Disha-Cargo Operating Manual

PETRONET
Cargo Operating Manual

LNGC DISHA (H2210)

LNGC DISHA Cargo Operating Manual

3 Issue and Update Control
Issue and Update Control .................................................................................. 2
Cargo Machinery Symbols and Colour Scheme .............................................. 3

Part 1 Design Concept of Vessel
1.1 Principal Particulars...........................................................................1 - 1
1.1.1 Principal Particulars of the Ship ............................................. 1 - 1
1.1.2 Principal Particulars of Cargo Machinery............................... 1 - 3
1.1.3 Maker List............................................................................... 1 - 4
1.1.4 General Arrangement .............................................................. 1 - 6
1.1.5 Tanks and Capacity Plan......................................................... 1 - 7
1.2 Rules and Regulations .......................................................................1 - 8
1.3 Design Concept of the Cargo System..............................................1 - 12
1.3.1 Cargo Containment System Principle ................................... 1 - 12
1.3.2 Membrane Cargo Containment ............................................. 1 - 14
1.3.3 Deterioration or Failure ........................................................ 1 - 19
1.4 Hazardous Areas and Gas Dangerous Zone.....................................1 - 21

Part 2 Properties of LNG
2.1 Physical Properties, Composition and Characteristics of LNG.........2 - 1
2.2 Characteristics of LNG......................................................................2 - 4
2.2.1 Flammability of Methane, Oxygen and Nitrogen Mixtures....2 - 4
2.2.2 Supplementary Characteristics................................................2 - 5
2.2.3 Properties of Nitrogen and Inert Gas ......................................2 - 6
2.2.4 Avoidance of Cold Shock to Metal .........................................2 - 8
2.3 Health Hazards ..................................................................................2 - 9

Part 3 Integrated Automation System (IAS)
3.1 General ..............................................................................................3 - 4
3.2 IAS Overview....................................................................................3 - 5
3.3 IAS Function Operation.....................................................................3 - 7
3.4 IAS Mimics........................................................................................3 - 9

Part 4 Cargo and Ballast System
4.1 Cargo Containment System............................................................... 4 - 2
4.2 Cargo Piping System......................................................................... 4 - 3
4.2.1 Liquid Line ............................................................................. 4 - 3
4.2.2 Vapour Line............................................................................. 4 - 3
4.2.3 Spray Line............................................................................... 4 - 4
4.2.4 Gas Line (One Tank Operation).............................................. 4 - 4
4.2.5 Fuel Gas Line.......................................................................... 4 - 4
4.2.6 Vent Line................................................................................. 4 - 4
4.2.7 Inerting/Aeration Line ............................................................ 4 - 4
4.3 Cargo Pumps.................................................................................... 4 - 10
4.3.1 Main Cargo Pumps ............................................................... 4 - 12
4.3.2 Stripping/Spray Pumps ......................................................... 4 - 14
4.3.3 Emergency Cargo Pump ....................................................... 4 - 16
4.4 Cargo Compressors.......................................................................... 4 - 18
4.4.1 HD Compressors................................................................... 4 - 18
4.4.2 LD Compressors ................................................................... 4 - 22
4.5 H/D & L/D Gas Heater .................................................................... 4 - 26
4.6 LNG Vaporizer................................................................................. 4 - 28
4.7 Forcing Vaporizer ............................................................................ 4 - 30
4.8 Vacuum Pumps ................................................................................ 4 - 32
4.9 Custody Transfer System................................................................. 4 - 35
4.9.1 Custody Transfer System...................................................... 4 - 35
4.9.2 CTS Operation ...................................................................... 4 - 37
4.9.3 HSH Float Level Gauge........................................................4 - 44
4.9.4 Trim-List Indicator................................................................4 - 46
4.10 Nitrogen Production System.......................................................... 4 - 48
4.11 Inert Gas and Dry Air Generator ....................................................4 - 50
4.12 Fixed Gas Detection System.......................................................... 4 - 52
4.13 Cargo & Ballast Valve Control System.......................................... 4 - 58
4.13.1 Cargo Valve Control System............................................... 4 - 58
4.13.2 Ballast Valve Control System.............................................. 4 - 60
4.14 Relief Systems ............................................................................... 4 - 62
4.14.1 Cargo Tank Relief Valves.................................................... 4 - 62
4.14.2 Primary and Secondary Insulation Space Relief Valves......4 - 62
4.14.3 Line Relief Valves............................................................... 4 - 62
4.15 Ballast Piping System.................................................................... 4 - 64
4.15.1 General Description ............................................................ 4 - 64
4.15.2 Ballast Water Management (Ballast Exchange) .................. 4 - 65
4.16 Loading Computer ......................................................................... 4 - 70
4.16.1 ON-Line and OFF-Line Mode ............................................ 4 - 70
4.16.2 Software Configuration....................................................... 4 - 70
4.16.3 Explanation of the Ship Manager Screen............................ 4 - 71
4.17 Portable Gas Detector .................................................................... 4 - 72
4.17.1 Portable Combination Gas Detector.................................... 4 - 72
4.17.2 Portable Methane Gas Detector ..........................................4 - 73
4.17.3 Portable Oxygen Monitor....................................................4 - 74
4.17.4 Portable CO2 Analyzer ....................................................... 4 - 75
4.17.5 Dew Point Meter .................................................................4 - 76

Part 5 Cargo Auxiliary and Deck System
5.1 Temperature Monitoring System........................................................5 - 3
5.2 Insulation Space Nitrogen Control System........................................5 - 5
5.3 Cofferdam Heating System................................................................5 - 8
5.3.1 Glycol Water Heater................................................................5 - 8
5.3.2 Cofferdam Heating System...................................................5 - 10
5.3.3 Hull Ventilation.....................................................................5 - 12
5.4 Fire Fighting System........................................................................5 - 14
5.4.1 Fire and Deck Wash System..................................................5 - 14
5.4.2 Water Spray System..............................................................5 - 16
5.4.3 Dry Powder System..............................................................5 - 18
5.4.4 CO
2
System...........................................................................5 - 22
5.4.5 Fire Detection System...........................................................5 - 23
5.5 Auxiliary F.W. Cooling System........................................................5 - 28

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

Part 7 Emergency Procedures
7.1 Vapour Leakage................................................................................. 7 - 2
7.2 Liquid Leakage ................................................................................. 7 - 3
7.3 Water Leakage to Barrier Space........................................................ 7 - 6
7.4 Fire and Emergency Breakaway........................................................ 7 - 6
7.5 Emergency Cargo Pump Installation................................................. 7 - 8
7.6 One Tank Operation ........................................................................ 7 - 12
7.6.1 Warm Up (No.3 Tank) ...........................................................7 - 12
7.6.2 Inerting..................................................................................7 - 14
7.6.3 Aeration.................................................................................7 - 16
7.6.4 Drying and Inerting ...............................................................7 - 18
7.6.5 Gassing-up Cargo Tank.........................................................7 - 20
7.6.6 Cool Down ............................................................................7 - 22
7.7 Ship to Ship Transfer....................................................................... 7 - 23
7.8 Jettisoning of Cargo ........................................................................ 7 - 24

Part 8 Ship-Shore Item
8.1 General .............................................................................................. 8 - 1
8.1.1 Particulars of Deck Machinery............................................... 8 - 1
8.2 Mooring Facilities ............................................................................. 8 - 5
8.2.1 Performance of Mooring Facilities......................................... 8 - 5
8.2.2 Hydraulic Power System for Deck Machinery....................... 8 - 5
8.2.3 Mooring Arrangements for the LNG Terminal....................... 8 - 6
8.3 Location of Manifold and Details ................................................... 8 - 10
8.4 Location of Landing Area for Shore Gangway ............................... 8 - 12
8.5 Emergency Shutdown and Cargo Tank Protection Scheme ............ 8 - 17
8.6 Ship Shore Link .............................................................................. 8 - 22
8.7 Mooring Load Monitoring System.................................................. 8 - 25


4 Issue and Update Control
Issue and Update Control

This manual was prepared by:

PENTATECH CO., LTD.
For any new issue or update, please contact:

Ansan Business Incubator,
932, Wongok-Dong, Danwon-Gu,
Ansan-Si, Gyeonggi-Do, Korea

E-Mail: company@pentatech.co.kr

Although the ship is supplied with shipbuilders plans and manufacturers
instruction books, there is no single handbook that provides guidance on
complete operating systems.

The purpose of this manual is to fill some of these gaps and to provide the ships
officers with additional information that is not usually available on board. It is
intended to be used in conjunction with the other plans and instruction books
already on board and in no way replaces or supersedes them.

In addition to containing detailed information of the machinery and related
systems, the machinery manual provided by each vendor, contains safety
procedures, and procedures to be observed in emergencies and after accidents.
Used in conjunction with the SMS MANUAL, this information is designed to
ensure the safety and efficient operation of the ships. For quick reference to the
relevant information, the manual has been subdivided into Parts and Sections,
which are detailed in the general list of contents in the preceding pages.

This book draws reference and other information from appropriate plans or
instruction books.

For more information, please refer to:

1) Books and Publications contained in the SMS Directory

2) SMS Manual

In many cases, the best operating practice can only be learnt by experience.
Where the information in this manual is found to be inadequate or incorrect,
details should be sent to the Hull Piping Design Team of DSME, so that
revisions may be made to the manuals of other ships of the same class.

Safe Operation

The safety of the ship depends on the care and attention of all on board. Most
safety precautions are a matter of common sense and good housekeeping. These
are detailed in the various manuals available on board. However, records show
that even experienced operators sometimes neglect safety precautions due to too
much familiarity with the ships operation. Therefore, the following basic rules
must be remembered at all times.

1. Never continue to operate any machine or equipment that appears to
be potentially unsafe or dangerous. Always report such a condition
immediately.

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

3. Never ignore any unusual or suspicious circumstances, no matter
how trivial. Minor symptoms often appear before a major failure
occurs.

4. Never underestimate the fire hazard of petroleum products, whether
fuel oil or cargo vapour.

5. Never start a machine remotely from the control room without
checking visually if the machine can be operated satisfactorily.

In the design of equipment and machinery, devices are included to ensure that, as
far as possible, in the event of a fault occurring, whether on the part of the
equipment or the operator, the equipment concerned will cease to function
without danger to personnel or damage to the machine. If these safety devices are
neglected, the operation of any machine is potentially dangerous.

Description

The concept of this Cargo Operating Manual is based on the presentation of
operating procedures in the form of one general sequential chart (algorithm)
which gives a step-by-step procedure for performing operations.

The manual consists of introductory sections, which describe the systems and
equipment that are fitted and their method of operation, related to a schematic
diagram, where applicable. This is then followed, where required, by the detailed
operating procedures for the system or for the equipment involved.

The overview of machinery operations consists of a basic operating algorithm,
which sets out the complete procedure for operations, ranging from preparing the
plant for operation from dead ship condition, to shutting down the plant in
readiness for dry dock.

Each machinery operation consists of a detailed introductory section, which
describes the objectives and the methods of performing the operation related to
the appropriate flow sheet shows the pipelines in use and the directions of flow
within the pipelines.

The details of valves, which are OPEN during the different operations/functions
are provided in the text for reference.
Illustrations

All illustrations are explained in the text and are located either within the text
where sufficiently small or above the text, so that both the text and illustration
are accessible when the manual is laid face up. When the text concerning an
illustration covers several pages, the illustration is duplicated above each page of
text.

Where flows are detailed in an illustration these are shown in colour. A key of all
colours and line styles used in an illustration is provided on the illustration.
The details of colour coding used in the illustrations are defined in the colour
scheme.

The symbols used in the manual adhere to international standards, and keys to
the symbols used throughout the manual are given on the following pages.

Notices

The following notices occur throughout this manual:

Warning
Warnings are given to draw the readers attention to operation where danger to
life or limb may occur.

! Caution
Cautions are given to draw the readers attention to operations where danger to
life or limb may occur.

Note !
Notes are given to draw the readers attention to points of interest or to supply
supplementary information.


5 Symbols and Colour Scheme
Cargo Machinery Symbols and Colour Scheme

DESCRIPTION SYMBOL DESCRIPTION SYMBOL
STANDARD SYMBOL
VALVE, COCK, STRAINER, PIPE FITTING & INSTRUMENT
DESCRIPTION SYMBOL DESCRIPTION SYMBOL
STANDARD SYMBOL
VALVE, COCK, STRAINER, PIPE FITTING & INSTRUMENT
B'FLY WAFER TYPE
B'FLY FLANGE TYPE
BALL FULL BORE SOLID
BALL 3-WAY (T - TYPE/L - TYPE)
COCK 2-WAY
COCK 3-WAY ( T - TYPE/L - TYPE)
FLOW CONT. BALL FLOAT
FLOW CONT. BALL FLOAT CHECK
FLOW CONT. 2-WAY DISC/DIAPHRAGM
GLOBE (STR./ANG)
GLOBE SDNR (STR./ANG)
SOLENOID 2-WAY (STR.)
GATE NON-RISING
HOSE GLOBE (STR./ANG)
GLOBE SDNR WITH HOSE CONNECTOR
(STR/ANG)
MAGNETIC 2-WAY (STR./ANG)
MAGNETIC 3-WAY
NON-RETURN FLAP
NON-RETURN SWING
NON-RETURN LIFT (STR./ANG)
NON-RETURN BALL WITHOUT SPRING
NEEDLE STR.
B'FLY LUG TYPE
LOCK (OPEN/CLOSE)
S
PRESS. CONT. REGULAT'G
PRESS. CONT. REDUCING PNEU.
PRESS. CONT. PRIMARY PNEU.
NEEDLE 3-WAY TEST
QUICK CLOSING HYD. (STR/ANG)
QUICK CLOSING PNEU. (STR/ANG)
P
P
H H
REM. HYD. B'FLY FLANGE
REM. HD. B'FLY WAFER
REM. HYD. B'FLY LUG
H
H
QUICK CLOSING WIRE (STR/ANG)
TEMP. CONTROL 3-WAY WAX
TEMP. CONTROL 2-WAY PNEU.
TEMP. CONROL 2-WAY WAX
STORM VERT. SWING CHECK STR.
STORM VERT. SWING CHECK STR.
SAFETY (STR./ANG)
SELF CLOSING SPRING (STR./ANG)
WATER SEAL GATE
WATER SEAL GLOBE (STR)
REM. HYD. B ' FLY WAFER PISTON WITH
HANDLE
TEMP. CONTROL 2-WAY ROTARY PISTON
WITH HANDLE
H
WS
WS
BELL MOUTH
BLANK FLANGE
BOSS AND PLUG
DRESSER COUPLING
SLEEVE COUPLING
BELLOWS COUPLING
NOZZLE
WATER SEAL REM. ELEC. B ' FLY WATER
WITH HANDLE
H
WS
FLEXIBLE HOSE
HOPPER
OVERBOARD
REDUCER
BRANCH
SEPARATOR
SPECTACLE FLANGE
(NORMAL OPENED/CLOSED)
CLOSE OPEN
ORIFICE PLATE
SPOOL PIECE
AIR VENT GOOSE NECK PIPE
AIR VENT GOOSE NECK
(FLOAT/SCR.)
AIR VENT (FLOAT/FLOAT SCR.)
SOUNDING CAP SELF CLOS'G
WEIGHT WITH SELF CLOS'G COCK
SOUNDING CAP NORMAL
SOUNDING CAP DK PIECE
FILLING CAP
SOUNDING CAP SELF CLOS'G
WEIGHT PEDAL WITH SELF CLOS'G COCK
MUD BOX (ANG./STR.)
ROSE BOX
LEVEL GAUGE WITH VALVE
(FLAT/CYLINDRICAL TYPE)
LEVEL GAUGE
(DIAL FLOAT/FLOAT) TYPE
LEVEL GAUGE WITH VALVE
(DIAL TYPE)
SIGHT GLASS
STRAINER Y-TYPE
STRAINER SIMPLEX
STRAINER DUPLEX
STEAM TRAP FLOAT TYPE
STEAM TRAP DISC TYPE WITH V/V
FILTER REGULATOR
STEAM TRAP BIMETAL TYPE
SEAL POT TANK SIPHON
LOOP SEAL PIPE SIPHON
FM FLOW METER
HORN
EJECTER
AUTO FILTER
PORTABLE TANK
HULL TANK
CENTRIFUGAL PUMP
GEAR PUMP
HAND PUMP
SCREW PUMP
MONO PUMP
PISTON PUMP
VISC. CONTROLLER
F.W FOUNTAIN
WASH BASIN
COLLER PLATE TYPE
MAKER SUPPLY
SHELL/TUBE TYPE
HEAT EXCH.
OR
STEAM TRACING AND INSULATION
INSULATION
HYD. OIL PIPE
CONTROL AIR PIPE
CAPILLARY TUBE
ELECTRIC CABLE
DECK
LOCAL INSTRUMENT
REMOTE CONTROL INSTRUMENT
AUX. SWITCH XS
Symbol Colour
CARGO LINE
STRIP LINE
VAPOUR LINE
GAS LINE
STEAM LINE
N2 LINE
IG LINE
LO LINE
FO LINE
RGB (0, 0, 255)
RGB (0, 255, 255)
RGB (226, 0, 255)
RGB (253, 253, 0)
RGB (255, 0, 0)
RGB (255, 89, 0)
RGB (74, 74, 74)
RGB (255, 218, 0)
RGB (0, 0, 0)
GLY. W. LINE
SEA W. LINE
RGB (0, 255, 175)
RGB (0, 255, 0)
RGB (0, 0, 255)
RGB (255, 0, 168)
RGB (255, 135,0)
RGB (0, 0, 255)
RGB (128, 159, 255)
RGB (0, 255, 0)
F.W LINE
HYD. OIL LINE
DO LINE
COND. LINE
AIR LINE
BILGE LINE

Part 1 Design Concept of Vessel
1.1 Principal Particulars...........................................................................1 - 1
1.1.1 Principal Particulars of the Ship ............................................. 1 - 1
1.1.2 Principal Particulars of Cargo Machinery............................... 1 - 3
1.1.3 Maker List............................................................................... 1 - 4
1.1.4 General Arrangement .............................................................. 1 - 6
1.1.5 Tanks and Capacity Plan......................................................... 1 - 7
1.2 Rules and Regulations .......................................................................1 - 8
1.3 Design Concept of the Cargo System..............................................1 - 12
1.3.1 Cargo Containment System Principle ................................... 1 - 12
1.3.2 Membrane Cargo Containment ............................................. 1 - 14
1.3.3 Deterioration or Failure ........................................................ 1 - 19
1.4 Hazardous Areas and Gas Dangerous Zone.....................................1 - 21

Part 1
Design Concept of the Vessel

1 - 1 Part 1 Design Concept of the Vessel
Part 1 : Design Concept of Vessel

1.1 Principal Particulars

1.1.1 Principal Particulars of the Ship

Shipbuilder Daewoo Shipbuilding and Marine Engineering Co., Ltd.
Okpo Shipyard
Republic of Korea
Yard Number 2210
Ship Name DISHA
Delivered 2004
Nationality Malta
Port of Registration Valletta
Call Sign 9HSJ7
Inmarsat-B I.D.
TEL 321 553 310 Wheel House
TEL 321 553 314 Captain
TEL 321 553 315 Radio Space
TEL 321 553 316 Cargo Control Room
TEL 321 553 317 Auto Telephone
TEL 321 553 318
FAX 321 553 311
DATA 321 553 312
HSD 391 036 850
TELEX 321 553 313
Type of Cargo LNG
Type of Ship Segregated Ballast LNG Carrier
Stem Bulbous Bow and Raked Stem
Stern Transom
Navigation Ocean Going
Classification Bureau Veritas :
I + HULL + MACH, Liquefied Gas Carrier/LNG, Ship
type 2G (-163 C 500 kg/m
3
0.25 bar ), Unrestricted
Navigation, +VeriSTAR-HULL, + AUT-UMS, + SYS-
NEQ-1, + MON-SHAFT, INWATERSURVEY
IRS (Indian Registry of Shipping)
Length Overall 277.0 m
Length Between Perpendiculars 266.0 m
Breadth Moulded 43.4 m
Depth Moulded 26.0 m
Design Draught 11.4 m
Scantling Draught 12.5 m
Cargo Tank Capacity 138,097 m
3
Gross tonnage 94058 Tons
Net tonnage 28217 Tons
Freeboard 8773 mm from deck (Sunken deck)
Displacement 100149 Tons at the design draft of 11.4 m
Deadweight 70151 Tons at the design draft of 11.4 m
Design speed 19.6 knots with 90% MCR, with 21% sea
margin
20.5 knots with 90% MCR, without sea
margin
Ballast Draft 9.4 m
Cargo Tank Safety Valve 25 kPag
Insulation Safety Valve 1 kPag
Fuel Oil Consumption per day 166.8 Tons per day.
Guaranteed boil-off rate 0.15% per day

Main Turbine
Maker Kawasaki
No. of Sets 1
Type UA-306
Output MCR 36,000 PS (88 RPM)
NCR 32,400 PS (85 RPM)
Steam Pressure 5.88 MPag (60 kgf/cm2G)
Steam Temperature 510C

Main Boiler
Maker Mitsubishi Heavy Industries Ltd.
No. of Sets 2
Model MB-4B-NS
Max. Evaporation 63,000 kg/h
Nor. Evaporation 54,000 kg/h
Max. Steam Condition 6.81 MPag /515C
Nor. Steam Condition 6.61 MPag /515C

Turbo generator
Make Mitsubishi Heavy Ind.
Type Horizontal Multi-stage
Impulse condensing turbine
AT42CT-B
No. of Sets 2
Capacity 3450 kW

Diesel generator
Maker STX Corporation
Type 4 stroke Trunk Piston
8L 32/40
No. of Sets 1
Capacity 3664 kW

EMCY generator
Maker STX Corporation
Type 4 Stroke Water cooled
KTA38DMGE
No. of Sets 1
Capacity 850 kW
Steering gear
Maker YooWon Industries Ltd.
Type YSFTX2-380-2(45)
Electro-Hydraulic, 2Ram-4Cyl.
No. of Sets 1
Torque 3.334kN-m, 340 t-m
Hyd. Pump capacity 386 ltr/min.
Motor AC440V, 60HZ, 90kW, 1200 rpm

Ballast stripping eductor
Type FCD450/SUS316 Nozzle
Sea Water Driven Eductor
No. of Sets 1
Capacity 300 m
3
/hour

Ballast pump
Maker Shinko Ind. Ltd.
Type Vertical Centrifugal
No. of Sets 3
Capacity 3000 m
3
/hour x 300 MTH.

Windlass
Maker Rolls-Royce
Type BFMC41.102
Electro-Hydraulic
Sets 2
Capacity 49.4 Tons

Mooring winch
Maker Rolls-Royce
Type WMC41030
No. of Sets 7
Capacity 30 Tons

Hose handling crane
Maker TTS
Type MCV1800-10-24Ex
Electro-Hydraulic
No. of Sets 2
Capacity 10 Tons

Provision handling crane
Maker TTS
Type MCV1800-15-16
Electro-Hydraulic
No. of Sets 2
Capacity 15 Tons


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

Anchor chain cable
Maker Dai Han Anchor Chain
Type Flash butt welded extra high
Strength steel (Grade Q3A)
No. of Sets 2
Dimension 102 mm Dia

Air capstan
Maker Yong Nam Marine Mach.
Type Pneumatic type
No. of Sets 4
Capacity 0.5 Tons X 25 m/min.

Fire wire reel
Type Air motor driven type
No. of Sets 2
Wire Rope Size 38 mm Dia. X 90 m

Accommodation ladder
Maker Sam Gong Co., Ltd.
Type Vertical self stowing type
No. of Sets 2

Mooring Rope
Type 6 X 36 IWRC Galvd
No of Sets 20 + 2(SPARE)
Size 42 mm Dia. X 275 m


1.1.2 Principal Particulars of Cargo Machinery

Main Cargo Pumps
Type; Shinko SM350
Capacity: Rated at 1,650 m
3
/h x 177 m
No. of sets: 8 (2 per cargo tank)

Spray/Stripping Pumps
Type: Shinko SM65-2
Capacity: Rated at 50 m
3
/h x 160 m
No. of sets: 4 (1 per cargo tank)

Emergency Cargo Pumps
Type: Shinko SMR200
Capacity: Rated at 550 m
3
/h x 175 m
No. of sets: 1

HD. Compressor
Type: Cryostar CM 400/55
Capacity: 32,000 m
3
/h x 203 kPag
No. of sets: 2

LD. Compressor
Type: Cryostar CM 300/45
Capacity: 8,000 m
3
/h x 196 kPag
No. of sets: 2

LNG Vapourizer
Type: Cryostar 65-UT-38/34-5.9
Mass flow 10,788 kg/h
Heating: Steam at 700 kPag
No. of sets: 1

Forcing Vapourizer
Mass flow: 6,790 kg/h
No. of sets: 1

High Duty Gas Heaters
No. of sets: 1

Low Duty Gas Heaters
No. of sets: 1
Mist Separator
Type: Cryostar VMS-10/12-1000
No. of sets: 1

Vacuum Pumps
Type: MPR industries P100
Capacity: 1,250 m
3
/h
No. of sets: 2

Steam Heater for Glycol Water
Type: BEU 323-1800
Capacity: 130L (steam) / 57L (glycol)
No. of sets: 2

Electric Heater for Glycol Water
Type: TB100E
Capacity: 80 kW x 440V
Heating: Electric
No. of sets: 1

Nitrogen Generator
Type: Air Products Nitrogen Generator
Capacity: 120 Nm
3
/h at 97%N
2
Dew point: -70 C
Outlet pressure(min/max): 600/950 kPag
No. of sets: 2

Nitrogen Buffer Tank
Capacity: 37 m
3
/h
Working Pressure: 1 MPag
Hydrostatic test pressure: 1.5 MPag
No. of sets: 1

Inert Gas Generator
Type: Smit Gln14,000-0.25BUFD
Capacity: Inert Gas 14,000 Nm
3
/h
Dry Air 14,000 Nm
3
/h
Inert Gas/Air Dew Point: -45 C
Delivery Pressure: 25 kPag
Max. 0content: 0.5 vol%
No. of sets: 1

Safety Valve for Cargo Tank
Type: Fukui 10 x 12
Capacity: 27,700 Nm
3
/h
Set Pressure: 25 kPag
No. of sets: 8
Safety Valve for Primary Insulation Spaces
Type: Fukui 6 x 6
Capacity: 2,146 Nm
3
/h
No. of sets: 8

Safety Valve for Secondary Insulation Spaces
Type: Fukui 6 x 6
Capacity: 2,146 Nm
3
/h
No. of sets: 8

Drain cooler
Type: Shell / Tube Type
Capacity: 95 m
3
/h
No of sets: 1

Cargo Machinery Room Exhaust Fan
Type: MXDN-1000/410
Air Volume: 48,000 m
3
/h
No. of sets: 2

Cargo Motor Room Supply Fan
Type: AQ-800/380
Air Volume: 21,000 m
3
/h
No. of sets: 2

Cargo Hoses
Temp. Range: -200 C up to +80 C
Working Pressure: 1MPag/150 psig
Capacity: 8 X 4m
No. of sets: 4


1.1.3 Maker List

1) Hull Part
NO. EQUIPMENT MAKER DWG NO. MAKER ADDRESS & TELEPHONE AGENT
1 CRYOGENIC HOSE FLEXTRACO. B.V. DV3010101 FLEXTRACO B.V
CHR.
HUXGENSSTRAATIOA2665
KX BLRISWIJK P.O. BOX158
TAE NEVERLANDS
TEL. 31-0-10-521-5422
FAX. 31-0-10-521-8420
SAMBONG CO.
TEL. 02-839-2322
FAX. 02-839-2335
2 CARGO SPRAY
NOZZLE
ILJIN AND CO.
KOREA
DV8140104 1500-8, HADAN-DONG,
SAHA-KU, PUSAN KOREA
TEL. 82-051-291-6822
FAX. 82-051-291-6813

3 CARGO PUMP SHINKO IND, LTD. DV3510101 5-7-21, OHZU, MINAMI-KU,
HIROSHIMA JAPAN
TEL. 082-508-1000
FAX. 082-508-1020
SAMKONG TRADING
TEL. 051-246-7793
FAX. 051-244-7596
4 LNG VAPORISER CRYOSTAR-
FRANCE SA
FRANCE
DV3510102 ZONE INDUSTRIELLE BP48
F-68220 DESINGUE,
FRANCE
TEL. 33-389-70-2727
FAX. 33-389-70-2900
TACHYON CO.
TEL. 02-514-4516
FAX. 02-544-5579
5 FORCING
VAPORISER
CRYOSTAR-
FRANCE SA
FRANCE
DV3510102 ZONE INDUSTRIELLE BP48
F-68220 DESINGUE,
FRANCE
TEL. 33-389-70-2727
FAX. 33-389-70-2900
TACHYON CO.
TEL. 02-514-4516
FAX. 02-544-5579
6 GAS HEATER CRYOSTAR-
FRANCE SA
FRANCE
DV3510102 CRYOSTAR-FRANCE
SA, FRANCE
TEL. 33-389-70-2727
FAX. 33-389-70-2900
TACHYON CO.
TEL. 02-514-4516
FAX. 02-544-5579
7 CARGO EXPANSION
BELLOWS
BROKINGTON &
SCOTT LTD.
DV3520104 TEIL WORKS,
PONTADDULAIS SWANSEA
SA4 IRP
WALES, UK
TEL. 44(0)179288-2400
FAX. 44(0)179288-5843
DAE MYUNG
TEL. 051-4043037
FAX. 051-404-3039
8 GAS DOME
BELLOWS
SFZ, FRANCE DV3520104 8, RUE DES FRERES
LUMIERE-F69680-LYON-
CHASSIEU-FRANCE
TEL. 33-4-72-47-62-11
FAX. 33-4-72-47-62-01
ASIA TECH.
TEL. 02-561-0770
FAX. 02-556-0766
9 CRYOGENIC
BUTTERFLY VALVE
WESTAD, NORWAY DV3520201 WESTAD INDUSTRI A/S P.O.
BOX 40 N-3361 GEITHUS
NORWAY
TEL. 47-32-78-04-55
FAX. 47-32-78-06-58
SAMKONG TRADING
COMPANY
TEL. 051-246-7793
FAX. 051-244-7596
10 CRYOGENIC BALL
VALVE
TRUFLO S.A
BELGIUM
DV3520202 PARC INDUSTRIEL HAUTS
SARTS B-4040 HERSTAL,
BELGIUM
TEL. 32-42-40-68-86
FAX 32-42-48-02-46
SEIL-SERES CO.
TEL. 02-237-3451
FAX. 02-232-0936
11 CRYOGENIC GLOBE,
CHECK & GATE
VALVE
SNRI S.A. FRANCE DV3520203 ROUTE DU TREUIL BP107
16700 RUFFEC, FRANCE
TEL. 05-45-29-60-00
FAX. 05-45-31-12-91
ASIA TECH.
TEL. 02-561-0770
FAX. 02-556-0766
12 CARGO PIPE
INSULATION
FINNETEC CO.
LTD. KOREA
DV3520301 274-1, KYERUK-RI,
MIYANG-MYUN
ANSUNG-SHI
KYUNGKI-DO 456-840
KOREA
TEL. 82-334-677-7001
FAX. 82-02-737-7596

13 CARGO STRAINER SUNBO IND. CO.
LTD.
DV3520401 1517-2 DADAE-DONG,
SAHA-KU PUSAN KOREA
TEL. 051-261-3454
FAX. 051-261-2455
-
14 CARGO LINE
SAFETY RELIEF
VALVE
FKI SAFETY &
RELIEF VALVES
DV3750102 6,1-CHOME
SHODAITAJIKA, HIRAKATA
OASKA 573-1003 JAPAN
TEL. 072-857-9598
FAX. 072-857-9599
DONGJIN INTEC CO.
TEL. 051-463-5771
FAX. 051-462-7907
15 VACUUM PUMP MACHINES
PNEUMATIQUES
ROTATIVES
INDUSTRIES,
FRANCE
DV3750501 145,AV. DES GRESILLONS
F. 92234
GENNEVILLIERS CEDEX,
FRANCE
TEL. 33-1-4793-6000
FAX. 33-1-4733-8282
ASIA TECH.
TEL. 02-561-0770
FAX. 02-566-0766
16 INERT GAS
GENERATOR
SYSTEM
SMIT DV3760101 GROENESTEAAT
265 P.O. BOX 6664
6503 GD NIJMEGEN
THE NETHERLANDS
TEL. 31-24-352-3100
FAX. 31-24-356-4995
HAESUNG
TEL. 051-626-6363
FAX. 051-626-3459
17 NITROGEN
GENERATOR
SYSTEM
AIR PRODUCTS,
NORWAY
DV3770101 P.O. BOX8100,
VAAGSBYGD N-4602
KRISTIANSAND S,
NORWAY
TEL. 47-38-03-99-00
FAX. 47-38-01-11-13
DAE HWA TRADING
COMPANY
TEL. 051-465-0243
FAX. 051-465-0245
18 WATER DETECTOR PAN-ASIA
PRECISION & ENG.
CO., LTD.
DV3780201 945-44 JANGLIM SAHA-KU
PUSAN KOREA
TEL. 051-263-8029
FAX. 051-262-5418

19 FLOAT LEVEL
GAUGING SYSTEM
FOR CARGO TANK
HENRI SYSTEMS
HOLLAND B.V.
NETHERLAND
DV3810101 POSTBUS 198
3330 AD ZWIJNDRECHT
NETHERLAND
TEL. 31-78-610-0999
FAX. 31-78-610-3214
GLOBAL MARITIME
ENGINEERING
TEL. 051-265-2001
FAX. 051-265-2005
20 CUSTODY
TRANSFER SYSTEM
SAAB MARINE
ELECTRONICS AB
DV3810201 GAMLESTADSVAGEN
18B BOX 13045 SE402-51
GOTEBORG, SWEDEN
TEL. 46-31-337-0315
FAX. 46-31-25-3022
SAAB MARITIME
KOREA
TEL. 051-740-5460
FAX. 051-740-5488
21 HIGH DUTY CARGO
COMPRESSOR
CRYOSTAR-
FRANCE SA
DV3530101 ZONE INDUSTRIELLE
BP 48 F-68220 HESINGUE,
FRANCE
TEL 33-389-70-2727
FAX 33-389-70-2900
TACHYON CO.
TEL. 02-514-4516
FAX. 02-544-5579
22 LOW DUTY CARGO
COMPRESSOR
CRYOSTAR-
FRANCE SA
DV3530101 ZONE INDUSTRIELLE
BP 48 F-68220 HESINGUE,
FRANCE
TEL 33-389-70-2727
FAX. 33-389-70-2900
TACHYON CO.
TEL. 02-514-4516
FAX. 02-544-5579
23 MOTOR FOR HIGH
DUTY CARGO
COMPRESSOR
TAIYO ELECTRIC
CO., LTD.
JAPAN
DV3530102 SANRITSU-SHA BLDG,
NO. 16-8 1-CHOME,
UCHI KANDA, CHIYODA-KU
TOKYO101 JAPAN
TEL.
81-3-3293-3067
FAX.
81-3292-7012
SAMKONG TRADING
COMPANY
TEL. 051-246-7793
FAX. 051-244-7596
24 MOTOR FOR LOW
DUTY CARGO
COMPRESSOR
TAIYO ELECTRIC
CO., LTD.
JAPAN
DV3530102 SANRITSU-SHA BLDG,
NO. 16-8 1-CHOME,
UCHI KANDA, CHIYODA-KU
TOKYO101 JAPAN
TEL. 81-3-3293-3067
FAX. 81-3292-7012
SAMKONG TRADING
COMPANY
TEL. 051-246-7793
FAX. 051-244-7596


25 CONTROL VALVE
FOR CARGO PART
NAKAKITA
SEISAKUSHO CO.,
LTD.
DV3530401 1-1FUKONO-MINAMIMACHI
DAITO 574 OSAKA JAPAN
TEL. 81-720-71-6003
FAX. 81-720-74-3185
SO YOUNG
TEL. 051-266-4567
FAX. 051-266-4568
26 GAS DETECTION
SYSTEM
TQ
ENVIRONMENTAL
PLC
DV3810601 FLANSHAW WAY,
WAKEFIELD WEST
TORKSHIRE WF2 9LP UK
TEL. 44-1924-380700
FAX. 44-1924-361700
SAKO TRADING
TEL. 051-464-8742
FAX. 051-464-1137
27 VALVE REMOTE
CONTROL
DANFOSS DV3810701 530, SHINPYOUNG-DONG,
SAHA-KU, PUSAN KOREA.
TEL. 82-51-602-5555
FAX. 82-51-602-5553

