 A i 6
V21 V21 m ans V2
00
Voi re V21 t
ula ce H
e
or c V2138
r F osphe cir
Re id Sp
a V2006 (P)
ate V2058 V2068
He e Atm
ac V21
39
For
V o No.2
Sp V2057
V2057 Cargo Tank
V2057
V2057
2
V 212 V2028
19
V21
V2
Dome
01
Vent 011
2
Mast V2
S)
ace
s 0(
Sp 01
10 V2
o Void V21 V2108
T
V2010 (P)
18 V2138
V21 V2064 V2068 No.3
V2063
V2063
Cargo Tank
V2063
V2063
V2029
Spray
Pump
Dome
Vent 019
Mast V2020 V2 D
S) FW
8(
01
V2
V2109
V2066 V2138 V2018 (P)
No.4
V2065
V2065
Cargo Tank
V2065
A
V2065 015
V2
V2030 Spray
To Pump 120
Emergency V2
Discharge Dome
Astern 023 A 061
V2024 V2 200 V2 015
V2 V2
S)
2( 16 A
00 20
V2 V
061
V2002 (P) V2
Liq
No.5 201 0
uid
V2 20
V2
Cargo Tank
016 Va
po
Ni
V2
ur Key
tro
Liq
ge
n
uid
LNG Liquid
LNG Vapour

6.6.4 Discharging Cargo Discharging Cargo with Vapour Return From Shore
Company Directives Using No.1 tank as the first tank to commence discharging.
In co-operating LNG operations, the ship must be compatible with the Vapour Return
terminals and the ship and shore personnel must be familiar with each other’s
equipment and the division of all responsibilities. a) Open the crossover valves between compressor supply line and
vapour header V2118 and V2119.
Each terminal has its own procedures, which have to be strictly followed,
regarding the following operations: b) Open vapour manifold valve V2120.
Approaching the terminal
Liquid Header
Mooring
Connecting c) Open the cargo tank liquid header block valves V2004, V2008,
V2012, V2020 and V2024.
Loading
Disconnecting d) Open the discharge valve V2002 on the No.1 tank approximately
25%.
Departure
e) Open the liquid manifold block valves, V2016 and V2015.
CAUTION
It is of the utmost importance that the cargo pumps are never allowed to f) Open the liquid manifold ESD valves, V2016A and V2015A.
run dry, even for short periods, as this will result in motor failure. A
momentary loss of priming during cargo stripping should not be g) When the shore terminal is ready to receive cargo, start the first
considered as running a pump dry. Up to 30 seconds of operation with dry pump. With the pump running, open the discharge valve slowly
suction but with fluid in the discharge pipe will not damage the pump or into the fully open position to obtain a discharge pressure of 2 bar.
the motor.
h) Check the motor current at the ammeter, the current should be
steady after the motor has been running for 3 seconds. During
starting, while the discharge line is being filled, the current may
be over the ammeter red line. Do not exceed the maximum rated
current by 50% for more than 2 or 3 seconds when the tank is full.
If the running current after this time is more than 150% above the
maximum rated current, stop the pump immediately and
determine the cause of high current (possible blockage).
i) Before starting the remainder of the cargo pumps with 5 minute

intervals, or according to shore terminal instruction, ensure that
there three generators connected to the main switchboard. Once
all the pumps are in operation, adjust the discharge valves to
obtain the required flow or pressure.
j) Request the shore terminal to supply return gas to the ship.

Illustration 6.6.4b Discharging
Terminal Ship
Start Pre discharging meeting
Terminal confirms readiness. Ship's staff work through terminal
Discharge
Terminal supplies return gas safety check list jointly with
at ship's request. terminal staff Terminal Ship
Final CTS
Gauging Final CTS gauging by Final CTS gauging by ship's
loading master. designated cargo officer.
Ship's CCR must notify terminal of
all activities. Complete documentation. Complete documentation.
Ship's CCR confirms readiness
and starts first cargo pump.
Progressively increase loading rate Inert

Purge and inert liquid arms and
to full rate by mutual agreement Arms
vapour return arm.
with terminal, at about 5 minute
intervals between each pump. Complete when hydrocarbon
content reaches 1%.
Discharge rate, ramp up and
ramp. down in accordance
with the discharge plan
Disconnect
Arms Disconnect and park arms.
Ship's CCR makes hourly reports Remove strainers and fit blanks
Engage storm locks. to ship's manifold flanges.
of quantities discharged and
discharge rates. Fit blanks to liquid loading and
vapour return arm flanges.
Reducing
Stop Water Curtain

Ship must advise terminal at 1 hour
before reducing unloading rate.
Carry Out
Safety Checks Terminal staff jointly with ship's
Stopping staff.
Ship stops cargo pumps: Fit blanks to liquid loading and

Discharge complete. vapour return arm flanges.
Drain Arms Post Discharge

Close terminal liquid arm valves. Meeting Terminal staff.
Close ship's liquid manifold valves.
Drain shoreside section to surge
drum system using N2 to displace Open ship's manifold valves to
liquid. displace liquid in outboard (shipside) Remove
section of arm. Gangway Terminal staff action. Ship's staff disconnect
Pressurise liquid arm with N2. communications cables
Vapour Return Line To Shore

To Remain Open During Draining
Unmoor and Depart
When pressure in loading arm drops
to 0.12 bar close manifold valve.
Check for liquid and repeat if
required until outboard section is
free of liquid.
Repeat for other loading arm.

Completion of Discharge Procedure to Drain the Loading Arms
Towards the end of the discharge, the flow of the pumps will diminish. In order a) Close vapour manifold valve V2120.
to maintain the pressure differential over the pump, the discharge valve will
have to be throttled in. This should be done at the low level alarm, about 1 b) Close the liquid manifold block valves V2016 and V2015.
metre above the non pumpable level.
c) Open the liquid/spray line crossover valves V2061.
If any fluctuations are observed on the motor ammeter or the pump discharge
pressure gauge during final pumping, the discharge flow rate should be further d) Open the spray header valves to No.5 tank V2065.
reduced until the readings stabilise. When the flow is throttled down to about
230m3/h the required non pumpable level will be about 10cms. This level e) Request the shore terminal to pressurise the loading arms with
represents the minimum level attained by pumping. nitrogen gas and check that the liquid manifold drain valves are
liquid-free.
(Note: When the liquid level reaches 1 metre or less, avoid stopping the pump
if at all possible until the cargo has been fully discharged. If the shore facility f) On completion of liquid drainage, carry out vapour purging. The
is unable to accept the liquid for intermittent periods it is better to keep the hydrocarbon content in the liquid and vapour manifold
pump going and recirculate back into the tanks until discharge can be resumed connections at the purge valves should be confirmed as 2% or
and completed.) below.
All LNG remaining in the downward leg of the loading arms and manifold g) Close all manifold, tank loading and open one cargo tank spray
connection is to be drained to the tanks through the spray line assisted by line to reduce the pressure in the cargo lines.
nitrogen pressure from ashore. The LNG and vapour manifolds are then purged
with nitrogen until an acceptable hydrocarbon content is reached. h) Carry out the final custody transfer.
i) Start the LD compressor and resume BOG burning to the boilers.

Illustration 6.6.5a Ballasting
Sea Suction
V56 HC V60
1A
V13
SI HC PI 801
1 20a
1 1
Emergency
Bilge Suction
V71
Connection For
V96 V94 V92 V90 V88 V86 V84 V82 V80 V78 V74
Backflushing
Main Condenser
V57 V23 V99 V69 V72
V70
V63
From
Fire and Deck
Ballast Tank
Wash System V33
V98 V97
V57 V72
V95 V93 V91 V89 V87 V85 V83 V81 V79 V77 V73
V71
V64 V59
V55A V55 V53 V53

SI HC PI 801
2 2 2 20b
HC Ballast
V66 2A Pump V61
1,200 m3/h
Key Sea Suction
Sea Water
Bilge
Electrical Signal

6.6.5 Ballasting Ballast Operations Procedure to Set Up for Ballasting: To Pump From the Sea
Company Directives Ballast operations can be carried out in the automatic mode via the DCS a) Open the sea suction valves V60, V61 and sea crossover valve
system, the following is a manual procedure for deballasting. V58.
a) Carefully follow the instructions in the trim and stability
particulars booklet and the instruction book for the DCS system. In the ballast system there are two ballast pumps with suction from all ballast b) Open the pump suction valves V52 and V53.
tanks. Each pump is of the electric vertical centrifugal type with a discharge
b) It should be remembered that free liquid surfaces seriously reduce capacity of 1200m3/h. c) Open the pump discharge valves V54 and V55.
the stability of the vessel.
In normal service, the port pump is connected to all port tanks and the d) Shut the block valves V52 and V53.
c) Ensure that all ballast operations are under full control, ie, there starboard pump to all the starboard tanks. However, it is possible to draw from
should be no water in any empty spaces and ensure that tanks both sides with one pump. e) Open the drop valve(s) V57.
which are supposed to be empty are in fact empty. The operator(s)
should make reference to the vessel’s trim and stability From the cargo control room, all the ballast valves can be hydraulically f) Open the tank suction valves. The tanks are filled one pair at a
particulars. controlled. The same pipes and valves are used both for the filling and time as required to maintain draught, trim and stability. The
emptying of all the ballast tanks. loading of the ballast tanks counteracts the amount of LNG cargo
d) Local conditions such as mud etc, should be taken into discharged.
consideration when ballasting. The bottom wing tanks can be filled directly through the sea suction.
g) Start the ballast pumps. Should the loading rate require the use of
e) Gravity ballasting and deballasting should be used wherever Procedure to Set Up for Ballasting: To Run From the Sea only one pump, the crossover line could be opened via valve(s)
possible. V59 and V59A, making the tank filling lines common.
a) Open the sea suction valves V60, V61 and sea crossover valve
(Note: Ensure the maximum draught is regularly checked during V58. On completion of loading ballast, shut down the ballast system.
ballasting/deballasting, especially alongside during low tide.)
b) Open the block valves V52 and V53.
Ballast Pumps
c) Open the tank valve (eg, for No.3 bottom tank port and starboard)
Maker: Weir V93 and V94.
Type: Mark 3 UXL
Capacity: 1,200m3/h d) Run ballast from the sea, keeping the vessel upright and ensuring
No. of sets: 2 that the vessel’s trim and stability is maintained at all times.
There is an automatic ballasting sequence available via the DCS system, refer e) Once the level in the tanks has equalised with the sea level it will
to section 3.2.6a DCS System: Cargo and Ballast Operations. be necessary to use the pumps to continue with the ballast
loading.