28 PNEUMATIC DRAIN
PUMP
DONG IL
ENTERPRISE CO.
DV3780301 DONG-IL BLDG 3FL
887-13, SHIN JUNG 5DONG
YANGCHUN-KU, SEOUL
KOREA
TEL. 02-699-9948
FAX. 02-691-9916

29 BALLAST PUMP SHINKO, JAPAN DV7210001 5-7-21, OHZU, MINAMI-KU,
HIROSHIMA JAPAN
TEL 082-508-1000
FAX. 082-508-1020

30 FIRE & G.S. PUMP SHINKO, JAPAN DV7210001 5-7-21, OHZU, MINAMI-KU,
HIROSHIMA JAPAN
TEL 082-508-1000
FAX. 082-508-1020

31 EMCY FIRE PUMP SHINKO, JAPAN DV7210001 5-7-21, OHZU, MINAMI-KU,
HIROSHIMA JAPAN
TEL 082-508-1000
FAX. 082-508-1020

32 WATER SPRAY &
SILTY WATER
CLEANING PUMP
SHINKO, JAPAN DV7210001 5-7-21, OHZU, MINAMI-KU,
HIROSHIMA JAPAN
TEL 082-508-1000
FAX. 082-508-1020

33 GLYCOL WATER
CIRC. PUMP
HIROSHIMA JAPAN
TEL 082-508-1000
FAX. 082-508-1020

34 CARGO MACH.
COOLING F.W. PUMP
HIROSHIMA JAPAN
TEL 082-508-1000
FAX. 082-508-1020

35 CARGO MACH.
COOLING S.W. PUMP
HIROSHIMA JAPAN
TEL 082-508-1000
FAX. 082-508-1020

36 JOCKY PUMP SHINKO, JAPAN DV7210001 5-7-21, OHZU, MINAMI-KU,
HIROSHIMA JAPAN
TEL 082-508-1000
FAX. 082-508-1020

37 STEAM/GLYCOL
WATER HEAT
EXCHANGER
ASET, FRANCE DV8250201 BOITE POSTALE 25 6P803
SAINT PRIEST CEDEX,
FRANCE
TEL. 04-78-20-16-16
FAX. 04-78-21-72-69
ASIA TECH
TEL. 02-561-0770
FAX.02-556-0766
38 ELEC. GLYCOL
WATER HEATER
ASET, FRANCE DV8250201 BOITE POSTALE 25 6P803
SAINT PRIEST CEDEX,
FRANCE
TEL. 04-78-20-16-16
FAX. 04-78-21-72-69
ASIA TECH
TEL. 02-561-0770
FAX.02-556-0766
39 FWD H.F.O
TRANSFER PUMP
ELLEHAMMERS
LABORATORIUM
A/S
DV8320101 EJBY INDUSTRIVEJ 70
DK2600 GLOSTRUP,
DENMARK
TEL. 45-43-45-50-55
FAX. 45-43-45-57-06

40 STEAM DRAIN
COOLER
DONG HWA
PRECISION IND.
DV8250101 1506-2, DADAE-DONG,
SAHA-KU, PUSAN, KOREA
TEL. 82-051-264-2800
FAX. 82-051-264-2800

41 WATER SPRAY
SYSTEM
ILJIN AND CO. DV8140101 1500-8, HADAN-DONG,
TEL. 82-051-291-6822
FAX. 82-051-291-6813

42 DRY POWDER
SYSTEM
NK DV8180101 648-1, SHINPYOUNG-DONG
TEL. 82-051-204-2211
FAX. 82-051-204-2215

43 BALLAST EDUCTOR KI-WON KOREA DV8010101 449, WONJI-RI
JUCHON-MYEON KIMHAE
KYUNG-NAM, KOREA
TEL. 82-525-37-3000
FAX. 82-525-37-3305

44 BILGE EDUCTOR KI-WON KOREA DV8010101 449, WONJI-RI
JUCHON-MYEON KIMHAE
KYUNG-NAM, KOREA
TEL. 82-525-37-3000
FAX. 82-525-37-3305

45 REMOTE LEVEL &
DRAFT GAUGING
SYSTEM
HANLA LEVEL CO.,
LTD.
DV8230101 1601-5 SONGJEONG-DONG
KANGSEO-KU, PUSAN
KOREA
TEL. 82-51-601-3000
FAX. 82-51-831-1850

46 BFLY VALVE FOR
BALLAST, BILGE, F.O,
S.W COOLING &
WATER SPRAY
SYSTEM
AMRI, FRANCE DV3520201 KSB AMRI ZONE
INDUSTRIELLE GAGNAIRE
FONSECHE 24490 LA
ROCHE-CHALAIS, FRANCE
TEL. 33-5-53-92-44-69
FAX. 33-5-53-92-44-05
SEIL-SERES CO.,
TEL. 02-237-3451
FAX. 02-232-0936
47 EMERGENCY
SHUTDOWN
SYSTEM
HONEYWELL
KOREA
DV3810702 6F JUYEON BUILDING 209
SEOKYE-DONG,
YONGSAN-GU, SEOUL
140-140, KOREA
TEL. 82-02-2129-7165
FAX. 82-02-3273-2111

48 PORTABLE GAS
DETECTOR
RIKEN KEI KI
KOREA
DV3810601 301-16, PUGOK-DONG
KEUMJUNG-GU, PUSAN,
KOREA
TEL. 82-051-518-3613
FAX. 82-051-512-7737

49 CARGO TANK
SAFETY RELIEF
VALVE
FKI SAFETY &
RELIEF VALVES
DV3750101 6, 1-CHOME
SHODAITAJIKA, HIRAKATA,
OSAKA, 573-1003 JAPAN
TEL. 072-857-9598
FAX. 072-857-9599
DONGJIN INTEC. CO.
TEL. 051-463-5771
FAX. 051-462-7907
50 BALLAST PIPE (GRP) AMERON DV8010103 DONG-KU, PUSAN, KOREA
7A TUAS AVE 3
SINGAPORE 639407
TEL. 65-861-6118
FAX. 65-862-1186
DAEWON
TEL. 02-352-89361
FAX. 82-2-322-8937
51 REMOTE CONTROL
VALVE FOR HULL
PIPING
DANFOSS MARINE
SYSTEM LTD.
DV8310103 530, SHINPYONG-DONG,
SAHA-KU PUSAN KOREA
TEL. 82-51-602-5555
FAX. 82-51-602-5553

52 ELECTRIC
CRYOGENIC CABLE
FOR CARGO PUMP
SHINKO IND. LTD. DV3510101 5-7-21, OHZU, MINAMI-KU,
HIROSHIMA, JAPAN
TEL. 082-508-1000
FAX. 082-508-1020
SAMKONG TRADING
TEL. 051-246-7793
FAX. 051-244-7596
53 GAS FLOW
MONITORING
SYSTEM
DAEWOO
SHIPBUILDING &
MARINE
ENGINEERING
DV3810303 1-AJU-DONG KOJE-CITY
KYUNG-NAM 656-714
KOREA
TEL. 82-55-680-2941
FAX. 82-55-681-3266


1.1.4 General Arrangement


1.1.5 Tanks and Capacity Plan

Cargo Tanks (Measured Volume) at 160 C, S.G. = 0.47
Capacities Center of Gravity
Compartment
Location
Frame
Number
Volume
100% (m
3
)
Volume
98% (m
3
)
L.C.G. From
Mid (Mid)
V.C.G. Above
B.L. (Mid)
Max.
F.S.M.
M
4
No. 1 Cargo Tank
No. 2 Cargo Tank
No. 3 Cargo Tank
No. 4 Cargo Tank
121-133
104-120
87-103
72-86
21935.8
40452.0
40442.9
35266.5
21497.1
39643.0
39634.1
34561.2
78.66
38.61
-8.99
-53.79
16.21
16.46
16.46
16.46
69286
198254
198254
172858
Total 138097.2 135335.4 - - -

Ballast Water Tanks S.G.=1.025
Compartment
Location
Frame
Number
Volume
100% (m
3
)
Weight
100% (Tons)
L.C.G. (m) V.C.G. (m)
Max.
F.S.M.
M
4
F.P.TK
FWD Deep WB. TK(P)
FWD Deep WB. TK(S)
NO.1 DB.W.B.TK(P)
NO.1 W.W.B.TK(P)
NO.1 DB.W.B.TK(S)
NO.1 W.W.B.TK(S)
NO.2 DB.W.B.TK(P)
NO.2 W.W.B.TK(P)
NO.2 DB.W.B.TK(S)
NO.2 W.W.B.TK(S)
NO.3 DB.W.B.TK(P)
NO.3 W.W.B.TK(P)
NO.3 DB.W.B.TK(S)
NO.3 W.W.B.TK(S)
NO.4 DB.W.B.TK(P)
NO.4 W.W.B.TK(P)
NO.4 DB.W.B.TK(S)
NO.4 W.W.B.TK(S)
E/R W.B. TK(P)
E/R W.B. TK(S)
A.P. TK
164-F.E
134-157
134-157
120-134
120-134
120-134
120-134
103-120
103-120
103-120
103-120
86-103
86-103
86-103
86-103
71-86
71-86
71-86
71-86
48-71
48-71
A.E-15
1355.9
1575.7
1575.7
2086.8
3791.1
2086.8
3791.0
3469.2
2328.8
3469.2
2328.8
3584.1
2330.1
3584.1
2330.1
2830.1
2055.3
2830.1
2055.3
897.9
897.9
1174.1
1389.8
1615.0
1615.0
2138.9
3885.8
2138.9
3885.8
3555.9
2387.0
3555.9
2387.0
3673.7
2388.3
3673.7
2388.3
2900.9
2106.7
2900.9
2106.7
920.3
920.3
1203.5
129.41
108.38
108.38
79.05
83.54
79.05
83.54
36.67
37.19
36.67
37.19
-10.40
-10.40
-10.40
-10.40
-53.85
-55.19
-53.85
-55.19
-85.34
-85.34
-127.20
10.86
12.01
12.01
2.83
18.37
2.83
18.37
2.40
18.02
2.40
18.02
2.39
18.02
2.39
18.02
2.45
18.02
2.45
18.02
15.05
15.05
13.51
1428
961
961
9449
4956
9449
4956
26257
747
26257
747
27777
739
27777
739
20957
659
20957
659
170
170
18057
Total 52428.1 53738.3

Fresh Water Tanks S.G.=1.000
Compartment
Location
Frame
Number
Volume
100% (m
3
)
Weight
100% (Tons)
L.C.G. (m) V.C.G. (m)
Max.
F.S.M.
M
4
Distilled W. Tk(P)
Distilled W. Tk(S)
Fresh Water Tk(P)
Fresh Water Tk(S)
7-15
7-15
A.E-7
A.E-7
253.7
253.7
246.0
246.0
253.7
253.7
246.0
246.0
-124.13
-124.13
-131.57
-131.57
18.72
18.72
18.99
18.99
280
280
183
183
Total 999.4 999.4

Fuel Oil Tanks S.G.=0.980
Compartment
Location
Frame
Number
Volume
100% (m
3
)
Weight 98%
(Tons)
L.C.G. (m) V.C.G. (m)
Max.
F.S.M.
M
4

HFO.Deep Tk(C)
No. 2 E/R HFO.Tk(P)
No. 1 E/R HFO.Tk(S)
Low Sulphur Stor. Tk(S)
Low Sulphur Sett. Tk(S)
No. 2 HFO.Sett.Tk(P)
No. 1 HFO.Sett.Tk(S)
138-157
48-71
67-71
48-67
60-63
48-60
48-60
3533.9
1009.6
261.7
709.9
38.0
225.6
225.6
3393.9
969.6
251.3
681.8
36.5
216.7
216.7
110.14
-83.59
-77.80
-85.71
-83.80
-89.80
-89.80
12.81
16.59
16.07
16.71
17.97
19.57
19.57
2798
102
18
84
3
11
11
Total 6004.3 5766.5

Diesel Oil Tanks S.G.=0.850
Compartment
Location
Frame
Number
Volume
100% (m
3
)
Weight 98%
(Tons)
L.C.G. (m) V.C.G. (m)
Max.
F.S.M.
M
4
DO. Stor. Tk(P)
DO. Serv. Tk(P)
DO. Tk for IGG
40-47
44-47
40-47
332.7
37.7
131.3
277.1
31.4
109.4
-98.15
-96.60
-98.66
16.30
23.72
23.68
115
6
85
Total 501.7 417.9


Lubricating Oil Tanks S.G.=0.900
Compartment
Location
Frame
Number
Volume
100% (m
3
)
Weight 98%
(Tons)
L.C.G. (m) V.C.G. (m)
Max.
F.S.M.
M
4
Main LO. Grav. Tk(S)
Main LO. Sett. Tk(S)
Main LO. Stor. Tk(S)
D/G LO. Stor. Tk(S)
D/G LO. Sett. Tk(S)
T/G LO. Stor. Tk(S)
T/G LO. Sett. Tk(S)
Main LO. Sump Tk(C)
32-36
36-40
40-47
40-42
38-40
36-40
36-38
29-37
33.6
51.3
59.9
12.2
12.2
16.7
12.2
68.1
29.6
45.2
52.8
10.8
10.8
14.8
10.8
60.1
-105.80
-102.60
-97.79
-100.20
-101.80
-102.60
-103.40
-106.34
17.97
17.97
22.86
22.86
22.86
22.86
22.86
2.11
1
4
26
2
2
1
2
124
Total 266.2 234.9

Miscellaneous Tanks S.G.=1.000
Compartment
Location
Frame
Number
Volume
100% (m
3
)
Weight 100%
(Tons)
L.C.G. (m) V.C.G. (m)
Max.
F.S.M.
M
4
Bilge Holding Tk(C)
HFO. Overf. Tk(P)
S/T C.W. Tk(C)
Waste Oil Tk(C)
S/T LO. Sump Tk(C)
FO. Sludge Tk(S)
LO. Sludge Tk(S)
15-26
58-65
7-15
26-28
21-23
38-40
38-40
110.8
64.3
47.8
31.9
4.1
3.1
5.0
110.8
64.3
47.8
31.9
4.1
3.1
5.0
-115.86
-83.80
-122.97
-111.39
-115.40
-101.80
-101.79
1.77
1.20
3.70
1.82
2.80
10.17
10.17
124
52
8
65
4
1
7
Total 267.0 267.0

Other Tanks S.G.=1.025
Compartment
Location
Frame
Number
Volume
100% (m
3
)
Weight
100% (Tons)
L.C.G. (m) V.C.G. (m)
Max.
F.S.M.
M
4
No. 1 Cargo(Pri. Barrier)
No. 1 Cargo(2nd Barrier)
No.1 Cofferdam
No.2 Cofferdam
No.3 Cofferdam
No.4 Cofferdam
No.5 Cofferdam
No.1 Trunk Deck Space
PIPE DUCT(C)
121-133
104-120
87-103
72-85
121-133
104-120
87-103
72-86
133-134
120-121
103-104
86-87
71-72
121-133
104-120
87-103
72-86
67-138
1083.4
1604.2
1604.2
1455.0
1463.9
2224.3
2224.3
2020.2
1240.9
2834.3
2834.3
2834.3
2774.2
738.2
1744.2
1744.2
1526.2
2842.7
1110.5
1644.3
1644.3
1491.4
1500.5
2279.9
2280.0
2070.7
1271.9
2905.1
2905.1
2905.1
2843.5
756.6
1787.9
1787.9
1564.4
2913.7
78.20
38.60
-9.00
-53.80
78.07
38.60
-9.00
-53.80
98.78
62.40
14.80
-32.80
-74.78
76.19
38.60
-9.00
-53.80
12.19
16.16
16.30
16.30
16.30
16.11
16.29
16.29
16.30
15.74
17.04
17.04
17.04
17.04
31.99
31.98
31.98
31.98
1.60

1715
13610
13610
13610
13606
7306
34397
34397
30097
1759
Total 34793.0 35662.8


1.2 Rules and Regulations

Classification

The vessel, including her hull, machinery, equipment and outfits shall be
constructed under the survey of the Bureau Veritas (herein called the
Classification Society), and shall be distinguished in the register by the
symbols of:

I + HULL + MACH, Liquefied Gas Carrier/LNG, Ship type 2G (-163 C 500
kg/m
3
0.25 bar ), Unrestricted Navigation, +VeriSTAR-HULL, + AUT-UMS, +
SYS-NEQ-1, + MON-SHAFT, INWATERSURVEY

The vessel shall be classed with the Indian Registry of Shipping (IRS) with
equivalent notations.

Rules and Regulations

The Vessel shall be registered in the above port and shall comply with the
following Rules and Regulations.

All rules and regulations of the country of registry, the classification society, and
the relevant government authorities of India and Qatar, known at the time of
signing of the contract and are enforceable at any time within 5 years from the
date of the delivery of the vessel, shall be implemented prior to delivery.

a) Rules and Regulations of the country of registry and the Indian registry.

b) Maritime Rules and Regulations of the loading/unloading ports.

c) International Convention on Load Lines, 1996 with the Protocol of
1988.

d) International Convention for the Safety of Life at Sea, 1974 with the
Protocol of 1978/1988 and Amendments up to 1997 including
International Code for the Construction and Equipment of Ships
Carrying Liquefied Gases in Bulk (IGC-code).

e) International Convention for the Prevention of Pollution from Ships,
1973 (Annex I, IV, V & VI (Regulation 12, 13 and 16)), as modified by
the Protocol 1978 and Amendments up to 1997 (herein called
MARPOL 73/78).

f) Convention on the International Regulations for Preventing Collisions
at Sea, 1972 with the Amendments up to 1993.

g) International Convention on Tonnage Measurement of Ships, 1969.

h) International Telecommunication Convention, 1973 with annex and
revisions 1974, 1982 and 1983/87.

i) Rules of Navigation of the Suez Canal Authority including Regulations
for the Measurement of Tonnage.
j) Rules and Regulations of USCG for Foreign Vessels Operating in the
Navigable Waters of the United States including pollution prevention
except in Alaskan waters.
. CFR title 33-part 155, 156, 159 and 164
. CFR title 46-part 154

k) ILO Convention concerning Crew Accommodation on Board Ship (No.
92 and 133).

l) ILO Codes of Practice, Safety and Health in Dockwork, 1977 as
amended in 1979.

m) DNV notation F-AMC for structural fire protection and equipment
except Pt. 6 ch.4 Sec.2 B201 and C100.

n) OCIMF Standardization of Manifolds for Refrigerated Liquefied Gas
Carriers (LNG).

o) OCIMF Mooring Equipment Guidelines, 1997 (Compliance with the
Guidelines shall be as specified in Group 4).

p) OCIMF Ship to Ship Transfer Guide (Liquefied gases).

q) SIGTTO Guidelines for the Alleviation of excessive Surge Pressure
on ESD, 1987.

r) SIGTTO Recommendations and Guidelines for Linked Ship/Shore
Emergency Shutdown of Liquefied Gas Cargo Transfer.

s) SIGTTO Recommendations for the Installation of Cargo Strainers.

t) IMO Resolution A.330(IX) Safe Access to working in large ballast
space.

u) IMO Resolution A.468(XII) Code on Noise Levels on Board Ships.

v) IMO Resolution A.601(15) Provision and Display of Manoeuvring
Information on Board Ships.

w) IMO Resolution A.686(17) Code on Alarms and Indicators.

x) International Electrotechnical Commission (IEC) Publication 92
Electrical installation in Ships.

y) IEC publication 533 Electromagnetic Compatibility of Electrical and
Electronic installation on Ships.

z) ISO Draft Proposal No. 6954 Guidelines for Overall Evaluation of
Vibration in Merchant Ships, 1984.

aa) VDI 2056 Criteria for Assessment of Mechanical Vibrations in
Machines.

bb) IMO Circular letter No. 2224 dated at 26
th
May 2000 (Amendments to the
International Convention for the Safety of Life at Sea, 1974, as amended
(SOLAS)).

cc) IMO Resolution A.868(20) Guidelines for the control and Management
of Ships Ballast Water to Minimize the Transfer of Harmful Aquatic
Organisms and Pathogens (except ballast water management plan).

Certificates

The Builder shall obtain the following certificates and deliver to the Owner at the
time of the Vessels delivery in triplicate, one (1) original and two (2) copies:

a) Builders Certificate issued by the Builder.

b) Classification Certificate issued by the Classification Society.

c) International Load Line Certificate issued by the Classification
Society.

d) International Tonnage Certificate issued by the Classification Society
or other assigned Authority.

e) International Certificate of Fitness for the Carriage of Liquefied
Gases in Bulk issued by the Classification Society or other assigned
Authority.

f) International Oil Pollution Prevention Certificate issued by the
Classification Society or other assigned Authority.

g) Suez Canal Special Tonnage Certificate issued by the Classification
Society or other assigned Authority.

h) Cargo Ship Safety Radio certificate issued by the Classification
Society or other assigned Authority.

i) Cargo Ship Safety Construction Certificate issued by the

j) Cargo Ship Safety Equipment Certificate issued by the Classification
Society or the assigned Authority.

k) Statement of compliance with USCG Rules and Regulations for
Foreign Vessels carrying liquefied gases in bulk issued by the
Classification Society.

l) Statement of Compliance of EIAPP for Auxiliary Engine issued by
the Classification Society or other assigned Authority.

m) Statement of Compliance of MARPOL Annex VI for Incinerator
issued by the Classification Society or other assigned Authority.

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

o) Deratting Exemption Certificate issued by the Korean Government.

p) Cargo gear Certificate corresponding to ILO forms issued by the
Builder for Provision Cranes and Deck Cranes.

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

r) Crew Accommodation Certificate corresponding to ILO Convention
No.92 and 133 issued by the Classification Society or other assigned
Authority.

s) Certificates for all Custody Transfer Instruments and Cargo Tank
Calibration Tables issued by Independent Society mutually agreed
between the Owner and the Builder.

t) Statement of compliance of F-AMC for structural Fire protection and
Equipment only except pt.6 ch.4 Sec.2 B201 and C100.

u) Other Certificates including Manufacturers Certificates and Builders
Certificates which are normally issued for Machinery, Equipment and
Outfit of the Vessel.

The Builder shall provide with necessary assistance in preparing for and
obtaining approval from the government authorities of the loading and
discharging port for calibration of CTS and cargo tank table.

If the formal certificate(s) are not obtained at the time of the Vessels delivery,
the Builder shall furnish the Owner with the provisional certificate(s).
In such case(s), the Builder shall deliver the formal certificate(s) to the Owner as
soon as available after the Vessels delivery.


Illustration 1.3.1a Cargo Tank Lining Reinforcement

Ballast
Void
Cofferdam
Pipe Duct
Reinforced Area
Non Reinforced Area
Secondary boxes........... Type RS
Primary boxes................ Type RP
Secondary boxes........... Type S
Primary boxes................ Type P
Primary Insulation Boxes
Secondary Insulation Boxes
Secondary Membrane
Primary Membrane
Cofferdam
Void Area
Ballast Tank
Pipe Duct


1.3 Design Concept of the Cargo System

General Description

The Cargo Containment System consists of four double insulated cargo tanks
encased within the inner hull and situated in-line from forward to after.

The spaces between the inner hull and outer hull are used for the ballast and will
also protect the tanks in the event of an emergency situation, such as collision or
grounding.

The cargo tanks are separated from other compartments, and from each other, by
five transverse cofferdams, which are all dry compartments.

The ballast spaces around the cargo tanks are divided into two double bottom
water ballast tanks, two wing water ballast tanks, port and starboard for each
cargo tank. The wing water ballast tanks extend to the side of the cargo tanks and
as far up as the trunk ways.

The LNG to be transported is stored in the four cargo tanks numbered 1 to 4,
from fore to aft. All cargo tanks have an octagonal transverse section matching
with the supporting inner hull.

Each tank between the two transverse bulkheads is composed of a prism placed
in a direction parallel to the keel plate.

The boundaries of the tanks are as follows:

1) One flat bottom, parallel to the keel plate raised along the ships
plating by two inclined plates, one on each side.

2) Two vertical walls each extended at their upper parts by an inclined
plate, in order to limit the liquid free surface effect when the tanks
are full.

3) One flat top parallel to the trunk bottom.

Cargo tank No.1 is slightly different in shape due to its position in the ship. It has
a polygonal section and the lengthwise walls are almost parallel to the ships
plating.
1.3.1 Cargo Containment System Principle

The cargo tanks are of double membrane, Gaz Transport No.96-2 Evolution
System design.

The inner hull, i.e. the outer shell of each of the cargo tanks, is lined internally
with the Gaz Transport integrated tank containment and insulation system.
This consists of a thin, flexible membrane called the primary membrane, which
is in contact with the cargo, a layer of plywood boxes filled with Perlite called
the Primary insulation, a second flexible membrane similar to the first one called
the secondary membrane and a second layer of boxes also filled with Perlite in
contact with the inner hull called the Secondary insulation. The double
membrane system meets the requirement of the relevant regulations on the Cargo
Containment System to provide two different barriers to prevent cargo leakage.

Thus, the tank lining consists of two identical layers of membranes and
insulation so that in the event of a leak in the primary barrier, the cargo will be
contained indefinitely by the secondary barrier. This system ensures that the
whole of the cargo hydrostatic loads are transmitted through the membranes and
insulation to the inner hull plating of the ship.

The function of the membranes is to prevent leakage, while the insulation
supports and transmits the loads and, in addition, minimizing heat exchange
between the cargo and the inner hull. The secondary membrane, sandwiched
between the two layers of insulation, not only provides a safety barrier between
the two layers of insulation, but also reduces the convection currents within the
insulation.

The primary and secondary insulation spaces are under a pressure controlled
nitrogen atmosphere. The primary spaces pressure must never exceed the cargo
tank pressure in order to prevent the primary membrane from collapsing inwards.
In normal operation, the pressure in the primary and secondary insulation spaces
shall be maintained between 0.2 kPag and 0.4 kPag.

Construction of the Insulation and Barriers
The primary and secondary barriers are identical and are fabricated from
cryogenic invar 36% nickel steel, with a very low coefficient of thermal
expansion, 0.7 mm thick).

The composition of the invar is as follows:

Ni : 35 - 36.5%
C : < 0.04%
Si : < 0.25%
Mn : < 0.2 to 0.4%
S : < 0.0015%
P : < 0.008%
Fe : Remainder
Thermal expansion coefficient = (1.50.5) 10
-6
mm/C between 0C and 180C
(Less than approx. ten times for stainless steel AISI 304 type)

Charpy Test at -196C, > 120 J/cm
2

The coefficient of thermal expansion is low enough to enable flat, rather than
corrugated sheets, to be used. The entire surface area of the membrane is thus in
contact with the supporting insulation, so that the load which the system is able
to carry is limited only by the load bearing capacity of the insulation.

The primary and secondary insulation spaces are made up of boxes fabricated
from plywood and filled with expanded Perlite. This insulation system allows
free circulation of nitrogen and therefore permits gas freeing or inerting to be
carried out in the barrier spaces without difficulty.

Perlite is obtained from a vitreous rock of volcanic origin which, when heated to
a high temperature (above 800C), is transformed into very small balls.
These balls have diameters that measure between a few hundredths to a few
tenths of a millimeter. The cellular structure so obtained from the process gives
the expanded Perlite its lightness and thus its excellent insulation properties.
The water repellency of the Perlite is reduced by a silicon treatment.

The insulation is distributed over the hull in two specific areas :

1) Reinforced area located in the upper part of the tank and covering
approximately 30% of the total tank height (including the tank
ceilings). This area is fitted with reinforced type boxes.

2) Standard area (or non-reinforced area) covering approximately 70%
of the tank height (including the tank bottom). This area is fitted with
normal boxes (refer to Illustration 1.3.1a).

The secondary and primary boxes in the reinforced area are specially built using
thicker internal stiffeners to resist the impact that can be created by the liquid
sloshing inside the tanks. The primary reinforced boxes have two 12 mm thick
plywood covers stapled on it.

The secondary insulation is 300 mm thick, whereas the primary insulation is 230
mm is thick. (The designed boil-off rate, i.e. 0.15% of the total cargo tanks, and
volume per day govern the thickness).


Illustration 1.3.1b Cargo Tank General

Pipe Duct
Primary Barrier(INVAR : 0.7mm)
Secondary Barrier
(INVAR : 0.7mm)
Hull
Primary Insulation Box(230mm)
Secondary Insulation Box(300mm)
Ballast Tanks
Side Passage Way
Inner Deck
Liquid Dome
Vapour Dome
Tripod Mast
Main Cargo Pumps
Stripping/Spray Pump
Filling Line
Discharge Line
INVAR : Fe-36%Nickel Alloy


1.3.2 Membrane Cargo Containment

The plywood boxes forming the secondary insulation are laid on the ships inner
hull, through the transition of a hard epoxy bearing product deposited on the box
in the shape of ropes by means of an automatic depositing machine. These ropes
have adjustable thickness and compensate for the flatness defects of the inner
hull. The boxes are held in position by stainless steel coupler rods that are
anchored to the inner hull through their welded sockets. To absorb the ships hull
deformation, each coupler is fitted with an elastic coupling made up of several
spring washers, which are tightened down on the setting plates for secondary
boxes by securing nuts (refer to Illustration 1.3.2a). The number of spring
washers used depends on the location of the box. Boxes on the ballast boundaries
have a higher number of spring washers (5) because the hull deformation has the
largest effect on this area.

A continuous invar tongue is held in slots running along the whole length of each
secondary box cover. The secondary membrane strakes are resistance seam
welded with the continuous tongues in between.

The primary boxes are secured in position by collar studs. The collar studs are
screwed into setting (clamp) plates for collar studs linked to the setting plate for
secondary boxes by two securing screws. A plywood bridge is installed between
the two setting plates to limit any thermal conduction through the box fixations.

To allow some flexibility, each collar stud is fitted with an elastic coupling,
similar to those on the secondary boxes.

Each collar stud is fitted with a single spring washer and tightened down on the
setting plate for primary boxes by securing nuts.

The primary insulation boxes have lipped invar tongues stapled along slots
running lengthwise. Continuous invar tongues are positioned in the lip of the
fixed tongues on the boxes. The primary membrane strakes are resistance seam
welded with these tongues in between.

Each primary and secondary membrane strake terminates on an invar angle
structure, 1.5 mm thick, fitted around the perimeter of each transverse bulkhead
and welded to it. Due to their superposition, the secondary and primary
membranes cross each other in both ways, forming a square tube. This is
prefabricated to allow an easier erection process and attached to the double hull
by 4 anchoring bars.
With this system, the membranes are directly connected to the inner hull so that
any membrane tension is directly and uniformly taken by the ships structure
(refer to illustrations 1.3.2b and 1.3.2c).

In the secondary and primary insulation spaces respectively, the gaps between
the secondary boxes and the primary boxes are insulated with a combination of
rigid insulating materials and glasswool.

Cargo Tank Outfitting

A vapour dome is located near the geometrical center of each cargo tank ceiling.
Each vapour dome is provided with the following:

1) A vapour supply/return line to supply vapour to the tank when
discharging, vent vapour from the tank whilst loading and also vent
the boil-off when the tank contains cargo.

2) Spray line arrangement for cooldown purposes.

3) Two pressure/vacuum relief valves set at 25kPa and 1kPa, venting
to the nearest vent mast.

4) Pick-up for pressure sensors.

5) Liquid line safety valves exhaust.

In addition, each cargo tank has a liquid dome located near the ships center line
at the aft part of the tank. The liquid dome supports a tripod mast made of
stainless steel (304 L), suspended from the liquid dome and held in position at
the bottom of the tank by a sliding bearing to allow for thermal expansion or
contraction depending on the tank environment. The tripod mast consists of the
main discharging pipes and emergency pump well, in the form of a three-legged
trellis structure, and is used to support the tank access ladder and other piping
and instrumentation equipment.

The instrumentation includes temperature and level sensors, independent high
level alarm sensors and cargo pump electric cables. The two main cargo pumps
are mounted on the base plate of the tripod mast, while the stripping/spray pump
is mounted on the pump tower support. An emergency pump column, a float
gauge column and the filling line are also located in the liquid dome.

The four cargo tanks are connected to each other by the liquid, vapour and
stripping/spray headers which are located on the trunk deck. The nitrogen mains
supplying the primary and secondary insulation spaces, and other services
directly associated with the cargo system, are also located on the trunk deck
together with the fire main and deck spray main.
Punching Device
If the primary membrane is damaged and leaks LNG into the primary insulation
space, to avoid catastrophic damage to the primary membrane the punching
device shall be used before discharging the tank. See section 7.2. The inspection
chamber and gauge header is removed and the punching messenger device is
fitted on the gate valve. When dropped through the gate valve, the messenger
device punches through the primary membrane.

Actual data measured by ITS/NKK.
Unit : mm
TANK NO. A B C D E
1 940 420 92 62 21
2 920 420 94 64 21
3 920 420 96 66 21
4 930 420 94 64 21

A : Distance to aft bulk head from the gauge

B : Distance to center line of vessel (to starboard)

C : Level above true zero where float becomes buoyant in liquid with a density
of 470 kg/m
3
.

The level gauge is correctly set when, at an average tank temperature of
15C, with the float resting on the float support, value C is obtained as
reading.

D : Level above true zero of the float support attached to the stilling well.
E : Immersion of the float in a liquid with a density of 470 kg/m
3


Illustration 1.3.2a Construction of Containment System Securing of Insulation Boxes

Setting Plate For
Primary Box
Setting Plate For
the Collar Stud
Plywood Bridge
Bearing Product
Setting Plate For
Secondary Box
Stainless Steel Plate
Spot Welded To Nut Bevel Washer
Packing Washers
Insulating Material
Bearing Product
Paper Packing
Secondary Box
Secondary Box
Secondary Membrane
Double Hull Plating
Fabric Seal
Primary Box
Primary Membrane


Illustration 1.3.2b Construction of Containment System Flat Area

Epoxy Rope
Bearing Product
Perlite
Insulation
Insulating
Material
Secondary Box
Primary Box
Plywood
Box Cover
Plywood Bridge
Insulating
Material
Primary Invar
Secondary Invar
Insulating
material
Insulating Material
Wedge
Packing Washers


Illustration 1.3.2c Construction of Containment System Corner Part

Position of
Transverse Corner
Position of
Transverse Corner 78.89
Primary Box
Secondary Box
Primary Membrane
Primary Membrane
Secondary Membrane
Secondary Membrane
Invar Tube
Stainless Steel
Anchoring Bars
Stainless
Steel
Anchoring
Bars
Stainless Steel
Anchoring Bars
Invar Tube
Stainless
Steel
Anchoring
Bars
Transverse
Bulkhead
Transverse
Bulkhead


Illustration 1.3.2.d Construction of Containment System Longitudinal Dihedral

Position of
Longitudinal Dihedral
Primary Box
Secondary Box
Primary Membrane
Secondary Membrane


1.3.3 Deterioration or Failure

The insulation system is designed to maintain the boil-off losses from the cargo
at an acceptable level, and to protect the inner hull steel from the effect of
excessively low temperature. If the insulation efficiency should deteriorate for
any reason, the effect may be a lowering of the inner hull steel temperature, i.e. a
cold spot and an increase in boil-off from the affected tank. Increased boil-off
gas may be vented to the atmosphere via No.1 vent mast. The inner hull steel
temperature must, however, be maintained within acceptable limits to prevent
possible brittle fracture.

Thermocouples are distributed over the surface of the inner hull, but unless a
cold spot occurs immediately adjacent to a sensor, these can only serve as a
general indication of steel temperature. To date, the only reliable way of
detecting cold spots is by frequent visual inspections of the ballast spaces on the
loaded voyage.

The grade of steel required for the inner hull of the vessel is governed by the
minimum temperature this steel will reach at minimum ambient temperature,
assuming that the primary barrier has failed, so that the LNG is in contact with
the secondary membrane.

For the contiguous hull, environmental conditions are issued from the USCG
rules.
Air temperature = -18C
Sea water temperature = 0C
Wind speed = 5 knots
LNG in contact with the secondary barrier.
For the outer hull, conditions are based on IGC
Air temperature = 5C
Sea water temperature = 0C
No wind
LNG in contact with the secondary barrier
The minimum temperature of the inner steel will be about -26C.
For these conditions, Classification Societies require a steel grade distribution as
shown in Illustration 1.3.3a, where the tank top and top longitudinal chamfer are
in grade E steel, and the remaining longitudinal steelwork grade DH, both
grades having a minimum operating temperature of 30C. The transverse
watertight bulkheads between cargo tanks are of grade A with glycol water
heating system.

In addition to the failure of the membrane, local cold spots can occur due to
failure of the insulation.

While the inner hull steel quality has been chosen to withstand the minimum
temperature likely to occur in service, prolonged operation at steel temperatures
below 0C will cause ice build-up on the plating, which in turn will cause a
further lowering of steel temperature due to the insulating effect of the ice.
To avoid this, glycol heating coils are fitted in the cofferdam spaces, of sufficient
capacity to maintain the inner hull steel temperature at 0C under the worst
conditions.

If a cold spot is detected either by the inner hull temperature measurement
system, or by visual inspection, the extent and location of the ice formation
should be recorded. Small local cold spots are not critical and, provided a close
watch and record are kept as a check against further deterioration and spreading
of the ice formation, no further action is required. If the cold spot is extensive,
or tending to spread rapidly, salt water spraying should be carried out. In the
unlikely event that this remedy is insufficient and it is considered unsafe to
delay discharge of cargo until arrival at the discharge port, the final recourse
will be to jettison the cargo via a spool piece fitted at the cargo liquid manifold,
using a single main cargo pump.

Illustration 1.3.3a Hull Steel Grades

E
D
A
A
A
A
E
A
D
Minimum Operating Temp
Grade A -5 15mm
Grade E -30 40mm
Grade D -20 20mm
Grade EH -30 40mm
Grade DH -30 20mm
Watertight Bulkhead
Between Cargo Tanks
A A
Pipe Duct
and maximum plate thickness
A
DH
DH
DH
E
E
E


Illustration 1.4a Hazardous Areas and Gas Dangerous Zone Plan

NO SMOKING
NO SMOKING

+AUT-UMS


1.4 Hazardous Areas and Gas Dangerous Zone
(See Illustration 1.4a)

Under the IMO code for the Construction and Equipment of Ships Carrying
Gases in Bulk, the following are regarded as hazardous areas:

Gas dangerous spaces or zones, are zones on the open deck within 3.0 m of any
cargo tank outlet, gas or vapour outlet, cargo pipe flange, cargo valve and
entrances and ventilation openings to the cargo compressor house. They also
include the open deck over the cargo area, and 3.0 m forward and after of the
cargo area on the open deck up to a height of 2.4 m above the weather deck, and
a zone within 2.4 m of the outer space of the cargo containment system where
such spaces are exposed to the weather.

The entire cargo piping system and cargo tanks are also considered gas
dangerous.

In addition to the above zones, the Code defines other gas-dangerous spaces.

The area around the air-swept trunking, in which the gas fuel line to the engine
room is situated, is not considered a gas dangerous zone under the above Code.

All electrical equipment used in these zones, whether a fixed installation or
portable, is certified safe type equipment. This includes intrinsically safe
electrical equipment, flame-proof type equipment and pressurized enclosure type
equipment. Exceptions to this requirement apply when the zones have been
certified gas free, e.g. during refit.

Safety Precaution

The piping system fitted on board enables the cargo system to be operated safely.
Provided that certain procedures are followed. Since flammable gases are
involved, inert gas or nitrogen gas is used to eliminate the possibility of an
explosive mixture existing in the cargo system during any part of the gas-freeing
operation. The system will also enable the cargo tanks to be purged with inert gas
or nitrogen prior to filling with cargo tanks. The piping has been arranged to
eliminate the possibility of pockets of gas or air remaining after gas-freeing or
purging.

The gas freeing process follows a distinct cycle from cargo vapour, to inert gas,
to air, is displaced by good quality inert gas before air is introduced into the
tanks. The reverse procedure is adopted when preparing the ship for resumption
of service after dry docking or lay-up.

Boil-off gas is supplied to the main boilers through an air-swept trunk that is
continuously monitored for gas leakage. Any interruption or failure of the gas
supply initiates a closure of the gas supply and an automatic nitrogen purge of
the whole engine room gas supply system.
All electrical equipment sited in hazardous areas is of the intrinsically safe type.
Fresh air intakes, supply and exhaust ventilators for the cargo machinery room,
cargo electric motor room, side passage and pipe duct are provided.

When testing enclosed spaces for the presence of natural gas, it is important to
ensure that pockets of gas are not trapped near deckhead structure, etc.

In the case of a leak or spillage of LNG the following procedure must be carried
out ;

1) Isolate the source of LNG. If loading or discharging, stop a operations and
close the manifold valves.
2) Summon assistance by sounding the alarm.
3) Protect hull form possible risk of cold fracture.

2.1 Physical Properties, Composition and Characteristics of LNG.........2 - 1
2.2 Characteristics of LNG......................................................................2 - 4
2.2.1 Flammability of Methane, Oxygen and Nitrogen Mixtures....2 - 4
2.2.2 Supplementary Characteristics................................................2 - 5
2.2.3 Properties of Nitrogen and Inert Gas ......................................2 - 6
2.2.4 Avoidance of Cold Shock to Metal .........................................2 - 8
2.3 Health Hazards ..................................................................................2 - 9

Part 2
Properties of LNG
2 - 1 Part 2 Properties of LNG

2.1 Physical Properties, Composition and Characteristics of
LNG

Natural gas is a mixture of hydrocarbons which, when liquefied, form a clear
colourless and odourless liquid. This LNG is usually transported and stored at a
temperature very close to its boiling point at atmospheric pressure .
(approximately 160C)

The actual LNG composition of each loading terminal, such as Qatar and e.g.
Abu Dhabi, will vary depending on its source and on the liquefaction process,
but the main constituent will always be methane. Other constituents will be small
percentages of heavier hydrocarbons, e.g., ethane, propane, butane, pentane, and
possibly a small percentage of nitrogen.

A typical composition of LNG is given in Table 2.1b, and the physical properties
of the major constituent gases are given in Table 2.1a.

For most engineering calculations (e.g. piping pressure losses), it can be assumed
that the physical properties of pure methane represent those of LNG. For custody
transfer purposes, however, 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 vapourization of part of the cargo, i.e. boil-off.
The composition of the LNG is changed by this boil-off because the lighter
components, having lower boiling points at atmospheric pressure, vapourize first.
Therefore the discharged LNG has a lower percentage content of nitrogen and
methane than the LNG as loaded, and slightly higher percentages of ethane,
propane and butane, due to methane and nitrogen boiling off in preference to the
heavier gases.

The flammability range of methane in air (21% oxygen) is approximately 5.3 to
14% (by volume). To reduce this range, the air is diluted with nitrogen until the
oxygen content is reduced to 2% prior to loading after dry docking. In theory, an
explosion cannot occur if the O
2
content of the mixture is below 13% regardless
of the percentage of methane, but for practical safety reasons, purging is
continued until the O
2
content is below 2%. This safety aspect is explained in
detail later in this section.

The boil-off vapour from LNG is lighter than air at vapour temperatures above
-110C or higher, depending on the LNGs composition (See Fig. 2.1d),
Therefore, when vapour is vented into the atmosphere, the vapour will tend to
rise above the vent outlet and will be rapidly dispersed. When cold vapour is
mixed with ambient air, the vapour-air mixture will appear as a readily visible
white cloud due to the condensation of the moisture in the air. It is normally safe
to assume that the flammable range of the vapour-air mixture does not extend
significantly beyond the perimeter of the white cloud.

The auto-ignition temperature of methane, i.e. the lowest temperature to which
the gas needs to be heated to cause self-sustained combustion without ignition by
a spark or flame, is 595C.
Table 2.1b Composition of LNG

Ras Laffan Das Islands Standard
Methane (mol %) CH4 90.28 84.5 89.63
Ethane (mol %) C2H6 6.33 12.9 6.32
Propane (mol %) n-C3H8 2.49 1.5 2.16
Butane (mol %) n-C4H10 0.49 0.5 1.20
Iso-Butane (mol %) i-C4H10 0.00 0.00 0.00
Pentane (mol %) n-C5H12 0.02 0.00 0.00
Iso-Pentane (mol %) i-C5H12 0.00 0.00 0.00
Nitrogen (mol %) N2 0.41 0.6 0.69
Average Molecular Weight 17.88 18.56 18.12
Boiling Point at Atmospheric Pressure -160.8C -161.0C -160.9C
Density (kg/m
3
) 461.8 456.8 459.4
Higher Specific Energy (kJ/kg) 54,414 54,031 54,090

Table 2.1c Properties of Methane

Boiling point at 1 bar absolute (0.1MPaA) -161.5C
Liquid density at boiling point 426.0 kg/m
3

Vapour SG at 15C and 1 bar absolute (0.1MPaA) 0.554
Gas volume/liquid volume ratio at -161.5C at 1 bar absolute
(0.1MPaA)
619
Flammable limits in air by volume 5.3 to 14%
Auto-ignition temperature 595C
Higher Specific Energy (Gross Heating Value) at 15C 55,550 kJ/kg
Critical temperature -82.5C
Critical pressure 4.6 MPaA

Table 2.1a Physical Properties of LNG

Methane Ethane Propane Butane Pentane Nitrogen

CH4 C2H6 C3H8 C4H10 C5H12 N2
Molecular Weight 16.042 30.068 44.094 58.120 72.150 28.016
Boiling Point at 1 bar absolute C -161.5 -88.6 -42.5 -5 36.1 -196C
Liquid Density at Boiling Point Kg/m
3
426.0 544.1 580.7 601.8 610.2 808.6
Vapour SG at 15C and 1 bar absolute 0.554 1.046 1.540 2.07 2.49 0.97
Gas volume/liquid volume Ratio at Boiling Point and 1 bar
absolute
619 413 311 311 205 649
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
Non-
flammable
Auto Ignition Temperature C 595 510 510/583 510/583
Gross Heating Value at 15C normal-
Iso -
kJ/kg 55,550 51,916 50,367
49,530
49,404
49,069
48,944
Vaporization Heat at Boiling Point kJ/kg 510.4 489.9 426.2 385.2 357.5 199.3
Variation in Boiling Point of Methane with Pressure

(See Fig 2.1d Density Ratio Methane/Ambient Air Versus Temperature)

The boiling point of methane increases with pressure. This variation is shown in
the diagram for pure methane over the normal range of pressures on board the
vessel. The presence of the heavier components in LNG increases the boiling
point of the cargo for a given pressure.

The relationship between the boiling point and the pressure of LNG will
approximately follow a line parallel to that shown for 100% methane.

+20
0
- 20
- 40
- 60
1.5 1.4 1.3 1.2 1.1 1.0 0.9 0.8 0.7 0.6 0.5
- 80
-100
-120
-140
-160
Lighter than air
Ratio =
Density of Methane vapour
Density of Air
(Density of air assumed to be 1.27 kg/m3 at 15
Methane vapour
temperature
Heavier than air
)

Fig 2.1d Density Ratio Methane/Ambient Air Versus Temperature

900
950
1000
1050
1100
1150
1200
1250
1300
-162 -161.5 -161 -160.5 -160 -159.5 -159 -158.5
Pressure
mbar A
Temperature
100% Methane

Fig 2.1e Boiling Point of Methane with Pressure

Illustration 2.2.2a Flammability of Methane, Oxygen and Nitrogen Mixtures

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

2.2 Characteristics of LNG

2.2.1 Flammability of Methane, Oxygen and Nitrogen Mixtures

The ship must be operated in such a way that a flammable mixture of methane
and air is avoided at all times. The relationship between gas/air composition and
flammability for all possible mixtures of methane, air and nitrogen is shown in
the diagram above.

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
(79% nitrogen) at point B. The latter point represents the composition of
atmospheric air.

The horizontal axis A-C represents methane-nitrogen mixtures with no oxygen
present, ranging from 0% methane (100% nitrogen) at point A, to 100% methane
(0% nitrogen) at point C.

Any single point in the diagram within the triangle ABC represents a mixture of
all three components, methane, oxygen and nitrogen, each present in a specific
proportion of the total volume. The proportions of the three components
represented by a single point can be read off the diagram.
For example, at point D:

Methane: 6.0% (read on axis A-C)
Oxygen: 12.2% (read on axis A-B)
Nitrogen: 81.8% (remainder)

The diagram consists of three major sectors:

1. The Flammable Zone Area EDF. Any mixture the composition of
which is represented by a point that lies within this area is flammable.

2. Area HDFC. Any mixture the composition of which is represented
by a point that lies within this area is capable of forming a flammable
mixture when mixed with air, but contains too much methane to
ignite.

3. Area ABEDH. Any mixture the composition of which is represented
by a point that lies within this area is not capable of forming a
flammable mixture when mixed with air.

Using the Diagram

Assume that point Y on the oxygen-nitrogen axis is joined by a straight line to
point Z on the methane-nitrogen axis. If an oxygen-nitrogen mixture of
composition Y is mixed with a methane-nitrogen mixture of composition Z, the
composition of the resulting mixture will, at all times, be represented by point X,
which will move from Y to Z as increasing quantities of mixture Z are added.
Note !
In this example point X, representing changing composition, passes through the
flammable zone EDF, that is, when the methane content of the mixture is
between 5.5% at point M, and 9.0% at point N.

Applying this to the process of inerting a cargo tank prior to cool down, assume
that the tank is initially full of air at point B. Nitrogen is added until the oxygen
content is reduced to 13% at point G. The addition of methane will cause the
mixture composition to change along the line GDC which, it will be noted, does
not pass through the flammable zone, but is tangential to it at point D. If the
oxygen content is reduced further, before the addition of methane, to any point
between 0% and 13%, that is, between points A and G, the change in
composition with the addition of methane will not pass through the flammable
zone.

Theoretically, therefore, it is only necessary to add nitrogen to air when inerting
until the oxygen content is reduced to 13%. However, the oxygen content is
reduced to 2% during inerting because, in practice, complete mixing of air and
nitrogen may not occur.

When a tank full of methane gas is to be inerted with nitrogen prior to aeration, 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 14%
at point H. As air is added, the mixture composition will change along line 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 air,
when inerting a tank full of methane it is necessary to go well below the
theoretical figure to a methane content of 1.5% because complete mixing of
methane and nitrogen may not occur in practice.

The procedures for avoiding flammable mixtures in cargo tanks and piping are
summarised as follows:

1. Tanks and piping containing air are to be inerted with nitrogen or
inert gas before admitting methane at ambient temperature until all
sampling points indicate 1.0% vol. or less oxygen content.

2. Tanks and piping containing methane are to be inerted with nitrogen
before admitting air until all sampling points indicate 1.0% vol
methane.

It should be noted that some portable instruments for measuring methane content
are based on oxidising the sample over a heated platinum wire and measuring the
increased temperature from this combustion. This type of analyzer will not work
with methane-nitrogen mixtures that do not contain oxygen. For this reason,
special portable instruments of the infrared type have been developed and
supplied to the ship for this purpose.
2.2.2 Supplementary Characteristics

When spilled on water:

1) Boiling of LNG is rapid, due to the large temperature difference
between the product and water.

2) LNG continuously spreads over an indefinitely large area, it results
in a magnification of its rate of evaporation until vapourization is
complete.

3) No coherent ice layer forms on the water.

4) Under particular circumstances, with a methane concentration below
40%, flameless explosions are possible when the LNG strikes the
water. It results from an interfacial phenomenon in which LNG
becomes locally superheated at a maximum limit until a rapid boiling
occurs. However, commercial LNG is far richer in methane than 40%
and would require lengthy storage before ageing to that concentration.

5) The flammable cloud of LNG and air may extend for large distances
downward (only methane when warmer than -100C is lighter than
air) because of the absence of topographic features which normally
promote turbulent mixing.

Vapour Clouds

1) If there is no immediate ignition of an LNG spill, a vapour cloud may
form. The vapour cloud is long, thin, cigar shaped and, under certain
meteorological conditions, may travel a considerable distance before
its concentration falls below the lower flammable limit. This
concentration is important, for the cloud could ignite and burn, with
the flame traveling back towards the originating pool. The cold
vapour is denser than air and thus, at least initially, hugs the surface.
Weather conditions largely determine the cloud dilution rate, with a
thermal inversion greatly lengthening the distance traveled before the
cloud becomes nonflammable.

2) 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,
although there will be burns from thermal radiations.

3) When loaded in the cargo tanks, the pressure of the vapour phase is
maintained as substantially constant, slightly above atmospheric
pressure.

4) The external heat passing through the tank insulation generates
convection currents within the bulk cargo. Heated LNG rises to the
surface and boils.
5) The heat necessary for the vapourization of LNG comes from the
outer environment of the cargo tanks leaking through the cargo tank
insulation. As long as the generated vapour is continuously removed
by maintaining the pressure as substantially constant, the LNG
remains at its boiling temperature.

6) If the vapour pressure is reduced by removing more vapour than is
generated, the LNG temperature will decrease. In order to make up
the equilibrium pressure corresponding to its temperature, the
vapourization of LNG is accelerated because of an increased heat
leak into the cargo tanks.

Reactivity

Methane is a greenhouse gas and as such a pollutant.

Cryogenic Temperatures

Contact with LNG or with materials chilled to its temperature of about -160C
will damage living tissue.
Most metals lose their ductility at these temperatures; LNG may cause the brittle
fracture of many materials. In case of LNG spillage on the ships deck, the high
thermal stresses generated from the restricted possibilities of contraction of the
plating will result in the fracture of the steel. The Illustration 1.3.3.a and 2.2.3a
shows a typical ship section with the minimum acceptable temperatures of the
steel grades selected for the various parts of the structure.

Behaviour of LNG in the Cargo Tanks

When loaded in the cargo tanks, the pressure of the vapour phase is maintained
as substantially constant, slightly above atmospheric pressure.

The external heat passing through the tank insulation generates convection
currents within the bulk cargo; heated LNG rises to the surface and boils.

The heat necessary for the vapourization of LNG comes from the outer
environment of the cargo tanks leaking through the cargo tank insulation. As
long as the generated vapour is continuously removed by maintaining the
pressure as substantially constant, the LNG remains at its boiling temperature.

If the vapour pressure is reduced by removing more vapour than generated, the
LNG temperature will decrease. In order to make up the equilibrium pressure
corresponding to its temperature, the vapourization of LNG is accelerated
because of an increased heat leak into the cargo tanks.

If the vapour pressure is increased by removing less vapour than is generated, the
LNG temperature will increase. In order to reduce the pressure to a level
corresponding to the equilibrium with its temperature, the vapourization of LNG
is slowed down and the heat transfer from LNG to vapour is reduced.

LNG is a mixture of several components with different physical properties and in
particular with different vapourization rate; the more volatile fraction of the
cargo vapourizes at a greater rate than the less volatile fraction. The vapour
generated by the boiling of the LNG contains a higher concentration of the more
volatile fraction than the LNG.

The properties of the LNG, i.e. the boiling point, density and heating value, have
a tendency to increase during the voyage.
2.2.3 Properties of Nitrogen and Inert Gas

Nitrogen

Nitrogen is used for the pressurization of the insulation spaces, for purging of
cargo pipe lines, fire extinguishing in the vent mast and for the sealing of the gas
compressors. It is produced either by the vapourization of liquid nitrogen
supplied from shore, or by generators whose principle is based on hollow fiber
membranes to separate air into nitrogen and oxygen.

Physical Properties of Nitrogen

Nitrogen is the most common gas in nature since it represents 79% in volume of
the atmospheric air.

At room temperature, nitrogen is a colourless and odourless gas. Its density is
near that of air, 1.25 kg/m
3
under the standard conditions.

When liquefied, the temperature is 196C under atmospheric pressure, density
of 810 kg/m
3
and a vapourization heat of 199 kJ/kg.

Properties of Nitrogen

Molecular weight: 28.016

Boiling point at 1 bar absolute (0.1MPaA) : 196C

Liquid SG at boiling point: 1.81

Vapour SG at 15C and 1 bar absolute (0.1MPaA) : 0.97

Gas volume/liquid volume ratio at 196C : 695

Flammable limits: Non

Dew point of 100% pure N
2
: Below 80C

Chemical Properties

Nitrogen is considered as an inert gas; it is non flammable and without chemical
affinity. However, at high temperatures, it can be combined with other gases and
metals.

Hazards
Warning
Due to the absence or to the very low content of oxygen, nitrogen is an
asphyxiant.

At liquid state, its low temperature will damage living tissue and any spillage of
liquid nitrogen on the ships deck will result in failure as for LNG.

Inert Gas

Inert gas is used to reduce the oxygen content in the cargo system, tanks, piping
and compressors in order to prevent an air/CH
4
mixture prior to aeration post
warm up, before refit or repairs and prior to the gassing up operation post refit
before cooling down. Inert gas is produced on board using an inert gas generator
supplied by SMIT, which produces inert gas at 14,000 Nm
3
/h with a 45C dew
point burning low sulphur content gas oil. This plant can also produce dry air at
14,000 Nm
3
/h and 45C dew point (see section 4.11 for more details).

The inert gas composition is as follows:

Oxygen: < 1.0% in vol.

Carbon dioxide: < 14% in vol.

Carbon monoxide: < 100 ppm by vol.

Sulphur oxides (SOx): < 2 ppm by vol.

Nitrogen oxides (NOx): < 65 ppm by vol.

Nitrogen: balance

Dew point: < -45C

Soot(on Bacharach scale): 0(= complete absence)

The inert gas is slightly denser than air: 1.35 kg/m
3
abt at 0C.

Warning
Due to its low oxygen content, inert gas is an asphyxiant.

Illustration 2.2.3a Temperature and Steel Grades

Note !
For environmental conditions, refer to section 1.3.3 Deterioration or Failure.

LNG On Secondary Barrier Steel Grade Selection
Air Temperature Inside Compartment
Inner Hull Steel Plating Temperature
Double Hull & Compartment Temperatures
& Steel Grade Selection in way of Tanks No. 2, 3, 4
Insulation Thickness
Secondary = 300 mm
+ Primary = 230 mm
530 mm
LNG Cargo
Temperature = -163
+5
-3.3
-15.8
-1.6
-22.8
-21.5
0
-60.8
-64.0
0
-27.1
0
-16.9
-6.9
-5.2
-19.1
-25.9
+20.4
Grade E
Grade D
Grade A
Grade B
Grade B
Grade D
Grade D
Grade E
Grade E
Grade E
Grade E
Grade B
Grade B
Grade A
Grade A
Grade A
Grade A
Grade A
Grade E
Cofferdam With
Heating
Dimensioning case for
heating system and
full redundancy
ie 2 x 100% capacity
Cofferdam
Without Heating

LNG On Secondary Barrier Steel Grade Selection
Air Temperature Inside Compartment
Inner Hull Steel Plating Temperature
Double Hull & Compartment Temperatures
& Steel Grade Selection in way of Tanks No. 1
Insulation Thickness
Secondary = 300 mm
+ Primary = 230 mm
530 mm
Cofferdam With
Heating
Dimensioning case for
heating system and
full redundancy
ie 2 x 100% capacity
Cofferdam
Without Heating
LNG Cargo
Temperature = -163
+5
-1.9
-14
-9
-20.8
-20
0
-53
-55
-23.3
0
-16
-4.0
-3
-15.9
-22.5
-19.4
Grade E
Grade D
Grade A
Grade B
Grade B
Grade D
Grade D
Grade E
Grade E
Grade E
Grade E
Grade B
Grade B
Grade A
Grade A
Grade A
Grade A
Grade A
Grade E

2.2.4 Avoidance of Cold Shock to Metal

Structural steels suffer brittle fracture at low temperatures. Such failures can be
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
necessary to propagate a crack will be insufficient to sustain it when it runs into a
sufficiently tough material.

Plain carbon structural steels have a brittle to ductile behavior transition which
occurs generally in the range of 50C to +30C. This, unfortunately, precludes
their use as LNG materials (carriage temperature -162C). The effect is usually
monitored by measuring the energy absorbed in breaking a notched bar and a
transition curve, as shown in Illustration 2.2.4a, which is typical for plain carbon
steels.

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 stainless steel, 9%
nickel steel and some aluminium alloys such as 5083 alloy.
All of these materials behave in a ductile manner at 162C, so that the chance
of an unstable brittle fracture propagating, even if the materials were overloaded,
is negligible.

In order to avoid brittle fracture occurring, measures must be taken to ensure that
LNG and liquid nitrogen do not come into contact with the steel structure of the
vessel. In addition, various equipment are provided to deal with any leakages
that may occur.

The manifold areas are equipped with a stainless steel drip tray, which collects
any spillage and drains it overboard. The ship, by way of the manifolds, is
provided with a water curtain that is supplied by the deck fire main. The fire
main must always be pressurized and the manifold water curtain in operation
when undertaking any cargo operation. In addition, fire hoses must be laid out at
each liquid dome to deal with any small leakages that may develop at valves and
flanges. Permanent drip trays are fitted underneath the items most likely to cause
problems and portable drip trays are provided for any other needs.

During any type of cargo transfer, and particularly welst loading and discharging,
constant patrolling must be conducted on deck to ensure that no leakages have
developed.

In the event of a spillage or leakage, water spray should be directed at the spillage
to disperse and evaporate the liquid and to protect the steelwork. The leak must be
stopped, suspending cargo operations if necessary.

In the event of a major leakage or spillage, the cargo operations must be stopped
immediately, the general alarm sounded and the emergency deck water spray
system put into operation (refer to section 5.4.2).

Illustration 2.2.4a Structural Steel Ductile to Brittle Transition Curve

Brittle
fracture
Fracture transition
range (mixed fracture
appearance)
Notched
bar test
Energy
absorbed
Ductile
fracture
T1 T2
For a typical mild steel:
T1 might be -30;
T2 might be +15C
Although this depends
on composition, heat
treatment etc. the curve
can shift to left or right.

Temperature

2.3 Health Hazards

THE MAIN HAZARD

EMERGENCY PROCEDURES

FIRE Stop gas supply. Extinguish with dry powder, Halon or CO2 . Cool surrounding area with water spray.
LIQUID
IN EYE
DO NOT DELAY. Flood eye gently with clean fresh/sea water. Force eye open if necessary.
Continue washing for 15 minutes. Obtain medical advice/assistance.
LIQUID ON
SKIN
DO NOT DELAY. Treat patient gently. Remove contaminated clothing. Immerse frostbitten area
in warm water until thawed. Obtain medical advice/assistance.
VAPOUR
INHALED
Remove victim to fresh air. If breathing has stopped, or is weak/irregular, give mouth-to-mouth/nose
resuscitation.
SPILLAGE
Stop the flow. Avoid contact with liquid or vapour. Flood with large amounts of water to disperse spill and
prevent brittle fracture. Inform Port Authorities of any major spill.

PHYSICAL DATA

BOILING POINT
@ ATMOSPHERIC
PRESSURE
-161.5C
RELATIVE
VAPOUR DENSITY
0.554
CRITICAL PRESSURE /
CRITICAL TEMPERATURE
4.6 MPag / -82.55C MOLECULAR WEIGHT 16.04
SPECIFIC GRAVITY 0.42 ENTHALPY (kcal/kg)
Liquid Vapour
7.0 @ -165C 130.2 @ -165C
68.2 @ -100C 140.5 @ -100C
COEFFICIENT OF
CUBIC EXPANSION
0.0026 per C @ -165C
LATENT HEAT OF
VAPOURIZATION
511 kJ/kg

FIRE AND EXPLOSION DATA

FLASH POINT -175C (approx.) FLAMMABLE LIMITS 5.3 -14% AUTO-IGNITION TEMPERATURE 595C

HEALTH DATA

TVL 1000 ppm ODOUR THRESHOLD Odourless

EFFECT
OF
LIQUID
Frostbite on skin or eyes. Not absorbed through skin.
EFFECT
OF
VAPOUR
Asphyxiation - headache, dizziness, drowsiness. Possible low temperature damage to lungs, skin. No
chronic effect known.
REACTIVITY DATA METHANE

AIR No reaction.
WATER
(Fresh/Salt)
No reaction. Insoluble. May freeze to form ice or hydrates.
OTHER
LIQUIDS/
GASES
Dangerous reaction possible with chlorine.

CONDITIONS OF CARRIAGE

NORMAL
CARRIAGE
CONDITIONS
Fully refrigerated. GAUGING Closed, indirect.
SHIP TYPE 2G.
VAPOUR
DETECTION
Flammable.

MATERIALS OF CONSTRUCTION

UNSUITABLE
Mild steel.
SUITABLE
Stainless steel, aluminium, 9 or 36% nickel steel, copper.

SPECIAL REQUIREMENTS

None
FORMULA CH4
U.N. NUMBER 2043
FAMILY Hydrocarbon
APPEARANCE Colourless
ODOUR Odourless
METHANE
fire damp
marsh gas
LNG

THE MAIN HAZARD

EMERGENCY PROCEDURES

FIRE Non-flammable. Cool area near cargo tanks with water spray in the event of fire near to them.
LIQUID
IN EYE
DO NOT DELAY. Flood eye gently with clean sea/fresh water. Force eye open if necessary.
Continue washing for 15 minutes. Seek medical advice/assistance.
LIQUID ON
SKIN
DO NOT DELAY. Handle patient gently. Remove contaminated clothing. Immerse frostbitten area
in warm water until thawed. Obtain medical advice/assistance.
VAPOUR
INHALED
Remove victim to fresh air. If breathing has stopped, or is weak/irregular, give mouth-to-mouth/nose
resuscitation.
SPILLAGE
Stop the flow. Avoid contact with liquid or vapour. Flood with large amounts of water to disperse spill and
prevent brittle fracture. Inform Port Authorities of any major spillage..

PHYSICAL DATA

BOILING POINT
@ ATMOSPHERIC
PRESSURE
-195.8C
RELATIVE
VAPOUR DENSITY
0.967
VAPOUR PRESSURE
kg/cm
2
(A)
2 @ -190C
10 @ -170C
MOLECULAR WEIGHT 28.01
SPECIFIC GRAVITY 0.9 ENTHALPY (kcal/kg)
Liquid Vapour
7.33 @ -196C 54.7 @ -195C
34.7 @ -150C 52.0 @ -150C
COEFFICIENT OF
CUBIC EXPANSION
0.005 @ -198C
LATENT HEAT OF
VAPOURIZATION (kcal/kg)
47.5 @ -196C
17.3 @ -150C

FIRE AND EXPLOSION DATA

FLASH POINT Non-flammable FLAMMABLE LIMITS Non-flammable AUTO-IGNITION TEMPERATURE Non-flammable

HEALTH DATA

TVL 1000 ppm ODOUR THRESHOLD Odourless

EFFECT
OF
LIQUID
Frostbite on skin or eyes.
EFFECT
OF
VAPOUR
Asphyxiation. Cold vapour could cause damage.

REACTIVITY DATA NITROGEN

AIR No reaction.
WATER
(Fresh/Salt)
No reaction. Insoluble.
OTHER
LIQUIDS/
GASES
No reactions.

CONDITIONS OF CARRIAGE

NORMAL
CARRIAGE
CONDITIONS
Fully refrigerated. GAUGING Closed, indirect.
SHIP TYPE 3G.
VAPOUR
DETECTION
Oxygen analyzer required.

MATERIALS OF CONSTRUCTION

UNSUITABLE

Mild steel.
SUITABLE

Stainless steel, aluminium, 9 or 36% nickel steel, copper.

SPECIAL REQUIREMENTS

High oxygen concentrations can be caused by condensation and enrichment of the atmosphere in way of equipment at the low
temperatures attained in parts of the liquid nitrogen system; materials of construction and ancillary equipment (e.g. insulation) should
be resistant to the effects of this. Due consideration should be given to ventilation in areas where condensation might occur to avoid
the stratification of oxygen-enriched atmosphere.

FORMULA N2
U.N. NUMBER 2040
FAMILY Noble Gas
APPEARANCE Colourless
ODOUR Odourless
NITROGEN
Part 3 : Integrated Automation System (IAS)
3.1 General ............................................................................................. 3 - 4
3.2 IAS Overview................................................................................... 3 - 5
3.3 IAS Function Operation.................................................................... 3 - 7
3.4 IAS Mimics....................................................................................... 3 - 9

Part 3
Integrated Automation System (IAS)
LNGC DISHA Machinery Operating Manual

3 - 1 Part 3 Integrated Automation System
Illustration 3.1.1a IAS Overview

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


Illustration 3.1.1b IAS Overview

DOPC II
CCR
DOSS DOSS DOSS DOSS
OPT.
CONV.
OPT
(2 FIBERS)
OPT
(2 FIBERS)
ECR
DOSS DOSS DOSS DOSS
OPT
(2 FIBERS)
(FOR CARGO)
DOPC II
(FOR CARGO)
DOPC II
(FOR CARGO)
DOPC II
(FOR CARGO)
DOHS
WHEEL HOUSE
DOSS DOSS
OPT.
CONV.
OPT
(2 FIBERS)
OPT
(2 FIBERS)
DEO-NET
(ETHERNET)
DOGS DOGS
ELECTRIC
EQUIPMENT ROOM
EXT. VDU NET
(ETHERNET)
PORTABLE EXTENSION VDUS
OPT
(2 FIBERS)
OPT
(2 FIBERS)
OPT
(2 FIBERS)
OPT
(2 FIBERS)
OPT
(2 FIBERS)
OPT
(2 FIBERS)
CCR
CARGO
MIMIC PANEL
DOPC II
I/O
(FOR MACHINERY)
DOPC II
I/O I/O
DOPC II DOPC II
I/O I/O
(FOR MACHINERY) (FOR MACHINERY) (FOR MACHINERY)
DOHS
PERSONNEL
ALARM SYSTEM
DOHS
DOHS
PERSONNEL
ALARM SYSTEM
DOHS
EXTENSION
ALARM PANEL
ECR
LEGEND
OPT. CONV. : OPTICAL CONVERTOR
SIM : SERIAL INTERFACE MODULE
OPT
(2 FIBERS)
OPT.
CONV.
OPT.
CONV.
OPT.
CONV.
OPT.
CONV.
OPT.
CONV.
OPT.
CONV.
I/O I/O I/O
I/O I/O I/O I/O I/O I/O I/O
I/O I/O I/O I/O I/O I/O
I/O
SIM
OPT
(2 FIBERS)
OPT
(2 FIBERS)


Illustration 3.1.1c IAS Overview

DOHS
DOHS
PERSONNEL
ALARM SYSTEM
DOGS
COLOR HARD
COPIER
ALARM
PRINTER
DOHS
CARGO MIMIC
PANEL
DOHS
PERSONNEL
ALARM SYSTEM
DOHS
EXTENSION
ALARM PANEL
LEGEND
CCR
DOSS2 DOSS1
DOSS DOSS
UPS1
C
LOGGING
PRINTER
DOSS4 DOSS3
DOSS DOSS
B
ALARM
PRINTER
ECR
DOSS1 DOSS2
DOSS DOSS
D
COLOR HARD
COPIER
LOGGING
PRINTER
DOSS3 DOSS4
DOSS DOSS
UPS1
E
ODRM
EXT.
VDU
UPS
A
W/H
ECR UPS CABINET
ECR
CABINET
UPS1
UPS2
PS
I/O
DOPC II DOPC II
I/O
PS PS
I/O
DOPC II DOPC II
I/O
PS
I
J
DOGS DOHS
UPS
UPS1
UPS2
PS
I/O
DOPC II DOPC II
I/O
PS PS
I/O
DOPC II DOPC II
I/O
PS
F
G
ELECTRIC
EQUIPMENT ROOM
CABINET
H
EQ ROM
UPS CABINET
PORTABLE EXTENSION VDUS
AC220V
A
B
C
D
E
F
G
H
I
J
CCC
AC220V
(NORMAL)
AC220V
(EMERG.)
POWER SUPPLY CONCEPT
c/o


Part 3 : Integrated Automation System (IAS)

3.1 General

The ships Integrated Automation System (IAS) has been designed, programmed,
and installed by Yamatake Industrial Systems.

Two entirely separate systems have been provided within the IAS for
cargo/ballast operations (referred to the Cargo System) and machinery/electric
generation plant operations (referred to the Machinery System). Other,
independent control systems are interfaced either with the Cargo or Machinery
Systems.

The IAS has been designed to ease and logical for the operator. Most of
functions are automatically run, but, at any time, the operator can be intervened.

The grouping of the alarms allows easy access for identification, action, and
alarm handling.