Illustration 6.7.1a Stripping and Line Draining

Vent
r
sso Mast
pre oom
Liq
o m R
uid
GC
LN V2100
Va
Ni
V2138
015 V2052
po
V2
tro
V21
32
V2 131
ur
ge
V2051
L iq
r
ou
n
Liq
PI Vap ater V2051
u id
He
uid
15
V21 V2051
30 14 200
32 30 V21 V21 V2 V2051
V21 V21 A
.B 14A 061 015
mp V21 016 V2 V2 V2026
34 Co V2
V21 HD
To r 31 201
ou V21 V2 120
oile
rs Vap ater V21
14 V2
Vent Dome
B He 35 061
Mast 003
V21 V2 V2004 V2
(S)
A 02
36 016 V2101 V2
0
V2
1 3 V21 200
A
V2138
V21 35 V2 V2055
V21 .A V2002 (P)
V2
mp
Co No.1
2
V2054
03
H D
V21
28 V2054 Cargo Tank
e 26
pac V21
V2
V2054
39 id S er
2
V21 Vo r Dry
03
4
V2
1 V2054
Ai V23
A
V2
17 .
2
V21 mp
34
13 Co 14 V2027
V21
03
LD
25 V23
35 V21 15 26
V22 V23 V21 Pla
nt
Dome
G 15 N Vent 7
Vap id S er
Vo r Dry (S)
11 25 A i 6
V21 V21 m ans V2
00
Voi re V 1
2 t
ula ce H
e
or c V2138
r F osphe cir
Re id Sp
a V2006 (P)
ate V2058 V2068
He e Atm
ac V21
39
For
V o No.2
Sp V2057
V2057 Cargo Tank
V2057
V2057
V2122 V2028
19
V21
V2
Dome
01
Vent 011
2
Mast V2
S)
ace
s 0(
Sp 01
10 V2
o Void V21 V2108
T
V2010 (P)
18 V2138
V21 V2064 V2068 No.3
V2063
V2063
Cargo Tank
V2063
V2063
V2029
Spray
Pump
Dome
Vent 019
Mast V2020 V2 D
S) FW
8(
01
V2
V2109
V2066 V2138 V2018 (P)
No.4
V2065
V2065
Cargo Tank
V2065
A
015
V2065 V2
V2030 Spray
To Pump 120
Emergency V2
Discharge Dome
Astern 023 A 061
V2024 V2 200 V2 015
V2 V2
S)
2( A
00 016
V2 V2
061
V2002 (P) V2
Liq
No.5 201 00
uid
V2 2
V2
Cargo Tank
016 Va
po Key
Ni
V2
ur
tro
Liq
ge
n
uid
LNG Liquid

6.7 Pre Dry Dock Operations Position Description Valve Confirm that the gas content at the drain valve is less than 1% volume of
methane.
This section describes the operations for the period leading up to a dry dock. Open Port and starboard manifold
spray/liquid header valves V2061 j) Disconnect the vapour arm.
6.7.1 Stripping and Line Draining
Closed Port and starboard manifold liquid header k) Open the following valves to allow the lines to warm up:
It is assumed that the cargo tanks have been discharged to their maximum ESD valves V2016A, V2015A
using the main cargo pumps which have been shut down. The stripping/spray Position Description Valve
Open No.1 cargo tank spray line valves V2052, V2051
pumps are situated in No.3 and No.4 tanks and it will only be possible to
Open Port and starboard manifold
discharge these two tanks. Discharge is via the port side manifold and the Open No.2 cargo tank spray line valves V2055, V2054
spray/liquid header valves V2061
procedure is as follows:
a) At the manifold crossover: Open Port and starboard manifold liquid header
ESD valves V2016A, V2015A
Open valve V2015 on the forward manifold.
Close valves V2016A and V2015A on both manifolds and V2016
on the aft manifold. c) Open the forward manifold valve V2015. Open No.2 cargo tank spray line valves V2055, V2054
b) At the stripping/spray header: d) Close the liquid/spray header crossover valve V2061 when the Open No.3 cargo tank spray line valves V2058, V2057
Open valve V2061, the spray header to the liquid forward manifold pressure drops to 0 bar. Repeat this operation a further Open No.4 cargo tank spray line valves V2064, V2063
manifold. twice. On the last operation, shut the forward manifold liquid
valve V2015 at approximately 0.1 bar in order to eliminate the Open No.5 cargo tank spray line valves V2066, V2065
c) At No.3 and No.4 tanks: risk of liquid flowing back from the ship’s liquid line.
Open Liquid header block valves on all cargo tanks V2004
Open the stripping/spray discharge valves V2068 for No.3 and V2008,V2012
No.4 tanks. e) Open the test drain valve on the loading arm to ensure that there
V2020, V2024
is no liquid present. Repeat the operation with the other liquid
Start the stripping/spray pumps. arm.
Open Liquid header block valves on all cargo tanks V2003
Whenever possible the spray pumps should be started early enough to avoid V2007, V2011
f) Once the arms are empty of liquid, continue to purge with
any possible starting problems due to very low tank levels (about 0.5m V2019, V2003
nitrogen, checking the methane content at the drain valve. When
minimum).
the required amount of methane (usually less than 1%) is
l) When the lines are warmed up, the valves should be closed again.
On completion: indicated at the drain valve, inform the shore terminal and they
will close the shore terminal ESD valves.
m) Prepare the cargo system for warming up the cargo tanks.
d) Stop the final pump.
g) When purging is complete, proceed with the disconnection of the
Close valve V2015 on the forward manifold.
liquid arms.
Open valves V2066 and V2065 to drain the spray header line
back to No.5 tank. h) Complete the ballasting operations for final measurement and
sailing condition.
Purging and Draining of Loading Arms
Shortly before departure:
Purging is carried out one line at a time as follows:
i) Vapour line disconnection:
a) Open valve V2061, the spray header to the forward liquid
manifold. Close manifold vapour ESD valve V2120.
Open the vapour bypass valve.
b) Open the following spray line valves:
Purge the vapour line with nitrogen at 0.2 bar.
Close the drain valve.

Illustration 6.7.2a Tank Warm Up

Vent
sor Mast
res
o mp Room
Liq
G C
LN
uid
Va
Ni
015 V2052
p
V2 V2138
tro
32 31
ou
V21 V21 V2100
ge
r
V2051
Liq
r
ou
n
Liq
PI Vap ater V2051
uid
He
uid
15
V21 V2051
30 14 200
32 3 0 V21 V21 V2 V2051
V21 V21 5A
.B 14A 061 201
mp V21 016 V2 V V2026
34 Co V2
V21 HD
To r 31 20 1
ou V21 V2 120 V2004
iler
s Vap ater V21
14 V2
Vent Dome
Bo He 35 Mast 003
V21 061 V2
V2
S)
A 2(
016 V2
00
36 V2
13 V21 0A
V21 35 220 V2055
V21 .A
V V2138 V2002 (P)
V2
V2101
mp
Co No.1
20
V2054
HD
3
V21
28 V2054 Cargo Tank
e 26
pac V21
V2
V2054
39 id S er
20
V21 Vo r Dry 14
V2
3A
i V2054
A V23
V2
17 .
23
V21 mp
20
13 o
4
V21 C 14
LD V23 V2027
3
25 26
35 V21 V23
15
V21 nt
V22 Pla
V2008
Dome
5 N Vent
G
LN iser V 231 e To 2 007
or pac Mast V2
Vap id S er
Vo r Dry (S)
11 25 A i 6
V21 V21 m ans V2
00
Voi re V21 t
cula ace H
e
or
r F osphe c ir
Re id S p V2138 V2006 (P)
ate V2058 V2068
He e Atm
ac V21
39
For Vo
V2103 No.2
Sp V2057
V2057 Cargo Tank
V2057
V2057
22
V2
V21 V2028
01
19
2
V21
Dome
Vent 011
Mast V2
S)
ace
s 0(
Sp 01
10 V2
Void V21
To
V2010 (P)
18 V2138
V21 V2064 V2068 No.3
V2108
V2063
V2063
Cargo Tank
V2063
V2063
V2029
Spray
Pump
V2020 Dome
Vent 019
Mast V2 D
S) FW
8(
01
V2
V2066 V2138 V2018 (P)

V2109 No.4
V2065
V2065
Cargo Tank
V2065
A
015
V2065 V2
V2030 Spray
To Pump 120
Emergency V2
Discharge V2024
Dome
Astern 023 A 061
V2 200 V2 015
V2 V2
S)
0 2( A
V 20 016
V2
061
V2002 (P) V2
Liq
No.5 201 0
uid
V2 20
V2
Cargo Tank
Va
016
po
Ni
V2
ur
tro Key
Liq
ge
n
uid
LNG Vapour (Cold)
LNG Vapour (Warm)

6.7.2 Tank Warm Up The maximum amount of cargo will be discharged from all the tanks to reduce Position Description Valve
the time necessary to vaporise the remaining liquid.
Company Directives The warm up operation requires a period of time dependent on both the amount Open No.2 cargo tank vapour valve V2101
and the composition of liquid remaining in the tanks and the temperature of the
When the cargo tanks are completely emptied of liquid residue, they can be Open No.3 cargo tank vapour valve V2103
tanks.
warmed up with warm cargo vapour.
Initially, the tank temperatures will rise slowly as evaporation of the LNG
The cargo vapour is sucked from the bottom of the cargo tanks through the Open No.5 cargo tank vapour valve V2109
proceeds, accompanied by high vapour generation and venting. On completion
filling line by the HD compressors, heated by the vapour heaters and
of evaporation, tank temperatures will rise rapidly. Temperatures within the Open No.1 cargo tank LPG valve V2138
introduced to the top of the tanks through the loading line. Excess vapour
tank are monitored via the DCS system.
generated during the evaporation process should be delivered to the ship’s Open No.2 cargo tank LPG valve V2138
boilers as fuel.
Gas burning should continue as long as possible, normally until all the liquid Open No.3 cargo tank LPG valve V2138
has evaporated, venting has ceased and the tank pressures have started to fall.
As the filling line in the tank ends 1.5m above the bottom of the tank, a flexible Open No.4 cargo tank LPG valve V2138
hose is fitted to the hot vapour line which will increase the warming effect.
Operating Procedure to warm Up the Tanks Open No.5 cargo tank LPG valve V2138
This line directs the warm vapour down to the centre and bottom of the tank.
During the tank warm up, gas burning may be used by directing some vapour Open No.1 cargo tank filling valves V2003, V2004
The flexible hose is fitted, with a reducer, from the blind flange situated
from the heater outlet to the boilers and by manually controlling the operation. Open No.2 cargo tank filling valves V2007, V2008
between the throttle valve and the filling valve on the liquid filling line, to the
hot vapour line valve blind flange. Open No.3 cargo tank filling valves V2011, V2012
a) Install the spool piece and open valves V2121 and V2125 to
discharge heated vapour to the liquid header. Open No.4 cargo tank filling valves V2019, V2020
The heating operation is continued until the equator profile and the tank bottom
shell temperature are at least +5ºC, ie, higher than the dew point of the inert Open No.5 cargo tank filling valves V2024, V2023
b) Install the flexible hose from the liquid filling line, to the LPG
gas. This is to avoid the water content in the inert gas condensing at the tank
line valve blind flange on each tank.
shell. j) Start one or two HD compressors manually and gradually increase
the flow.
c) Prepare gas heaters A and B for use.
If not all tanks have to be warmed up, the same procedure as for all tanks has
to be followed. Tank(s) that are to be inspected have to be completely separated k) Send boil-off gas to the boilers. Carry out steam dump and vent
CAUTION
from the other tank(s). control in parallel to obtain stable boiler combustion.
The vapour heaters should be thoroughly preheated with steam before the
admission of methane vapour. This is to prevent ice formation.
Warming Up the Cargo Tanks l) Monitor the tank pressure and adjust the compressor(s) to
maintain tank pressure between 0.04 and 0.2 bar.
d) Adjust the temperature set point for about +75°C.
The maximum amount of cargo should be discharged from all the tanks to
reduce the time necessary to vaporise the remaining liquid. The ship returns to m) When the tank pressure starts to decrease, stop the BOG burning.
CAUTION
sea and the tanks are circulated with warm vapour supplied (through the
When returning heated vapour to the cargo tanks, the temperature at the
loading lines) by the HD compressor, via the gas heaters, at a maximum outlet n) Monitor the temperatures in each tank. Warm up is completed
heater outlet should not exceed +85°C. This is to avoid possible damage to
temperature of about 75ºC. The remaining LNG is vaporised and the excess when the cargo tank equator temperature is higher than +5°C.
the cargo piping insulation and safety valves.
vapour generated will be vented via the vapour line and the vent mast. During
this time, insulation and hold space pressures must be carefully monitored, as o) Stop the warm up. Shut off steam to the gas heaters and allow
e) Prepare No.1 and No.2 HD compressors for use as required.
pressures will increase due to warming up. Warming up is considered complete circulation for 10 minutes.
when the temperature of the tank bottom (internal) and equarorial ring
f) Open valve V2110, the compressor(s) suction from the vapour
temperatures are +5ºC, i.e. well above the dew point of the inert gas. The p) Shut down the HD compressors and initiate the set up for inerting
header.
warming up operation should normally take about 72 hours. the cargo tanks.
g) Open the compressor(s) inlet and outlet valve(s), V2113 and
Tank warm-up is part of the gas freeing operations carried out prior to a dry
V2114A.
docking or when preparing tanks for inspection purposes.
h) Open the heater inlet and outlet valves V2131 and V2132.
i) Open the following valves on each tank:

Illustration 6.7.3a Inerting

Vent
sor
res
Mast
o mp Room
GC
Liq
LN V2100
uid
Va
Ni
5 V2052 V2138
01
po
2 31 V2
tro
3
V21 V21
ur
ge
r
Liq
V2051
ou
Vap ater
n
Liq
u
PI V2051
He
id
15
uid
V21 V2051
0 1 4
2 3 0 V21
3
V21 200
V21
3
V21 V2 V2051
.B 4A A
mp 061
1 6
V21 201 015 V2026
4 Co V V2 V2
V21
3 HD
r 1
To ou
3 1
V21 20
rs
ile Vap ater V21
1 4 V2 12 0 Vent Dome
V21 061 V2004 V2
V2
( S)
A 0 02
36 016
V2101 V2
13 V21 V2 A
V21 35 200 V2055 V2138
V21 .A V2 V2002 (P)
V2
mp
Co No.1
20
HD
V2054
3
V21
2 8 V2054 Cargo Tank
e 26
pac
V2
V21 V2054
39 id S er
20
V21 Vo Dry
V2
3A
4
Air 1 V2054
V23
V2
17 .
23
V21 mp
20
Co
13 5 V2027
4
2 14
V21 LD V21 V23
3
6
235 V2 315 212
V2 V nt Dome
G 15 Pla Vent 7
LN iser V23 e N 00
or pac To 2 Mast V2008 V2
Vap id S er
Vo Dry S)
V21
11 25 Air 6(
V21 m ans V2
00
39 Fro ng F ating V2103
Void re V21 ti
ula ce H
e
or
r F osphe circ a V2138 V2006 (P)
ate Re id Sp
He e Atm
a c V21
39
For
V o V2058 V2068
No.2
Sp V2057
V2057 Cargo Tank
V2057
V2057
22
V21 V2028
1 9
V21
V2
Dome
01
Vent 011
2
Mast V2
es ( S)
pac 0 10
S V2
Void V21
10
To V2108
V2010 (P)
18 V2138
V21 V2064 V2068 No.3
V2063
V2063
Cargo Tank
V2063
V2063
V2029
Spray
Pump
Dome
Vent 019
V2020 V2 D
FW
Mast
(S)
0 18
V2
V2109
V2066 V2138 V2018 (P)
No.4
V2065
V2065
Cargo Tank
V2065
A
V2065 015
V2
V2030 Spray
To Pump 0
Emergency 12
V2
Discharge Dome
Astern 023
V2024 V2 A 061 015
200 V2 V2
V2
S)
2(
00 A
V2 016
V2
352 061
V2002 (P) V2 V2
Liq
A
No.5 V2
352
201
uid
V2 200
Cargo Tank 235
2 V2
Va
V 6
po
01
Ni
V2
ur
tro
Engine Room
ge
IG Plant
Key
n
Inert Gas

6.7.3 Inerting All cargo tanks are to be inerted in parallel if possible, to take advantage of the
piston effect due to the difference in specific gravity between the LNG vapour
Inerting Before a Dry Dock Period and the inert gas.
Before air is introduced into the cargo system, it is essential that all Before the inert gas operation is stopped, it should be carefully checked that all
hydrocarbons are purged from the system to prevent the formation of ‘blind ends’ in the cargo system have been opened, such as cargo compressors,
flammable mixtures. The objective of this operation is to replace all the heaters, vaporiser, manifolds not in use, Whessoe gauge heads etc.
methane gas in the cargo tanks and cargo pipework with inert gas. This is
carried out as an intermediate step between warming up and aeration. The readings of the methane content in the cargo tanks and cargo lines, taken
by a portable gas detector, must be between 2% and 3% by volume at all
This procedure is basically the same as for inerting after refit, but with the locations.
following differences:
WARNING
1) Completion of each step in purging has the object of achieving If any piping or components are to be opened, the inert gas or nitrogen
a hydrocarbon concentration of 1% volume or less. must first be flushed out with dry-air. Take precautions to avoid
concentrations of inert gas or nitrogen in confined spaces which could be
2) Before starting the operation, it should be verified that the tank hazardous to personnel.
equator temperatures are above +5ºC.
At the end of the inerting process, aeration immediately follows. The inert gas
plant is not completely shut down, but is vented via the funnel while being
changed over to the air production mode. During the changeover to air
production, the valves will be lined up ready for aeration.
Company Directives
After heating the tanks, they are to be purged with inert gas to remove the cargo
vapour before air is admitted. This is to avoid the formation of an explosive
mixture. This gas freeing is to be accomplished by means of the inert gas plant,
the R22 cooler, with a dew point +5ºC, and an additional dehumidifier with a
dew point of -25ºC or lower.
Before the inert gas line is connected to the cargo system, the inert gas line
must be blown through with air using the inert gas blower to avoid any debris
entering the cargo system. The inert gas must not be introduced to the cargo
tanks before the tank shell temperature is above +5ºC, the inert gas system
containing between 2% - 3% O2 and the dew point is less than
-25ºC.
The O2 content of 2% normally ensures zero ppm CO, however the inert gas
must be checked for the presence of CO (carbon monoxide/soot) prior to
inerting the tanks.
The inert gas generator must not be forced to run in such a way that the
temperature after the R22 cooler increases to a temperature above 10ºC, +5ºC
is recommended. If the temperature of the inert gas is above 10ºC, some salt
from the sea water will be liberated (mostly chloride) and this will follow the
inert gas flow into the tanks.

Illustration 6.7.3a Inerting

Vent
sor
res
Mast
mp Room
Co
Liq
G
LN V2100
uid
Va
Ni
V2138
015 V2052
po
32 31 V2
tro
V21 V21
ur
ge
r
Liq
V2051
ou
Vap ater
n
Liq
uid
PI V2051
He 15
uid
V21 V2051
30 14
32 30 V21 V21 200
V2 1 V21 V2 V2051
p.B 14A 061
A
m V21 016 015 V2026
34 Co V2 V2 V2
V2 1 HD
r 31
To ou V21 201
ilers Vap ater V21
14 V2 120 Vent Dome
V21 061 V2004 V2
V2
S)
2(
00
36 0 16A V2101 V2
13 V21 V2 A
V2 1 35 200 V2055 V2138
V21 .A V2 V2002 (P)
V2
mp
Co No.1
20
HD
V2054
3
V21
28 V2054 Cargo Tank
e 126
pac
V2
V2 V2054
39 id S er
20
V21 Vo Dry
V2
3A
Air 14 V2054
V23
V2
17 p.
23
V21 m
20
13 Co 25 V2027
4
V21 V21 14
LD V23
3
35 15 26
V22 V23 V21 nt Dome
G 15 Pla Vent
LN iser V23 e N 007
Vap id S er
Vo Dry (S)
V21
11 25 Air 6
V21 m ans V2
00
Void re V21 ti
ula ce H
e
or
r F osphe circ a V2138 V2006 (P)
ate Re id Sp
He e Atm
ac V21
39
For Vo V2058 V2068
No.2
Sp V2057
V2057 Cargo Tank
V2057
V2057
22
V21 V2028
19
V21
V2
Dome
01
Vent 011
2
Mast V2
s (S)
ace 0 10
Sp V2
Void V21
10
To V2108
V2010 (P)
18 V2138
V21 V2064 V2068 No.3
V2063
V2063
Cargo Tank
V2063
V2063
V2029
Spray
Pump
Dome
Vent 019
V2020 V2 D
FW
Mast
S)
8(
01
V2
V2109
V2066 V2138 V2018 (P)
No.4
V2065
V2065
Cargo Tank
V2065
A
V2065 015
V2
V2030 Spray
To Pump 0
Emergency V212
Discharge Dome
Astern 023
V2024 V2 A 061 015
200 V2 V2
V2
(S)
02 6A
V 20 01
V2
352 061
V2002 (P) V2 V2
Liq
A
No.5 V2
352
201
uid
V2 200
Cargo Tank 352 V2
Va
V2 6
po
201
Ni
V
ur
tro
Engine Room
ge
IG Plant
Key
n
Inert Gas

Inerting After a Dry Dock Period: Tanks Returning to Service Position Description Valve j) When the hydrocarbon content sampled from a tank outlet falls
below 1.5%, closed in the tank. On completion of inerting of all
Open No.4 cargo tank liquid header block valve V2020
Company Directives the tanks and associated pipework and equipment, stop the inert
Open No.4 cargo tank filling valve V2019 gas supply and shut down the inert gas plant. Line up for aerating
LNG vapour must not be introduced into the cargo tanks, lines or equipment the tanks.
before they are inerted with inert gas.
Open No.5 cargo tank filling valve V2023 If the tanks are not to be inerted:
Before closing down the tanks, the cargo engineer must visually check the
tanks for any leftover items or debris. The cargo engineer must close and d) Open the following tank vapour valves to vent through the vent a) Close the following vapour header valves and pressurise the tanks
secure all entry hatches and must be the last person to leave the tank. The mast on each tank: to 10.0kPa:
gasket on the tank hatch must be renewed every time the hatch is used to
ensure integrity and avoid leakages. Position Description Valve Position Description Valve
Before commencing purging, all cargo and spray lines are to be checked for Open No.1 cargo tank vapour valve V2100 Close No.1 cargo tank vapour valve V2100
any water content in any traps, blind ends, U-bends etc. in the system. Open No.1 cargo tank vent mast valve V2137 Close No.1 cargo tank vent mast valve V2137
The purging of cargo tanks and lines is to be carried out using the inert gas Open No.2 cargo tank vapour valve V2101 Close No.2 cargo tank vapour valve V2101
plant, the R22 cooler (dew point +5ºC) and an additional de-humidifier (dew Open No.3 cargo tank vapour valve V2103 Close No.3 cargo tank vapour valve V2103
point -25ºC or lower at the outlet).
Open No.4 cargo tank vapour valve V2108 Close No.4 cargo tank vapour valve V2108
The purging operation is complete when the measured O2 content is below 3%
Open No.5 cargo tank vapour valve V2109 Close No.5 cargo tank vapour valve V2109
by volume and dew point below -25ºC at all locations in the cargo system.
e) Start the inert gas plant. When the oxygen content is between 2% b) Close the IG supply valves V2353, V2352A and the manifold
Operating Procedure to Inert the Cargo Tanks valves V2016A and V2016 to the LNG header and shut down the
- 3% and the dew point is below -25°C, open the IG plant
discharge valve V2353 and open the deck valves V2352 and inert gas plant.
a) Install the flexible connection between the flange at the end of the
inert/dry-air feeder line and the liquid manifold or access to the V2352A to allow the inert gas to pass into the liquid header.
c) Close the following tank filling valves:
liquid header.
f) Monitor the tank pressures and adjust the opening of the fill
b) Install the flexible connection between the flange on the vapour valves to maintain a uniform pressure in all tanks. Position Description Valve
header line and the flange at each tank vent mast. Close No.1 cargo tank liquid header block valve V2004
g) Approximately once an hour, take samples of the discharge from
c) Open the following valves to supply inert gas to the liquid header: the vapour dome at the top of each tank and test for hydrocarbon Close No.1 cargo tank filling valve V2003
content. Measurements to be taken at the sample point at the
manifold inlet. Verify that the O2 stays between 2% - 3% and the Close No.2 cargo tank liquid header block valve V2008
Position Description Valve dew point is better than -25°C. Close No.2 cargo tank filling valve V2007
Open Aft liquid ESD valve V2016A h) By sampling at the domes (bottom - middle - top) for HC content, Close No.3 cargo tank liquid header block valve V2012
Open Aft liquid manifold valve V2016 check and record the process developments, i.e. monitoring the Close No.3 cargo tank filling valve V2011
‘layer’ of the HC and the inert gas mixture which is gradually
Open No.1 cargo tank liquid header block valve V2004 rising during the process.. Close No.4 cargo tank liquid header block valve V2020
Open No.1 cargo tank filling valve V2003 Close No.4 cargo tank filling valve V2019
i) During tank inerting, the flow must be directed through the
Open No.2 cargo tank liquid header block valve V2008 sample points, gauge connections, compressor and vaporiser Close No.5 cargo tank liquid header block valve V2024
together with adjacent piping. Safety valves on the cargo tanks Close No.5 cargo tank filling valve V2023
Open No.2 cargo tank filling valve V2007
and pipelines, which may have ‘dead ends’ must also be purged.
Open No.3 cargo tank liquid header block valve V2012 d) Disconnect the flexible hose and replace the flange on the inert
gas supply line.