As even a momentary interruption of electrical power supply (220V AC) to the
IAS could cause the failure of the IAS, a Uninterruptible Power Supply (UPS)
system is installed for uninterrupted power supply to the designated IAS operator
station.

Extension VDU System

The extension VDU system is used in plant monitoring, not in plant operation.
The extension VDU also does not require the use of alarms in its operation.

There are two kinds of display for plant monitoring as follows.

Alarm summary display:
Applies the both the Cargo and Machinery Systems
A simplified alarm summary display designed for this system is provided,
indicating 100 points of the latest alarms recorded for each of the Cargo
and Machinery Systems.

Graphic display:
Applies the both the Cargo and Machinery Systems
Provides graphic displays designed for these systems.
Plant monitoring display only.

An extension VDU network with receptacles for the portable VDU monitor is
supplied to monitor the local status at the following locations:

- Captains Day Room
- Chief Engineers Day room
- 2/E Day Room
- 3/E Room
- 4/E Room
- 5/E Room
- E/E Room
- C/O Day Room
- 2/O Room
- 3/O Room
- NWK/O Room
- Gas/E Room

Portable and Extension VDU System
This VDU system is only for monitoring, not operations. Both the cargo and
machinery can be monitored anywhere, but only 4 users can concurrently
connected.

Cargo System

This system is used in the control and monitoring of the cargo and ballast
auxiliaries and valves. In addition, automatic sequence control logic programs
are provided for the cargo and ballast operations. Displays available include
composed of overviews, operational graphics, monitoring graphics,
operational guidance graphics and alarm displays.

The emergency shutdown system (ESDS), cargo tank protection system
(except the cargo tank filling valve close function due to the cargo tank level
very high), and machinery trip and safety systems are totally operating
independently of the IAS. Alarms for these systems are sent to the IAS.

The cargo system signal from the dangerous zone inputs information through
Intrinsic Safety barrier(I.S.). The IAS circuit between the dangerous zone and
safety zone separate into Highway coupler module to maintain safety circuit
condition. The equipment, which is relative to the I.S., supplis the power from
I.S. transformer.

The following independent systems are interfaced with the cargo system for
date gathering, calculation and monitoring purposes:

- Custody Transfer System
- Loading Computer
- Float Type Level Gauge System
- Shipboard Management System
- Gas Detection System

Common
A. Shipboard Management System
B. VDR
Machinery System

This system is capable of controlling and monitoring the main propulsion plant
and Engine Room auxiliaries, and the electric generating plant system.

In addition, the system is capable of controlling and monitoring specified
control valves, e.g. superheated steam temp., main turbine lubricating oil, the
cooling water, etc. However, auxiliary pump Standby/Auto selection can also
be carried out through this system.

The following independent systems are interfaced with the Machinery System:

- Ship Performance Monitoring System
- No.1 Boiler and Common Part
- No.2 Boiler
- Main Turbine
- Voyage data recorder
- Shipboard Management System

Common
A. Ship Board Management System
B. VDR

Printers
Each cargo and machinery system has the following printers in each CCR and
ECR.

- Alarm printer 1set
- Logging printer 1set

The alarm printer prints out alarm history with time information form the ships
clock.
The logging printer provides data logging function by fixed time and operators
demand. Fixed time logging is initiated by the ships time.

Color Hard Copier
This color hard copier is used for copying VDU displays.
Two sets of Color Hard Copiers are furnished in the CCR and ECR.
One is for the Cargo System and the other for the Machinery System.


3.2 IAS Overview

Maker : Yamatake Industrial System

General

As implemented on this ship, the IAS system controls and monitors almost all
systems and equipments on board. The functions of the IAS are as follows:

System monitoring
System operation
Alarm handling, summary and acceptance
Data logging and trending
Data interface to other system
Control of the extension alarm system
Operation planning and control
Control of the extension VDU system

Marine-DEO

Marine-DEO is a product name of the IAS(Industrial Automation System), This
section describes the following each component specification of Marine-DEO.

DOSS : DEO Open Supervisory Station
DOHS : DEO Open History Station
DOGS : DEO Open Gateway Station
ODRM : Open DCS Remote Manager
DOPC : DEO Process Controller

DOSS(DEO Supervisory Station)

DOSS is a human-machine interface of Marine-DEO that runs on Windows 2000
operating system. The DOSS has the following features.

Display call-up toolbar
Operational face plate facility
One line alarm indication
Touchscreen in addition to trackball
High resolution display (1280 X 1024)

It is fully integrated with Marine-DEO and can be a client node for DOPC,
DOHS for LNGC monitoring control.

The DOSS has two type of keyboard.

Operation keyboard
Engineering keyboard

The Engineering keyboard is used for the software modification and installation
only. The keyboard is furnished on the console with cover. The following figures
indicate the layout of keyboard.

Q
A
SP
W
S
Z
E
D
X
R
F
C
T
G
V
Y
H
N
U
J
I
K
O
L
P
! " $ = & * < > ?
-
RESET
STATS
ENTER
ACK SIL
Prev
Page
MAN
Message
Clear
Execute
SP OUT
AUTO
TAB
CAS
POWER
GOOD FAIL
M M
7
4
1
.
8
5
2
0
9
6
3
-
Next
Page
Close
Cancel
Prev
Disp
Next
Disp
Last
Cancel
Alpha
Shift

Layout of Operation Keyboard

Layout of Engineering Keyboard

DOHS(DEO Open History Station)

DOHS is a historian and provides histories data for DOSS.

Vessel data collection and historian;

Collect process data at periodic basis.
Collect various events.
Process Alarm
Sequence Event
Message
Operator Change
System Alarm
System Status
Query and retrieve events by various condition.
Archive data into backup media.

Reliability
Adoption disk mirroring

H/W Specification
CPU : Intel Pentium 850MHz
RAM : 256MB
HDD : 18GB

DOGS(DEO Open Gateway Station

DOGS is a gateway between the DEO-NET and the Extension VDU.

ODRM(Open DCS Remote Manager)

ODRM is a facility which realize remote maintenance from land service center
via satellite communication.

DOPC (DEO Process Controller )

DOPC is a multi-function controller employing control loops, logic functions,
sequence control, and I/O processing.
- Built-in control / calculation algorithms
- Sequence control implemented by CL (Control Language)
- Distributed I/O for space saving
- Remote I/O capability by fiber optic connection
- Peer to peer communication with other DOPC s over the DEO-NET
using the tag name basis
- Memory back-up by flash ROM

DOPC consists of ;
- DOCM(DOPC Control Module)
It is a the main module of the DOPC consisting of the control
modules and the communication interface modules.
- Distributed I/O
The I/O modules are mounted on DIN rail.


DOCM(DOPC Control Module)

DOCM Configuration shows the DOCM system. The DOCM is composed of the
following modules.
Control Module(MSC)
Ethernet Module(ETM)
X-BUS Module(XBM)

Three sets of control module (MSC) have redundant configuration, and execute
same processing synchronised each other. The ethernet module (ETM) and the
X-BUS module (XBM) compare outputs of three (3) MSCs, and get data by
logic of majority, i.e., 2 out of 3. Even though one of MSC outputs incorrect
data, the remaining two (2) data are correct and used for the control and
monitoring.

DOSS DOHS
DEO-NET A
DEO-NET B
MSC
I-A I-B
E-A E-B
MSC
I-A I-B
E-A E-B
MSC
I-A I-B
E-A E-B
XBM
I-1 I-2 I-3
XBM
I-1 I-2 I-3
I/O I/O
X-BUS A
X-BUS B
ETM
E-1 E-2 E-3
ETM
E-1 E-2 E-3
DOCM
~

DOCM Configuration


3.3 IAS Function Operation

Time Management
The IAS operates with two time data. One is the marine DEOs standard time,
which could be GMT and the other is the ships time supplied from the ships
chronometer. The ships time is used for alarm summary displays, alarm printing
and report printing. Standard time is applied to trend data and fast alarm printing.

Alarm Management

The IAS provides some kinds of alarms as follows.
1) Process Alarm
Input from ship process by analog and digital signals.
Temperature High, Level Low, Pressure High, etc.

The alarms are indicated on the Alarm Summary Display within 2
seconds after receiving the signals on analog or digital input modules.

Alarm Print out

The alarm printers of the IAS are located as follows.

1) Cargo system 1set in CCR
2) Machinery system 1set in ECR

The historical alarm information are printed out on the alarm printer with
reference time. For the process alarm, the alarm printout provides the following
events.

---- Alarm occurrence
---- Alarm acknowledgement
---- Alarm recovery

The major printout item is as follows.

---- ALM, ACK, RTN
---- DATE/Time : YYYY/MM/DD XX:XX:XX (HH:MM:SS)
---- TAG name
---- Description

The ALM is printed in red.
In addition to the above, the system status changes including system abnormal
are printed out on the alarm printer.

Example of Alarm Print-out

Fast Alarm Function
The fast alarm function is a high speed scanning function for finding out a trip
cause. The fast alarms are recorded on the hard disk of DOSS automatically.
Operator can display and print the recorded the fast alarms.
If a equipment comes to trip, the procedure for finding out the trip cause as
follows.

1) The representative trip alarm of this equipment is reported on the alarm
summary display and the alarm printer.
2) The fast alarms are indicated on the dedicated display and printed on
the logging printer with operators request.
3) The fast alarms are indicated and printed the order of its occurrence
time.
Operator can find out the trip cause for that equipment.

To realize the Fast Alarm Function, The IAS applies specialized digital I/O
modules, i.e. DISOE, Digital Input Sequence of Event.
The DISOE provides high-resolution scanning within 20ms.

Example of Fast Alarm Print-out

The available quantity of line of the fast alarm display is as follows.
25 lines/display
Max. 2000 lines

Data Logging

The logging printers of IAS are located as follows.
1) Cargo system 1 set in CCR
2) Machinery system 1 set in ECR

The IAS provides data logging function in accordance with following
specification.
1) Fixed time Report
This report is printed out automatically in accordance with the selected
time interval. (Based on Ships Time)
2) Demand Report
This report is printed out by the operators request. The format of
Demand Report is same as Fixed Time Report.

The re-report function is available until next log is activated.

Setting of the logging interval, the demand request and the re-reporting request
are done from System Operation Display

Extension Alarm System

All alarms detected by the IAS are extended to extension alarm panels located in
officers / engineers cabins and public spaces by the extension alarm system.
The alarms are grouped to the extension alarm groups and the group alarm status
is annunciated by the extension alarm panels. The alarm annunciation by the
extension alarm panels is done by one audible buzzer and annunciation
indicators corresponded to extension alarm groups.

The extension alarm groups are shown on the following tables.
Cargo system
Emergency shutdown
Gas detection
Essential
Non essential
Cargo IAS abnormal
Fire
Machinery system
Boiler trouble
M/T Trip
M/T Auto power reduction
M/T abnormal
Generator abnormal
Gas detection in E/R
Essential alarm
Non essential alarm
Fire alarm
Personnel alarm
Mach. IAS system abnormal
Bilge

E/R call from E/R

Duty Engineer/Officer Selector

One set of the duty engineer /officer selector by lighting the push button for each
cargo and machinery systems are furnished on the CCR and the ECR console as
follows. When one of the button is lit, that indicates the UMS mode.

For the cargo system:

C/O 2/O 3/O NWK/O G/E

For the machinery system

C/E 2/E 3/E 4/E 5/E E/E

Personnel Alarm System

The following lamps and push buttons are supplied for the personnel alarm
system.

- Start/Stop buttons with buzzer on master panel furnished on ECR
console : 1 set
- Start/Stop push buttons on engine room entrance : 1 set
- Reset push buttons in engine room : 9 sets
System ON Lamp on W/H extension alarm panel.

The Personnel Alarm Systems first setting time when activate the system is 27
min. After setting time, the system occur pre-warning to E/R column light. Then
can activate the second setting time which is set 3 min.

Display Function Assignment

The DOSS provides the following major displays.
Graphic Display
Group Display
Trend Display
Alarm Summary Display

The Graphic Displays take the initiative in operation basically.
The function assignment and the relationship among displays are as follows.

KEY TOOLBAR ASSOCIATE
Graphic Display
Process Monitoring
Alarm Monitoring
Pumps, Valves, Controllers,
etc. Manipulating
From Other
Graphic Displays
KEY TOOLBAR
Graphic Display
Pumps, Valves, Controllers,
etc. Manipulating
KEY TOOLBAR
KEY
KEY
TOOLBAR
TOOLBAR
SELECT
SELECT
ASSOCIATE
ASSOCIATE
: By Keyboard
: By Toolbar
: By select a desired
alarm point
: By Associated display
call-up button
ASSOCIATE
Trend Display
Trend Trace Monitoring
Trend Display
Alarm Monitoring
Alarm Acknowledgment
(Flicker Stop)

3.4 IAS Mimics

No. DISPLAY TITLE ASSOCIATED DISPLAY CODE
1 CARGO SYSTEM OVERVIEW C02 C03 C04 C05 C06 C21 C25 C28
2 MANIFOLD SYSTEM G021 G022 G023 G004 G005 C01
3 NO.1/2 CARGO TANK SYSTEM G019 G029 G031 G032 G034 G041 G043 C01
4 NO.3/4 CARGO TANK SYSTEM G020 G029 G031 G032 G034 G042 G044 C01
5 CARGO COMPRESSOR ROOM G051 G052 G053 C01 C10 C13 C15 C16
6 BALLAST SYSTEM OVERVIEW G061 C07 C08 C09 C01
7 BALLAST TANK SYSTEM G065 G066 G067 G071 C06 C08
8 E/R BALLAST PUMP SYSTEM G081 G082 G083 G085 G087 C06 C07 C09
9 SEDIMENT REMOVAL SYSTEM G061 C06 C07 C08 C10
10 FIRE & BILGE SYSTEM G091 G092 G094 C06 C07 C08 C30 C79
11 VRC HYDRAULIC UNIT SYSTEM G101 G102 C01 C06
12 EMCY SHUTDOWN SYSTEM
13 HIGH DUTY COMPRESSOR G051 G111 G112 G113 C05 C83 C102 C105
14 LOW DUTY COMPRESSOR
15 H/D,L/D HEATER G051 G052 G119 G120 G121 C05
16 LNG/FORCING VAPORIZER G051 G052 G131 G132 C05 C28
17 VENT CONTROL G050 G130 C03 C38
18 INERT GAS GENERATER G027 G151 C08 C01 C28
19 MOTOR RUNNING HOUR1 C01 C05 C19_1 C19_2
19_1 MOTOR RUNNING HOUR2 C01 C05 C06 C10 C19 C19_2
19_2 MOTOR RUNNING HOUR3 C01 C05 C19 C19_1
20 CARGO GAS DETECTION C20_1 C20_2
20_1 ACCO GAS DETECTION C20 C20_2
20_2 E/R GAS DETECTION C20 C20_1
21 1 C TK/BARRIER TEMP G191 C01 C22 C23 C24 C25 C28 C27
25 GLYCOL WATER SYSTEM G155 G156 G157 G158 G159 C01 C21

No. TITLE ASSOCIATED GRAPHIC
27 N2 GENERATOR
28 N2 PRESS CONT SYSTEM G023 G141 G142 G143 G144 G145 C01 C05
30 BILGE & WATER DETECTION C10
31 GAS FLOWMETER
34 LOADING (MONITORING) C01 C13 C83 C75 G033
35 UNLOADING (MONITORING) C01 C85 C76 G031 G032 C68
36 BALLAST (MONITORING) C06 C07 C08 C62 C117 C68
37 DEBALLAST (MONITORING) C06 C07 C08 C63 C118 C68
38 GAS MANAGEMENT SYSTEM G054 G108 C92 C71 C39 C16 C88 C77
39 COOLDOWN C88 C105 C16 C92 G301 G310 C95 C77
40 LOG SET
41 REPOSE GROUP
42 TRIP BLOCK SET
43 WINDING TEMP
61 OPE.PLAN (LOAD/UNLOAD) C66 C68 C75 C94 C76
62 OPE.PLANNING (BALLAST) C66 C76 C117
63 OPE.PLANNING DEBALLAST C66 C75 C118
64 OPE.PLANNING DEBALLAST EXCHANGE
65 OPE.PLANNING BALLAST EXCHANGE
66 VV FAIL LIST FOR SEQ. C68 C92 C76 C91 C61
67 VV FAIL LIST FOR SEQ (2/2)
68 OPE.INDEX (OPE.SELECT) C77 C75 C76 C87
71 GMS SET POINT C16 C38 C88 C92 C77
72 LINE UP1 (AROUND TANK) G230 G034 G231 G043 G044 C73 C21 C22
73 LINE UP2 (LIQ.MAN/HEADER) G021 G236 G241 G237 C74
74 LINE UP3 (VAP LINE) G238 G239 G240 G241 G242 C75 C76
75 LOADING (OPE.FLOW) C79 C80 C72 C81 C78 C82 C83 C68
76 UNLOADING (OPE.FLOW) C79 C80 C72 C81 C84 C85 C86 C68
77 GMS (OPE.FLOW) C71 C88 C92 C38 C68

78 LOADING (LINE FLOW) C01 C72 C73 C74 C75
79 OPE.GUID (LOAD/UNLOAD1) C09 C10 C75 G024 C01 C19 C76 C102
80 OPE.GUID (LOAD/UNLOAD2) G021 G022 C02 C75 C76 C94
81 OPE.GUID (LOAD/UNLOAD3) C02 C75 C76 G019 G021 G022 G091 G101
82 OPE.GUID (LOADING 1) G034 C02 G021 C13 G113 C75
83 OPE.GUID (LOADING 2) G033 G113 G053 C13 C75
84 UNLOADING (LINE FLOW) C01 C72 C73 C74 C76
85 OPE.GUID (UNLOAD 1) G036 G037 G038 G039 G022 C35 C76
86 OPE.GUID (UNLOAD 2) C35 G022 G031 G032 G033 C91 C76
87 OPE.GUID (LINE C/D) G019 G034 C91 C68
88 OPE.GUID (GMS) C05 G121 C77 C91 G055 G132 G133 C39
91 S.P/P SATRT GUID. C66 C86 G046 G047 G048 G049 C87 C88
92 GMS TK SET PRESS G054 C77 C38 C39 C16 C88
93 INTERTING A/D (OPE.FLOW) C100 C72 C99 C114 C68
94 GAS FILLING (OPE.FLOW) C102 C80 C72 C73 C74 C101 C103 C68
95 INIT COOLDOWN OPE.FLOW C72 C73 C74 C104 C105 C68
96 WARM UP (OPE.FLOW) C107 C72 C73 C74 C106 C108 C109 C68
97 INERTING B/D (OPE.FLOW) C111 C72 C73 C74 C110 C114 C68
98 AERATION (OPE.FLOW) C113 C72 C73 C74 C112 C114 C68
99 INERTING A/D (LINE FLOW) C01 C72 C73 C74 C93
100 OPE.GUID (INERTING A/D) C10 C28 C18 G035 G034 C01 C93
101 GAS FILLING (LINE FLOW) C01 C72 C73 C74 C94
102 OPE.GUID (GAS FILLING 1) C79 C16 C13 G113 C02 C01 C94
103 OPE.GUID (GAS FILLING 2) C16 G131 C13 G113 G238 G033 C94
104 INIT COOLDOWN (LINE FLOW) C01 C72 C73 C74 C95
105 OPE.GUID INIT COOLDOWN G043 G044 C39 C13 G113 C28 C95
106 WARM UP (LINE FLOW) C01 C72 C73 C74 C96
107 OPE.GUID (WARM UP 1) C11 C19 C01 C96
108 OPE.GUID (WARM UP 2) G111 G112 G121 G200 C01 C21 C96

109 OPE.GUID (WARM UP 3) G111 G112 G121 G200 C01 C21 C96
110 INERT.B/D (LINE FLOW) C01 C72 C73 C74 C97
111 OPE.GUID (INERTING B/D) C10 C28 C01 C18 G035 G034 C97
112 AERATION (LINE FLOW) C01 C72 C73 C74 C98
113 OPE.GUID (AERATION) C10 C28 C18 G035 G033 C01 C98
114 OPE.GUID (INERT/AERAT1) G230 G021 C02 G234 G237 C16 C115
115 OPE.GUID (INERT/AERAT2) C03 C04 C05 G043 G044 C116
116 OPE.GUID (INERT/AERAT3) C03 C04 C05 G043 G044 C98

4.1 Cargo Containment System............................................................... 4 - 2
4.2 Cargo Piping System......................................................................... 4 - 3
4.2.1 Liquid Line ............................................................................. 4 - 3
4.2.2 Vapour Line............................................................................. 4 - 3
4.2.3 Spray Line............................................................................... 4 - 4
4.2.4 Gas Line (One Tank Operation).............................................. 4 - 4
4.2.5 Fuel Gas Line.......................................................................... 4 - 4
4.2.6 Vent Line................................................................................. 4 - 4
4.2.7 Inerting/Aeration Line ............................................................ 4 - 4
4.3 Cargo Pumps.................................................................................... 4 - 10
4.3.1 Main Cargo Pumps ............................................................... 4 - 12
4.3.2 Stripping/Spray Pumps ......................................................... 4 - 14
4.3.3 Emergency Cargo Pump ....................................................... 4 - 16
4.4 Cargo Compressors.......................................................................... 4 - 18
4.4.1 HD Compressors................................................................... 4 - 18
4.4.2 LD Compressors ................................................................... 4 - 22
4.5 H/D & L/D Gas Heater .................................................................... 4 - 26
4.6 LNG Vaporizer................................................................................. 4 - 28
4.7 Forcing Vaporizer ............................................................................ 4 - 30
4.8 Vacuum Pumps ................................................................................ 4 - 32
4.9 Custody Transfer System................................................................. 4 - 35
4.9.1 Custody Transfer System...................................................... 4 - 35
4.9.2 CTS Operation...................................................................... 4 - 37
4.9.3 HSH Float Level Gauge........................................................ 4 - 44
4.9.4 Trim-List Indicator................................................................ 4 - 46

4.10 Nitrogen Production System.......................................................... 4 - 48
4.11 Inert Gas and Dry Air Generator .................................................... 4 - 50
4.12 Fixed Gas Detection System.......................................................... 4 - 52
4.13 Cargo & Ballast Valve Control System.......................................... 4 - 58
4.13.1 Cargo Valve Control System............................................... 4 - 58
4.13.2 Ballast Valve Control System.............................................. 4 - 60
4.14 Relief Systems ............................................................................... 4 - 62
4.14.1 Cargo Tank Relief Valves.................................................... 4 - 62
4.14.2 Primary and Secondary Insulation Space Relief Valves...... 4 - 62
4.14.3 Line Relief Valves............................................................... 4 - 62
4.15 Ballast Piping System.................................................................... 4 - 64
4.15.1 General Description ............................................................ 4 - 64
4.15.2 Ballast Water Management (Ballast Exchange) .................. 4 - 65
4.16 Loading Computer ......................................................................... 4 - 70
4.16.1 ON-Line and OFF-Line Mode ............................................ 4 - 70
4.16.2 Software Configuration....................................................... 4 - 70
4.16.3 Explanation of the Ship Manager Screen............................ 4 - 71
4.17 Portable Gas Detector .................................................................... 4 - 72
4.17.1 Portable Combination Gas Detector.................................... 4 - 72
4.17.2 Portable Methane Gas Detector .......................................... 4 - 73
4.17.3 Portable Oxygen Monitor.................................................... 4 - 74
4.17.4 Portable CO2 Analyzer ....................................................... 4 - 75
4.17.5 Dew Point Meter ................................................................. 4 - 76

Part 4
Cargo and Ballast System

4 - 1 Part 4 Cargo and Ballast System
Illustration 4.1a Cargo Piping System

FM
FM
FM
FM
FM
FM
FM
IGG LINE
N2 LINE
KEY
IG021 IG020
CG405
FUEL GAS
TO BOILERS
FROM IGG
IG022 CG527
CG525
CG524
CG523
CG522
CG516
CG512
CG508
CG507
CG503
CG504
CG515
CG511
CG514
CG513
CG002
CG509
CG505
CG501
CN683
CG528
CS004
CS003
CS002 CS001
CG510
CG506
CG502
NO.2 HIGH DUTY COMP.
NO.2 LOW DUTY COMP.
NO.1 LOW DUTY COMP.
TO INS.PRESS.
CG519
CG518 CG517
CG532
CG530
CG521
CS506
CS505
CS504
CS501
CF101
CF102
CF201
CF202 CF302
CF301
CF402
No.4 CARGO TANK No.3 CARGO TANK No.2 CARGO TANK No.1 CARGO TANK
CF401
CS502
CS503
CG526
CG520
GAS MAIN
LNG VAPOUR LINE
LNG LIQUID LINE
STRIPPING LINE
VAPOUR MAIN
STRIPPING/SPRAY MAIN
LIQUID MAIN
CG533
FM
DEMISTER
FORCING
VAPORIZER
LNG
VAPORIZER
HIGH DUTY
GAS HEATER
LOW DUTY
GAS HEATER
CARGO EQUIPMENT CAPACITY
1. HIGH DUTY GAS HEATER : 22,600 kg/h
2. LOW DUTY GAS HEATER : 7,906 kg/h
3. FORCING VAPORIZER : 6,790 kg/h
4. LNG VAPORIZER : 10,788 kg/h
5. CARGO PUMP : 1,650 m3/h
6. STRIPPING/SPRAY PUMP : 50 m3/h
7. HIGH DUTY GAS COMPRESSOR : 32,000 m3/h
8. LOW DUTY GAS COMPRESSOR : 8,000 m3/h
9. DEMISTER : 5,800 kg/h
SP501
SP502
SP601
SP401 SP301 SP201 SP201
SP101
SP102
BUTTERFLY VALVE REMOTE HYD. CONTROL
GLOBE VALVE AUTOMATIC CONTROL
LIFT CHECK VALVE MANUAL CONTROL
SWING CHECK VALVE REDUCER
SAFETY RELIEF VALVE SPOOL PIECE
STRAINER
SYMBOL SYMBOL DESCRIPTION DESCRIPTION



4.1 Cargo Containment System

General Description

The Cargo Containment System consists of four double insulated cargo tanks
encased within the inner hull and situated in-line from forward to after.

The spaces between the inner hull and outer hull are used for the ballast and
protect the tanks in an emergency situation such as collision or grounding.

The cargo tanks are separated from the other compartments and from each other
by five transverse cofferdams that are all dry compartments.

The ballast spaces around the cargo tanks are divided into two double bottom
wing tanks, port and starboard for each cargo tank. The double bottom tanks
extend to the side of the cargo tanks as far up as the trunkways.

The LNG to be transported is stored in the four cargo tanks numbered 1 to 4,
from fore to after. All cargo tanks have an octagonal transverse section that
matches the supporting inner hull.

Between the two transverse bulkheads, each tank is composed of a prism placed
in a direction parallel to the keel plate.

The boundaries of the tanks are as follows:

1) One flat bottom, parallel to the keel plate raised along the
ships plating by two inclined plates, one on each side.

2) Two vertical walls each extended at their upper parts by an
inclined plate, in order to limit the liquid free surface effect
when the tanks are full.

3) One flat top parallel to the trunk bottom.

Cargo tank No.1 is slightly different in shape due to its position in the ship. It
has a polygonal section and the lengthwise walls are almost parallel to the
ships plating.

Filling Limit for Cargo Tanks Level :

The first precaution is to maintain the level of the tanks within the required
limits, i.e.:
Lower than a level corresponding to 10% of the length of the tank,
Or
Higher than a level corresponding to normally 70% of the height of the
tank.
Cargo Containment System Principle

The cargo tanks are of a double membrane, Gaz Transport No.96-2 Evolution
System design.

The inner hull, i.e. the outer shell of each of the cargo tanks, is lined internally
with the Gaz Transport integrated tank containment and insulation system. This
consists of a thin, flexible membrane called the primary membrane, which is in
contact with the cargo, a layer of plywood boxes filled with Perlite called the
primary insulation, a second flexible membrane similar to the first one called
the secondary membrane and a second layer of boxes also filled with perlite in
contact with the inner hull called the secondary insulation. The double
membrane system meets the requirement of the relevant regulations on the
cargo containment system that provides two different barriers to prevent cargo
leakage.

The tank lining thus consists of two identical layers of membranes and
insulation so that in the event of a leak in the primary barrier, the cargo will be
contained indefinitely by the secondary barrier. This system ensures that the
whole of the cargo hydrostatic loads are transmitted through the membranes and
the insulation to the inner hull plating of the ship.

The function of the membranes is to prevent leakage, while the insulation
supports and transmits the loads and, in addition, minimises heat exchange
between the cargo and the inner hull. The secondary membrane, sandwiched
between the two layers of insulation, not only provides a safety barrier between
the two layers of insulation, but also reduces the convection currents within the
insulation.

The primary and secondary insulation spaces are under a pressure controlled
nitrogen atmosphere. The primary spaces pressure must never exceed the cargo
tank pressure to prevent the primary membrane from collapsing inwards.
In normal operation, the pressure in the primary and secondary insulation
spaces shall be maintained between 0.2 kPag and 0.4 kPag.

Construction of the Insulation and Barriers

The primary and secondary barriers are identical and are fabricated from
cryogenic invar (a 36% nickel steel, with a very low coefficient of thermal
expansion, 0.7 mm thick).

The composition of invar is :

Ni : 35 - 36.5%
C : < 0.04%
Si : < 0.25%
Mn : < 0.2 to 0.4%
S : < 0.0015%
P : < 0.008%
Fe : Remainder
Thermal expansion coefficient = (1.50.5) 10
-6
mm/C
between 0C and 180C
(about ten(10) times less than for stainless steel AISI 304 type)

Charpy Test at 196C, > 120 J/cm
2

The coefficient of thermal expansion is low enough to enable flat, rather than
corrugated sheets to be used. The entire surface area of the membrane is thus in
contact with the supporting insulation, so that the load which the system is able
to carry is limited only by the load bearing capacity of the insulation.

The primary and secondary insulation spaces are made up of boxes fabricated
from plywood and filled with expanded perlite. This insulation system allows
free circulation of nitrogen and permits gas freeing or inerting to be carried out
in the barrier spaces without difficulty.

Perlite is obtained from a vitreous rock of volcanic origin which, when heated
to a high temperature (above 800C), is transformed into very small balls.
These balls have diameters that measure between a few hundredths to a few
tenths of a millimetre. The cellular structure obtained from the process gives the
expanded perlite its lightness and thus its excellent insulation properties. The
water repellency of the perlite is reduced by a silicon treatment.

The insulation is distributed over the hull in two specific areas :

1) The reinforced area located on the upper part of the tank and
covering approximately 30% of the total tank height (including the
tank ceilings). This area is fitted with reinforced type boxes.

2) The standard area (or non-reinforced area) covering approximately
70% of the tank height (including the tank bottom). This area is
fitted with normal boxes (refer to Illustration 1.3.1a).

The secondary and primary boxes in the reinforced area are specially built with
thicker internal stiffeners to resist the impacts which can be created by the
liquid sloshing inside the tanks. The primary reinforced boxes have two 12 mm
thick plywood covers stapled on it.

The secondary insulation is 300 mm thick whereas the primary insulation is 230
mm thick. (The designed boil-off rate i.e. 0.15% of the total cargo tanks volume
per day governs the thickness).


4.2 Cargo Piping System

Description

The cargo piping system is illustrated in a simplified drawing (see Illustration
4.1a) showing only the principal features of the system.

Liquid cargo is loaded and discharged via the two crossover lines at midship and
is delivered to and from each cargo tank liquid dome via the liquid header that
runs fore and aft along the trunk deck. Each crossover line at midship separates
into two loading/discharging connections, port and starboard, making a total of
four loading/discharge connections on each side of the ship.

The cargo tank vapour domes are maintained in communication with each other
by the vapour header running fore and aft along the trunk deck. The vapour main
also has a cross connection at the midship manifold for use in regulating tank
pressures when loading and discharging.

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
shore installation. When discharging, the vapour header is used in conjunction
with either the vapour crossover or a vaporizer, to supply gas to the tanks to
replace the outgoing liquid cargo.

The stripping/spray line can be connected to the liquid crossover lines and can be
used to drain or to cool down each cargo tank, and also to spray during
discharging if the return vapour is insufficient.

The vapour header and stripping/spray headers are both connected to the vapour
dome of each tank. The vapour domes also house the tank safety valves, pressure
pick up and three sample points. The spray line on each tank consists of two
spray assemblies inside the tank at the top to distribute the incoming liquid into
several spray nozzles to assist in evaporation and thus achieve a better cool down
rate.

The stripping/spray, liquid and vapour headers have branches to and from the
cargo auxiliarys room with connections to the compressors, heaters and
vaporizer for various auxiliary functions. Removable bends are supplied for
fitting where necessary to allow cross-connection between the various pipeworks
for infrequent uses such as preparing for dry dock and recommissioning after dry
dock.

The vapour header connects the vapour domes to each other for venting of boil
off gas, which discharges to the atmosphere through the vent mast riser No.1.
The vapour main also directs the boil-off gas to the engine room for gas burning,
via the LD compressors and LD gas heater.
The Inert Gas and Dry-Air System (section 4.11), located in the Engine Room, is
used to supply inert gas or dry air to the cargo tanks via piping which connects
with the main cargo system through a double, non-return valve to avoid gas
returning to the engine room.

All of the cargo piping are welded to reduce the possibility of joint leakage.
Flanged connections are electrically bonded by means of straps provided
between flanges to ensure that differences in potential due to static electricity
between the cargo and other deck piping, tanks, valves and other equipment are
avoided.

Both liquid and vapour systems have been designed in such a way that expansion
and contraction are absorbed in the piping configuration. This is done by means
of expansion loops and bellows on liquid and vapour piping, respectively.

Fixed and sliding pipe supports and guides are provided to ensure that pipe
stresses are kept within acceptable limits.

All sections of liquid piping that can be isolated, and thus possibly trapping
liquid between closed valves, are provided with safety valves that relieve excess
pressure to the nearest vapour dome. This is a safety measure, although normal
working practice is to allow any remaining liquid to warm up and boil off before
closing any such valves.

All major valves such as the midship manifold (port and starboard) valves, also
called ESD manifold valves, and individual tank loading and discharge valves,
are remotely power operated from the IAS, so that all normal cargo operations
can be carried out from the Cargo Control Room(CCR).

When an ESD is activated, the manifold valves are closed, discontinuing loading
or unloading operations.

A non-return valve is fitted at each cargo pump delivery valve. A 6 mm hole is
drilled in the valve disc to allow the tank discharge lines to drain down and be
gas freed. Non-return valves are also fitted at the discharge flange of the
compressors. The spray/stripping and emergency cargo pump discharge lines
have non-return valves located directly after the hydraulically operated discharge
valves.

A small 6 mm diameter spray nozzle is also fitted on top of each cargo pump
discharge line inside the tank to cool down the pump tower leg to maintain a cold
temperature through the complete discharge.

Note !
Electrical bonding by means of straps is provided between bolted flanges.
Whenever a section of pipe or piece of equipment is unbolted, the bonding straps
MUST be replaced when the flanged joint is re-made.
4.2.1 Liquid Line

The system comprises a 600\400A butt welded, cryogenic stainless steel pipeline
connecting each of the four cargo tanks to the loading/discharge manifolds at the
ships side by means of a common line.

At each tank liquid dome, there is a manifold which connects to the loading and
discharge lines from the tank to allow for the loading and discharge of cargo.

This manifold on the liquid dome connects to the tank discharge lines from the
port and starboard cargo pumps, the loading line, emergency pump well and
spray line

At certain points along the liquid line, blank flanges and sample points are fitted
to facilitate inerting and aeration of system during refit.

All sections of the liquid line outside the cargo tanks are insulated with a rigid
polyurethane foam, covered with a moulded GRP cover to act as a tough water
and vapour tight barrier

4.2.2 Vapour Line

The system comprises a 750\600\500\350A cryogenic stainless steel pipeline
connecting each of the four cargo tanks by means of a common line to the ship
side vapour manifold, the compressor room and the forward vent mast.

The line to the cargo compressor room allows the vapour to be used in the
following manner:

Send the vapour to ashore during cargo loading by means of the HD compressors
to control pressure in the cargo tanks.

During ballast/loaded voyages, the boil-off gas is sent to the engine room via the
LD compressors and the heater for use as fuel in the boilers.

During repair periods, the gas must be vapourized and used to purge-dry the
cargo tanks.

The line to the forward vent mast acts as a safety valve to all tanks and is used to
control the tank pressure during normal operations.

At certain points along the vapour line, blank flanges and sample points are fitted

All sections of the vapour line outside the cargo tanks are insulated with a rigid
polyurethane foam covered with a moulded GRP cover to act as a tough water
and vapour tight barrier.


4.2.3 Spray Line

The system comprises a 80/65/40A butt welded, cryogenic stainless steel
pipeline connecting the stripping/spray pump in each of the four cargo tanks to
the stripping/spray header and serves the following functions by supplying LNG
to:

Spray rails in each tank, used for tank cool down and gas generation. The
main liquid line, used for cooling down lines prior to cargo operations,
priming of discharge lines in all cargo tanks to prevent line surge when
starting the main cargo pumps.

Supply LNG or LN2 to vaporizers for gas generation to cargo tank and heaters.

At certain points along the spray line, blank flanges and sample points are fitted

All sections of the spray line outside the cargo tanks are insulated with a rigid

4.2.4 Gas Line (One Tank Operation)

The system comprises a 300A pipeline that can be connected to the vapour line
and the forward vent mast for use when One Tank Operation is required.

The use of this line enables a single tank to be isolated and repair work to be
carried out without having to warm up and inert the whole vessel.

The connection to each individual tank is by means of a spool piece between the
200A blank flanges situated at each vapour dome on the vapour and gas header.

During single tank operations it is possible to connect to the Inert Gas Generator
by means of a spool piece.

At certain points along the gas header, blank flanges and sample points are fitted

4.2.5 Fuel Gas Line

During transportation of LNG at sea, gas vapour is produced due to the transfer
of heat from the outside sea and air, through the tank insulation; Energy is also
absorbed from the cargo motion due to the vessels movement.

Under normal power conditions, the boil-off gas is used the fuel in the ships
boilers.

The gas vapour is taken from the vapour header and passed through the mist
separator, then on into the LD compressors. It then passes through the LD gas
heater before going to the ships boilers where it is burnt as fuel.

4.2.6 Vent Line

During normal operations the pressure in the tanks is controlled by the use of the
boil-off gas in the boilers as fuel, or controlled via the forward vent mast and the
common vapour line.

Each cargo tank is also fitted with an independent means of venting, comprising
of two 250A lines exiting the tanks top into their own pilot operated relief valve.
From here the gas passes through a 300A and/or 450A line into a vent mast
where it is vented to the atmosphere.

All vent masts are protected by the N
2
purge fire smothering system.

At certain points along the vent line, sample points are fitted to facilitate inerting
and aeration of system during refit.

Sections of the vent line outside the cargo tanks are insulated with a rigid

4.2.7 Inerting/Aeration Line

The system is comprised of a 450 mm flanged line that supplies inert gas/dry air
to the cargo tanks and pipelines for inerting and drying during refit periods.

The inert gas/dry air is supplied from the inert gas plant situated in the engine
room.

The line is connected to the vapour header, the gas header and the liquid header
by means of a spool piece or isolation valve.

By selective use of the spool pieces and flexible hoses, it is possible to
inert/aerate all or a single cargo tank.


Illustration 4.3.1a Main Cargo Pump Start Sequence Diagram

*A1
START
SEQ START/STOP
SWITCH = "START"
N
ABNORMAL STOP CONDITION UNLOADING SEQUENCE
OPERATION MODE IS
SELECTED
N
SEQ START/STOP
SWITCH STOP
RUN PUMP
ANOTHER CARGO PUMP
START FUNCTION IN SAME
TK IS RUNNING
ANOTHER CARGO PUMP IS
SAME TK IS RUNNING
Y
Y
Y
N
N
Y
Y
N
OWN CARGO PUMP IS RUNNING
SET PRE-SET VALUE OF
CARGO PUMP DISCHARGE VALVE
POSITION TO CONTROLLER
*A2
5
2
Y
1
(MODE:P-AUTO)
FULL OPEN FILLING VALVE
FULL CLOSE LIQ ISO VALVE
-ESDS
-NO.1~4 TK PROTECTION(OR)
-SEQUENCE STOP REQUEST
-CARGO PUMP AMMERTER
BAD PV
-CARGO PUMP DISCH VALVE
POSITION DEV ALARM
-CARGO PUMP DISCH VALVE
V FAIL LIST
-NO.n TK LEVEL LV
-CARGO TK FILL V POSITION
BAD PV
DEV ALARM
V FAIL LIST

DISCHARGE VALVE POSITION
CONTROLLER MODE:CAS
SEQ START/STOP
SWITCH STOP
ANOTHER CARGO PUMP IN
SAME TK IS RUNNING
N
Y
N
-SAME AS *A1 MARK
-SAME AS *A2 MARK
-PUMP STOP
1
5
3
PER-SET VALUE OF PUMP
LOAD TO
PUMP LOAD CONTROLLER
LOAD CONTROLLER MODE:AUTO
CARGO PUMP START FUNCTION
IS COMPLETED
N
ACTIVATE CHIME (10SEC)
8 STEP OR 4 STEP
8 STEP OR 4 STEP 8 STEP
8 STEP
4 STEP
4 STEP
WAIT (5SEC)



*A4
DISCHARGE START
CONDITION CHECK
FILLING V POSITION>=95%
AND
LIQ ISO V POSITION<=2%
N
ANOTHER CARGO PUMP
IN SAME TK IS RUNNING
ACTIVATE CHIME(10SEC)
Y
-FIL V <95% OR ISO.V>2%
AND
FIL V >2% OR ISO.V<50%
-SAME AS *A1 MARK
-SAME AS *A2 MARK
-SAME AS *A3 MARK
8 STEP OR 4 STEP
2
4
3
8 STEP OR 4 STEP
*1 DISCHARGE OPERATION START
FULL
OPEN
FULL
CLOSE TIME
(SEC)
LIQ ISO
VALVE
FULL
OPEN
FULL
CLOSE TIME
(SEC)
FILL
VALVE
A B
C
10sec 40sec
60sec
3
3
NOT COMPLETED
NO
COMPLETED
Y
8 STEP
8 STEP
4 STEP
4 STEP
-SAME AS *A1 MARK
-SAME AS *A2 MARK
-PUMP STOP
-CARGO TK LIQ ISO V
POSITION BAD PV
-CARGO TK LIQ ISO V
DEV ALARM
-CARGO TK LIQ ISO V
FAIL LIST
*A3
*1 THE SET-POINT OF POSITION CONTROLLER IS SET ACCORDING TO
THIS DIAGRAM (MODE:P-AUTO)

DISCHARGE START
OPE. FINISH CHECK
FILLING V POSITION<=2%
AND
LIQ ISO V POSITION>=50%
N
ANOTHER CARGO PUMP IN
SAME TK IS RUNNING
SEQUENCE ABNORMAL
STOP PROCESSING
Y
8 STEP OR 4 STEP
4
3
8 STEP OR 4 STEP
N
8 STEP
8 STEP
4 STEP
4 STEP
-SAME AS *A1 MARK
-SAME AS *A2 MARK
-PUMP STOP
Y



N
STOP LEVEL >= L0
*2
ACTIVATE CHIME(10SEC)
Y
TK LEVEL <= L0
*2
+ a
1
*4
3
5
TK LEVEL<=
STOP LEVEL + a
2
*5
N
STOP *3
STRIPPING
USE *3
-SAME AS *A1 MARK
-PUMP STOP
-CTS ABNORMAL
Y
N
N
REDUCE PUMP LOAD
OF LOAD CONTROLLER
WAIT(60 SEC)
STOP PUMP
PUMP STOP
SEQ START/STOP
SWITCH STOP
Y
Y
*2 L0:STRIPPING START LEVEL
*3 PUMP STOP LEVEL DECIDES WHETHER A PUMP IS "STOP PUMP" OR
"STRIPPING PUMP"
*4 a
1
:STRIPPING LEVEL BIAS
*5 a
2
:STOP LEVEL BIAS
-SAME AS *A1 MARK
-PUMP STOP
-SAME AS *A1 MARK
AT P-AUTO MODE
STOP INDICATION
ON
STRIPPING INDICATION
ON
FULL CLOSE
DISCHARGE VALVE
STOP AND
STRIPPING INDICATION
OFF
*6
*6 SET POINT:51%


llustration 4.3.1b Stripping/Spray Pump Start Sequence Diagram
START
PRE-SET POSITION
DISCHARGE VALVE
END
SEQ START/STOP
SWITCH = START
N
ABNORMAL STOP CONDITION STRIP PUMP START SEQUENCE
STRIP RETURN V/V SP
100 %
RUN STRIP PUMP
WAIT 5 SECS
SET PRESET VALUE OF PUMP
LOAD TO STRIP PUMP LOAD
CONTROLLER
SET PRESET VALUE OF STRIP
HDR PRESS TO STRIP HDR
PRESS CONTROLLER
START CONTROL*1
ACTIVATE CHIME(10 SECS)
SEQ START/STOP
SWITCH="STOP"
*1 DISCHARGE V/V POSITION CONTROLLER MODE : CAS
STRIP PUMP LOAD CONTROLLER MODE : AUTO
STRIP RETURN V/V POSITION CONTROLLER MODE : CAS
STRIP HDR PRESS CONTROLLER MODE : AUTO
- ESDS
- No.1~4 TK PROTECTION
- CARGO TK LEVEL <= LOWLOW
- CARGO TK LEVEL >=HIGH
- CTS ABNORMAL
- SEQUENCE STOP REQUEST
- DISCHARGE VALVE FAIL LIST
- DISCHARGE VALVE DEV ALARM
- STRIP PUMP RETURN V/V FAIL LIST
- STRIP RETURN VALVE FAIL LIST
- STRIP RETURN VALVE DEV ALARM
- STRIP PUMP AMMETTER BAD PV
- STRIP HEADER PRESS BAD PV
- DISCHARGE V POSITON BAD PV
- STRIP RETURN V POSITION BAD PV
- SAME AS THE *A1 MARK
- PUMP STOP
*A1
Y

llustration 4.3.1c Main Cargo pump & Emcy pump

UA1 UA2
LOCAL IAS SYSTEM MAIN PANEL LOCAL PANEL
PIPING HYDRAULIC PNEUMATIC ELEC. CABLE
COMMON TRIP COMMON ALARM
CSH
HS
HS
CI
CT
CSH
CSl
CT
PI PT
ZT
*
ZT
*
ZT
*
ZT
ZSL
*
ZT
ZSL
*
CI
HS
HS
CSL
HS
HS
HS
FROM CTS
OR
OVER
LOAD
CURRENT
LOW
TO EM'CY PUMP TRIP
TPS. TRIP BLK.
TO EM'CY PUMP START/STOP
* FOR EM'CY CARGO PUMP *
START
START
EP004
EP005
EP006
EP007
CLOSE
EP002.2
EP002.8
EP002.14
EP002.20
TIME
X SEC
SP
X SEC
X SEC
0
100%
TIME
0
100%
FILLING VALVE CLOSE
BRANCH VALVE OPEN
OPEN
EP002.1
EP002.7
EP002.13
EP002.19
CP029.3
CP031.3
CP033.3
CP035.3
NO.1
CP003.2
CP009.2
CP015.2
CP021.2
NO.2
CP006.2
CP012.2
CP018.2
CP024.2
NO.1
CP003.1
CP009.1
CP015.1
CP021.1
CP002.4
CP008.4
CP014.4
CP020.4
CP002.3
CP008.3
CP014.3
CP020.3
CP025
CP026
CP027
CP028
CP025.1
CP026.1
CP027.1
CP028.1
CP005.4
CP011.4
CP017.4
CP023.4
NO.2
CP005
CP011
CP017
CP023
NO.1
CP002
CP008
CP014
CP020
OPEN / NEUTRAL / SHUT
VRC PANEL VRC PANEL
S.P
PUMP LOAD
CLOSE
NO.1
CP002.2
CP008.2
CP014.2
CP020.2
NO.2
CP005.2
CP011.2
CP017.2
CP005.3
CP011.3
CP017.3
CP023.3
1 & 2
OPEN
NO.2
CP006.1
CP012.1
CP018.1
CP024.1
OPEN
CLOSE
OPEN/CLOSE
VH TK LEVEL FR CTS
PWR
AVAIL.
RUN REMOTE INSULATION LOW
FILLING V/V
CLOSE
S.P OF PUMP LOAD
START STOP RUN REMOTE ST.BLK.BY
DISCH.NOT ST.POS.
STOP
STOP
A
B
A
B
T
FROM ESD
FROM TPS
XA
EP003.1
CAL
EP003.2
HS
EP001.7
HS
EP001.1
PIAL
ZC
ZLL
NO.2
CP004.9
CP010.9
CP016.9
CP022.9
NO.2
CP004.7
CP010.7
CP016.7
CP022.7
NO.1
CP001.9
CP007.9
CP013.9
CP019.9
NO.1
CP001.7
CP007.7
CP013.7
CP019.7
NO.2
CP004.1
CP010.1
CP016.1
CP022.1
NO.1
CP001.1
CP007.1
CP013.1
CP019.1
NO.2
CP004
CP010
CP016
CP022
NO.1
CP001
CP007
CP013
CP019
TRIP BLK
TPS
START/STOP BY MANUAL
PROGRAMMED MAIN CARGO PUMP
START / STOP SEQUENCE
START BLK
V/V POS.
HS
HS
HS HS
HS
EP001.4
XL
EP001.3
RL
EP001.2
HS
EP001
CIC
EP002
ZIC
#11
ZIC
#10
ZC
#7
ZC
#6
ZIC
#8
XL
#5
XL
#2
RL
#1
CAL XA
ZIC
ZC
PIAL
PIAL
ZIC
CIC
XA
#4
ZLL
#9
T
ESDS PANEL
VRC PANEL
INITIAL PUMP LOAD SET X %
INITIAL VALVE OPENING X %
DISCH. V/V NOT START POSITION
DISCH. V/V NOT
START POSITION
LOW
CURR.
OVER
LOAD
CARGO TANK LEVEL MONITORING (CTS)
CARGO TANK LEVEL BLOCKING
1 & 2
1 & 2
1 & 2
FROM IND.L.S
FROM ESD
* SVB
* SVB
* SVB
* SVB
PI PT
PI PT
0-1600 Kpa
CP105
CP106
CP107
CP108
CL102
CL202
CL302
CL402
NO.2
CARGO
PUMP
NO.1
CARGO
PUMP
CI101
CI201
CI304
CI401
CP101
CP102
CP103
CP104
NO.2
CP004.2
CP010.2
CP016.2
CP022.2
NO.1
CP001.2
CP007.2
CP013.2
CP019.2
EM'CY STOP
CL101
CL201
CL301
CL401
CL100
CL200
CL300
CL400
CL110
CL210
CL310
CL410
CL105
CL205
CL305
CL405
CI103
CI203
CI303
CI403
CP109
CP110
CP111
CP112
0-1600 Kpa
<EM'CY CARGO PUMP>
"BRANCH VALVE"
TO CARGO PUMP TRIP
TO CARGO PUMP START & STOP
START
STOP
1 & 2
"FILLING VALVE"
EM'CY PUMP WELL
FROM TPS
OR
BC/BC
T
1. THIS DRAWING SHOWS ONE(1) CARGO TANK
TYPICALLY.
THE OTHER CARGO TANKS ARE IDENTICAL.
2. TAG NUMBERS ARE FOR EACH CARGO TANK
FROM NO.1 TO NO.4.
3. THE ITEMS MARKED WITH * SHALL BE
SUPPLIED BY MAKER CONCERNED.
4. THE FOLLOWING FUNTION SHALL BE PROVIDED:
- BLOCKING OF LOW DIFFERENTIAL OR EQUAL
PRESSURE TRIP (IAS)
- BLOCKING OF THE TANK LEVEL LOW (CTS)
- START BLOCKING AT LOW LEVEL
- TRIP CAUSE INDICATION (IAS)
REMARKS :


4.3 Cargo Pumps

General Description

The ship is fitted with submerged, electric, single-stage (the stripping/spray
pumps are two-stage), centrifugal cargo pumps manufactured by Shinko Ind.
Ltd . They are installed at the bottom of each tank.
Two sizes of pump, main cargo and stripping/spray pumps are installed as fixed
units, i.e. two main cargo pumps and one stripping/spray pump per tank.

In addition, provision is made at each tank to introduce an emergency cargo
pump in case of total cargo pump failure. One emergency pump is available on
each ship.

Operation

The cargo pumps are started and stopped from the Cargo Control Room (CCR)
mainly via the IAS Schematic display and the associated Group displays. These
are also accessed through the loading and unloading plans and monitor
Schematic Displays. They will also be automatically stopped in the event of
various shut down trips being activated both in relation to the cargo system and
the pumps themselves.

Each cargo pump electric motor is protected from:
Overload (over current)
Low-current (no load operation)
Imbalance between phases (single-phasing)
Too long starting

Under normal condition, the start method of the cargo pump is soft starting.
If soft starting is not available, DOL (Direct On Line) starting can be used with
selector switch, soft direct, on each cargo pump panel of 6.6 kV CSBD.

The power supply to the cargo pump motors is made available via cargo
switchboards which are arranged in two independent sections that are normally
operated as coupled, via bus-tie connection, or independently. The No.1 cargo
switchboard supplies the No.1 pumps in all four tanks, while The No.2 cargo
switchboard supplies the No.2 cargo pumps.

Each the cargo switchboards can be supplied by either, or both, of the main
switchboards.

Due to high electrical load imposed on the cargo switchboards by the running of
main cargo pumps, there is a limitation on the number of pumps that can be run
depending on the electrical power management system (start block).

The pumps should be started individually and sequentially, as required, with the
discharge valve open (approximately 25%).
Starting Procedure for the Main Cargo Pumps
(See Illustration 4.3.1a)

a) Check to confirm that no pumps are in starting phase.

b) Select the cargo mimics display.

c) Choose the discharge valve symbol for the pump to be started.

The following information appears on the lower side of the screen in the change
zone.

Valves reference
% OPEN
% CLOSE

d) Open the discharge valve 25% (maximum) to prevent cargo pump
vibration and pressure surge in the discharge line. If valve position
does not correspond to the request, a time-out (valve failed) alarm is
display and in this case check electric signal line or hydraulic system.
The valve will change to the line process colour.

e) Choose the pump symbol for starting the pump. The following
information appears on the right side of the screen (FACE PLATE).
Pumps reference

Valves reference

Start the associated main cargo pump. Once the pump has started (the pump
symbol changes from White stop to run Green) open the discharge valve
gradually from the operator station via the incremental button, to give the
required flow-rate.

The discharge pressure and pump motor amps are monitored and finally adjusted
to ensure the most efficient operation as indicated in the pump performance
graph, with due regard to the liquid head picked up from the cargo pump
discharge flange.
The manifold On-Off valves are controlled from the mimic screen, their status
being indicated by the colour code governed by the limit switches.

Note !
The starting duration is about 7 seconds for each pump.

Starting Procedure for the Stripping/Spray Pumps
(See Illustration 4.3.1b)

a) Select the mimic display for the stripping/spray pumps operation.

b) Choose the pump discharge valve symbol to start the pump. The
following information appears on the bottom right hand corner of the
screen in the change zone.

Valves reference
% OPEN
% CLOSE

c) Open the discharge valve 25% (maximum) to prevent cargo pump
vibration and pressure surge in the discharge line. If valve position
does not correspond to the request, a time-out (valve failed) alarm is
display and in this case check electric signal line or hydraulic system.
The valve will change to the line process colour.

d) Choose the pump symbol for starting the pump. The following
information appears on the right side of the screen (FACE PLATE).

Pumps reference

RUN
INPUT OUTPUT

STOP
INPUT OUTPUT

Valves reference

OPEN
INPUT OUTPUT

CLOSE
INPUT OUTPUT

e) Start the associated stripping/spray pump.

RUN
INPUT OUTPUT
STOP
INPUT OUTPUT
OPEN
INPUT OUTPUT
CLOSE
INPUT OUTPUT

Illustration 4.3.1c Main Cargo Pumps

0 500 1,000 1,500 2,000
200
300
400
500
600
0
20
40
60
80
100
140
160
180
200
220
0
1
2
3
4
Characteristic Curve of
Cargo Pump
Capacity Q (m
3
/h)
T
o
t
a
l

H
e
a
d

H

(
m
)
P
u
m
p

E
f
f
i
c
i
e
n
c
y

E

(
%
)
S
h
a
f
t

H
o
r
s
e

P
o
w
e
r

P

(
k
W
)
N
P
S
H
R

H
s

(
m
)
P
u
m
p

D
o
w
n

H
d
(
m
)
H
e
i
g
h
t

f
r
o
m

I
n
d
u
c
e
r

I
n
l
e
t
H
E
P
Hs Hd
PUMP Motor
Capacity : 1,650 m
3
/h Output : 560 kW
Total Head : 177 m Synchronous Speed : 1,800 rpm
Suc. Head : m Electric Source : AC 6,600V 60 Hz
Liquid Name : LNG
Temperature : -163 C
Specific Gravity : 0.5
Minimum Flow : 650 m
3
/h
TERMINAL BOX
INDUCER
SUCTION
TANK BOTTOM
SUCTION STRAINER
IMPELLER
BALL BEARING
SHAFT
CABLE
STATOR CORE
BALANCE SEAT
ROTOR CORE
STATOR COIL
BALL BEARING
2,294 mm
DISCHARGE


4.3.1 Main Cargo Pumps
(See Illustration 4.3.1c)

Specification
Pump
Manufacturer: Shinko Ind. Ltd.
Pump model: SM350
Number of stages: 1
Operating temperature: -163C
Capacity rated flow: 1,650 m
3
/h
Total head: 177 m
Power rated: 497 kW (Motor rated at 560 kW)
Efficiency: 80 %
Rotational speed: 1,800 rpm
Minimum starting level: 1.9 m
Minimum restarting level: 0.7 m
NPSHR/Pump down level:
At rated flow: 1.0 / 0.4 m
At minimum flow: 0.5 / 0.2 m
Minimum flow: 650 m
3
/h
Motor
Type: Vertical Submerged
3-Phase Induction
Rated Output 560 kW
Synchronous Speed 1800 rpm
Electric Power Source AC 6600V / 60Hz
Rated Current 68 A
Starting Current 400 A

Each main cargo pump is rated to discharge 1,650 m
3
/h at 177 m head of LNG.
For optimum discharge results, bulk discharge will be carried out with 8 pumps
running in parallel.

The pump discharge valves will be throttled to ensure optimum performance
indicated by the pump performance graph.

During the course of discharge, changes in flow rate and tank levels will alter
these readings and the discharge valve will have to be readjusted accordingly.

Under normal conditions it should be possible to maintain the full discharge rate
until the tank level approaches approximately 1.9 m, at which time the pump will
start to cavitate and lose suction as indicated by fluctuations in the discharge
pressure and ammeter readings.

The discharge valves should be throttled to stabilize conditions and one pump
stopped if necessary. The remaining pump should be progressively throttled to
maintain suction and prevent the operation of the low discharge pressure trip,
until a level of 0.369m.
By trimming the vessel 1 meter or more by the stern, it should be possible to
reduce the amount of liquid remaining in the tanks to a minimum, if requested.

The cargo pumps may be run in closed circuit on their own tanks by opening the
loading valve. This may be required if the discharge is temporarily halted when
the tanks are at low level, thereby avoiding the problems of restarting with low
level and low discharge pressure.

The pump shall be tested before arrival discharge port on calm sea condition, and
during loading when the tank level is about 4~5 m subject to terminals
acceptance.

The cargo pumps will be automatically stopped should any of the following
occur:

1) Cargo tank pressure below, or equal to, primary insulation space
pressure plus 0.5 kPag (ESDS: Cargo Tank Protection).

2) Vapour header pressure below or equal to atmospheric pressure plus
0.3 kPag.

3) Extreme high level in cargo tank (99% volume).

4) Activation of emergency shut down trip:
(10 push buttons and 12 fusible elements) (ESDS: Stage 1)

5) Activation of ship/shore pneumatic, fibre-optic or electrical shut-
down (ESDS: Stage 1).

6) Motor single-phasing.

7) Low motor current.

8) High motor current (electrical overload).

9) Low discharge pressure with time delay at starting.

10) Cargo Control Room stop.

11) Activation of ESDS stage 2.

12) Cargo tank level low.

ESDS signifies that all cargo plant is shut down in addition to the pump(s) on the
tank(s) in question.
Note !
An insulation test of all pumps is to be carried out after leaving the loading port
to establish that all pumps are operational and to allow time for the installation of
the emergency cargo pump should it be necessary. Disconnect the earth line of
insulation monitor before carrying out this test.

Note !
The pump should not be started or operated against closed discharge valve due to
potential damage which may result to insufficient cooling and lubrication for
motor and bearing and excessive vibration levels associated with zero flow
conditions.

The restart of pumps in normal operation is restricted depending on the liquid
level above the submerged electric motor. Pumps may not be restarted when the
tank liquid level is below 700 mm.

1) For tank liquid level 1.9m or more from tank bottom
- The motor may be started and stopped by inching continuously
twice. The third starting should be carried out after more than 15
minutes have passed after the second stopping.
- Inching means that the operating time is less than 5 minutes.

2) For tank liquid level less than 1.9m from tank bottom.
- The second starting should be carried out after more than 30
minutes have passed after the first stopping.

The quantities of cargo remaining in tanks after stripping refer to chapt. 6.6.3
discharging.


Illustration 4.3.2a Stripping/Spray Pumps

PUMP Motor
Capacity : 50 m
3
/h Output: 25 kW
Total Head : 160 m Synchronous Speed :3,600 rpm
Suc. Head : m Electric Source: AC 440V 60 Hz
Liquid Name : LNG
Minimum Flow : 20 m
3
/h
0
5
10
15
0
20
40
60
140
160
180
0
0.5
1.0
1.5
Stripping/Spray Pump
Capacity Q (m
3
/h)
T
o
t
a
l

H
e
a
d

H

(
m
)
P
u
m
p

E
f
f
i
c
i
e
n
c
y

E

(
%
)
S
h
a
f
t

H
o
r
s
e

P
o
w
e
r

P

(
k
W
)
N
P
S
H
R

H
s

(
m
)
P
u
m
p

D
o
w
n

H
d
(
m
)
H
e
i
g
h
t

f
r
o
m

I
n
d
u
c
e
r

I
n
l
e
t
H
E
P
Hs Hd
200
10 20 30 40 50 60
20 2.0
SUCTION
TANK BOTTOM
DISCHARGE
1,460 mm
TERMINAL BOX
INDUCER
SUCTION STRAINER
IMPELLER
BALL BEARING
SHAFT
CABLE
ROTOR CORE
BALANCE SEAT
STATOR CORE
STATOR COIL
BALL BEARING


4.3.2 Stripping/Spray Pumps

Specification
Pump
Pump model: SM65-2
Number of stages: 1
Capacity rated flow: 50 m
3
/h
Total head: 160 m
Power rated: 20.2 kW (Motor rated at 25 kW)
Efficiency: 54 %
Rotational speed: 3600 rpm
Minimum Emcy restarting level: 0.48 m
Minimum flow: 20 m
3
/h
Motor
3-Phase Induction
Rated Output 25 kW
Rated Current 52 A

A stripping/spray pump is installed in each cargo tank for cooling and forced
vaporization of LNG. It is rated at 50 m
3
/h at 160 m head of LNG.

The pumps are started and stopped from the CCR via the IAS. In an emergency
all pumps will be stopped by activation of the Emergency Shut Down System
trip.

The instances when these pumps can be used:

1) Cool down the liquid header prior to discharging.

2) Cool the cargo tank during ballast voyage prior to arrival at the
loading terminal by discharging LNG to the spray rails in the tanks.

3) Pump LNG from the tanks to the forcing vaporizer or LNG
Vaporizer (emergency case) when forced vaporization of LNG in the
boilers is required.

4) Enable each cargo tank to be stripped as dry as possible for reasons
such as technical stop involving cargo tank entry.
For the stripping, the stripping/spray pump should be started early enough
to avoid possible starting problems due to very low liquid level (about
0.48m).

The stripping/spray pumps will be stopped automatically should any of the
following occur:

1) The cargo tank pressure is below or equal to the primary insulation
space pressure plus 0.5 kPag (ESDS: Cargo tank protection)

2) The vapour header pressure is below or equal to the atmospheric
pressure plus 0.3 kPag (ESDS: Stage 1)

3) Extreme high level in cargo tank (99% volume)

4) Activation of the Emergency Shut Down System trip
(10 push-buttons and 12 fusible elements) (ESDS: Stage 1)

5) Activation of ship/shore pneumatic, fibre-optic or electrical shut-
down (ESDS: Stage 1)

6) Motor single-phasing

7) Low motor current

8) High motor current (Electrical overload)

9) Low discharge pressure with time delay at starting

10) Cargo Control Room stop

11) Activation of ESDS stage 2

12) Cargo tank level low low

Note !
An insulation resistance test of all pumps is to be carried out after leaving the
loading port to establish that all pumps are operational and to allow time for the
installation of the emergency cargo pump should it be necessary.

The restart of pumps in normal operation are restricted depending on the liquid
tank liquid level is below 0.48m.

1) For tank liquid level 1.13m or more from tank bottom
- The motor may be started and stopped by inching continuously
twice. The third starting should be carried out after more than 15
minutes have passed after the second stopping.
- Inching means that the operating time is less than 5 minutes.
2) For tank liquid level less than 1.13m from tank bottom.
- The second starting should be carried out after more than 30
minutes have passed after the first stopping.

Quantities of cargo remaining in tanks after stripping refer to chapt. 6.6.3
discharging.


Illustration 4.3.3a Emergency Cargo Pump

0
50
100
150
200
0
20
40
60
140
160
180
200
0
1.0
2.0
3.0
Emergency Cargo Pump
Capacity Q (m
3
/h)
T
o
t
a
l

H
e
a
l

H

(
m
)
P
u
m
p

E
f
f
i
c
i
e
n
c
y

E

(
%
)
S
h
a
f
t

H
o
r
s
e

P
o
w
e
r

P

(
k
W
)
N
P
S
H
R

H
s

(
m
)
P
u
m
p

D
o
w
n

H
d
(
m
)
H
e
i
g
h
t

f
r
o
m

I
n
d
u
c
e
r

I
n
l
e
t
H
E
P
Hs Hd
PUMP Motor
Capacity : 550 m
3
/h Output: 220 kW
Total Head : 175 m Synchronous Speed : 3,600 rpm
Suc. Head : m Electric Source: AC 440V 60 Hz
Liquid Name : LNG
Minimum Flow : 220 m
3
/h
80
220
100 200 300 400 500 600 700
TANK BOTTOM
EMERG. C.
PUMP
WORKING LEVEL LIQUID DOME TOP
POWER CABLE
COLUME COVER
FLEXIBLE CABLE
TERMINAL HEADER
JUNCTION BOX
N2 GAS
INLET
TO SWITCH
BOARD
SUPPORT WIRE ROPE
GUIDE ROLLER
POWER CABLE
FOOT VALVE
SUCTION
DISCHARGE
1,900 mm
29,753.6 mm


4.3.3 Emergency Cargo Pump
(See Illustration 4.3.3a, see procedure 7.5 for details of installation)

Specification
Pump
Pump model: SMR200
Number of stages: 1
Capacity rated flow: 550 m
3
/h
Total head: 175 m
Power rated: 182 kW (Motor rated at 220kW)
Efficiency: 72 %
Rotational speed: 3600 rpm
Minimum Emcy restarting level: 0.94 m
Minimum flow: 220 m
3
/h
Motor
3-Phase Induction
Rated Output 220 kW
Rated Current 395 A

Each cargo tank is equipped with an emergency pump well or column.

This pump well has a foot valve which is held by highly loaded springs in the
closed position.

Should a failure of either one or both main cargo pumps in one tank require the
use of the emergency pump, the emergency pump is lowered into the emergency
pump well after the well has been purged with nitrogen.

The weight of the emergency pump overcomes the compression of the springs to
open the foot valve.

A small flow of nitrogen should be maintained as the pump is being installed.
(See section 7.5 Emergency Cargo Pump Installation)

Note !
Before undertaking this operation it is important to reduce the tank pressure to
near to atmospheric pressure and to keep it at this level throughout the entire
operation.

Electrical connections are made to the fixed junction box which is located
adjacent to each pump well.

A dedicated starter is available with one circuit breaker which is placed in the
No.1 cargo switchboard. This starter supplies all 4 fixed junction boxes.

All safety devices are transferred to the emergency pump when the circuit
breaker is engaged, as they are the same for the main cargo pumps.

Note !
An insulation test of all pumps is to be carried out after leaving the loading port
in order to establish that all pumps are operational and to allow time for the
installation of the emergency cargo pump should it be necessary.

The restart of pumps in normal operation is restricted depending on the liquid
tank liquid level is below 950 mm. The motor should be started only once as far
as possible. If it is necessary to restart unavoidably, restart the motor after more
than 15 minutes has passed since motor stops.


Illustration 4.4.1a HD Compressor

PSLL
PCV
11
11
PSL
11
VENT
PI
3A
ZI
1
PDI
1
FIC
F
PCV
PCV
3A
3B
PI
PI
1 1
I/P
3
HY
TSH
TSL
ZS HIC
3 3
3
P
ZE
HS
3
L/R
DAC
3
3
ZSL
3
ZI
1
FE
LG
H
5
TCV
5
5A
5
5
TI
5
1
5
LSL
DV
FY
ZSL
1
I/P
S
T
D
5
PT
8
8B
PI
7 7B 7A PSV
DV
5
F
5A
F
5B
HSH
6
5C
F
6A
OP
6A
PSV
6B
6C
V
PSV
6B
8 bar
Set :
6B
V
6A
HSL
6
EMLH
6B
CV
6A
1.5
V
PCV
SEAL
BULKHEAD
DRTD
B
5
8
BULKHEAD
CV
TE
8
8A
PSLL
TE
9A
TE
9F
PSL PSLL
8C 8C
PDI
TI
8
F
7
PDI PDT
7A
PDT
PT
2
TE TE
2A 2B 2
PI
1
TI
2
LOCKED
OPEN
LOCKED
OPEN
AUX.
L.O.
PUMP
COMPRESSOR ROOM
MOTOR ROOM
FILL
F
3
FI
3
EM
6
CP
6B
DV
6
EMY
6
TI
6A
TI
6B
C
6
TCV
6
V
6F
PT
1
A
A
STEAM INLET STEAM OUTLET
REMOTE CONTROL SIGNAL
REMOTE
START
REMOTE
STOP
AUX.
L.O. PUMP
RUNNING
READY TO
START AUX.
L.O. PUMP
AUX. L.O. PUMP
OVERLOAD
WATER
IN
WATER
OUT
OIL FILTER
OIL
COOLER
POWER ON EMERGENCY
STOP
EMERGENCY
STOP
READY TO
START
COMPRESSOR
READY TO
START
AUX. L.O. PUMP
EMERGENCY
STOP
EXTERNAL
SHUTDOWN
LOCAL/REMOTE COMPRESSOR
RUNNING
GEAR BOX
E-MOTOR
OIL PUMP
RUNNING
START
L.O. PUMP
STOP
L.O. PUMP
4-20mA
INSTRUMENT AIR
SEAL GAS
SURGE CONTROL
PROCESS GAS IN
PROCESS GAS OUT
Compressor
IGV
MAIN
OIL PUMP
PCV
3C
V
3C
FI
11
PI
11
PLLL
11
PAL
11
PI
1A
PI
2A
TAHH
2A
TI
2B
TAH
2B
T
PLLL
8A
T
A
A A
12
TLHH
9A
T T
PLLL
8C
T
TLHH
2A
T A
12 11
A
12
A
A
A
A
A
A
A
PT
1A
PDT
1
ZSH
1
ZT
3
PT
2A
TSHH
2A
TT
2A
TSH
2B
TT
2B
PSL
8A
PT
8A
TT
8
TSH
8
TT
9A
TSHH
9A
TT
9F
TT
10A
TT
10B
TE
10A
TE
10B
TSHH
10A
TSH
10B
L
15.6
L
15.4
L
15.3
L
15.2
CONTROL
SYSTEM
ABNORMAL
L
15.9
CONTROL
MOTOR
ABNORMAL
L
15.8
AUX. L.O. PUMP
MOTOR FAIL
L
HS
15.1
START
COMPRESSOR
HSH
15.2
HORN
CA
15
L
15.1
COMMON ALARM
L
15.5
EMS
15
EMS
15
POWER ON
L
15.1
TSL
9F
TSH
9F
TSL
8
PI
8
PAL
8
TAL
8
TAH
8
TI
8
PALL
8A
A
12
TAL
9F
TAHH
9A
PALL
8C
TLHH
10A
T
T
TAHH
10A
TI
10B
PAL
8C
TAH
9F
TI
9F
TAH
10B
A A
COMMON
TRIP
T
REMOTE START
COMPRESSOR
STOP
COMPRESSOR
HSL
15.2
REMOTE STOP
COMPRESSOR
COMPRESSOR
MOTOR ABNORMAL
READY TO START
AUX. L.O. PUMP
CRYOSTAR
CUSTOMER
LAMP
TEST
HS
15.4
HORN SILENCE
HS
15.5
RESET
HS
15.3
PDI
7A
PDAH
7A
PDSH
7A
COMPRESSOR
RUNNING
CONTROL SYSTEM
TROUBLE
REMOTE
READY TO START
MOTOR
READY TO START
COMPRESSOR
YI
9
YLHH
9
YAHH
9
YI
9
YAH
9
TAL
5
TAH
5
LAL
5
ZLL
3
ZL
3
ZLL
1
CLOSED
ZLH
1
ZI
3
TI
1
OPEN
YT
9
YSHH
9
YSH
9
YE
9
YET
9
OIL TANK
12 11
A
11
TT
1
TE
1
TI
1
PALL
11
FIC
1
B
CUSTOMER
CRYOSTAR

4.4 Cargo Compressors

General
Two high duty (HD) compressors, installed in the compressor room on deck, are
provided to handle gaseous fluids, LNG vapour and various mixtures of LNG
vapour, and inert gas or air during cooling down, cargo operation and tank
treatments.