Illustration 6.7.4a Aerating

Vent
r
sso Mast
pre m
om Roo
GC
Liq
LN V2100
uid
Va
Ni
V2138
015 V2052
po
32 31
tro
V21 V21 V2
ur
ge
r
Liq
V2051
ou
Vap ater
n
Liq
uid
V2051
PI He 15
uid
V21 V2051
30 14
32 30 V21 V21 200
V21 V21 V2 V2051
.B 14A
mp 061 A
Co V21 016 V2 015 V2026
34 V2 V2
V21 HD
r 31
To ou V21 201
ilers Vap ater V21
14 V2 120 Vent Dome
V21 061 V2004 V2
V2
(S)
A 02
36 016 V2101 V2
0
V2 A
13 V21 200 V2138
V21 35 V2 V2055
V21 .A V2002 (P)
V2
mp
Co No.1
20
HD
V2054
3
V21
28 V2054 Cargo Tank
e 26
pac
V2
V21 V2054
39 id S er
20
V21 Vo Dry
V2
3A
Air 14 V2054
V23
V2
17 .
23
V21 mp
20
13 Co 25 V2027
4
V21 V21 14
LD V23
3
V2006 (P)
35 15 26
V22 V23 V21 nt Dome
G 15 Pla Vent
LN iser V23 e N 007
Vap id S er
Vo Dry 6(
S)
V21
11 2 5 Air 00
V21 m ans V2
Void re V21 ti
ula ce H
e
or
r F osphe circ a V2138
ate Re id Sp
He e Atm
ac V21
39
For
Vo V2058 V2068
No.2
Sp V2057
V2057 Cargo Tank
V2057
V2057
22
V21 V2028
19
V21
V2
Dome
01
Vent 011
2
Mast V2
s ( S)
ace 0 10
Sp V2
Void V21
10
To V2108
V2010 (P)
18 V2138
V21 V2064 V2068 No.3
V2063
V2063
Cargo Tank
V2063
V2063
V2029
Spray
Pump
Dome
Vent 019
V2020 V2 D
FW
Mast
(S)
0 18
V2
V2109
V2066 V2138 V2018 (P)
No.4
V2065
V2065
Cargo Tank
V2065
A
V2065 015
V2
V2030 Spray
To Pump
Emergency 120
V2
Discharge Dome
Astern 023
V2024 V2 200
A 061
V2 V2 015
S) V2
2(
00 A
V2 016
V2
061
V2002 (P) A V2
352
Liq
No.5 V2
201
uid
352 V2
Cargo Tank V2 200
2 V2
35
V2
Inert Gas Plant in

V2
016
Key
Dry-Air Mode
Inert Gas/Air Mixture
Dry Air

6.7.4 Aerating The pressure in the tanks is adjusted to 0.012 bar. Aeration carried out at sea as Position Description Valve
a continuation of gas freeing will take approximately 20 hours.
This is carried out immediately after inerting before dry dock. The objective is
to replace all the inert gas in the cargo tanks with air. The procedure is basically WARNING Open No.1 cargo tank vent mast valve V2137
the same as for inerting after dry dock, but with the following differences: Take precautions to avoid concentrations of inert gas or nitrogen in
confined spaces, which could be hazardous to personnel. Before entering
1) Completion of each step in the aeration procedure has the object any such areas, test for sufficient oxygen > 20% and for traces of noxious Open No.3 cargo tank vapour valve V2103
of achieving an oxygen content of 20% or more. At the same time, gases: CO2 < 0.5% and CO < 50 ppm.
the carbon dioxide content should be 0.5% or less and the carbon
monoxide content should not exceed 50 ppm. Aerating progress is Operating Procedure for Aerating the Cargo Tanks Open No.5 cargo tank vapour valve V2109
monitored by taking regular samples and measuring the oxygen
Dry-air with a dew point of between -25°C and -45°C, is produced by the dry-
content. Only after the oxygen content is confirmed at 20% or f) Set the control valve V2137, to No.1 vent riser, to 0.16 bar above
air/inert gas plant at a flow rate of 5000 Nm3/h using two generators.
more at all sampling points, should the CO2 and CO content atmospheric pressure.
measurements be made. The portable gas analyser is provided a) Prepare the dry-air/inert gas plant for use in the dry-air mode (See
with CO2 and CO detector tubes of various ranges. section 4.7.1). g) Start the dry-air production. When the dew point is between -
25°C and -45°C, open the IG plant discharge valve V2353 and
2) In preparation, almost all checks have already been covered by b) Install the flexible connection between the flange at the end of the open the deck valves V2352 and V2352A to allow the dry-air to
those made in the preparation for inerting after dry dock. In inert/dry-air feeder line and the vapour manifold. pass into the liquid header.
addition, the nitrogen bleed to the insulation spaces would be shut
off and the nitrogen generator shut down. It should be verified c) Install the flexible connection between the flange on the liquid h) Observe the tank pressures and void space pressures, to ensure
that the inert gas plant has been changed over to air production header line and the flange at each tank vent mast. that the tank pressures are higher than the void space pressures by
mode and that the unit has settled down and is producing good 0.01 bar gauge at all times.
quality dry-air before changing the delivery back to the cargo d) Open the following valves to supply dry-air to the liquid header:
system. The aeration procedure normally takes at least 24 hours. i) Every hour, take samples from the filling pipe test connections to
test the discharge from the bottom of the tank for oxygen content.
Prior to entry into the cargo tanks, the inert gas must be replaced with air. With Position Description Valve
the IG system in dry-air production mode, the cargo tanks are purged with dry- j) When the oxygen content reaches above 20%, isolate and shut in
air until a reading of 20% oxygen by volume is reached. Open Aft liquid ESD valve V2016A the tank.
Open Aft liquid manifold valve V2016
Operation k) When all the tanks are completed and all piping has been aired out,
Open No.1 cargo tank liquid header block valve V2004 raise the pressure to 0.1 bar gauge on each tank and shut the
The IG and dry-air system produce dry-air with a dew point of between -25°C filling and vapour valves. Restore the tank pressure controls and
and -45°C. The dry-air enters the cargo tanks via the vapour header, to the valves to vent from the vapour header.
individual vapour domes. Open No.2 cargo tank liquid header block valve V2008
l) During the time that dry-air from the inert gas plant is supplied to
Open No.2 cargo tank filling valve V2007 the tanks, use the dry-air to flush out inert gas from the vaporisers,
The inert gas/dry-air mixture is exhausted from the bottom of the tanks to the compressors, gas heaters, crossovers, pump risers and the
atmosphere at the vent mast via the tank filling pipes, the liquid header, and Open No.3 cargo tank liquid header block valve V2012
emergency pump wells. Pipes containing significant amounts of
spool piece and valve V2132. During aerating, the pressure in the tanks must Open No.3 cargo tank filling valve V2011 inert gas should be flushed out. Smaller piping can be left filled
be kept low to maximise the piston effect. with inert gas or nitrogen.
The operation is complete when all the tanks have a 20% oxygen value and a Open No.4 cargo tank filling valve V2019 m) During the time a tank is opened for inspection, dry-air will be
methane content of less than 0.2% by volume (or whatever is required by the permanently blown through the vapour header line in order to
relevant authorities) and a dew point between -25°C and -45°C. Open No.5 cargo tank liquid header block valve V2024 prevent the entry of humidity from the ambient air.
Before entry, test for traces of noxious gases (carbon dioxide less than 0.5% by
volume, and carbon monoxide less than 50ppm) which may have been
constituents of the inert gas. In addition, take appropriate precautions as given
e) Open the following tank vapour valves to vent through the vent
in the Tanker Safety Guide and other relevant publications.
mast on each tank:

Illustration 6.7.4a Aerating

Vent
sor
res
Mast
mp Room
Co
Liq
G
LN V2100
uid
Va
Ni
V2138
015 V2052
po
32 31
tro
V21 V21 V2
ur
ge
r
Liq
V2051
ou
Vap ater
n
Liq
uid
V2051
PI He 15
uid
V21 V2051
30 14
32 30 V21 V21 200
V2 1 V21 V2 V2051
p.B 14A 061 A
Co
m V21 016 V2 015 V2026
34 V2 V2
V2 1 HD
r 31
To ou V21 201
ilers Vap ater V21
14 V2 120 Vent Dome
V21 061 V2004 V2
V2
S)
6A 2(
00
36 V 201 A
V2101 V2
13 V21 200 V2138
V2 1 35 V2 V2055
V21 .A V2002 (P)
V2
mp
Co No.1
20
HD
V2054
3
V21
28 V2054 Cargo Tank
e 126
pac
V2
V2 V2054
39 id S er
20
V21 Vo Dry
V2
3A
Air 14 V2054
V23
V2
17 p.
23
V21 m
20
13 Co 25 V2027
4
V21 V21 14
LD V23
3
V2006 (P)
35 15 26
V22 V23 V21 nt Dome
G 15 Pla Vent
LN iser V23 e N 007
Vap id S er
Vo Dry (S)
V21
11 25 Air 06
0
V21 m ans V2
Void re V21 ti
ula ce H
e
or
r F osphe circ a V2138
ate Re id Sp
He e Atm
ac V21
39
For Vo V2058 V2068
No.2
Sp V2057
V2057 Cargo Tank
V2057
V2057
22
V21 V2028
19
V21
V2
Dome
01
Vent 011
2
Mast V2
s (S)
ace 0 10
Sp V2
Void V21
10
To V2108
V2010 (P)
18 V2138
V21 V2064 V2068 No.3
V2063
V2063
Cargo Tank
V2063
V2063
V2029
Spray
Pump
Dome
Vent 019
V2020 V2 D
FW
Mast
S)
8(
01
V2
V2109
V2066 V2138 V2018 (P)
No.4
V2065
V2065
Cargo Tank
V2065
A
V2065 015
V2
V2030 Spray
To Pump 0
Emergency V212
Discharge Dome
Astern 023
V2024 V2 200
A 061
V2 V2 015
V2
(S)
02
20 A
V 016
V2
061
V2002 (P) A V2
352
Liq
No.5 V2
201
uid
352 V2
Cargo Tank V2 200
V2
352
V2
Key
6
V 201
Inert Gas Plant in
Dry-Air Mode
Dry Air