Two low duty (LD) compressors, installed in the compressor room on deck, are
provided to handle the LNG vapour for the boiler produced by natural boil off
and forced vaporization, which is used the fuel.

The HD and LD compressors are driven by electric motors, installed in an
electric motor room segregated from the compressor room by a gas tight
bulkhead; the shaft penetrates the bulkhead with a gas tight shaft seal.

4.4.1 HD Compressors

HD Compressors
Manufacturer: Cryostar
Model: CM 400/55 - HD
Type: Centrifugal. Single stage. Fixed speed
with adjustable guide vanes.
Volume flow: 32,000 m
3
/h
Inlet pressure: 106 kPaA
Outlet pressure: 203 kPaA
Inlet temperature: -140C
Shaft speed: 11,200 rpm
Motor speed: 3,580 rpm
Coupling power: 845.5 kW
Inlet guide vanes setting: -30 to +80 deg
HD Compressor Motor
Model: IHSW-560LL
Electric Source: 6,600 V / 60Hz
Rated Output: 950 kW
Rated Current: 101 A
Starting Method: Soft Start

The compressors are operated locally or from the IAS in the CCR. The following
conditions trip the compressors:
Safety of the ESDS and tank protection system :
Tank No.1, 2, 3 or 4 - differential pressure: tank/primary space 0.5 kPag
Tank No.1, 2, 3 or 4 - differential pressure: tank/primary space = 0 kPag
Vapour header pressure 0.3 kPag
Differential pressure: vapour header / primary pressure header = 0 kPag
Tank No.1, 2, 3 or 4 - extreme high liquid level (99% volume)
Electric power failure and other trip signal from ESDS.
Ventilation flow failure in the electric motor room
Safety of the local control system (oil temperature, oil pressure, discharge gas
temperature, seal gas pressure and shaft vibration)

Compressor Systems

Seal Gas System

The seal gas system is provided to prevent LO mist from entering the process
stream (compressed LNG vapour) and to avoid cold gas flow into the gearbox
and into the LO system. The seal gas is nitrogen produced by the nitrogen
generators on board.

The seal gas is injected into the carbon ring with back-up labyrinth type seals
between the gearbox shaft bearing and the compressor wheel.

The system is maintained by a pressure control valve where seal gas pressure is
always higher than the suction pressure (usually adjusted at 30 kPag).
Seal gas entering the gearbox from the shaft seals is returned to the LO sump,
separated from the oil and vented to atmosphere.

After a period of more than 8 days of non-operation, the unit must be purged
with dry and warm nitrogen. As long as the seal gas system is operated, the
machine can be left in the stand-by mode for extended periods of time.

LO System

LO in the system is stored in a vented 400 liters LO sump. An integrated steam
immersion heater with a thermostatic temperature control valve is fitted in the
sump to maintain a constant positive temperature and avoid condensation when
the compressors are stopped. The heater will automatically switch on at 25C LO
temperature. The auxiliary LO pump dose not operate below 25C.

LO is supplied from the sump through separate suction strainer screens and one
of the two LO pumps. The discharge from the pumps is through check valves to
a common LO supply line feeding the gearbox, bearings and bulkhead seal. The
main operational pump is driven by the high speed shaft gear. Upon failure of the
driven pump, the stand-by electric motor driven auxiliary pump is energized
immediately. The stand-by electric motor driven auxiliary pump is also used
during start up of the compressors. The LO passes through a fresh water cooled
oil cooler and a 3-way temperature control valve, to maintain the LO inlet
temperature at approximately 38~47C. The oil supply to the bearings is fed via
a 25 micron duplex filter.

The duplex filter has to be switched, as soon as the pressure drop reached 200
kPag differential pressure and the clogged filter cartridge has to be replaced or
cleaned.
A pressure control valve regulates the oil flow to the bearings. Excess oil is
bypassed and discharged to the sump. Pump relief valves act as back up and are
set at 800 kPag.

The LO system feeds the following:
Journal bearing on both sides of the high-speed shaft
Journal bearing on the driven end of the low speed shaft
Integral thrust and journal bearing on the non-driven end of low speed
shaft
Sprayers for the gear wheels
HD compressors bulkhead seals

Surge Control System

An automatic surge control system is provided to ensure that the compressor
flow rate does not fall below the designed minimum during start-up and steady
state operation. Below this rate, the gas flow will not be stable and the
compressor will be liable to surge, causing shaft vibration that may damage the
compressor.

All the HD compressors are equipped with an automatic surge control system
that consists of:
A flow transmitter
Suction and discharge pressure transmitter
A ratio station
An anti-surge controller
A surge control valve on the gas stream

On the basis of a preset ratio between the gas flow and compressor differential
pressure signals, the anti-surge controller produces a signal that modulates a
compressors surge control valve.

Inlet Guide Vanes

To achieve the required gas flow, the compressors have inlet guide vanes fitted at
the suction end.

The vanes are operated by pneumatic actuators which receive control signals
from the flow controlled or pressure controlled for vapour head pressure.
Selection of control signal is available on the mimic of IAS.

The rotation of the vanes is possible through its full range of travel -30 to +80.
The position is indicated both locally and in the IAS (Range 0 to 100%).


Illustration 4.4.1a HD Compressor

PSLL
PCV
11
11
PSL
11
VENT
PI
3A
ZI
1
PDI
1
FIC
F
PCV
PCV
3A
3B
PI
PI
1 1
I/P
3
HY
TSH
TSL
ZS HIC
3 3
3
P
ZE
HS
3
L/R
DAC
3
3
ZSL
3
ZI
1
FE
LG
H
5
TCV
5
5A
5
5
TI
5
1
5
LSL
DV
FY
ZSL
1
I/P
S
T
D
5
PT
8
8B
PI
7 7B 7A PSV
DV
5
F
5A
F
5B
HSH
6
5C
F
6A
OP
6A
PSV
6B
6C
V
PSV
6B
8 bar
Set :
6B
V
6A
HSL
6
EMLH
6B
CV
6A
1.5
V
PCV
SEAL
BULKHEAD
DRTD
B
5
8
BULKHEAD
CV
TE
8
8A
PSLL
TE
9A
TE
9F
PSL PSLL
8C 8C
PDI
TI
8
F
7
PDI PDT
7A
PDT
PT
2
TE TE
2A 2B 2
PI
1
TI
2
LOCKED
OPEN
LOCKED
OPEN
AUX.
L.O.
PUMP
COMPRESSOR ROOM
MOTOR ROOM
FILL
F
3
FI
3
EM
6
CP
6B
DV
6
EMY
6
TI
6A
TI
6B
C
6
TCV
6
V
6F
PT
1
A
A
REMOTE
START
REMOTE
STOP
AUX.
L.O. PUMP
RUNNING
READY TO
START AUX.
L.O. PUMP
AUX. L.O. PUMP
OVERLOAD
WATER
IN
WATER
OUT
OIL FILTER
OIL
COOLER
POWER ON EMERGENCY
STOP
EMERGENCY
STOP
READY TO
START
COMPRESSOR
READY TO
START
AUX. L.O. PUMP
EMERGENCY
STOP
EXTERNAL
SHUTDOWN
RUNNING
GEAR BOX
E-MOTOR
OIL PUMP
RUNNING
START
L.O. PUMP
STOP
L.O. PUMP
4-20mA
INSTRUMENT AIR
SEAL GAS
SURGE CONTROL
PROCESS GAS IN
PROCESS GAS OUT
Compressor
IGV
MAIN
OIL PUMP
PCV
3C
V
3C
FI
11
PI
11
PLLL
11
PAL
11
PI
1A
PI
2A
TAHH
2A
TI
2B
TAH
2B
T
PLLL
8A
T
A
A A
12
TLHH
9A
T T
PLLL
8C
T
TLHH
2A
T A
12 11
A
12
A
A
A
A
A
A
A
PT
1A
PDT
1
ZSH
1
ZT
3
PT
2A
TSHH
2A
TT
2A
TSH
2B
TT
2B
PSL
8A
PT
8A
TT
8
TSH
8
TT
9A
TSHH
9A
TT
9F
TT
10A
TT
10B
TE
10A
TE
10B
TSHH
10A
TSH
10B
L
15.6
L
15.4
L
15.3
L
15.2
CONTROL
SYSTEM
ABNORMAL
L
15.9
CONTROL
MOTOR
ABNORMAL
L
15.8
AUX. L.O. PUMP
MOTOR FAIL
L
HS
15.1
START
COMPRESSOR
HSH
15.2
HORN
CA
15
L
15.1
COMMON ALARM
L
15.5
EMS
15
EMS
15
POWER ON
L
15.1
TSL
9F
TSH
9F
TSL
8
PI
8
PAL
8
TAL
8
TAH
8
TI
8
PALL
8A
A
12
TAL
9F
TAHH
9A
PALL
8C
TLHH
10A
T
T
TAHH
10A
TI
10B
PAL
8C
TAH
9F
TI
9F
TAH
10B
A A
COMMON
TRIP
T
REMOTE START
COMPRESSOR
STOP
COMPRESSOR
HSL
15.2
REMOTE STOP
COMPRESSOR
COMPRESSOR
MOTOR ABNORMAL
READY TO START
AUX. L.O. PUMP
CRYOSTAR
CUSTOMER
LAMP
TEST
HS
15.4
HORN SILENCE
HS
15.5
RESET
HS
15.3
PDI
7A
PDAH
7A
PDSH
7A
COMPRESSOR
RUNNING
CONTROL SYSTEM
TROUBLE
REMOTE
READY TO START
MOTOR
READY TO START
COMPRESSOR
YI
9
YLHH
9
YAHH
9
YI
9
YAH
9
TAL
5
TAH
5
LAL
5
ZLL
3
ZL
3
ZLL
1
CLOSED
ZLH
1
ZI
3
TI
1
OPEN
YT
9
YSHH
9
YSH
9
YE
9
YET
9
OIL TANK
12 11
A
11
TT
1
TE
1
TI
1
PALL
11
FIC
1
B
CUSTOMER
CRYOSTAR

Operating Procedures

To prepare operation of the HD compressors

a) Open the fresh water cooling inlet and outlet for the LO cooler.

b) Open the instrument air supply to the control panel.

c) Check the LO level in the sump tank.

d) Start the LO heater about 30 minutes (depending on the ambient
temperature) prior to the expected compressor start-up.

Note !
The sump heater will automatically switch on when the LO temperature falls to
25C and will switch off at 40C. The LO temperature should be kept between
approximately 40C to 50C in normal operations. Do not operate the auxiliary
LO pump at temperatures below 25C.

e) Open the seal gas supply manual valve.

f) Open the compressor suction and discharge valves.

g) Run the auxiliary LO pump to warm up the gearbox and bearings for
about 15 -30 minutes prior to the compressor start-up.
Check the LO system for leaks.

h) Ensure that the IGV position is set at 0% (start position).

i) Press the compressor reset button and check that all alarms/trip lamps
are off and the if ready to start lamp is on.

j) Switch on power to the control cabinet.

k) At least two alternators should be coupled to the main switchboard to
have sufficient power available at the cargo switchboards.

l) When stopping the compressor, leave the auxiliary LO pump running
and seal gas pressure on until the compressor is warm (approximately
1 hour).

! Caution
A maximum of 2 consecutive starts is allowed. 180 minutes must be allowed for
cool down of the soft start compensation transformer before a further start
attempt.
HD Compressor Alarm and Trip Settings
Instrument range Action
No. Item Tag. No.
Normal
Operation
Condition
Setting Range H, HH, L, LL Type
Set Point Signal
0 to 200 kPag
1 Suction Gas Pressure PT 1 6 kPag
-2.5 to 20 kPag
- - - 4 to 20 mA
0 to 200 kPag
2 Discharge Gas Pressure PT 2 103 kPag
0 to 110 kPag
- - - 4 to 20 mA
3 Suction Gas Temperature TT 1 -140 C -200 to +200C - - - 4 to 20 mA
TT 2A -110 C -200 to +200C - - - 4 to 20 mA
4 Discharge Gas Temperature TE2A
TSHH 2A - - HH T +100C Contant
TT 2B -110 C -200 to +200C - - - 4 to 20 mA
5 Discharge Gas Temperature TE2B
TSH 2B - - H A +90C Contant
6 IGV Start Position ZSL 3 - - - I2 - Contact
ZSH 1 - - - I2 -
7 Surge Valve Position
ZSL 1 - - - - -
Contact
0 to 62 kPag
8 Process Gas Flow PDT 1 5.5 kPag
0 to +5.5 kPag
- - - 4 to 20 mA
YET 9 5 to 20 m 0 to 100 m - - - 4 to 20 mA
YSH 9 - - H A 40 m Contact 9 Vibration YE9
YSHH 9 - - HH T 45 m Contact
0 to 2100 kPag
PDT 7 50 kPag
0 to 500 kPag
- - - 4 to 20 mA
10 Oil Filter Diff. Press.
PDSH 7A - - H A 250 kPag contant
11 Oil Tank Level LSL 5 - - L A, I1 - Contact
12 Oil Heater Temperature TCV 5 40C - - -
TSL 5 L A, I1 25C Contact
13 Temperature Oil Tank
TSH 5
55C -45 +93C
H A 60C Contact
TT 8 ~ 42C 0 to +100C - - - 4 to 20 mA
TSL 8 - - L I2 20C Contact 14 Temperature Oil System(TE8)
TSH 8 - - H A 55C Contact
TT 10A ~ 60C 0 to +100C - - - 4 to 20 mA
Temperature Oil Bulkhead(TE10A)
TT 10B ~ 60C 0 to +100C - - - 4 to 20 mA
15
Temperature Oil Bulkhead(TE10B)
TSH10B - - H A 75C Contant
TT 9A ~ 65 C 0 to +100C - - - 4 to 20 mA
16 Bearing Temperature (TE9A)
TSHH 9A - - HH T 75C Contant
TT9F ~ 65 C
0 to +100C
- - -
4 to 20mA
TSL 9F - - L A, I2 15C Contant
17 Bearing Temperature TE9F
TSH 9F - - H A 70C Contant
0 to 1000 kPag
PT 8
~ 160 kPag
0 to 500 kPag
-
-
-
4 to 20 mA
18 Lub. Oil Pressure (Gear Box)
PSL 8A
- - L A, I2 100 kPag Contant
19 Lub. Oil Pressure (Gear Box) PSLL 8A ~ 160 kPag -100 to 125 kPag LL T 80 kPag Contact
20 Lub. Oil Pressure (Bulkhead) PSL 8C ~ 110 kPag -100 to 125 kPag L A, I2 40 kPag Contact
21 Lub. Oil Pressure (Bulkhead) PSLL8C ~ 110 kPag -100 to 125 kPag LL T 20 kPag Contact
22 Seal Gas Control Valve PCV11 25 kPag
23 Seal Gas Pressure PSL11 - -100 to 125 kPag L A, I1, I2 20 kPag Contact
24 Seal Gas Pressure PSLL11 - -100 to 125 kPag LL T 15 kPag Contact
25 IGV Position ZE3 ZT3 -
-30 to +80
- - - 4 to 20 mA
26 IP Converter Control Valve PCV 3A
200 kPag

27 HIC Control Valve PCV 3B
100 kPag

28 Nozzle Actuator Control Valve PCV 3C
600 kPag

T : Trip, A : Alarm
I1 : Start-up interlock L.O pump
I2 : Start-up interlock machine

Illustration 4.4.2a LD Compressor
PSLL
PCV
11
11
PSL
11
VENT
PI
3A
ZI
1
PDI
1
FIC
F
PCV
PCV
3A
3B
PI
PI
1 1
I/P
3
HY
TSH
TSL
ZS HIC
3 3
3
P
ZE
HS
3
L/R
DAC
3
3
ZSL
3
ZI
1
FE
LG
H
5
TCV
5
5A
5
5
TI
5
1
5
LSL
DV
FY
ZSL
1
I/P
S
T
D
5
PT
8
8B
PI
7 7B 7A PSV
DV
5
F
5A
F
5B
HSH
6
5C
F
6A
OP
6A
PSV
6B
6C
V
PSV
6B
8 bar
Set :
6B
V
6A
HSL
6
EMLH
6B
CV
6A
1.5
V
PCV
SEAL
BULKHEAD
DRTD
B
5
8
BULKHEAD
CV
TE
8
8A
PSLL
TE
9A
TE
9F
PSL PSLL
8C 8C
PDI
TI
8
F
7
PDI PDT
7A
PDT
PT
2
TE TE
2A 2B 2
PI
1
TI
2
LOCKED
OPEN
LOCKED
OPEN
AUX.
L.O.
PUMP
COMPRESSOR ROOM
MOTOR ROOM
FILL
F
3
FI
3
EM
6
CP
6B
DV
6
EMY
6
TI
6A
TI
6B
C
6
TCV
6
V
6F
PT
1
A
A
REMOTE
START
REMOTE
STOP
AUX.
L.O. PUMP
RUNNING
READY TO
START AUX.
L.O. PUMP
AUX. L.O. PUMP
OVERLOAD
WATER
IN
WATER
OUT
OIL FILTER
OIL
COOLER
POWER ON EMERGENCY
STOP
EMERGENCY
STOP
READY TO
START
COMPRESSOR
READY TO
START
AUX. L.O. PUMP
EMERGENCY
STOP
EXTERNAL
SHUTDOWN
RUNNING
GEAR BOX
E-MOTOR
OIL PUMP
RUNNING
START
L.O. PUMP
STOP
L.O. PUMP
4-20mA
INSTRUMENT AIR
SEAL GAS
SURGE CONTROL
PROCESS GAS IN
PROCESS GAS OUT
Compressor
IGV
MAIN
OIL PUMP
PCV
3C
V
3C
FI
11
PI
11
PLLL
11
PAL
11
PI
1A
PI
2A
TAHH
2A
TI
2B
TAH
2B
T
PLLL
8A
T
A
A A
12
TLHH
9A
T T
PLLL
8C
T
TLHH
2A
T A
12 11
A
12
A
A
A
A
A
A
A
PT
1A
PDT
1
ZSH
1
ZT
3
PT
2A
TSHH
2A
TT
2A
TSH
2B
TT
2B
PSL
8A
PT
8A
TT
8
TSH
8
TT
9A
TSHH
9A
TT
9F
TT
10A
TT
10B
TE
10A
TE
10B
TSHH
10A
TSH
10B
L
15.6
L
15.4
L
15.3
L
15.2
CONTROL
SYSTEM
ABNORMAL
L
15.9
CONTROL
MOTOR
ABNORMAL
L
15.8
AUX. L.O. PUMP
MOTOR FAIL
L
HS
15.1
START
COMPRESSOR
HSH
15.2
HORN
CA
15
L
15.1
COMMON ALARM
L
15.5
EMS
15
EMS
15
POWER ON
L
15.1
TSL
9F
TSH
9F
TSL
8
PI
8
PAL
8
TAL
8
TAH
8
TI
8
PALL
8A
A
12
TAL
9F
TAHH
9A
PALL
8C
TLHH
10A
T
T
TAHH
10A
TI
10B
PAL
8C
TAH
9F
TI
9F
TAH
10B
A A
COMMON
TRIP
T
REMOTE START
COMPRESSOR
STOP
COMPRESSOR
HSL
15.2
REMOTE STOP
COMPRESSOR
COMPRESSOR
MOTOR ABNORMAL
READY TO START
AUX. L.O. PUMP
CRYOSTAR
CUSTOMER
LAMP
TEST
HS
15.4
HORN SILENCE
HS
15.5
RESET
HS
15.3
PDI
7A
PDAH
7A
PDSH
7A
COMPRESSOR
RUNNING
CONTROL SYSTEM
TROUBLE
REMOTE
READY TO START
MOTOR
READY TO START
COMPRESSOR
YI
9
YLHH
9
YAHH
9
YI
9
YAH
9
TAL
5
TAH
5
LAL
5
ZLL
3
ZL
3
ZLL
1
CLOSED
ZLH
1
ZI
3
TI
1
OPEN
YT
9
YSHH
9
YSH
9
YE
9
YET
9
OIL TANK
12 11
A
11
TT
1
TE
1
TI
1
PALL
11
FIC
1
B
CUSTOMER
CRYOSTAR


4.4.2 LD Compressors

Model: CM 300/45-LD
Type: Centrifugal. Single stage. Variable speed
with adjustable guide vanes.
Volume flow: 8,000 m
3
/h
Inlet pressure: 106 kPaA
Outlet pressure: 196 kPaA
Maximum shaft speed: 23,400 rpm
Rated motor power: 214.4 kW
Inlet guide valve setting: -30 to +80 deg

The compressors are operated locally or from the IAS in the CCR.

The following conditions trip the compressors;
Safeties in ESDS and Tank Protection System;
Tank No.1, 2, 3 or 4 - differential pressure: tank/primary space 0.5 kPag
Tank No.1, 2, 3 or 4 - differential pressure: tank/primary space = 0 kPag
Differential pressure: vapour header/atmospheric pressure 0.3 kPag
Differential pressure: vapour header/primary pressure header = 0 kPag
Electric power failure and other trip signal from ESDS.
Safeties in combustion control system of the boilers.
Safeties on local control system (oil temperature, oil pressure, discharge gas
temperature, seal gas pressure and shaft vibration)

Compressor Sub Systems

Seal Gas System
The seal gas system is provided to prevent LO mist from entering the process
stream (compressed LNG vapour) and to avoid cold gas flow into the gearbox
and into the LO system. The seal gas is nitrogen produced by the nitrogen
generators on board.

The seal gas is injected into the carbon ring with back-up labyrinth type seals
between the gearbox shaft bearing and the compressor wheel.

The system is maintained by a pressure control valve where the seal gas pressure
is always higher than the suction pressure (usually adjusted at 30 kPag).

The seal gas entering the gearbox from the shaft seals is returned to the LO sump,
separated from the oil and vented to the atmosphere.
LO System
LO in the system is stored in a vented 400 liters LO sump. An integrated steam
immersion heater with a thermostatic temperature control valve is fitted in the
sump to maintain a constant positive temperature and avoid condensation when
the compressors are stopped.

LO is supplied from the sump through separate suction strainer screens and one
of the two LO pumps. The discharge from the pumps is through check valves to
a common LO supply line feeding the gearbox, bearings and bulkhead seal. The
main operational pump is driven by the high speed shaft gear. Upon failure of the
driven pump, the stand-by electric motor driven auxiliary pump is energized
immediately. The stand-by electric motor driven auxiliary pump is also used to
start the compressors.

The LO passes through a sea water cooled oil cooler and a 3-way thermal bypass
temperature control valve, to maintain the LO inlet temperature at approximately
35C. The oil supply to the bearings is fed via a 25 micron duplex filter with an
automatic continuous flow switch over valve.

A pressure control valve regulates the oil flow to the bearings. Excess oil is
bypassed and discharged to the sump. Pump relief valves act as back up and are
set at 800 kPag.

The LO system feeds the following:
Journal bearing on both sides of the high speed shaft
Journal bearing on the driven end of the low speed shaft
Integral thrust and journal bearing on the non-driven end of the low
speed shaft
Sprayers for the gear wheels
LD compressors bulkhead seals

Surge Control System
An automatic surge control system is provided to ensure that the compressor
flow rate does not fall below the designed minimum. Below this rate, the gas
flow will not be stable and the compressor will be liable to surge, causing shaft
vibration that may result in damage to the compressor.

All the LD compressors are equipped with an automatic surge control system
which consists of:
A flow transmitter
A compressor differential pressure transmitter
A ratio station
An anti-surge controller
A surge control valve on the gas stream
On the basis of a preset ratio between the gas flow and compressor differential
pressure signals, the anti-surge controller produces a signal which modulates a
surge control valve.

Inlet Guide Vanes and Motor Speed Control
To achieve the required gas flow, the compressors have inlet guide vanes fitted at
the suction end.

The vanes are operated by pneumatic actuators which receive control signals of
the fuel gas demand from the boilers.

The rotation of the vanes is possible through its full range of travel -30 to +80.
The position is indicated both locally and in the IAS (Range 0 to 100%).

Speed of electric motor is controlled with the range from 50% speed to 100%
speed via invertor panel

Bulkhead Shaft Seals
Each compressor shaft is equipped with a forced lubricated bulkhead shaft seal
preventing any combustible gas from entering the electric motors room.

The seals are flexibox supply. They are fixed on the bulkhead and float on the
shafts, supported by two ball bearings.

The LO seal ensures tightness between the two bearings. The lubrication comes
from the main LO circuit.

To prepare the LD compressors for running:

a) Open the cooling water inlet and outlet LO cooler (usually left
open).
b) Open the instrument air supply to the control panel.

c) Check the LO level in the sump tank.

d) Start the LO heater about 30 minutes (depending on ambient
temperature) prior to the expected compressor start up.
Note !
The temperature in the LO Sump Tank is controlled by TCV5. The LO
temperature should be kept between 40C to 50C in normal operations. Do not
operate the auxiliary LO pump at temperature below 25C.
e) Open the seal gas supply manual valve.

f) Open the compressor suction and discharge valves.

g) Run the auxiliary LO pump to warm up the gearbox and bearings
for about 15 -30 minutes prior to the compressor start-up.
Check the LO system for leaks.

h) Switch on power to the control cabinet.

i) Switch on the power to the variable speed controller. (Each LD
compressor is supplied from a separate cargo switchboard i.e. Port
and Starboard).

On the IAS in the CCR;

a) Set up the cargo piping system to carry out the correct operation.

b) Select the appropriate mimic on the LD compressor for the correct
operation.

c) The IGV (inlet guide vanes) must be set at 0% and motor speed
adjusted to 50% before starting the compressor.

d) The message Ready to start appears on the mimic display below
the compressors when safety is clear.

e) Start the compressor motor.

f) Switch the compressor control to automatic mode.

LD Compressor Alarm and Trip Settings
Instrument range Action
No. Item Tag. No.
Normal
Operation
Condition
Setting Range H, HH, L, LL Type
Set Point Signal
0 to 200 kPag
1 Suction Gas Pressure PT 1 6 kPag
-2.5 to 20 kPag
- - - 4 to 20 mA
0 to 200 kPag
2 Discharge Gas Pressure PT 2 96 kPag
0 to 110 kPag
- - - 4 to 20 mA
3 Suction Gas Temperature TT 1 -42 C -200 to +200C - - - 4 to 20 mA
TT 2A 3.5 C -200 to +200C - - - 4 to 20 mA
4 Discharge Gas Temperature TE2A
TT 2B 3.5 C -200 to +200C - - - 4 to 20 mA
5 Discharge Gas Temperature TE2B
TSH 2B - - H A +90C Contant
6 IGV Start Position ZSL 3 - - - I2 - Contact
ZSH 1 - - - I2 -
7 Surge Valve Position
ZSL 1 - - - - -
Contact
0 to 62 kPag
8 Process Gas Flow PDT 1 4 kPag
0 to +4 kPag
- - - 4 to 20 mA
YET 9 5 to 20 m 0 to 100 m - - - 4 to 20 mA
YSH 9 - - H A 40 m Contact 9 Vibration YE9
YSHH 9 - - HH T 45 m Contact
0 to 2100 kPag
PDT 7 50 kPag
0 to 500 kPag
- - - 4 to 20 mA
10 Oil Filter Diff. Press.
PDSH 7A - - H A 250 kPag contant
11 Oil Tank Level LSL 5 - - L A, I1 - Contact
12 Oil Heater Temperature TCV 5 40C - - -
TSL 5 L A, I1 25C Contact
13 Temperature Oil Tank
TSH 5
55C -45 +93C
H A 60C Contact
TT 8 ~ 42C 0 to +100C - - - 4 to 20 mA
TSL 8 - - L I2 20C Contact 14 Temperature Oil System(TE8)
TSH 8 - - H A 55C Contact
TT 10A ~ 60C 0 to +100C - - - 4 to 20 mA
Temperature Oil Bulkhead(TE10A)
TT 10B ~ 60C 0 to +100C - - - 4 to 20 mA
15
Temperature Oil Bulkhead(TE10B)
TSH10B - - H A 75C Contant
TT 9A ~ 65 C 0 to +100C - - - 4 to 20 mA
16 Bearing Temperature (TE9A)
TSHH 9A - - HH T 75C Contant
TT9F ~ 65 C
0 to +100C
- - -
4 to 20mA
TSL 9F - - L A, I2 15C Contant
17 Bearing Temperature TE9F
TSH 9F - - H A 70C Contant
0 to 1000 kPag
PT 8
~ 160 kPag
0 to 500 kPag
-
-
-
4 to 20 mA
18 Lub. Oil Pressure (Gear Box)
PSL 8A
- - L A, I2 100 kPag Contant
19 Lub. Oil Pressure (Gear Box) PSLL 8A ~ 160 kPag -100 to 125 kPag LL T 80 kPag Contact
20 Lub. Oil Pressure (Bulkhead) PSL 8C ~ 110 kPag -100 to 125 kPag L A, I2 40 kPag Contact
21 Lub. Oil Pressure (Bulkhead) PSLL8C ~ 110 kPag -100 to 125 kPag LL T 20 kPag Contact
22 Seal Gas Control Valve PCV11 25 kPag
23 Seal Gas Pressure PSL11 - -100 to 125 kPag L A, I1, I2 20 kPag Contact
24 Seal Gas Pressure PSLL11 - -100 to 125 kPag LL T 15 kPag Contact
25 IGV Position ZE3 ZT3 -
-30 to +80
- - - 4 to 20 mA
26 IP Converter Control Valve PCV 3A
200 kPag

27 HIC Control Valve PCV 3B
100 kPag

28 Nozzle Actuator Control Valve PCV 3C
600 kPag

T : Trip, A : Alarm
I1 : Start-up interlock L.O pump
I2 : Start-up interlock machine

Output
Oil Tank Level Low
t=10 sec
Seal Gas Press. Low Low
Aux. L.O.P
Seal Gas Press. Low Ready to start
(To starter)
Oil tank temp. Low
Aux. L.O.P Motor Overload
Aux. L.O.P Start Ready
Ready to start LOP Aux.L.O.P
Ready to start
Feedback Aux. L.O.P Running (To M.C.P)
Remote/Local in Local Pos
L.O.P Local Start
Aux.L.O.P Start Ready Aux.L.O.P
Start order
Ready to Start L.O.P (To start)
Main Motor running
Remote/Local in Remote Pos
L.O.P Remote Start
Aux.L.O.P Start Ready
Ready to Start L.O.P
Main Motor running
Gear Oil Press.Low
Main Motor running
Main Motor running
L.O.P run other blackout
Aux.L.O.P Stop order
Remote/Local in Local Pos.
L.O.P Local Stop
Main Motor runing
Remote/ Local in Remote Pos.
L.O.P Remote Stop
Aux.L.O.P
Main Motor running Stop order
(normal operation=1)
(to starter)
Gear Oil Press.Low
t=21sec
Main Motor running
t=20sec
Emergency stop
t=120sec
Aux. L.O.P Motor overload
Electrical failure L.O.P
Aux.L.O.P Start order
t=10sec Electrical faiure
Feedback Aux. L.O.P Running L.O.P contactor line
(To. M.C.P)
Feedback Aux. L.O.P Running Aux. L.O.P running
(To.M.C.P)
AUX. LUB. OIL PUMP SEQUENCE FOR HD/LD COMPRESSOR
Input Function in Main Control Panel (M.C.P)
0____10
AND
1
2
AND
1
4
AND
1
4
AND
3
4
AND
impuls
1-0
4
9
OR
S
R
4
4
OR
OR
0____21
0____20
3
4
AND
0____120
AND 9
0____10
2
AND
= 2
OUTPUT
Feedback Aux. L.O.P
running
Surge valve open
ZSH1
Compressor
IGV in start position Ready to start
ZSL3 (To Starter)
Common trip
Common Alarm
Cont. System Trouble
Compressor Start
Ready
Compressor
Feedback Compressor Ready to start
running (To M.C.P)
Main Motor Start order Electrical failure
t= 30 sec Comp.contactor
Feedback Comp. line
running (To M.C.P)
Feedback Comp. Compressor
running running
(To M.C.P)
M.Motor Local Start
Compressor Start
ready
Compressor Ready Main Motor
to start Start order
(To Starter)
Remote/Local in Remote Pos.
M.Motor Remote Start
Compressor Start
ready
Compressor Ready
to start
Compressor Stop order
Main Motor Local Stop
Remote/Local in Remote Pos. Main Motor
Stop order
Main Motor Remote Stop (normal operation=1)
(To Starter)
Common trip
Electrical failure
Main Motor
INPUT
MAIN MOTOR SEQUENCE FOR HD/LD COMPRESSOR
FUNCTION IN MAIN CONTROL PANEL (M.C.P)
2
8
7
AND
11
5
6
11
AND
0____30
6
6
AND
=
5
AND
5 AND
OR
S
R
OR
OR
AND
8


Illustration 4.5a H/D & L/D Gas Heater

KEY
TE
2
GAS OUTLET
(WARM UP)
GAS INLET
P1
1
ZS
2 2 2
HS HIC
2
HY
TCV
2
S
PIT
2
TSHH
2
TCV
1
SV
1
SV
2
S
ZS
1
HS
1
HIC
1
1
HY
PCV
6 PI
6
LI
4
LS
4B
LS
4A
TSLL
4
TE
4
P1
3
STEAM INLET
INSTRUMENT
AIR SUPPLY
DRAIN
CONDENSATE
DRAIN
LNG VAPOUR
STEAM
D
D
GAS OUTLET
(FUEL GAS)
CG519
CG524
CG517
CG522
CG521
CG526
CG520
CG525
CG518
CG523
CD310
CD311
CD312
CD316
CD313
CD317
VENT
SC356
SC310
SC314
H


4.5 H/D & L/D Gas Heater

General Description

There are two steam-heated HD & LD gas heaters located in the cargo
compressor room, which is situated on the starboard after side of the trunk deck.

The heaters are shell and tube type.

The heaters are used for the following functions:
H/D Gas Heater
Heating the LNG vapour is delivered by either of the HD compressors at the
specified temperature for warming up the cargo tanks before gas freeing.

Heating inert gas is supplied from inert gas generator for inerting operation and
warming up with inert gas.

L/D Gas Heater
Heating boil-off gas is delivered by either of the LD compressors for fuel gas to
the boiler or for venting to atmosphere via the liquid header or via the gas main.
free flow can be applied alternatively.

! Caution
When returning heated vapour to the cargo tanks, the temperature at the heater
outlet should not exceed +85C, to avoid possible damage to the cargo piping
insulation and safety valves.