Precautions to be Taken During the Periods the Tanks are Open
To avoid corrosion during the periods that the cargo tanks are open, it is very
important that the tanks are vented with dry-air at all times. This is of vital
importance with 9% nickel steel tanks.
In relative humidity of less than 50%, corrosion will rarely take place.
However, the speed of corrosion increases rapidly when the relative humidity
exceeds 60%.
At all times during dry docking, the dew point temperature is to be kept more
than 3ºC lower than the cargo tank steel surface temperature and the relative
humidity is to be kept at 40% or lower.
During the dry docking period when the tanks may be open, air should be bled
into the cargo tanks and hold spaces through the ‘bottom’ line(s) and vented
out via the top.
To avoid any humid air being introduced into the cargo tank during this period,
the following additional precautions are to be taken:
A tent is to be rigged above all tank domes to avoid rain
from entering the tank
A prefabricated wooden hatch to cover the manhole is to
be fitted on all tanks which have to be entered
Avoid any more than two tanks being open at the same time
All entries into the cargo tanks are to be controlled by the vessel
Dry-air is to be bled into the tanks when entered
All tanks are to be closed when no work is taking place
A slight air overpressure is to be maintained

Part 7
Emergency Procedures
Illustration 7.1a Vapour Leakage to Insulation Space
Insulation
Tank Top Showing Nitrogen Bleed to Insulation Space Pipe
Nitrogen
Blank Flange
Bleed
Rupture Disc
Removed
Rupture Disc
Skirt
Polystyrene
Leakage Pipes Insulation with
Stainless Steel
Cover
View Showing Tank Upper Hemisphere Insulation and Walkway

Rupture Catch Basin
Disc

Part 7 Emergency Procedures In this case, the cargo tank insulation acts as a splash barrier for the inner hull
structure.
7.1 LNG Vapour Leakage to Insulation Space
The insulation material itself has enough chemical/mechanical strength to
1. Leak before failure concept. resist the leaked cargo. The aluminium sheet applied on the warm side surface
of the insulation also acts as a splash barrier and as protection for moisture
The Moss spherical cargo tank system is based on the ‘leak before failure’ penetration.
concept, which means:
3. Draining of leaked cargo.
a) The stress level even at the welding seams is kept low enough so
as not to cause initial fatigue cracks during the lifetime of the The annular space between the cargo tank and the cargo tank insulation leads
vessel. the leaked cargo to the drip pan. The leaked cargo opens a rupture disc on the
drain pipe (normally for the prevention of moisture migration during normal
b) Even if there is a dent or crack-like due to some accidental reason, service) and the cargo liquid flows out to the drip pan.
the crack will not penetrate the tank shell throughout the life of
the vessel. (The crack propagation speed of 9% Nickel-steel is
slow enough not to penetrate the tank shell.)
c) In the next assumption, a penetrating crack is considered and

crack propagation analysis is executed.
d) In summary, no penetrating crack will be expected in the lifetime

of the vessel. Even if the crack penetrates, the speed of crack
growth and leak increase is moderate and there will be ample time
to take action before failure.
e) The ‘small leak protection system’ consists of the following:

Cargo tank insulation
Partial secondary barrier (drip pan)
Gas detection system
2. Cargo tank insulation.
The cargo tank insulation is designed to meet the requirements of the ‘small
leak protection system’ i.e;
1. Gas detection in the insulation space.
A leak starts as a ‘gas leak’. The tank insulation is not glued to the tank plate,
therefore it allows movement of a gas leak and thus the early detection of
leakage.
The insulation space (upper and lower hemisphere) is purged by N2 and the
outlet is monitored by the gas analyser regularly.
2. Insulation as a splash barrier.
With the growth of the crack size, the leaked cargo will change its form to a
liquid-gas mixture, then to liquid.

Illustration 7.2.1a Use of Eductors for LNG Removal
Driving Water
V2004 V2015
V2014
Spool Piece
Turnable Spool
Piece
V30 V30A V20A

Ejector Feed Eductor Inlet
Cargo Pump
Tank Eductor Outlet
V31 V41 Overboard
V1429
V1429
V42 Eductor Inlet Spool Piece Arrangement on Deck
Side
Water Ballast
Tank
Void
Space Cargo Discharge
Pump
Ejector
Bottom
Water Ballast
Tank
V40 Catch Basin
Tank Cross
Section
Key
LNG Liquid
Tank Void Eductor Well

7.2 LNG Liquid Leakage to Insulation and Void Space Connect the tank dome ejector pipe to the cargo hold ejector pipe using the Inerting the Void Space
turntable spool piece located on the port side of the main deck.
7.2.1 Use of Eductors for LNG Removal If the leakage of cargo into the void space is observed, the oxygen content of
The cargo from the catch basin must be returned to the damaged cargo tank as this space must be reduced to below the explosive limit by the use of inert gas
A serious failure of the tank structure, allowing liquid into the insulation space shown in illustration 7.2.1a. It is also possible to deliver the cargo overboard or nitrogen.
or void space, will be indicated as follows: by the cargo piping discharge system, if necessary.
Inert gas is introduced via the void space aeration header to the void space
1) A rapid increase in the methane content of the affected space. Procedure to Educt Back to the Cargo Tank bottom and is exhausted to the atmosphere from the top of the void space.
2) Low temperature alarms at the temperature sensors in the a) Install the spool piece on the void space eductor return line to the Procedure to Inert the Void Space
surrounding areas. liquid header.
a) Prepare the inert gas plant in inert gas mode (see section 4.7.1 for
3) A general lowering of inner hull steel temperatures. b) Swing the spool piece on the LNG eductor drive line from the further detailed information) and start the inert gas production.
cargo pump discharge. When the oxygen content is between 2% and 3% and the dew
4) Possible liquid alarms in the surrounding areas. point between -25°C and -45°C, open valve V2354, upstream of
c) Open valve V2014, the LNG drive. the two non-return valves on the dry air/inert gas discharge line.
5) Possible gas alarms in the surrounding areas.
d) Open valves V2005 and V2015, the return from the void space b) Ensure the spoon blank between the IG outlet at the starboard
Any liquid flow from the upper hemisphere will be collected in the drain eductor. manifold and the void space aeration header is in the correct
channel formed by the upper ring stiffener of the skirt. There are four drain position.
pipes, port, starboard, forward and aft of the tanks, which lead any cargo e) Open valve V2005 - the filling valve to the tank.
leakage to the catch basin. Any liquid flow in the lower hemisphere will be led c) Open the void space air inlet valve V2303.
to the catch basin by a drain pipe at the south pole. f) Open valves V311 and V41 - the eductor inlet and outlet.
d) Take samples from the outlet pipe at the top of the void space to
Any liquid collecting in the catch basin will raise a liquid alarm via the DCS g) Start the cargo pump. LNG is drained from the catch basin test for hydrocarbon content. Also verify that the oxygen content
system. Whether the liquid is LNG cargo due to a tank leakage, or water due through valve V40 and discharged back to the cargo tank. of the inert gas remains between 2% and 3%.
to leakage from the water ballast tanks, can be determined by observing the gas
detector and the temperature indicators. A low temperature (-100º to -163ºC for On completion, the lines are allowed to warm up and vent back to the cargo e) When the hydrocarbon content sampled from the void space
LNG) indicates cargo leakage, while temperatures above 0ºC indicate water tank before being purged with nitrogen to ensure no LNG vapour remains. outlet falls below 1.5%, shut in the space, stop the inert gas supply
leakage. and shut down the inert gas plant. Reset the valve system for
aerating.
A bilge ejector is installed in the catch basin to empty the area when required.
If the basin has to be emptied of water, water supplied from the driving line Aeration is carried out in the same manner as inerting, using the inert gas plant
from the ejector feed pump is used as the driving force. The exhausted water operating in the dry air mode to supply dry-air.
is delivered overboard. After use, the flexible hoses must be disconnected and
the pipe ends blind-flanged. A needle valve, V1429, is located at each flange. The aeration operation is continued until the oxygen content, measured with a
Pressurised air from the working air system on deck is introduced to the ejector portable oxygen indicator, is about 21%.
pipe through these valves by means of quick connecting couplings and the air
will empty the ejector pipe of water through the drainpipe. In order to save time, the aeration of the void spaces can be carried out
simultaneously with gas freeing of the cargo tanks.
Depending on the size of the leak, liquid may find its way to the catch basin
located centrally below the affected tank. It is very important that the aeration of the void spaces must not start before
the warming up of the cargo tanks has been completed.
When LNG cargo has to be removed from the catch basin, the cargo is also
used as the eductor driving force.
The eductor driving force LNG is fed from the starboard side cargo pump of
the tank concerned, through the ejector pipe in the tank dome.

Illustration 7.3.1a Use of Eductors for Water Removal
V2004 V2015 Driving Water
V2014
Turnable Spool
Piece Spool Piece
V30 V30A V20A

Ejector Feed
Cargo Pump Eductor Inlet
Tank
V31 V41 Eductor Outlet
Overboard
V1429
V1429
V42 Eductor Inlet Spool Piece Arrangement on Deck
Side
Water Ballast
Tank
Void
Space Cargo Discharge
Pump
Ejector
Bottom
Water Ballast
Tank
V40 Catch Basin
Tank Cross
Section
Key
Sea Water
Tank Void Eductor Well

7.3 Water Leakage to Void Spaces Procedure to Use the Eductors for Water Removal
7.3.1 Use of Eductors for Water Removal A bilge ejector is installed in the catch basin to empty the area when required.
If the basin has to be emptied of water, the procedure is as follows:
Ballast water leakage from the wing tanks to the void spaces can occur through a) Turn the spool pieces on the drive and outlet pipes and connect to
fractures in the inner hull plating. If the leakage remains undetected and water the drive water inlet line and overboard discharge.
accumulates in these spaces, ice may be formed. Ice accumulation can cause
deformation, and possible rupture, of the tank insulation. The resultant cold b) Open valve V20A, the ejector feed pump suction valve.
conduction paths forming in the insulation may cause cold spots to form.
c) Open valves V30 and 30A, the pump discharge valves.
To reduce the risk of damage from leakage, each cargo tank void space is
provided with water/leakage detection units. d) Open valve V41, the outlet to the overboard discharge line.
The leakage protection system also includes a method of collecting and e) Open valve V311, the eductor inlet.
accumulating small leaks of liquid cargo as well as water. This liquid is
collected in the catch basin under the cargo tank. The water leakage collects in f) Start the ejector feed pump.Water is drained from the catch basin
this basin, where the monitoring equipment is installed. The equipment through valve V40 and discharged overboard.
consists of a sample point for the gas detector, a liquid indicator and a
temperature indicator to raise alarms in the CCR via the DCS system. g) On completion, shut valves V311 and V41. Swing the spool
pieces. An air outlet valve is located at each flange enabling air
Any liquid collecting in the catch basin will raise a liquid alarm via the DCS from the working air system on deck to be introduced by means
system. Whether the liquid is LNG cargo due to a tank leakage, or water due of the quick connecting couplings. The air will empty the ejector
to leakage from the water ballast tanks, can be determined by observing the gas pipe of water through the drain line and valve V42.
detector and the temperature indicators. A low temperature (-100º to -163ºC for
LNG) indicates cargo leakage, while temperatures above OºC indicate water
leakage.

Illustration 7.4a Emergency Discharge
Vent
r
sso Mast
pre m
Com Roo
Liq
G
LN
uid
Va
5 V2138
Ni
01 V2052
V2
po
32 31
tro
V2100
V21 V21
ur
V2051
ge
r
Liq
ou
Vap ater
n
V2051
Liq
uid
He 15 200
uid
V21 V2 V2051
3 0 14
2 30 V21 V21 V2051
V 213 V21
mp
.B 14A 6 061 15A V2026
Co V21 V2
01 V2 V2
0
34 HD
V21 r 31
To ou 1
rs Vap ater V21 14 V 220 120 Vent Dome
B oile He V21 V2 Mast 00 3
35 061 V2004 V2
V21 V2
S)
2(
A V2101 00
m 016 0A V2
Fronifold 3 6 V2 20
13 V21 V2 V2055 V2138
Ma V21 35 V2002 (P)
V21 .A
V2
mp No.1
Co V2054
20
H D
3
28
V2054 Cargo Tank
V21 e 26 V2054
pac V21
V2
39 id S er
20
V21 Vo r Dry 4 V2054

V2
3A
Ai V23
1
V2
17 .
23
V21 mp V2027
Co
20
13 14
4
V21 LD V23
3
2 5
5 V21 15 26
V 223 V23 V21 G Dome
15 LN r Vent 007
V23 e To orise V2
pac Vap Mast V2008
id S er
G
LN iser Vo r Dry (S)
or 11 25 Ai 006
Vap V21 V21 V2
m ans V2103
Voi re V21 t e
or
r F osphe c ir cula ace H V2138 V2006 (P)
ate Re id Sp V2058 V2068 No.2
He e Atm 39 V o
ac V21 For V2057
Sp
V2057
Cargo Tank
V2057
V2057
22
V21 V2028
19
V21
V2
Dome
01
Vent
011
2
Mast V2
S)
s 0(
ace V2
01
Sp 10
Void V21 V2108
To V2010 (P)
18 V2138
V21 V2064 V2068 No.3
V2063
V2063
Cargo Tank
V2063
V2063
V2029 Spray
Pump
Dome
Vent 019
V2020 V2
Mast D
8(
S) FW
01
V2
V2109
V2066 V2138 V2018 (P)
No.4
V2065
V2065
Cargo Tank
y
e nc
erg rge
V2065
m
E c ha V2065 015
A
V2
Dis stern Spray
A V2030
To Pump 120
V2
Dome
3
202 A 06 1
V2024 V 200 V2
V2
S) 015
0 2( V2
V 20 A
016
V2 061
V2002 (P) V2
Liq
No.5 201
uid
V2
Cargo Tank 200
V2
Va
6 Key
po
V201 Ni
ur
tro
Liq
ge
n
uid
LNG Liquid
LNG Vapour
Displaced LNG

7.4 Failure of Cargo Pumps - Emergency Discharge b) Complete normal unloading procedures and final gauging of the f) Monitor No. 5 cargo tank pressure increase and the cargo transfer
cargo, then sail from the port to an open sea area. rate. The tank pressure will rise rapidly during the first hour or so,
If the two cargo pumps in any one cargo tank fail, the remaining cargo can be then, as the tank level falls, the vapour pressure will have to be
transferred to any other tank by vapour pressurisation above the liquid in the c) Connect spool pieces at the inlet and outlet of the vaporiser. increased to maintain the flow. Regulate the cargo tank pressure
affected tank. The rate of transfer is controlled by regulating the pressure by throttling the liquid flow into the vaporiser.
within the tank. d) Open the manifold valves V2061, V2201 and V2200A and cool
down the transfer lines as required. (Note: The vaporiser must be monitored locally during this operation.)
The transfer operation would normally take place at sea after the completion of
unloading and gauging of the tanks. The ship would then return to complete the e) Select the Cargo Primary Window on the DCS display and carry g) Ensure that the tank pressure does not rise too close to the setting
unloading operation prior to the inerting, aerating and replacement of the out the normal safety checks. of the safety valve.
defective cargo pumps.
(Note: Under normal operating conditions, the LD compressor will be h) When the tank liquid level falls to approximately 2 metres, stop
Control of this operation would be by remote manual control from the DCS supplying boil-off gas to the boilers from all tanks through the gas heater. This the transfer of cargo by stopping No. 4 spray pump.
system in the CCR, with personnel available on deck for local monitoring. Full operation will be continued for No. 1, 2, 3 and 4 cargo tanks.)
safety precautions are to be implemented as for any normal cargo transfer i) Shut down the steam supply to the vaporiser.
operation. These include: The Transfer of Cargo
j) Set the valves as in the following table:
Fire hoses: laid out, pressurised a) Supply steam to the LNG vaporiser, opening steam supply valve
Dry powder system available V937A and when the LNG supply is stabilised, place the control Position Description Valve
valve V2203 in automatic control.
Safety personnel patrolling the cargo areas during the full Close LNG vaporiser supply valve V2203
operations of purging, cooldown and pressurised transfer
b) Adjust the vapour temperature out set point to -60ºC. Adjusting Close LNG vaporiser discharge valve V2235
of LNG.
the set point is described in the vaporiser manufacturer’s manual.
Close LNG vaporiser supply to vapour header valve V2118
Using this method, cargo is pressed up and displaced into the filling line by
c) Set the safety valves for operation on the HP pilot in order to Close Cargo tank No.5 vapour supply valve V2109
means of increased vapour pressure above the liquid. The increased pressure is
adjust the opening set point to 2.15 bar.
obtained by pumping LNG from cargo tanks No.3 or 4 using the spray pump Close Cargo tank No.4 spray discharge valve V2068
to the vaporisers. The vapour is introduced into the required tank through the
d) When the LNG liquid line header has cooled down, Set these Open No.4 cargo tank filling valves V2020, 2019
vapour line. The flow lines for LNG vapour, liquid LNG and for the displaced
valves as in the following table:
LNG are shown in illustration 7.4a. The illustration also shows the vapour Open No.5 cargo tank filling valves V2024, 2023
supply line to the other cargo tanks if required and the spray liquid suction Position Description Valve
from cargo tank No.3 if required. k) Reset No. 5 tank safety valves to their normal operating positions.
Open LNG vaporiser supply valve V2203
In order to avoid opening the safety valves, due to the increased pressure, the Open LNG vaporiser discharge valve V2235 l) The adjustment and readjustment of the safety valves is to be
valves are set for operation on the HP pilot. This is carried out by operating the carried out under the supervision of the Master and recorded in
Open LNG vaporiser supply to vapour header valve V2118
two-way three port ball valve via the interlock device. The opening set point is the ship’s log book.
thus increased to 2.15 bar. Open No.4 cargo tank filling valves V2020, 2019
Open No.5 cargo tank filling valves V2024, 2023 m) Restore all alarms to their normal operating settings.
The high pressure alarm is set to sound at 0.22 bar, so this alarm should be
inhibited. Open Cargo tank No.5 vapour supply valve V2108 n) Remove the spool pieces at the inlet and outlet of the vaporiser.
For this example, it is assumed the pumps have failed in cargo tank No.5. The Open Cargo tank No.4 spray pump discharge valve V2068
transfer of cargo from No.5 cargo tank to No.4 cargo tank is explained. No. 4 spray pump will now supply the LNG vaporiser to pressurise No.5 cargo
tank through valve V2109.
Procedure for an Emergency Discharge
a) Discharge the contents of No.1, 2, 3 and 4 cargo tanks, leaving e) Start No.4 cargo tank spray pump.
approximately 1500m3 in No.3 or No.4 cargo tanks. This quantity
of liquid will provide the required volume of vapour.

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

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

sounded as per the terminal’s requirements (as detailed in the
ship/shore checklist). Ship’s personnel should move away from
the manifold areas immediately.
b) Ship and shore emergency procedures will be put into operation.
c) The ESD1 system will be activated, resulting in the cargo arms

being disconnected.
d) In the event of fire, the water spray system on ship/shore will be

activated.
e) Fire parties would attempt to deal with the situation.
f) The vessel would prepare for departure from the berth.
g) Liaison with shore personnel to arrange for pilot and tugs and
additional support.
h) A standby tug would assist with fire fighting/movement of the

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

informed of the situation.

Illustration 7.6.1a One Tank Warm Up

Vent
sor Mast
res
o mp Room V2137
Li q
GC
LN
ui d
V2100
Va
015
Ni
V2052 V2138
p
V2
tro
32 31
ou
V21 V21
L iq
ge
r
r V2051
ou 120
u id
n
Li q
Vap ater V2 V2051
He
u id
15
V21 V2051
3 0 14
32 3 0 V21 V21 200 V2051
V21 V21 V2
.B 1 4A
016 061 0 15A
Co
mp V21 V2 V2 V2 V2026
34 HD
V 21 31 1
To r
220
ou V21
oile
rs Vap ater V21
14 V Vent Dome
B He 35 061
Mast 003
V21 V2 V2004 V2
S)
A 2(
016 A 00
36 V2 200
V2101 V2
1 3 V21 V2 V2138
V21 35 V2055
V21 .A V2002 (P)
V2
mp
Co No.1
20
V2054
HD
3
V21
28 V2054 Cargo Tank
e 126
pac
V2
V2 V2054
39 id S er
20
V21 Vo r Dry 4
V2
3A
1 V2054
Ai V23
V2
17 p.
23
V21 om
20
13 V2027
4
V21 C 14
LD V23
3
2 5
5 V21 15 26
V 223 V23 V21 nt
Pla Dome
15 N Vent
G
Vap id S er
Vo r Dry S)
11 25 A i 6(
V21 V21 m ans V2
00
Voi re V21 t
cula ace H
e
or V2138
r F osphe c ir
Re id Sp
V2006 (P)
ate V2058 V2068
He e Atm
ac V21
39
Fo r Vo No.2
Sp V2057
V2057 Cargo Tank
V2057
V2057
22
V21 V2028
19
V21
V2
Dome
01
Vent 011
2
Mast V2
s (S)
ace 01
0
Sp V2
Void 10
To V21 V2108
V2010 (P)
18 V2138
V21 V2064 V2068 No.3
V2063
V2063
Cargo Tank
V2063
V2063
V2029
Spray
Pump
Dome
Vent 019
Mast V2020 V2 D
S) FW
8(
01
V2
V2109
V2066 V2138 V2018 (P)
No.4
V2065
V2065
Cargo Tank
V2065
A
015
V2065 V2
V2030 Spray
Pump
Dome
023 200
A 061
V2024 V2 V2
V2
015
S) V2
2(
00 A
V2 016
V2 061 120
V2002 (P) V2 V2
Liq
No.5 201
u
V2
id
200
Cargo Tank V2
Va
6
po
V201 Ni
ur
tro
Key
Liq
ge
n
uid
LNG Vapour
LNG Vapour (Warm)

7.6 One Tank Operation 7.6.1 One Tank Warm Up m) Monitor the tank pressure and adjust the compressor(s) to
maintain the tank pressure between 0.04 bar and 0.2 bar.
It may be necessary for in-tank repairs to be carried out with the vessel in Normal gas burning is continued during this operation using vapour from all
service, in which one tank can be warmed up, inerted, aerated, entered and five tanks. In the first instance, normal boil-off gas procedures are followed n) When the tank pressure tends to decrease, stop the BOG burning.
work undertaken on the tank internals, i.e. change cargo pump, investigate and until this operation has stabilised, then the operation for warming up one tank
cure problems with tank gauging systems etc. using an HD compressor can be carried out. o) Monitor the tank temperatures, warm up is completed when the
cargo tank equator temperature is higher than -20°C.
The warm up, inerting and aeration can be carried out with the remaining cold Warm Up Procedure (No.3 Tank)
tanks providing boil-off gas for burning in the boilers. p) Stop the warm up, shut off the steam to the gas heaters and allow
It is assumed that all valves are closed prior to use. vapour to circulate for 10 minutes.
Aeration should be continued throughout the repair period to prevent ingress
of humid air to the cargo tank. a) Install the spool piece and open valves V2121 and V2125 to q) Shut down the HD compressor(s) and set up for inerting and
discharge the heated vapour to the liquid header. aerating the tank.
Tank venting is carried out by means of the gas header line.
b) Prepare the upper or lower gas heater for use.
Operation
CAUTION
At the discharge port, the tank to be worked on is discharged to the lowest The vapour heaters should be thoroughly preheated with steam before the
measurable level and after completion of custody transfer, as much as possible admission of methane vapour. This prevents ice formation.
is drained to another tank using the spray/stripping pump, if possible.
Sufficient heel for the voyage, together with an extra amount for cooling down c) Adjust the heater temperature set point for +75ºC.
the tank after completion of repairs, is retained in one of the other tanks.
CAUTION
When returning heated vapour to the cargo tanks, the temperature at the
heater outlet should not exceed +85ºC to avoid possible damage to the
cargo piping insulation and safety valves.
d) At the vent mast, set valve V2137 for 0.3 bar.
e) Prepare the HD compressor(s) for use.
f) Open valve V2110, the compressor(s) suction from the vapour

header.
g) Open the compressor(s) inlet valves V2113 and discharge

valve(s) V2114A and V2115 to the heaters.
h) Open the heater inlet and outlet valves V2131 and V2132.
i) Open the vapour outlet valves on each tank - V2100, V2101,

V2103, V2108 and V2109.
j) Open the filling valves V2012 and V2011 on tank No.3.
k) Start one or two HD compressors manually. Gradually increase

the flow by adjusting the speed accordingly.
l) Send boil-off gas to the boilers; carry out steam dumping and vent
control in parallel to obtain stable boiler combustion.