Specification:

High Duty Gas Heater :
Model: 108-UT-38/34-3.8
Type: BEU
Rated Capacity: 22,600 kg/h
Vapour Inlet Temperature: -68C
Vapour Max Outlet Temperature: +81C
Vapour Inlet Pressure: 100 kPag
Pressure Drop(Calculated): 4 kPag
Heating Capacity: 2,117 kW
Steam Consumption: 3,718 kg/h
Steam Inlet/Outlet Temperature: 169 / 164 C

Low Duty Gas Heater :
Model: 21-UT-38/34-3.2
Type: BEU
Rated capacity: 7,906 kg/h
Vapour inlet temperature: -68C
Vapour max outlet temperature: +47C
Vapour Inlet Pressure: 100 kPag
Pressure Drop(Calculated): 11 kPag
Heating Capacity: 566 kW
Steam Consumption: 993 kg/h
Steam Inlet/Outlet Temperature: 169 / 164 C
Operating Procedure in Warming-up configuration
The vapour lines will be set for using the HD compressor to deliver vapour to the
HD gas heater. The LD gas heater can be used for this operation by opening the
cross connection valve CG529 at emergency case.
a) Open the shell side vent valve.

b) Open the shell side condensate valves and check the drains.

c) Crack open the manual steam supply valve SC313, 317(Ensure that
the steam to deck is available and the isolating valve is open SC356).

d) When all the air has been expelled from the shell, shut the vent valve.

e) When water has been drained from the shell, shut the drain valve.

f) Slowly open up the steam inlet valve.

g) Set the LNG vapour lines as detailed for the operation and put the
heater in use.

h) In the CCR, set the controls for the heater to the ON position on
the IAS.

i) Open the instrument air supply to the controls for the heater.

j) Check the condensate level in the sight glass.

k) Set the temperature and level controller to the correct settings for
the operation being undertaken (first stage: 0C, second stage:
+80C for warming up operation with LNG vapour, appr. 50C for
warming up and inerting operation with inert gas).

l) Open the hydraulically operated gas inlet and manually operated
outlet valves.

m) Monitor the gas vapour outlet and condensate temperatures.

On completion of the operation;

a) Switch the auto-control to manual.

b) Close the gas supply valve on the heater.

c) Close the steam supply valve to the heater when the temperature at
the heater outlet is above 0C.

d) Open the steam side vent, then open the drain when all the steam
has vented.

Controls and Settings
The gas outlet temperature is controlled by controllers CG518, CG523 on the
inlet and CG519, CG524 on the gas heater bypass lines respectively.

The steam condensate from the heater is returned to the drains system via the
cargo steam drains cooler and the cargo escape tank, the latter of which is fitted
with a gas detector sampling point.

Boil-off Gas Heating configuration
The same procedure is followed for venting and warming through the heater as
described above, except that the temperature control is set for a gas outlet
temperature of approximately +30C.
The vapour lines will be set for using the LD compressor to deliver vapour to the
LD gas heater. The HD gas heater can be used at emergency case for this
operation by opening the cross connection valve CG 529.

When the heater has been vented and warmed through, proceed as follows:

a) Slowly open the manually operated steam inlet valve SC313(SC317).

b) Check the condensate level.

c) Set the LNG vapour lines as detailed for the operation to be taken.

d) Open the vapour outlet valve CG520(CG525) and the vapour inlet
valve CG517(CG522).

e) In the CCR, set the controls for the boil-off heater on the IAS.

f) Open the control air supply to the boil-off gas heater controls.

g) Set the temperature and level controllers to the correct settings for
gas burning of +30C.

h) Monitor the gas vapour outlet and condensate temperatures.

On completion of the operation

a) After the LD compressor has been shut down and the gas supply
valve to the engine room shut, close the inlet valve to the heater
CG517(CG522).

b) Shut the steam inlet valve SC313(SC317).

c) Open the steam side vent and open the drain valve when all the
pressure is off the heater.

TAG NO. DESCRIPTION
PIT2 Gas outlet pressure.
Normal 95 kPag / Range 0160 kPag
TT2 Gas outlet temperature
Normal +10C ~ +80C/ Range -100 ~+150C
TIC2 Gas outlet temperature control
Warm-up +80C / Boil-off +45C
TSHH2 Gas outlet temperature switch
Normal +3 ~ +80C / Range 0 ~ 150C
High-high Trip : 100C
TSLL4 Condensate temperature switch
Normal +150 ~ +190C / Range 0 ~ 200C
Low-low Trip : +80C
TT4 Condensate temperature TE4A
Normal +150 ~ +190C / Range 0 ~ 250C
LS4A Gas heater condenser level. High alarm
LS4B Gas heater condenser level. High-High Trip


Illustration 4.6a LNG Vaporizer

TE
2
LNG INLET
P1
1
ZS
2 2 2
HS HIC
2
HY
TCV
2
S
PIT
2
FC
FCV
1
SV
1
S
ZS
1
HS
1
HIC
1
1
HY
PCV
6 PI
LI
4
LS
4B
LS
4A
TSLL
4 TE
P1
3
STEAM INLET
INSTRUMENT
AIR SUPPLY
DRAIN
LNG VAPOUR
LNG LIQUID
STEAM
F1
D
D
GAS OUTLET
CS503 CS501 CS502
CG530
SC307
SC305
CD309
SC308
SC309
TO DEMISTER
CONDENSATE
DRAIN
VENT
4
6
TI


4.6 LNG Vaporizer

General Description

The LNG vaporizer is used to vaporize LNG liquid, to provide gas when
displacing inert gas from the cargo tanks with LNG vapour and for maintaining
the pressure in the tanks when LNG is being discharged and vapour is not
supplied from shore, and also for initial inerting in the insulation spaces with N
2
.

Both LNG and forcing vaporizers are situated in the cargo compressor room.

Specification
Model: 65-UT-38/34-5.9
Mass flow: 10,788 kg/h (24,214 kg/h)
Type: Shell and U tube design(BEU)
Heating medium: Saturated steam
Inlet temp of steam: 169C
Inlet volume flow(LNG): 24 m
3
/h (54 m
3
/h)
Outlet volume flow: 12,425 m
3
/h (12,659 m
3
/h)
Inlet LNG temperature: -163C
Outlet gas temp: 20C (-140 C)
Outlet pressure controlled: 30 kPag
Steam Consumption: 4,882 kg/h (6652 kg/h)
Steam Inlet/Outlet Temperature: 169/164 C
Note ! ( ) : LNG discharging without vapour return from shore

Alarms are provided on the outlet gas temperature, high level and low
temperature of the condensate water.

The LNG vaporizer is used for the following operations:

1) Discharging cargo at the design rate without the availability of a
vapour return from the shore.

If the shore is unable to supply vapour return, liquid LNG is fed to
the vaporizer by using one stripping pump or by bleeding from the
liquid header. The vapour produced leaves the vaporizer at
approximately 140C and is then supplied to cargo tanks through
the vapour header. The vapour pressure in the cargo tanks will
normally be maintained at 110 kPaA. (minimum 104 kPaA) during
the whole discharge operation. Additional vapour is generated by
the tank sprayer rings, the LNG being supplied by the
stripping/spray pump.

If the back pressure in the discharge piping to the shore is not
sufficient to have a minimum of 300 kPag at the inlet to the
vaporizer, a stripping/spray pump will be used to supply liquid to
the vaporizer.
2) Purging of cargo tanks with vapour after inerting with inert gas
and prior to cooling down. LNG is supplied from the shore to the
vaporizer via the stripping/spray line. The vapour produced at the
required temperature +20C is then passed to the cargo tanks.

3) LN2 vaporization for inerting the cargo tank and insulation
spaces(see ch.6.2.1).

4) Emergency forcing by manual operation:
The LNG vaporizer can function as the forcing vaporizer when the
forcing vaporizer has failed:

Flow control:
When the fuel gas demand from boiler is way in excess of the
natural boil-off generation.

Note !
This operation is the normal procedure if the cargo tanks have been inerted with
inert gas containing carbon dioxide.

Set the LNG pipelines as detailed for the operation about to be undertaken.

LNG Vaporizer
To prepare the LNG vaporizer.


b) Crack open the shell side drain valve. Check that the condensate
drain valves are open, SC307 and CD309.

c) Crack open the steam supply manual valve SC308 (making sure
steam to deck is available).

d) When all air is expelled from the shell, shut the vent valve.

After about 30 minutes, when pressures and temperatures have stabilised on the
vaporizer;

e) Slowly open fully the steam inlet manual valve (SC309).

f) Open the instrument air supply to the vaporizer controls.

g) In the CCR, set the controls for the LNG vaporizer on the IAS
mimic.

h) Fill up the vaporizer with liquid using manual control. Check all
flanges and joints for any signs of leakage. Cooldown condition of
LNG inlet line is monitored by local temperature indicator.
i) When vapour is produced, switch the control for liquid valve to
remote and automatic.
! Caution
Thorough checks around the LNG vaporizer and associated flange connections
must be conducted during the operation.

On completion of the operation.

a) Shut liquid valve CS501.

b) Shut the steam supply valve SC309 when no LNG remains.

c) Open the steam side vent and then open the drain when all steam
has been vented.

d) Keep the vapour side valve open to system until vaporizer reaches
ambient temperature.

Control
Process control is done on the outlet temperature from vaporizer with high and
low temperature alarms. This is controlled on the TCV (temperature control
valve) CS503.

The steam condensate from the vaporizer is returned to the drains system via the
cargo steam drains cooler and cargo escape tank, the latter of which is fitted with
a gas detector sampling point.

The following alarms and trips are available:

TAG NO. DESCRIPTION
Normal 30 kPag / Range 0~60 kPag
Normal -140C ~ +20C / Range -150 ~+100C
LNG Discharge: -140C
Purge: +20C
Inerting: +20C
Emergency forcing: -40C
Normal +150 ~ +190C / Range 0 ~ 200C
Low-low Trip : +80C
Normal +150 ~ +190C/ Range 0 ~ 250C


Illustration 4.7a Forcing Vaporizer

CS504
LNG INLET
P1
1
ZS
2 2 2
HS HIC
2
HY
TCV
2
S
PIT
2
FC
FCV
1
SV
1
S
ZS
1
HS
1
HIC
1
1
HY
PCV
1
P1
TI
LI
4
P1
3
STEAM INLET
INSTRUMENT
AIR SUPPLY
LNG VAPOUR
LNG LIQUID
STEAM
F1
D
D
PS
PT100 TI
GAS OUTLET
CS506
CS505
CG532
SC303
SC301
CD308
SC304
TE
2
TO DEMISTER
VENT
DRAIN
CONDENSATE
DRAIN
FC
LS
4B
LS
4A
TSLL
4
TE
4


4.7 Forcing Vaporizer

General Description

The forcing vaporizer is used for vaporizing LNG liquid to provide gas for
burning in the boilers to supplement the natural boil off. Both the LNG and
forcing vaporizers are situated in the cargo compressor room.

The forcing vaporizer is used to supplement boil-off gas for fuel gas burning up
to 105% MCR.

The LNG is supplied by a stripping/spray pump. LNG flow is controlled by an
automatic inlet feed valve which receives its signal from the Boilers Gas
Management System.

Specification
Model: 34-UT-25/21-3.6
Type: Shell and U tube design
Heating Medium: Saturated steam
Inlet temp of steam: 169C
Inlet volume flow(LNG): 15 m
3
/h
Outlet volume flow: 6,737 m
3
/h
Inlet LNG temperature: -163C
Outlet gas temperature max.: -39C
Outlet gas temperature controlled: -40C
Outlet pressure controlled: 20 kPag
Heating Capacity: 1,492 kW
Steam Consumption: 2,620 kg/h
Steam Inlet/Outlet Temperature: 169/164 C

Alarms are provided on the outlet gas temperature, high level and low
temperature of the condensate water.

The forcing vaporizer is equipped with a temperature control system to obtain a
constant and stable discharge temperature for various ranges of operation.

The temperature of the gas produced is adjusted by spraying a certain amount of
bypassed liquid into the outlet side of the vaporizer through a temperature
control valve and liquid injection nozzles.

A re-evaporator is also used to ensure that accumulation of non-vaporized liquid
at the vaporizer discharge is avoided and that the output is at a stable temperature.

This is made possible by:

1) Two knitted mesh filters inserted in the gas flow path to fractionate
the droplets and create the necessary turbulence to break down the
small droplets injected into a fine fog of liquid gas and also to
moisten the mesh wires acting as vaporizing surface.

2) Two conical baffles installed in the tube to allow eventually
accumulated liquid to be directed into the gas stream on the pipe
bottom.

Mist Separator (Demister)
A mist separator is used downstream of the forcing vaporizer to serve as a
moisture separator and prevent any carry over of liquid to the LD compressors.

Both vaporizer tubes are fitted with spiral wires to promote turbulence ensuring
efficient heat transfer and production of superheated LNG vapour at the exit of
the tube nests.

Specification
Model: VMS-10/12-1000
Type: Shell with in / out nozzles and drain

An alarm is provided on the level of the drained LNG.

To Prepare the Forcing Vaporizer


b) Crack open the shell side drain valve. Check that the condensate
drain valves are open, SC303 and CD308.

c) Crack open the steam manual supply valve SC304 (making sure
that the steam to deck is available).

d) When all air is expelled from shell, shut the vent valve.
After about 30 minutes when pressures and temperatures have
stabilised on the vaporizer.

e) Slowly open fully the steam inlet manual valve.

f) Open the instrument air supply to the vaporizer controls.

g) In the CCR, set the controls for the forcing vaporizer on the IAS
mimic.
h) Fill up the vaporizer with liquid using manual control. Check all
flanges and joints for any signs of leakage. Cooldown condition of
LNG inlet line is monitored by local temperature indicator.

i) When vapour is produced, switch the control for the liquid valve to
remote and automatic.

! Caution
Thorough checks around the forcing vaporizer and the associated flange
connections must be conducted during operation.

On completion of operation.

a) Shut the liquid valve CS504.

b) Shut the steam supply valve SC304 when no LNG remains.

c) Open steam side vent and then open the drain when all steam has
been vented.

d) Keep the vapour side valve open to the system until the vaporizer
reaches the ambient temperature.

Control
Process control is on the outlet temperature from the vaporizer with high and low
temperature alarms. This is controlled on the TCV (temperature control valve)
CS506.

The steam condensate from the vaporizer is returned to the drains system via the
cargo steam drains cooler and cargo escape tank, the latter of which is fitted with
a gas detector sampling point.

The following alarms and trips are available:

TAG NO. DESCRIPTION
Normal 20 kPag / Range 0~60 kPag
Normal -40C / Range -150 ~+100C
Nat. Gas: -40C
Pure Methane: -60C
Normal +150 ~ +190C / Range 0 ~ 200C
Low-low Trip : +80C
Normal +150 ~ +190C / Range 0 ~ 250C


Illustration 4.8a Vacuum Pumps

UA1 UA2
LOCAL IAS-SYSTEM STARTER PANEL LOCAL PANEL
PIPING HYDRAULIC PNEUMATIC ELEC. CABLE
COMMON TRIP COMMON ALARM
NOTE :
1. THE ITEM MAKED WITH * TO BE SUPPLIED BY MAKER.
2. ONE(1) ZENER BARRIER (INTRINSICALLY SAFETY BARRIER)
PANEL ISTALLED IN E/D ROOM SHALL BE SUPPLIED
BY MAKER (M.P.R.I).
3. LOCAL CONTROL PANEL INSTALLED IN CARBO COMP. ROOM
SHALL BE SUPPLIED BY MAKER (M.P.R.I).
4. THE ITEMS MARKED WITH ** TO BE SUPPLIED BY MAKER
AS LOOSE.
5. SPACE HEATER (TR106 & TR6) FOR ELECTRIC MOTOR
SHALL BE PROVIDED BY M.P.R.
6. ALL LOCAL INSTRUMENTS FOR VACUUM PUMP SHALL BE
INSTALLED IN CARGO COMPRESSOR ROOM.
7. 6SETS OF PT100(2SETS FOR VACUUM PUMP BEARING
TEMPERATURE AND 1SET FOR BULKHEAD SEAL TEMPERATURE
PER EACH EQUIPMENT) SHALL BE PROVIDED. THOSE TEMPERATURE
SHALL BE INDICATED ON THE IAS AND LOCAL.
RI
RI
VP001
VP003
XA
VP004
HS
CI
NO.1 P/P
MOTOR CUR.
CI
NO.2 P/P
MOTOR CUR.
HS XL
START
START
* FOR NO.1 & NO.2 PUMP
STOP
STOP
REMOTE
REMOTE
TO NO.2 P/P TRIP
TO NO.1 P/P
TRIP
FROM STARTER
PANEL
FOLLOWING ITEMS SHALL BE
PROVIDED ON LOCAL PANEL
- MODE SELECTION
(LOCAL / REMOTE)
- TRIP INDICATION
- START/STOP WITH RUM
INDICATION
- MOTOR ABNORMAL
- EMERGENCY STOP
- LAMP TEST
0~100kpa
120 C~215 C
O O
-70 C~200 C
O O
-5 C~60 C
O O
-5 C~60 C
O O *
LSL1
TSH2
TI8
P16
1 0 2
* I.S BARRIER PANEL (E/D ROOM)
NO.1 VACUUM
PUMP UNIT
NO.2 VACUUM
PUMP UNIT
*
3
4
5
6
7
8
0
1
2
3
4
5
6
7
8
0
COMMON
TRIP.
XA
VP002
COMMON
TRIP.
RI HS
HS
XL
PI
*
TI
*
-70 C~100 C
-100~60Kpa
-100~60Kpa
-100~60Kpa
CN582 CN581
##PSL202
##PI203
*
* * CN585
SOV1
TO STARTER
HT104
COOLING WATER
INLET
COOLING WATER
OUTLET
TO NO.4 VENT MAST
PRI. SPACE SEC. SPACE
CN587
TSL101 TSL101 TI107
FW334
O O
-60 C~-25 C
O O
-20 C~120 C
O O
TI7 TSL1
TI
*
-70 C~100 C
O O
-70 C~200 C
O O
TI
*
TI
*
PI
*
PI
*
PI
*
PI
*
LS
*
TS
*
FSL1 TI9
TI109
FSL101
LSL101
TSH102
TI108
PI106
(0~100Kpa)
*
FG2~5
PI7
*
*
*
*
TO STARTER
-0.1~0.9Mpa
FG102-105
FW333
*
*
SOV101
PI107
FW332
-0.1~0.9Mpa
F335
FS
*
TI
*
LI
*
PI
*
TS
*
PT
100
PI
*
LI
*
TI
*
FS
*
LS
*
TS
*
TS
*
PS
*
TI


4.8 Vacuum Pumps

Two vacuum pumps located in the cargo compressor room are used to evacuate
the primary and secondary spaces atmosphere in the following cases:

To replace air with nitrogen.

To replace methane with nitrogen for gas freeing before dry docking or after
there has been leakage of cargo.

To test tightness of the membranes at regular intervals or after membrane
repairs.

When the associated tank is opened up.

The pumps are driven by electric motors situated in the electric motor room
through a gas tight bulkhead seal. The two pumps are used in parallel to evacuate
the primary and secondary spaces in order to reduce the time taken to achieve the
vacuum of 20 kPaA

The pumps are fresh water cooled from the auxiliary fresh water system (refer to
5.5). The pumps are started and stopped from the starter panel in the cargo
switchboard room or locally in the cargo compressor room.

! Caution
If there is a failure or stoppage and the vacuum pump is hot and the cooling
water has stopped, wait for the vacuum pump to attain room temperature before
restarting in order to avoid shock due to cold water.

! Caution
If the primary space pressure is reduced below the secondary space pressure
there is a danger of distorting the secondary barrier by lifting it off its supporting
insulation. A maximum pressure difference of 3 kPag is allowed.
The suction pipe system on deck and inside the cargo deckhouse should be
checked for leakages from time to time, especially before removing nitrogen gas
polluted with cargo vapour.

Discharge from the pumps is led to the No.4 vent mast.

Control and Alarm Settings
Each vacuum pump will stop if the lubrication oil tank level, or flow is low, the
discharge temperature is high or the suction temperature is low.

Tag No. Description
PSL202
Suction common pressure low trip
Set point : -85 kPag
TSL1
No.1 Vac. pump suction temperature low trip
Set point : -55C
TSH2
No.1 Vac. pump discharge temperature high trip
Set point : +170C
VP002 No.1 Vac. pump common trip alarm
FSL1 No.1 Vac. pump C.W. outlet flow low trip
LSL1 No.1 Vac. pump oil tank low level trip
TSL101
No.2 Vac. pump suction temperature low trip
Set point : -55C
TSH102
No.2 Vac. pump discharge temperature high trip
Set point : +170C
VP004 No.2 Vac. Pump common trip alarm
FSL101 No.2 Vac. pump C.W. outlet flow low trip
LSL101 No.2 Vac. pump oil tank low level trip

Specification
Manufacturer: MPR industries
Model: P100 SV
Type: Two horizontal rotary dry vacuum pumps,
single staged
Cooling medium: Deck central F.W system
Outlet temp of CFW: 48C
Gas flow capacity: 1,250 m
3
/h
Pump speed: 1,170 rpm
Power: 37 kW
Vacuum pull down: 20 kPaA
Oil drip feed rate: 8 drips/m
Bulkhead seal: Flexibox


a) Open the fresh water cooling water inlet and outlet at the vacuum
pump.

b) Check through the pump drain valve that there is no water in the
pump.

A sample intake is fitted on the drain valve to permit sampling
during operation.

c) Vent the pump cooling water lines.

When evacuating the insulation spaces, the secondary barrier space is evacuated
to 95 kPaA. before the primary barrier space suction isolating valve is opened.

Both spaces are then taken down to 20 kPaA. This process ensures that it is not
possible to lower the pressure in the primary barrier insulation space without
having the same pressure in the secondary barrier insulation.

d) Check the pump LO tank level.

e) Ensure the free rotation of the pump.

f) Operate the manual LO pump and ensure that the oil drips are
evident at each sight glass.
If the pump has been stopped for more than 24 hours, it is essential
to turn the rotor by hand 2 or 3 turns before starting the pump to
ensure that the blades are not stuck on the cylinder.

g) The vacuum pumps can now be started.


Illustration 4.9.1a Custody Transfer System (CTS)

VERIFICATION PIN
SAAB STILL PIPE
2x 6 TEMP/TANK
ARRY
ATTENUATOR
EXTERNALLY MOUNTED TEMPERATURE
SENSOR FOR ZERO LEVEL
MOUNTING BRACKETS
DOME FLANGE
6x MAIN TEMP SENSORS/TANK
6x SPARE TEMP SENSORS/TANK
FITTINGS FOR TEMPSENSORS
THERMOWELL 32 MM(2x)
99.0%
98.5%
4x LEVEL GAUGE WITH
PRESSURE TRANSMITTER
4x LEVEL ALARM
SENSORS


Illustration 4.9.1b Custody Transfer System (CTS)

RELAYS
SAFE INPUTS
INTRINSICALLY
CABLE DUCT
EARTH BAR
CABLE DUCT
Level Unit (LU)
230V
UPS
UPS
Laser CTS
Printer
I/O-Box
Switch box
Networked W/S
2x Serial interface to Workstation
98.5% Interface
99% Interface
UPS
1x Serial Interface to IAS
Relay Output System Failure
RS485
RS485
RS485
UPS
Field Bus
SIOX BUS
Omicron Base plate
Digital remote tank indicators
1 2 3 4
RS485
RS485
Printer
DOT Alarm
OMICRON
TANK NO. 4 PORT
TANK NO. 3 PORT
TANK NO. 2 PORT
TANK NO. 1 PORT
OVERFILL ALARM SYSTEM
LOOP FAIL
ACCEPT ALARMFLASH TEST LAMP
TONSBERG - NORWAY
ALARM HOLD
SYST./POWER FAIL
ON / OFF
TANK NO. 4 ST.B.
TANK NO. 3 ST.B.
TANK NO. 2 ST.B.
TANK NO. 1 ST.B.
Alarm Panel
MAINS CABLE TO CONSUMERS
UPS
MAINS SUPPLY CABLE
230V
+10%
-15%
CABLE L=2m
UPS
UPS
A1 A2
A1 A2
21"
UPS
SIOX A-A Cabinet
Standby Ship's 24VDC
4 Input for CTS Override indication
4 Relay Output 98.5% Override indication to IAS
4 Relay Output 99.0% Override indication to ESD
4 Relay Output 98.5% alarm to IAS
4 Relay Output 99.0% Override alarm to ESD
Mains Supply
UPS
16 Realy Outputs for HH, H, L & LL level alarm
Ship's Master Clock 24 VDC Puls input
Analog Inputs from Trim/List sensor
4 Relay Outputs for level alarm override
4x2 Spare Relay Outputs
Time delay for 98.5% alarm is produced in the IAS
6x MAIN TEMP SENSORS/TANK
6x SPARE TEMP SENSORS/TANK
4x LEVEL ALARM SENSORS


4.9 Custody Transfer System

4.9.1 Custody Transfer System

1. Introduction
(See Illustration 4.9.1a, 4.9.1b)

1.1. Specification
Saab TankRadar type level gauge : 5.0 mm
Temperature measuring system : 0.2 C @ -165 C ~ -145 C
0.3 C @ -145 C ~ -120 C
1.5 C @ -120 C ~ +50 C
Pressure measuring system : 1.0 % of Range (i.e. 6 mbarA)
Trim/list indicator : 0.5 % of F.S.

1.2. Supplier:
- Custody Transfer System : Saab Marine Electronics

The system normally consists of:
Workstation(s), one or more in redundant coupling
Level Unit
I/O box, for communication interfaces
Gauge(s), one for each tank, with integrated vapor pressure sensor and
temperature inputs
Still pipe(s), one for each tank, made as segments
Pt100 temperature sensors in steel mantled tubing of specified lengths

All distances are measured in ullage (distance from reference point to surface)
during FAT.
After installation onboard, distance between Saab reference point and ships
reference point are defined. Tank Radar will then present Level with respect to
Surveyor definitions.

2. Description

The Work Station

The Work Station is used by the operator to monitor tank levels, temperatures,
vapor pressures and all other data handled by Saab TankRadar. It is slso used
during configuration of the system and service. The Work Station does the alarm
handling of the measured values. The Work Station communicates with other
systems, such as load calculators and ballast level gauging systems and
supervises the Gauge and the Level Unit.

The level unit

The level Unit contains terminals for the intrinsically sage connection of the
Gauges. It contains the electronics used for processing the signals from the
Gauges, for calculation the tank parameters, such as trim/list corrected level,
average liquid and vapour temperatures etc and for communicating with the
Work Station.

The Gauges

The Gauges measure the distance to the product surface using a continuous radar
signal. The Gauges have an Electronic Box that generates and processes the
radar signal.
The LNG Radar Tank Gauge has a cone antenna inserted in the Still Pipe. The
radar waves use the still pipe as a wave guide to the surface.
Additional equipment for each tank, such as temperature sensors, caper pressure
sensor, or the Local Display, ids connected to a wire terminal inside the Gauge
housing. The vapor pressure sensor is placed inside the Gauge housing. The
Local Display can display level, average temperature, and caper pressure of the
tanks. The temperature sensors are placed in a thermowell and are connected to a
terminal in the Gauge housing.

Trim/List Unit

A unit with inclinometers for measuring trim and list is intergrated in the Level
Unit cabinet. These trim and list values are used to support the radar echo
detection process that finds the true ullage These values may also be used for
ullage/level correction if there are no better source of trim and list values
available.

Vapour pressure sensor

The vapour pressure sensor is installed in the Gauge housing and measures the
absolute pressure in the tack.

Caution
Always use the ball valve in the guage to close the tank when replacing the
vapour pressure sensor.

Note !
Make a note of how the leads are connected to the wire terminal on the
Electronic Box before you disconnect the leads.

Temperature sensors

The Pt 100 temperature sensors are installed separately in a sealed thermowell
submerged in the tank. Up to five temperature sensors are used to measure the
vapor and liquid temperatures.

3. Verification

Verification by means of Verification Pin

The Verification pin test is a complete system test. It tests the lecel gauging
function at a level slightly above the 100% level.

a) Open the Verification window on the Workstation.
b) Hit the Tank button and choose what tank to verify.
c) Hit the button Start Verification
d) Compare the Measured V distance with the Corrected V distance
Verification by means of Test Cables

The Test Cable test is a complete electronics system test. A set of two Test cables
is included in the system.
One Test cable represents a 20% level and the other 80% level. The level the Test
Cable represents is printed on a label on the Test Cable. The level is defined as
the Calibrated Distance at 20C

Calibration of Test Cables

The test cables are certified instruments and must be calibrated regularly. A
recommendation is to calibrate them every time a major overhaul of the system
is pursued and at least every third year. See the Test Cable certification
documentation in the On-Board binder.

Temperature correction during the Verification

The temperature of the Test Cables must be within the range of 0 40C during
the verification. At any other temperature than 20C , the Test Cables must be
temperature corrected. The label on the Test Cables gas a table defining the
Value for Correction for different temperatures. Measure the temperature near
the Gauge.

Note !
The Test Cables must have a stable temperature during the verification.
Therefore, proceed with the verification as fast as possible. Prepare the Gauge
for the verification first and then bring out the Test Cables to the Gauge. Try to
keep the Test Cables in the protection box as much as possible.
A sudden change of temperature in the Test Cable might affect the verification.

Verification of Vapor Pressure measurement

The verification is carried out with a certified pressure calibrator.

a) Connect the tube from the calibrator to the calibration inlet thread on
the Gauge
b) Close the ball valve.
c) Check the pressure at 800 (80), 1100 (110) and 1400 (140kPaA) mbarA.

Verification of Temperature measurement

A Resistance box can be used to verify the systems temperature measurement
accuracy. The temperature sensors are removed and the resistance box is
connected to the wire terminal. This requires a service password level and can
only be done by a service engineer.

Non-Contact Gauging with Radar

The Transmitter emits radar waves towards the surface of the product.
The reflected signal is received and processed in the Electronic Box. The signal
is then sent to the Level Unit for further processing and calculation of the ullage.


The frequency of the transmitted signal decreases over a time period. The
incoming signal is compared with the outgoing signal. The difference between
these two signals is a low-frequency-signal. Its frequency is directly proportional
to the distance from the Transmitter to the surface of the product. This is called
the FMCW-method (Frequency Modulated Continuous Wave).

Saab TankRadar uses its own advanced patented method to detect the surface
echo and measure the distance to the surface accurately. The signal is filtered in
a digitally controlled analog filter. First, a filter removes any echoes smaller than
a threshold value. Then a narrow filter is applied around the frequency
corresponding to the surface echo. The remaining frequency is compared with
the one calculated in the previous sweep, resulting in a very accurate signal with
a frequency of only a few hertz. With this method it is possible to achieve a very
high accuracy. It uses the calculating power very efficiently, focusing on reliable
and fast results.

Rader
frequency
Difference in
frequency
Antenna
Transmitted
signal
T
ra
n
s
m
itte
d
s
ig
n
a
l
Reflected
signal
R
e
fle
c
te
d
s
ig
n
a
l
Time

The radar principle, the difference in frequency between the transmitted signal
and the reflected signal is directly proportional to the ullage.
Set Point of Independent High Level Alarm Sensor

1) Tank Information Issued by ITS/NKK
100.00% 99.00% 98.50%
Tank
No.
Volume
Height
@ -160
Volume
Height
@ -160
Volume
Height
@ -160
No. 1 21,935.797 26.761 21,716.439 26.190 21,606.760 25,924
No. 2 40,451.997 26.742 40,047.477 26.303 39,845.217 26,090
No. 3 40,442.934 26.740 40,038.505 26.301 39,836.290 26,088
No. 4 35,266.496 26.748 34,913.831 26.309 34,737.499 26,096
Total 138,097.224 136,716.252 136,025.766

2) Total distance between tank bottom and end flange on deck except gasket
thickness.
No.1 Tank No.2 Tank No.3 Tank No.4 Tank
Distance
(meter)
29.812 29.800 29.806 29.803

3) Actual Measuring Length for Independent Sensors. Unit : mm

No.1
C. TK
No.2
C. TK
No.3
C. TK
No.4
C. TK
Remark
Tank Total Height to
Flange end from Tank
Bottom
29,812 29,800 29,806 29,803
B: Extreme High Level
(99.0 % in Volume)
3,622 3,497 3,505 3,494
Activation
of ESDS
A: Very High Level
(98.5 % in Volume)
3,888 3,710 3,718 3,707
Activation
of TPS2

Distance from zero tank level to 100% volume 26756 mm
Distance from 100% volume to tank dome flange 3066 mm
NO.1 & 4
Cargo TK
Tank dome flange to saab upper Ref point 440 mm
Distance from zero tank level to 100% volume 26756 mm
Distance from 100% volume to tank dome flange 3074 mm
NO.2 & 3
Cargo TK
Tank dome flange to saab upper Ref point 440 mm
Extra length for bottom sensors 1000 mm

Length of T1 99.5 % Level 26622 mm
Length of T2 95 % Level 25418 mm
Length of T3 85% Level 22743 mm
Length of T6 Near Bottom 0.025 mm

Temp sensors in inserted from top of tank and down in thermowell
We assume that 0% volume is your reference
Please confirm our calculation.
Example : Length of sensor T1: 26622 mm
Actual length will be (440 + 3066 / 3074) + (26756 26622)

1. Temp Sensor Length T6 CT1 and CT4 3640 mm x4 pcs
NO.1 & 4
Cargo TK
NO.2 & 3
Cargo TK
6. Temp Sensor Length T1 CT2 and CT3 31270 mm X4 pcs

99.0%
98.5%
LEVEL ALARM
SENSORS

The length A and B are based on
atomoshpere temperature at measuring, 20C
Maker should correct these data to -160C
cryogenic condition.

Set point of target on the float is based on -
160C from cargo tank bottom.

4.9.2 CTS Operation

1. WS Basic

Four part

The Work Station software mainly consists of four parts.

1) The Operation part

During normal operation, you will mostly use the Operate part of the Work
Station software. This is where you can view each individual tank, you can set
alarm limits, you can view ship data like trim/list (a standard inclinometer is
included in the system ), start and view trends, set up and view groups of tanks
and view alarm summaries etc.

2) The Configure part

The Configure part of the software is used to configure the database that contains
all the information that is specific for your ship. It is normally only used when
commissioning the system or when changing any part of the configuration
afterwards. You can view everything in the Configure pare, but when you try to
save any changed data, a password is required.

3) The Service part

The Service part of the software is used when servicing the system. You can
view everything in the Service part, but when you try to save any changed data, a
password is required.

4) The Help part

The Help part function is based on SAAB TankRadar operating manual so you
will basically find the same texts and figures in the Help part as in SAAB
TankRadar operating manual. However, the Help part is made in an interactive
way so that, for example, when you click an item in the table of contents, the
corresponding page is displayed. Most of the figures shown are also interactive,
so that by clicking a button, the corresponding menu will be displayed.

Main bar

The Main bar is located at the top of the screen. The bar contains the
Window menu button, the TankRadar name, the date and time, a Help
button and a Close All button.

Alarm bar

The Alarm Bar is located at the bottom of the screen, it is always present You
can place windows in front of the Alarm Bar but when an alarm is presented,
the Alarm Bar is displayed in front of the window.
To use a Menu button

When you click a menu button, a menu is opened. The menu has alternatives that
you can choose from. The alternatives can be sub-menus with more alternatives
or items that open a window when you choose that alternative

The Channel and Tank menu buttons work in a special way. When you use
them you dont change windows. Instead you change the tank or channel that the
window is presenting. This means that if you have displayed the Tank Data
window for CT1P and you want to view CT2P instead, you can change tank with
the Tank menu button.

Setting

Setting let you select data from a fixed number of options. There can be
exclusive and nonexclusive setting. With a nonexclusive setting, more than one
item can be selected at the same time.

2. Cargo composition setting

The vapour in the tank affects the radar measurement. Therefore, to achieve the
highest possible accuracy, the composition of the cargo must be entered in the
TankRadar WS for each tank. In the case of setting the cargo composition in the
WS, the composition can be air, one product or a mixture of more than one
products.

The cargo composition is easily changed by choosing another Cargo composition
label. When a not yet defined cargo composition is to be loaded. The
composition has to be defined in the Setup:Mixture window, see instruction
below:

To set a Previously Defined Cargo Composition

a) Click the Cargo composition label of the tank you want to change.
This requires the Operator level password.
- The Cargo Mixtures menu is displayed.

b) Click the new cargo composition for the tank
- The menu is closed and the composition and label for the tank are
changed

To edit and add Cargo Compositons

a) In the Setup Mixture window (WindowSetupMixtures), click
the Mixture button.
- A menu is displayed.

b) Click the Composition you want to edit.
- The name and settings for the mixture are displayed in the window
c) You can now do the following:
- Add a new composition.
- Edit the text in Long Name and Short Name by clicking the
text and entering the new names.
- Edit the text of a label.
- Edit the color of the text and/or the background.
- Edit the components in the Composition.