Illustration 7.6.2a One Tank Gas Freeing
Vent
sor Mast
res
o mp Room
GC
V2137
Liq
LN V2100
uid
V2138
Va
V2052
015
Ni
32 31
po
V2
V21 V21
tro
V2051
ur
r
ge
ou
Liq
Vap ater V2051
n
Liq
He
uid
15
V21 V2051
uid
30 14
3 2 30 V21 V21 V2051
V2 1 V21 220
0
.B 4A V A
mp V21
1
061 015 V2026
Co 016 V2 V2
34 HD V2
V2 1
To ou
r
V2 131 1 Vent
iler
s Vap ater 4 220 Dome
Bo V21
1 V 120 Mast 003
He 3 5 V2 V2004 V2
V21 061
V2 (S)
2
V2101 00
A V2
36 016 A
13 V21 V2 200 V2055 V2138
V21 35 V2 V2002 (P)
V21 .A
V2
mp No.1
Co V2054
20
HD
3
28
V2054 Cargo Tank
V21 e 26 V2054
pac V21
V2
39 id S er
20
V21 Vo r Dry
14
V2054
V2
3A
A i
V23
V2
17 p.
23
V21 om 25
V2027
20
13 C 14
4
V21 LD V21 V23

3
35 15 26
V22 V23 V21 nt Dome
G 15 Pla Vent 007
LN iser V23 pac
e N
To 2 Mast V2008 V2
or i d S er
Vap Vo r Dry S)
Ai 6(
11 25 00
V21 V21 m ans
V2
Voi re V21 t e
or cula ace H V2138 V2006 (P)
r F osphe c ir
Re id Sp
ate V2058 V2068 No.2
He e Atm 39 V o
ac V21 For V2057
Sp
V2057
Cargo Tank
V2057
V2057
22
V21 V2028
19
V21
V2
Dome
01
Vent
011
2
Mast V2
(S)
es 01
0
S pac V2
10
Void V21 V2108
To
V2138 V2010 (P)
18
V21 V2064 V2068 No.3
V2063
V2063
Cargo Tank
V2063
V2063
V2029 Spray
Pump
Dome
Vent 019
V2020 V2
Mast D
8(
S) FW
01
V2
V2109
V2066 V2138 V2018 (P)
No.4
V2065
V2065
Cargo Tank
V2065 * 1-5 Cargo Tank Valves 2100, 2101, 2103, 2108 and 2109
A
V2065 015 Must Be Shut On Tanks Not being Inerted
V2
V2030 Spray
Pump
120
V2
Dome
023
V2024 V2 A 061
200 V2
S) V2
2( 015
0 V2
V 20
6 A
201
352
V 061
V2002 (P)
V2 V2
Liq
A
No.5 352
V2 201
uid
V2
Cargo Tank 200
352 V2
Va
V2
016
po
Ni
V2
ur
tro
Engine Room
ge
IG Plant
Key
n
Inert Gas

7.6.2 One Tank Gas Freeing h) By sampling at the vapour dome, check the atmosphere of the
tank using a portable oxygen analyser. The oxygen content is to
The tank pressure in all tanks is to be reduced as much as possible prior to be between 2% and 3% and the dew point less between -25°C and
inerting as it is not possible to use the boil-off gas from the four remaining -45°C.
tanks during the inerting of No.3 cargo tank.
i) When the hydrocarbon content sampled from the tank outlet falls
Gas Freeing Procedure (No.3 Tank) below 1.5%, shut in the tank. On completion of inerting, stop the
inert gas supply and shut down the inert gas plant. Reset the valve
a) Prepare the dry-air/inert gas plant for operation in the inert gas system for aerating.
mode.
(Note: If No.3 tank is to remain without inerting shut the vapour header valve
b) Install the flexible connection between the flange at the end of the V2103 and pressurise the tank to 0.1 bar before shutting down the inert gas
inert gas/dry-air feeder line and the liquid manifold or access to plant.)
the liquid header.
j) Close the following valves:
header line to the flange at No.3 tank vent mast. Position Description Valve
d) Set up the following valves: Close IG plant discharge valve V2353

Close IG plant deck discharge valves V2352, V2352A
Position Description Valve Close Liquid manifold valves V2016, V2016A
Close No.1 cargo tank vapour valve V2100 Close No.3 cargo tank filling valves V2011, V2012
Close No.2 cargo tank vapour valve V2101
k) Disconnect the flexible hose and replace the flange on the inert
Open No.3 cargo tank vapour valve V2103 gas supply line.
Close No.4 cargo tank vapour valve V2108
l) Reset the system to send the boil-off gas in the four remaining
Close No.5 cargo tank vapour valve V2109 tanks to the ship’s boilers.
Open Liquid manifold valves V2016, V2016A
Open No.3 cargo tank filling valves V2011, V2012
e) Start the inert gas plant. When the oxygen content is between 2%
and 3% and the dew point is between -25°C and -45°C, open the
IG plant discharge valve V2353 and open the deck valves V2352
and V2352A to allow the inert gas to pass into the liquid header.
f) Monitor the tank pressure and adjust the opening of the fill valve
to maintain a uniform pressure.
g) Approximately once an hour, take samples of the discharge from

the vapour dome at the top of tank and test for hydrocarbon
content. Also verify that the oxygen content of the inert gas
remains between 2% and 3%, by testing at a purge valve at the
filling line of the tank being inerted.

Illustration 7.6.3a One Tank Aerating

Vent
r
sso Mast
m pre oom V2137
Co R
Liq
G
LN V2100
uid
Va
V2138
015
Ni
V2052
po
32 31 V2
tro
V21 V21
ur
ge
Liq
r V2051
ou
Vap ater
n
Liq
V2051
uid
He 15
uid
V21 V2051
30 14
3 2 30 V2 1 V2 1 200 V2051
V21 V2 1 V2
.B 14A 061 15A
Co
mp V21 016 V2 V2
0 V2026
34 V2
V21 HD
To r 31 1
ou V21 220 120
oile
rs Vap ater V21
14 V V2
Vent Dome
B He 35 Mast 003
V21 061 V2004 V2
V2
S)
2(
A 00
36 016 0A V2101 V2
V21 V2 20
13 35 V2 V2138
V21 V21
V2055
V2002 (P)
p.A
V2
om No.1
2
C V2054
03
HD
V21
28 V2054 Cargo Tank
e 26
pac V21
V2
V2054
39 id S er
2
V21 Vo r Dry
03
14
V2
V2054
Ai V23
A
V2
17 .
2
V21 mp
34
25
2
13 Co 14 V2027
V21 V21
03
LD V23
35 15 26
V22 V23 V21 t
P lan Dome
15 Vent
G
LN iser V23 e N
To 2 007
Vap id S er
Vo r Dry S)
11 25 Ai 6(
V21 V21 m ans V2
00
Voi V21 ula
t
eH
e
rF p e
ate tmos R
Void V2058 V2068
e
H eA
ac V21
39
For No.2
Sp V2057
V2057 Cargo Tank
V2057
V2057
22
V21 V2028
19
V21
V2
Dome
01
Vent 011
2
Mast V2
e s 0 (S)
pac 01
S V2
Void V21
10
To V2108
V2010 (P)
18 V2138
V21 V2064 V2068 No.3
V2063
V2063
Cargo Tank
V2063
V2063
V2029
Spray
Pump
Dome
Vent 019
Mast V2020 V2 D
S) FW
8(
01
V2
V2109
V2066 V2138 V2018 (P)
No.4
V2065
V2065
Cargo Tank
V2065
01 5A
V2065 V2
V2030 Spray
Pump
120
V2
Dome
3
V2024 V 202 00A 061
V2
2 V2
S) 015
2( V2
00
V2 6A
201
V 061
V2002 (P) 352 V2
V2
Liq
2A
No.5 235 201
uid
V V2
Cargo Tank 200
2 V2
Va
V 235
016
po
Ni
Inert Gas Plant in V2 Key
ur
tro
Dry-Air Mode
ge
n
Fresh Air

7.6.3 One Tank Aerating g) Approximately once an hour, take samples from the filling pipe
test connections to test the discharge from the bottom of the tank
The aeration of a single tank may be carried out in the same manner as for oxygen content.
previously described for inerting a single tank. The supply of air from the dry-
air plant is sent to the tank via the liquid header and vented through the vapour h) When the oxygen content reaches 20%, isolate and shut in the
tank vent. tank
i) During the time a tank is opened for inspection, dry-air will be

It is not possible to use the boil-off gas in the boilers whilst this operation is
permanently blown through the spray header line in order to
being carried out as the other tanks have to be isolated. However, it is possible
prevent the entry of humidity from the ambient air.
to continue using the boil-off gas in the following alternative method:
CAUTION
Dry-air with a dew point of between -25°C and -45°C, is produced by the inert
Ensure that the tank pressure in the aerated tank remains higher than the
gas plant operating in the dry-air mode at a flow rate of 5000Nm3/h using two
other tanks containing LNG vapour to avoid leakage of toxic gas to this
generators.
tank. All safety precautions are to be taken to avoid creating an
inflammable mixture by fitting blanks to the pipelines surrounding the
Aeration Procedure (No.3 Tank)
tank.
a) Prepare the dry-air/inert gas plant for use in the dry-air mode (See
j) During the above operation, gas burning can be continued from
section 4.7.1).
the other four tanks in the usual manner.
b) Install the flexible connection between the flange at the end of the
inert/dry-air feeder line and the liquid manifold.

header line and the flange on No.3 tank vent mast.
d) Open the following valves to supply dry-air to the liquid header:

Open Aft liquid ESD valve V2016A
Open Aft liquid manifold valve V2016
e) Start the dry-air production. When the dew point is between -

25°C and -45°C, open the IG plant discharge valve V2353 and
open the deck valves V2352 and V2352A to allow the dry-air to
pass into the liquid header.
f) Observe the tank pressures and void space pressures, to ensure

that the tank pressures are higher than the void space pressures by
0.01 bar gauge at all times.

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

7.7.4 Transfer Operations 7.7.5 Unmooring
Transfer can begin when the two Masters have ensured that all the pre-transfer This procedure will be carried out, under normal conditions, at anchor, though
checks and precautions have been completed and agreed them. Both ships if both Masters agree, unmooring can take place whilst under way.
should be prepared to disconnect and unmoor at short notice should anything
go wrong. Before unmooring begins, obstructions from the adjacent sides of both ships
should be cleared and the sequence and timing of the event be agreed by both
During transfer, ballast operations should be performed in order to keep the ships, and commenced at the request of the manoeuvring ship. Lines should be
trim and list of both vessels constant. Listing of either vessel should be avoided singled up fore and aft, then let go the remaining forward mooring allowing the
except for proper tank draining. Checks should also be kept on the weather, ships to drift away from each other, at which time the remaining after moorings
traffic in the area, and that all safety equipment is still in a state of readiness. are let go and the ships drift clear of each other. Neither ship should, at this
point, attempt to steam ahead or astern until their mid lengths are about two
Transfer can take place whilst the two vessels are at anchor. This is the most cables apart.
common method. Transfer can also take place whilst the two vessels are under
way, though this depends on there being adequate sea room, traffic conditions
and the availability of large diameter, high absorption fenders.
Underway Transfer
After completion of mooring, the constant heading ship maintains steerage

way and the manoeuvring ship adjusts its engine speed and rudder angle to
minimise the towing load on the moorings. The course and speed should be
agreed by the two Masters and this should result in the minimum movement
between the two ships. The Master of the constant heading ship is responsible
for the navigation and safety of the two vessels.
Drifting Transfer
This should only be attempted in ideal conditions.
Completion of Transfer
After transfer has been completed and before unmooring, all hoses should be
purged, manifolds securely blanked and the relevant authorities informed that
transfer is complete.

7.8 LNG Jettison
WARNING
The jettisoning of cargo is an emergency operation. It should only be
carried out to avoid serious damage to the cargo tank and/or inner hull
steel structure.
A containment or insulation failure in one or more cargo tanks may necessitate

the jettisoning of cargo from that particular cargo tank to the sea. This is
carried out using a single main cargo pump, discharging LNG through a
portable nozzle fitted at the ship’s manifold.
As jettisoning of LNG will create hazardous conditions:
a) All the circumstances of the failure must be carefully evaluated

before the decision to jettison cargo is taken.
b) All relevant fire fighting equipment must be manned, in a state of

readiness and maintained so during the entire operation.
c) All accommodation and other openings and all vent fans must be
secured.
d) The NO SMOKING rule must be rigidly enforced.
e) The water curtain on the side of the jettison is to be running to

protect the ship’s structure.
Weather conditions, and the heading of the vessel relative to the wind, must be
considered so that the jettisoned liquid and resultant vapour cloud will be
carried away from the vessel. In addition, if possible, avoid blanketing the
vapour with exhaust gases from the funnel.
The discharge rate must be limited to the capacity of one cargo pump only and,
if necessary, reduced to allow acceptable dispersal within the limits of the
prevailing weather conditions.
WARNING
Too rapid a flow of LNG will result in rapid phase transfer (RPT) when
the liquid hits the sea water.

7.9 General Emergency Procedures Try to control the direction of the dispersion with the fire hose water spray, 7. Tank Overpressure
dilute the gas with water spray, heating the relatively cold gas to increase its
1. Mooring Failure buoyancy. During Cooldown or Loading
If any of the mooring lines should break, or a winch starts to pay out on a The off-duty crew are to be called out to prepare for fire fighting. If the high-pressure alarm is released and the pressure is still rising after
mooring line, the CCR is to be notified at once. Corrective action is to be taken reducing the cooldown rate/loading rate, the following action shall be taken:
as soon as possible. 4. Fire in the Tank Vent Mast
The cooldown/loading is to be stopped immediately and the reason for the high
If the vessel starts moving, the CCR has to be informed and ESD to be If vent mast fire, the following to be considered: tank pressure is to be investigated. The terminal is to be advised.
released. The cargo operation shall not resume until the reason why the vessel
has moved is established and the corrective action taken. 1. Stop venting immediate, or detect the gas leakage from the safety The cooldown/loading shall not continue until the tank pressure is under
valves. control and accepted by the terminal.
If the OOW observes a change in the weather conditions, or recognises an
unannounced vessel passing nearby, the CCR shall be notified and the 2. Inject any kind of inert gas (IG) into the vent mast. During Discharging
moorings shall be carefully observed.
3. Spray the masthead with water. The terminal has to be ordered to stop the return gas blower and vapour
2. Cargo Leakage on Deck manifold valve to be closed.
5. Cargo Tank Overfill
The CCR is to be informed immediately about the observation and the extent The terminal is to be advised that the discharging will be stopped and that the
of the leakage is to be reported. If any sign that a cargo tank is overfilled during a cargo operation, the manifold valves will be closed until the situation is clarified.
operation is to be stopped immediately and the terminal is to be advised.
Discharging rate/loading rate is to be reduced or stopped until the situation is As soon as agreed with the terminal, open the vapour valve and vent the return
under control. The terminal is to be informed. The situation is to be assessed and corrective action is to be taken. gas to the shore flare or burn the excess BOG on the boilers, until the pressure
in the cargo tanks is under control.
If unable to stop the leakage, the cargo operation shall be suspended until the The vapour line is to be inspected to find out if any liquid has entered it and
problem is solved. the LNG compressors are to be stopped accordingly in order to avoid liquid Continue the discharging when the reason for the high tank pressure is
slugs. established and agreed by the terminal.
Water shall be used to protect the steel and dilute the gas.
If possible, the excess cargo is to be transferred to another cargo tank. 8. Uncontrolled Venting
3. Cargo Line Burst
The ‘overfilled’ cargo tank is to be closely monitored during the remaining If any uncontrolled venting should take place, all cargo operations are to be
The ESD system is to be activated, the CCR is to be informed accordingly and loading. stopped immediately.
the general alarm raised.
6. Leakage in Cargo Compressor Room Check that all openings in the deckhouse and superstructure are closed to
The terminal is to be informed immediately according to the terminal’s safety minimise the possibility to vapour entry.
checklist procedures. If any alarm comes from the gas detection system, indicating a high gas
concentration in the cargo compressor room, the room has to be inspected with If alongside, the terminal is to be advised.
All cargo operations are to be suspended, valves closed and if possible the caution (enclosed space entry procedure is to be followed), and action is to be
fractured section to be isolated as much as possible. taken to correct the gas leakage. If at sea, try to change course, related to the wind and the vessel’s speed, to
minimise the risk for any gas vapour to enter the superstructure.
All ventilation is to be closed, or stopped. Be sure that the ventilation fan is running, and no gas has accumulated.
Identify the gas leakage and try to isolate the gas-leaking source.
Smoking, naked lights and the use of electric switches everywhere onboard, Be sure that the gas analyser and ventilation are operating at all times.
are not to be used until the area is declared as gas free. Spray the vent mast with water in order to heat and increase the vapour
buoyancy.
Fire hoses and water sprays must be ready for immediate use in the fractured
area of the vessel’s hull, in order to protect the mild steel and to disperse the
liquid overboard.

9. Cargo Operations during an Electrical Storm
If an electrical storm is closing on the vessel, the CCR is to be informed.
The terminal safety checklist is to be followed and the cargo operations are to
be stopped while the electrical storm is passing the vessel, terminal and plant.
The cargooperation may continue as soon as the electrical storm has passed
and is agreed by the terminal.
10. Fire in the Vicinity of the Vessel
If a fire occurs in the immediate vicinity of the vessel, whether ashore or

onboard another vessel, the following action shall be taken:
1. An alarm is to be given according to the terminal’s regulation
2. Contact the terminal and inform that the cargo operation may be
stopped.
3. Stand by at the telephone/VHF to await information and/or

instructions.
4. Rig the pilot ladder on the offshore side.
The following actions are also to be considered:
1. Stopping the cargo operation (and bunker operation, if taking

place).
2. Contacting the port authorities to obtain the latest information and

discuss/decide the best course of action to be taken.
3. Disconnecting the loading/discharging arms.
4. Starting the sprinkler on deck and spraying sea water at exposed

lifeboat/liferafts.
5. Preparations for leaving the berth.
6. Muster the fire stations.

GO-007-LNG Norman Lady - Cargo Operating Manual

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Norman Lady Cargo Operating Manual

Issue: 2 Front Matter - Page 1 of 9

Issue: 2 Front Matter - Page 2 of 9

Issue: 2 Front Matter - Page 3 of 9

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

Issue: 2 Front Matter - Page 4 of 9

Issue: 2 Front Matter - Page 5 of 9

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

Issue: 2 Front Matter - Page 6 of 9

H P Intermediate Position Mud Box

Thermostatic Temp. Simplex Strainer

Screw Down Non-Return H

Hose Valve Spring Vent Pipe T Pipe LNG Vapour

LNG Vapour (Warm)

Auto Filter Compressed Air

Fire Main/Wash/Spray Water

4-Way Cock Hand Pump Flow Control, Diaphragm Filter

Hand Operated Eductor (Ejector) Non-Return Ball Valve Discharge/Drain

Hydraulic Operated Filter Regulating Valve

Issue: 1 Front Matter - Page 7 of 9

XXX Remotely Mounted

Issue: 1 Front Matter - Page 8 of 9

2 Make a point of testing all safety equipment and devices regularly.

3 Never ignore any unusual or suspicious circumstances, no matter

4 Never underestimate the fire hazard of petroleum products,

Issue: 2 Front Matter - Page 9 of 9

Deadweight at 10.64m draught: 50,746t Main Electrical Power Generation

Issue: 1 Section 1.1.1 - Page 1 of 1

Issue: 1 Section 1.1.2 - Page 1 of 1

Illustration 1.1.3a General Arrangement

Elevation Cross Section

Rope Fresh Chain

No.5 No.4 No.3 No.2 No.1

Accommodation Liquid LNG Compressor Manifold Cargo Control

Length (Overall) 249.5m

Liquid Electric Motor LPG Compressor Length (Between Perpendiculars) 237.0m

Depth (Moulded) 23.0m

Height from bottom/top of radio mast 48.4m

Issue: 1 Section 1.1.3 - Page 1 of 2

Illustration 1.1.3b Compressor Room Layout

Void Space Dryer/

Issue: 1 Section 1.1.3 - Page 2 of 2

1.1.4 Tanks and Capacity Plan

CARGO TANKS WATER BALLAST TANKS

No.2 Side Tank Port/

No.3 Side Tank Port/ 2,775

Cargo Tank No.4 Port/

No.2 Lower Cross Tank 75 - 79 1,499 52,937 1,537 141.00 4.37

Centres of Gravity Port/

No.3 Bottom Wing Tank Port/ 2,836

No.2 D.B. Tank 61 - 88 3,187 112,548 3,262 134.32 1.07

39,218 1,384,972 40,200

Total 230 8,122 194

Issue: 1 Section 1.1.4 - Page 1 of 2

0 5 10 15 20 25 30 35 40 45 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 100 105 110 115 120 125 130135 140145 150

No.7 Gas Oil No.4 Ballast

No.3 Bottom No.2 Bottom No.1 Bottom

Gas No.5 D.B. Sea No.3 Bottom No.2 Bottom

Sea No.6 D.B. Sea No.1 Bottom

Issue: 1 Section 1.1.4 - Page 2 of 2

At a meeting of the MSC in 1983 approving the second set of amendments to

Gas Carriers built before 1977 (the Existing Ship Code)

Issue: 2 Section 1.2 - Page 1 of 2

Issue: 1 Section 1.2 - Page 2 of 2