1) To add a new Composition

a) The number of possible compositions is set in the top of the window.
Click the figure Number of mixtures used and increase the figure
with as many more compositions as you need.

b) Edit the text and color of the label according to below instructions.

c) Edit the Components according to below instructions.

d) Do one of the following:
- If you have completed editing the cargo compositions, click the
Save button and then the Close button.
- To cancel the editing, only click the close button and then the
discardbutton in the pop-up menu.

2) To edit the text of a label

a) In the Setup : Cargo Compositions window, change the text in Long
Name and/or Short Name.

b) Do one of the following:
- If you have completed editing the cargo compositions, click the
save button and then the Close button.
- To cancel the editing, only click the close button and then the
discard button in the pop-up menu.

3) To edit the background color or text color of a label

a) In the Setup Mixture window, find the number for the color you
want. Each color, presented to the lower right, has a number.

b) Enter that number for the Text Color and/or Background Color

c) Do one of the following:
- If you have completed editing the grades, click the Save button
and then the Close button.
- To cancel the editing, only click the Close button and then the
discard button in the pop-up menu.


3. Cargo Handling Monitor

Basic monitoring

The base for all cargo monitoring is the Overview mimic. It gives a fast
overview of the most important information you need, such as Level, pressure
and Temperature.

The Overview mimic and all the other mimics are unique for each vessel. The
Overview mimic has an image of the vessel and the tanks. The image is
custom made to look like the actual vessel and therefore make it easier to find
the tanks. This also means that the mimic will look different on different vessels.
There can also be different information in the Overview mimic for different
vessels.

1) Ship unique data

There can be fixed areas in the Overview window with information about for
example draft, seawater density, trim and list.

2) Predefined buttons

The Overview mimic might also have additional buttons. They might be for
viewing predefined tank groups. One of these buttons could by configured to
show for example the tanks at the aft end of the ship, another one the tank at the
middle part of the ship. The buttons might also open other mimics. The other
buttons are unique for each system but are mainly shortcuts to the functions you
will find by clicking the Window button.

3) Tank information

Each tank is graphically described with a representation similar to the one below.
The name of the tank is preset at delivery and cannot be changed.
The liquid in the tank is described with the bar-graph. The bar-graph indicates
the level.
The Cargo composition must be changed when you change cargo in the tank.
The Mixtures menu is displayed when clicking on the cargo composition label.
Both the Vapour pressure and the average temperatures can be presented in the
tank information area. This is different on each vessel.
To open the Tank Data window click on the bar-graph or directly on the values
below the tank.
The alarm limits indicates limits such as Lo, Lo Lo, Hi and Hi Hi.

Detailed Tank information-Tank Data Window

Open the Tank Data window when you want to view the data for one tank. The
Tank Data window displays more detailed information for one tank at a time.
You can also open a number of Tank Data windows. One window for every
tank you want to observe for the moment.
The information you find in the Tank Data window is different for every
vessel. It can be level, average temperature, pressure, level rate, volume, weight
and alarm limits.

1) To open the Tank Data window

Open the Tank Data window by doing one of the following:
- Click the green Information button on the Overview mimic for
the tank you want to view.
- Click the bar-graph in the tank information area of the tank you want
to view and choose Tank Data from the Channel menu that is
displayed.

Alarms

Alarms can be monitored in the Alarm Row and in the Alarm window.
There are three types of alarms:

- Alarm. A channel can have one or more alarm limits. When the
value of the channel passes the alarm limit the channel gets alarm
status. As an example, the value for the level channel for one tank
can pass the limit for Hi and get the Hi alarm status.
- Sysfail. The Sysfail alarm indicates a serious system failure in the
Saab TankRadar system.
- Warning. The warning alarm indicates a failure that normally is not
so serious for the system.

1) Alarm Summary

The Alarm summary window displays all the channels that were in alarm
when the window was opened.
They are displayed with their status, their value, the limit that caused the channel
to go into alarm and the unit with which the channel is presented. The Alarm
Summary can contain an unlimited number of rows. The alarms for each tank
are grouped together in the summary.

2) Warning Summary

The Warning Summary window lists all failures that normally do not seriously
affect the TankRadar G3 system. The window lists the failures that were present
when the window was opened. The following messages can be included in the
Warning Summary window:

- Level Unit Ground Failure
- Level Unit Memory Failure
- Master Communication Failed
- LevelDatic Communication Failed
- SIOX Communication Failed
- Level Unit Restarted
- Gas Correction Failure
3) System Failure Summary

The Sysfail window contains a list of the present serious system failures within
the TankRadar G3 system when the window was opened. The following failures
can be included in the Sysfail window:

- Level Unit Communication Failed
- Level Unit Sysfail
- Level Unit Power Failure
- Level Unit LI Communication Failed
- I/O Box Relay Communication Failed


Computer Cargo Record Sheets

CUSTODY TRANSFER MEASUREMENT DATA

BEFORE LOADING

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

TRIM (METRES) 0.00 BY STERN
LIST (DEGREES) 0.00 PORT
AVERAGE TEMP. LIQUID 0.0 DEG.C
AVERAGE TEMP. VAPOUR 0.0 DEG.C
AVERAGE PRESS. VAPOUR 0000 kPaA

TANK 1 TANK 2 TANK 3 TANK 4
LEVEL MEASUREMENTS (M)
NO.1 0.000 0.000 0.000 0.000
NO.2 0.000 0.000 0.000 0.000
NO.3 0.000 0.000 0.000 0.000
NO.4 0.000 0.000 0.000 0.000
NO.5 0.000 0.000 0.000 0.000
AVERAGE LEVEL (M) 0.000 0.000 0.000 0.000

TRIM CORRECTION (M) 0.000 0.000 0.000 0.000
LIST CORRECTION (M) 0.000 0.000 0.000 0.000
CORRECTED LEVEL (M) 0.000 0.000 0.000 0.000

TEMPERATURE (DEG.C.)
TOP 0.0 V 0.0 V 0.0 V 0.0 V
95% 0.0 V 0.0 V 0.0 V 0.0 V
85% 0.0 V 0.0 V 0.0 V 0.0 V
50% 0.0 V 0.0 V 0.0 V 0.0 V
25% 0.0 V 0.0 V 0.0 V 0.0 V
BOTTOM 0.0 L 0.0 L 0.0 L 0.0 L

AVG. VAPOUR TEMP. (DEG.C.) 0.0 0.0 0.0 0.0
AVG. LIQUID TEMP. (DEG.C.) 0.0 0.0 0.0 0.0

VAPOUR PRESS. (kPaA) 0000 0000 0000 0000

VOLUME (CUB.M at -160C) 0.000 0.000 0.000 0.000
VOLUME SUMMED (CUB.M at -160C) 0.000 (A)

COMPANY NAME SIGNATURE

SHIP'S MASTER __________________ _________________ _________________

BUYER(S) __________________ _________________ _________________

SELLER(S) __________________ _________________ _________________

SURVEYOR __________________ _________________ _________________


AFTER LOADING

SHIPS NAME 000000
TIME (HH:MM) 21:27
VOYAGE NO 000000
CARGO NO 000000


NO.1 0.000 0.000 0.000 0.000
NO.2 0.000 0.000 0.000 0.000
NO.3 0.000 0.000 0.000 0.000
NO.4 0.000 0.000 0.000 0.000
NO.5 0.000 0.000 0.000 0.000
AVERAGE LEVEL (M) 0.000 0.000 0.000 0.000


TOP 0.0 V 0.0 V 0.0 V 0.0 V
95% 0.0 L 0.0 L 0.0 L 0.0 L
85% 0.0 L 0.0 L 0.0 L 0.0 L
50% 0.0 L 0.0 L 0.0 L 0.0 L
25% 0.0 L 0.0 L 0.0 L 0.0 L
BOTTOM 0.0 L 0.0 L 0.0 L 0.0 L



VOLUME (CUB.M at -160C) 0.000 0.000 0.000 0.000
VOLUME SUMMED (CUB.M at -160C) 0.000 (B)


SHIP'S MASTER __________________ _________________ _________________

BUYER(S) __________________ _________________ _________________

SELLER(S) __________________ _________________ _________________

SURVEYOR __________________ _________________ _________________




BEFORE UNLOADING

SHIPS NAME 000000
TIME (HH:MM) 21:27
VOYAGE NO 000000
CARGO NO 000000


NO.1 0.000 0.000 0.000 0.000
NO.2 0.000 0.000 0.000 0.000
NO.3 0.000 0.000 0.000 0.000
NO.4 0.000 0.000 0.000 0.000
NO.5 0.000 0.000 0.000 0.000
AVERAGE LEVEL (M) 0.000 0.000 0.000 0.000


TOP 0.0 V 0.0 V 0.0 V 0.0 V
95% 0.0 L 0.0 L 0.0 L 0.0 L
85% 0.0 L 0.0 L 0.0 L 0.0 L
50% 0.0 L 0.0 L 0.0 L 0.0 L
25% 0.0 L 0.0 L 0.0 L 0.0 L
BOTTOM 0.0 L 0.0 L 0.0 L 0.0 L



VOLUME (CUB.M at -160C) 0.000 0.000 0.000 0.000


SHIP'S MASTER __________________ _________________ _________________

BUYER(S) __________________ _________________ _________________

SELLER(S) __________________ _________________ _________________

SURVEYOR __________________ _________________ _________________


AFTER UNLOADING

SHIPS NAME 000000
TIME (HH:MM) 21:27
VOYAGE NO 000000
CARGO NO 000000


NO.1 0.000 0.000 0.000 0.000
NO.2 0.000 0.000 0.000 0.000
NO.3 0.000 0.000 0.000 0.000
NO.4 0.000 0.000 0.000 0.000
NO.5 0.000 0.000 0.000 0.000
AVERAGE LEVEL (M) 0.000 0.000 0.000 0.000


TOP 0.0 V 0.0 V 0.0 V 0.0 V
95% 0.0 V 0.0 V 0.0 V 0.0 V
85% 0.0 V 0.0 V 0.0 V 0.0 V
50% 0.0 V 0.0 V 0.0 V 0.0 V
25% 0.0 V 0.0 V 0.0 V 0.0 V
BOTTOM 0.0 L 0.0 L 0.0 L 0.0 L



VOLUME (CUB.M at -160C) 0.000 0.000 0.000 0.000


SHIP'S MASTER __________________ _________________ _________________

BUYER(S) __________________ _________________ _________________

SELLER(S) __________________ _________________ _________________

SURVEYOR __________________ _________________ _________________



TRANSFER DOCUMENT OF LOADING

SHIPS NAME 000000
VOYAGE NO 000000
CARGO NO 000000

BEFORE LOADING
LOCAL TIME (HH:MM) 21:27


AVERAGE LEVEL (M) 0.000 0.000 0.000 0.000


AVG. VAPOUR TEMP. (DEG.C) 0.0 0.0 0.0 0.0
AVG. LIQUID TEMP. (DEG.C) 0.0 0.0 0.0 0.0


VOLUME (CUB.M at -160C) 0.000 0.000 0.000 0.000

AFTER LOADING


AVERAGE LEVEL (M) 0.000 0.000 0.000 0.000




VOLUME (CUB.M at -160C) 0.000 0.000 0.000 0.000

VOLUME LOADED (CUB.M at -160C) 0.000 (B-A)


SHIP'S MASTER __________________ _________________ _________________

BUYER(S) __________________ _________________ _________________

SELLER(S) __________________ _________________ _________________

SURVEYOR __________________ _________________ _________________

TRANSFER DOCUMENT OF UNLOADING

SHIPS NAME 000000
VOYAGE NO 000000
CARGO NO 000000

BEFORE LOADING


AVERAGE LEVEL (M) 0.000 0.000 0.000 0.000




VOLUME (CUB.M at -160C) 0.000 0.000 0.000 0.000

AFTER LOADING


AVERAGE LEVEL (M) 0.000 0.000 0.000 0.000




VOLUME (CUB.M at -160C) 0.000 0.000 0.000 0.000

VOLUME LOADED (CUB.M at -160C) 0.000 (A-B)


SHIP'S MASTER __________________ _________________ _________________

BUYER(S) __________________ _________________ _________________

SELLER(S) __________________ _________________ _________________

SURVEYOR __________________ _________________ _________________



Blank Page


Illustration 4.9.3a HSH Float Level Gauge

100
U
P
LOCAL LEVEL INDICATOR
806 LEVEL GAUGE
8" X 6" REDUCER
INSPECTION COVER
SAMPLING INTAKE VALVE
8" GATE VALVE
8" X 8" X 8" TEE
WEATHER DECK
INSULATION PIPE
TANK CEILING
HOLE OF 20MM
INTERVAL OF 150 MM
PRIMARY BARRIER
1.5 MM INVAR
GLASS FIBRE

806 LEVEL GAUGES
HAZARDOUS AREA
SAFE AREA(CCR)
FLOAT
UP
FLOAT
UP
2 1 3 4 5 6 7 8
2 1
2 1 3 4 5 6 7 8
3
2 1 3 4 5 6 7 8
FLOAT
UP
FLOAT
UP
4
2 1 3 4 5 6 7 8
ALARM OUTPUTS
LEVEL ALARM OUTPUTS SIGNAL OUTPUTS
RL 1 RL 2 RL 3 RL 4
4-20 mA
4 .. 20 mA
OUTPUT SIGNAL
BLUE MARKED AREA
RL 1
ALARM OUTPUTS
RL 2 RL 3 RL 4
4-20 mA
4 .. 20 mA
OUTPUT SIGNAL
BLUE MARKED AREA
RL 1
ALARM OUTPUTS
RL 2 RL 3 RL 4
4-20 mA
4 .. 20 mA
OUTPUT SIGNAL
BLUE MARKED AREA
RL 1
ALARM OUTPUTS
COM NC NO COM NC NO COM NC NO COM NC NO
RL 2 RL 3 RL 4
4-20 mA
4 .. 20 mA
OUTPUT SIGNAL
BLUE MARKED AREA
COM NC NO COM NC NO COM NC NO COM NC NO COM NC NO COM NC NO COM NC NO COM NC NO COM NC NO COM NC NO COM NC NO COM NC NO
Circuit [EEx ia] IIC
Approval no : KEMA nr. Ex-93C7922
Sensor output : U<11V I<14 mH
Supply voltage : 12 VDC/3A max
AMTG 821/02 REMOTE LEVEL INDICATOR
HENRI SYSTEMS HOLLAND BV
+ -
POWER
+ -
POWER
+ -
POWER
+ -
POWER


4.9.3 HSH Float Level Gauge

General
The HSH float level measurement system is of membrane tank type, but uses a
invar wire to compensate for temperature variations.

A gauge head, containing a mechanical indicator, a invar wire tensioned by a
tensator spring and a 140 mm diameter float attached to the lower end of the wire,
is fitted to each liquid dome.

The shrinkage of the float in LNG is indicated in the volume table and the
minimum level which can be read from the gauge is 145 mm.

! Caution
To reduce the risk of tape failure and wear on the gauging mechanism, the floats
should be fully stowed at all times, except when taking a sounding. Care should
be taken when stowing the float as excessive tension may cause wire breakage.

To obtain the liquid level, the float is released from its stowage position using
the release lever and allowed to descend freely to the liquid surface. The tank
sounding may then be read from the meter. The HSH gauges are checked against
the SAAB CTS during each alternate loading.

Each tank is provided with an approved secondary level measurement system.
This secondary system provides an alternative means of cargo level measurement
in the event of failure of the SAAB measurement system. The HSH 806 Level
Gauges is based on float gauges fitted to each cargo tank, the gauge heads
incorporating local mechanical read-outs and electronic transmitters to provide
remote level indication. Cargo tank levels measured by the HSH system are
displayed on remote level indicator fitted on the Cargo Control Room console.

System Components
The HSH system comprises a level gauge assembly for each cargo tank and
electronic equipment. The level gauge assembly is mounted on an assembly
comprising a float well, isolating valve and inspection chamber.

Float Well
The float well comprises a 200 mm-diameter tube installed vertically within the
cargo pump tower. The upper end of the float well penetrates the top of the tank
dome where it terminates in a flange. The lower end extends to within 75 mm of
the bottom of the tank where it is closed by a perforated plate. The lower end of
the float well is provided with a bolted inspection cover. Expansion is allowed
for by a sliding connection just below the dome penetration. To avoid level
errors caused by the still well effect, there is a 25 mm diameter hole spaced
every 150 mm below the sliding connection.
Isolating Valve and Float Inspection Chamber
A 200 mm gate valve, bolted to the top of the float well, allows the gauge head
to be isolated for maintenance. A inspection chamber is mounted above the
isolating valve to provide access to the float and for connection of special float
recovery tools in the event of wire breakage.

Level Gauge Assembly
The level gauge assembly comprises a gauge head and float assembly.

The level gauge incorporates a float assembly, clamped to an accurately
perforated wire manufactured from invar, a viscous damper to control the rate of
descent of the float to the cargo level, a crank for raising the float to the storage
position, a mechanical read-out and an intrinsically safe transmitter for remote
read-out. When the float has reached the highest point, the hand crank ships
through the magnetic coupling and the measuring drum is automatically locked.

Remote Display System
Apart from the gauge-mounted transmitters, the remote display system
comprises a display cabinet and a power supply rack, a translator rack and an
input rack. Power supply unit is located in the Cargo Control Room console.
Intrinsic safety circuit is installed in the Remote Level Indicator.

Level Transmission
The transmitter in the level gauge is supplied the remote level indicator with
three separate level transmission signals. These signals are DC level pulses
generated by three inductive proximity switches in the level gauge, and are
amplified and buffered in the remote indicator.

The three conditioned logic signals are then fed into a programmable logic
device which generates an up or down pulse on its output for every mm level
change of the gauge float.

A bi-directional digital counter memory is controlled by these up and down
pulses and the actual counter value is directly proportional to the liquid level in
the cargo tank.
Operation

Gauging

a) OPEN the gauge isolating valve fully, (normally left OPEN).

b) Put the crank handle in the stored position, i.e. with the handle
towards the gauge cover.

c) Engage the hand crank and turn one (1) revolution clock-wise.

d) Remove the hand crank when the float is released.

e) Float release is visible at the local read-out.

Returning the Gauge to the Stored Position.

a) Put the crank to the cranking position, i.e. with the handle
outwards.

b) Carefully raise the float by turning the crank slowly in a counter
clockwise direction,

c) The magnetic coupling of hand crank and hoisting mechanism
prevents over-winding.

d) When the float has reached the highest point, the hand crank slips
through the magnetic coupling.

e) At the highest point of the float, the measuring drum is
automatically locked.

f) Check the local read-out level.

g) The hand crank must be removed.


! Caution
Never remove a measuring drum before locking the spring motor.
Remove the oil fill plug and fit the lock tool. Failure to do so will unwind the
spring-motor and cause severe damage.
The oil in the spring-motor compartment does not have to be drained in order to
lock the spring-motor.
Fit the measuring drum in exactly the same position as it was taken out, e.g. with
the float at the same level. If this is done correctly, readjustment of the level
gauge is not required.

Maintenance

The HSH system must be operated at regular intervals to ensure that the system
is available in the event of failure of the primary and back-up measuring system.
The stored reading and error between the HSH and the Custody Transfer System
(CTS) should be recorded at each operation.

The float must not be left at the liquid level after gauging because constant
movement of the tensator spring, that ensures tension on the tape, will lead to
premature failure.

The oil filling of the level gauge should be renewed preferably once a year.

The terminal box should be checked for moisture once a year.

The bearings of the level gauge should be checked every 2~3 years.

At same time, check the measuring cable and float for corrosion.

An inspection hatch is provided in the float inspection chamber for access to the
float assembly and for retrieving the float in the event of wire breakage.

The gauge head is sealed with locking wire and lead seals by ITS/KIMSCO. It is
important to avoid damaging these seals. In the event of these seals being broken,
Head Office should be informed without delay in order that arrangements can be
made for the attendance of ITS/KIMSCO to check and re-seal the gauges.

Wire Breakage

In the event of Wire breakage, the Operator/Owners Head Office is to be
informed, as any maintenance requiring opening of the gauge will necessitate the
attendance of independent surveyor ITS/KIMSCO to recalibrate the gauge to
satisfy buyers, sellers and customs. Instructions for recovery and replacement of
the float assembly or wire are referred to the manufacturers instruction book.
Recovery Procedure for Float Breakage

a) If a float is lost, the spring motor will wind itself up due to the
missing counter weight of the float.

b) It is then safe to close the gate valve below the level gauge and
remove the measuring drum side cover.

c) Judge if there is still enough measuring wire on the measuring drum
(max. capacity is 37 meters, tank height is approx. 33 meters).

d) If necessary fit a new measuring wire.

e) Attach the float recovery device to the end of the measuring wire in
the same way as a float is attached.

f) Drain the oil compartment and open the side cover.

g) With the measuring drum still outside, turn the main shaft of the
spring motor counter clockwise until the local reading shows approx.
the value of a normally hoisted float (approx. 32,500 mm).

h) Install the measuring drum with the recovery device attached, close
the drum side cover and open the gate valve, while holding the spring
motor by hand to prevent it from turning.

i) Once the gate valve is fully open, allow the spring motor to turn
slowly down.

j) When the spring motor stops turning, the recovery device has
reached the float.

k) Now use the hand crank to turn the recovery device plus float slowly
up. It may be necessary to assist the hand crank by helping to turn the
spring motor clock wise by hand.

l) Close the gate valve when the local indicator shows the value as set
in step g.

m) Open the side cover and the side cover of the T pipe below the
level gauge and remove the recovery device and float.

n) Connect the original float in a normal manner to the measuring drum
wire.

o) Allow the float to rest on the closed gate valve and adjust the local
indicator and reference switch to their original values.

p) Close all side covers and refill the oil.

q) The gauge is ready for use again.


4.9.4 Trim-List Indicator

The ship is provided with a fixed Trim-List Indicator system for the Custody
Transfer System.

Maker: Utsuki Keiki KK, Yokohama, Japan
Type: Detector CSM-2DD; Indicator TMW-4B and DVF-11E
Range: 2 trim
5 list
Accuracy: 0.5% FSD
Output: 4~20 mA both channels

The detector is installed in the Electric Motor room with indicators in the CCR
console and wheelhouse. The measurement principle is that a suspended mass
within the inclination detector moves from a centre position when the ship trim
or list varies. The movement is detected by linear variable differential
transformer coils. A local circuit unit box converts this into a 4~20 mA signal for
each axis and these are fed into the CTS interface.

The detector is deck-mounted and protected by a wooden cover.

As the response is set to 0.5 seconds, the system cannot give reliable readings
under way.

The readings should be checked against draft marks in calm weather alongside
periodically.

Note !
The trim and list measurements in IAS are derived from the consilium panel and
not this instrument.

Illustration 4.9.4a Trim-List Indicator

Inclination
Detector
Port Stbd
Aft
Fwd
List Indicator
Electric Motor Room
CCR and Wheelhouse
Trim Indicator
Trim and List
Signals to CTS
220VAC
CB-2S


Illustration 4.10a Nitrogen Generator

PI
6
PT
5
PI
5
PAL
5
PAH
5
TAH
2B
TAH
2A
TIC
2A
TE
2A
TE
2B
TIC
2B
PDI
3B
PDI
2B
TS
1B
TAH
1A
TAH
1B
PDI
2A
PDI
3A
TS
1A
PI
3
PI
1B
PI
2B
TI
1B
ME
1A
MIT
1A
OAHH
1B
PI
1A
OIT
1B
MAH
1B
MIT
1B
ME
1B
OAH
1B
TI
1A
PI
2A
OAHH
1A
OAH
1A
MAH
1A
OIT
1A
TP
4
TP
3
PDS
4A
PDA
4A
PDS
4B
PDA
4B
PS
2A
PI
8
PI
7
PS
2B
TS
2A
TAHH
2A
TAHH
2B
TS
2B
WS-1A F2A F3A
EL HEATER
DN 40
EH-1A
IV-1A
IV-4A
V-5A V-7A V-6A
WS-1B F2B F3B
EL HEATER
DN 25
EH-1B
IV-1B
IV-4B
V-5B V-7B V-6B
S S S
CALIBRATION
IV-5A
PCV-2A
V-3A
DN 25
V-4A
XV-3A
S
IV-2A
FCV-1A XV-1A
S
NOTE 2
CALIBRATION
IV-5B
PCV-2B
V-3B
DN 25
V-4B
XV-3B
S
IV-2B
FCV-1B XV-1B
S
MS-1B
MS-1A
V-2A CV-1A
XV-2A
DN 25
DN 25
DN 25
S
DN 50
XV-2B
S
V-2B CV-1B
DN 25
IV-6
SYSTEM
START/STOP START/STOP
SYSTEM
IV-7 IV-10 IV-8
IV-11
V-14
V-15
V-13
V-11 V-10
DN 25 DN 25
V-12
AT 97%
2X120 Nm3/h
CAPACITY:
SET : 5 barg
PCV-4A
IV-21
SET : 3 barg
PCV-4B
IV-22
1A
FIT
1000 kPA
37 m3
TANK
BUFFER
NITROGEN
BT-1
Control
Panel
5.1A
220V 60Hz
EL. Supply
440V 60Hz
EL. Supply
440V 60Hz
EL. Supply
Control
Panel
5.1B
220V 60Hz
EL. Supply
V-1A
V-8
TP
1A
TP
1B
V-1B
AD
1A
AD
2A
IV-12A IV-13A
IV-12B IV-13B
AD
3A
S S S
TP
10
TP
11
TP
13
TP
5
AD
3B
AD
2B
AD
1B
FIT
1B
PERMEATE VENT
TO ATMOSHERE
OFF-SPEC.
VENT TO ATM.
NITROGEN TO
CONSUMER
NITROGEN TO
CONSUMER
XA
1B
XA TAH
4A
TAH
3A
TS
3A
TAH
3B
TS
3B
TAH
4B
EL. SUPPLY
400V, 60Hz
COMMON FAULT
COMPRESSOR A
STARTER
PANEL
CONTROL
FILTER
INLET
FILTER
OIL
FILTER
OIL
COOLER
AFTER
SEP.
OIL
COOLER
OIL
M
COMMON FAULT
COMPRESSOR B
STARTER
PANEL
CONTROL
FILTER
INLET
COOLER
AFTER
SEP.
OIL
COOLER
OIL
M
WS-2A
V-20A
S
FEED AIR COMPRESSOR FAC-1A
FEED AIR COMPRESSOR FAC-1B
FROM COOLING
F.W IN E/R
TO COOLING
F.W IN E/R
FLEX.
HOSE
FLEX.
HOSE
NS003
NS002
DRAIN LINE
TO NEAREST E/R SCUPPER
HOPPER DSE-P5885S
FOR VISUAL CHECKING
HOPPER DSE-P5885S
FOR VISUAL CHECKING
E/R OUTSIDE
SET :
1,000 kPa
COOLING WATER
KEY
COMPRESSED AIR
NITROGEN


4.10 Nitrogen Production System

General

Two nitrogen generators installed in the engine room produce gaseous nitrogen.
This is used to the pressurize the barrier insulation spaces as seal gas for the HD
and LD compressors, extinguish fire in the vent mast, and purge the fuel gas
system and various parts of the cargo piping.

The two high capacity units (120 Nm
3
/h each) are able to produce 240 m
3
/h of
nitrogen, which is mainly required for topping up the barrier insulation spaces
during loading, cooling down and other services like extinguish fire in the vent
mast and sealing the compressor.

The operating principle is based on the hollow fibre membranes through which
compressed air flows and is separated into oxygen and nitrogen. The oxygen is
vented to the atmosphere and the nitrogen stored in a 37m
3
buffer tank this is
ready for use.

The high capacity units each consists of a Tamrotor EML 85/13 EWNA screw
type compressor cooled from a fresh water cooling system, a single-staged
air/water separator, three air filters arranged in series, and a 3kW electric heater
before passing into the membrane units. An oxygen analyzer after the membrane
monitors the oxygen content, and if out of range above 4% O
2
, redirects the flow
to the atmosphere.

The nitrogen is stored in a 37m
3
buffer tank where high and low service pressure
set points actuate the operation of the generators.

High Capacity Unit
Manufacturer: Air Products
Nominal flow rate: 120 + 120 Nm
3
/h
Delivery pressure (min/max): 600 / 950 kPag
Dew point at atmos. press: -70C
Outlet gas composition: Oxygen 3% (% vol)
Nitrogen balance to 100% (% vol)
Screw compressor;
Tamrotor FL85-13: As required
Compressed air at
membrane inlet: As required
Maximum back pressure
O
2
enriched air: 0.05 kPag
Nominal power: 2 X 79.5 kW
System operating
temperature range: 0C to 50C
Membrane inlet operating temperature: +50C
Oil residual content: < 0.003 ppm
Filtration efficiency for
Oil residual content: < 0.003 ppm
Dew point (with drying
capability of membranes,
final dew point will be < -55C) -20C
Four independent time operated condensate drain valves.

Hollow fibre membrane unit with dry filters having the following characteristics
(at 50C inlet temperature) 120 + 120 Nm
3
/h, N
2
97%, O
2
residual 3%.

The membranes are provided with a back-pressure control valve down stream
from the flowmeter that maintains a constant membrane pressure.

The nitrogen generators are equipped with an oxygen analyzer that continually
monitors the oxygen content in the nitrogen output. If the level of oxygen rises
above 1% of the design value, then an alarm is activated in the console. If the
level of oxygen rises further, the high high alarm operates by redirecting the flow
to atmosphere and closing the discharge line in the buffer tank.

The gaseous nitrogen generators are operated automatically, locally or from the
CCR via the IAS.

Control Systems and Instrumentation

The control panel permits fully automated unmanned operation of the units. The
following alarms and controls are mounted in the control panels.

Push buttons for start/stop operation;
System status indications;
Push button for audible alarm acknowledgement;
Continuous N
2
delivery pressure;
Continuous O
2
content reading;
Dew-point analyzer;
Electrical heater temperature control; and
Emergency Stop push button.
Alarms and Shutdowns

Alarm Item No. Description Shut-Down
TAH-1A Air heater high temp: 200C o
TAH-2A Feed air high temp: 60C
TAH-3A Compressor high temp: 50C o
TAH-4A Compressor motor winding temp. high 150C o
MAH-1A Dew point level high: -60C
OAH-1A Oxygen content high: 3.50%
OAHH-1A Oxygen content high-high: 4.00% o
XA-1A Compressor fault o
PDAH-4A Filter diff. pressure high: 60kPa o
PAL-5 Buffer tank pressure low: 300kPag
PAH-5 Buffer tank pressure high: 800kPag
TAHH-2A Feed air high high temp: 65C o

Oxygen Analyzer

A fixed O
2
content analyzer is installed in the package units and connected
before the remotely operated three way valve.

The analyzer has the following characteristics; O
2
range from 0 to 25%, with an
output signal of 4 to 20 mA for the remote indicator, alarm panel and three way
valve actuation.


Illustration 4.11a Inert Gas and Dry Air System

H
2037
PI
PI
1003
EXCESS AIR (HOT)
TO OUTSIDE.
UPP DK
FUEL OIL
VENT
COOLING
WATER
2112
PIC
2111
2114
2103
2132
1501
INSTRUMENT AIR
M
E-MOTOR
AMBIENT AIR
2201 2205 2206 2204
2202
2221
1601
1605
1606
1604
1603
1623 1624
1631
1635
1632
1625
1602 1621
2225 2226 2224
2222
2203
2223
2012
PI
F.O. PUMP
M
1509
PIC
FUEL OIL
E-MOTOR
M
TO BILGE
HOLD TK
AS
SCANTLING DRAFT
S
2417
P
a/b
GS
PI
1636
P
IL
O
T
B
U
R
N
E
R
MAIN BURNER 2001
RINSING
WATER HOSE CONN.
L
2320
PZA
PI
2318
TI
2317
2315 2319 2314
2316
2323
2324
2313
(IG038)
2321
COMBUSTION CHAMBER
H
PZA
L
L
2311
TI
2312
TZA
H
2344
2308
FILLING
2307
H
2322
LZA
TOWER
WASHING / COOLING
H
PZA
2010
PZA
2011
L
STEAM
CONDENSATE DRAIN / DECOMPR.
DRAIN
WITHIN CHAMBER
COAMING
L
1634
PZA
SEA WATER
ORIFICE TO BE
ADJUSTED ON BOARD
BLOWER 1
BLOWER 2
1506
P
S
1504
PI
1503
PZA
1505
TI
1639
1626
PI
1622
PI
2322a
WASHING / COOLING
WATER OVERBOARD
2421
G
C
2420
P
P
H 2050
2055
(IG003)
GS a/b
DPT
2411
PC
8007
AS
PC
1624
2309
2310
IG035
WITH OPEN/CLOSE
LIMIT SWITCH
WEATHER DECK
UPPER DECK
4303
PACKAGE
UNIT
4328
PZA
TO DRYER UNIT
FRESHWATER
FRESH WATER
FRESH WATER
AS
PIC
TI
4326
DRAIN
+
CHARGING
LUB OIL
4330
L PI
IG024
OIL SEPARATOR
4321
PC
4329
TI
insulation
Tracing and
4015
4010
CONDENSOR 4301
WATER FILLING
CAP (IG036)
4211
4030
4031
4322
4325
4327 4331
4305
4138
PC
4212
PC
4207
PC
4208
PC
4206
PC
PZA
4003
COMPRESSOR
R404A
TI
4225
4026
TI
4109 4116
4108 4119
4128
4204
4127 4125
R404A DISCHARGE
TO OUTSIDE
IG006
CHARGING
R404A
4202
PI
4210
4023
4021
4005
4016
4007 4011
4209
PC
P
R404A DRAIN
4310
4318
4314
4315
4319
4321
4111
4113
4139
4414
4316 4317
4307
4306
4312
4313
4308
LI
DRAIN DRAIN
4311
LC
EVAPORATOR
LIQUID SEPARATOR
4102
OXYGEN ANALYSER
TAG No. 7100
GS
DRAIN
WITHIN
DRYER
COAMING
5007 5008
DRAIN
WITHIN
DRYER
COAMING
DRAIN
WITHIN
DRYER
COAMING
5042
b
GS
P
5032
5031
5033
P
VESSEL 1
5002
5061
PI
5051
5053
5041
5043
a b
GS
5082
P
a b
5092
GS GS
P
L
INSTRUMENT AIR
DEWPOINT
ANALYSER
SAMPLE LINE
DRAIN
WITHIN
DRYER
COAMING
PZA
5305
OUTSIDE
PURGE TO
5457 5456
5453
5013
5016
5018 5028
5026
5014
5011 5021
6005
5024
5023
5452
5450
GS
5451
P
b
S
5004
FILLING
S
5017
P
GS
b
5225
5251
5252
5062 5072
5091 5081
A A
PI
TI
PT
6006
TZA
5216
H
DRY INERT GAS
b a
5012
GS GS
P
b a
5022
GS GS
P
TC
5057
S S
HEATER
ELECTRICAL
5052
GS
b
P
5003
VESSEL 2
TZA
5416
H
STEAM
HEATER
STEAM
CONDENSATE
FAN
COOLER
5005
FILLING
5027
GS
b
P
S
H
DRAIN
5437
5436
5405
5401
5407
5403
5101
5110
5108
5112
5111
5104
5411
5113
5103
5106
5102
5109
5404
5441
P
S
AMBIENT AIR
COOLINGWATER
5402
P
SCREEN
S
COOLINGWATER
S
S
S
GT
4323
PCV
4324
H
111U
5302 5301
4122
4122
5304 5306
PI
S
S
S
5071
PI
S
M
AMBIENT AIR
RINSING
WATER HOSE CONN.
IG031
1502
S
PIC
2415
2410
2415
2416
2419 4304
PT
TC
4019
5055
TI
5056
5442
5440
5458 5459
TI
5408
TI
TZA
5409
PI
5105
PI
5114
PCV
5113
STEAM LINE
KEY
DIESEL OIL LINE
SEA WATER LINE
R-404A LINE
FRESH WATER LINE
AIR LINE
INERT GAS LINE
2105
1056
1001
1002
1012
1004
1006
1051
1052
2040
2038
1637
2003
2013
2014
2015
1059 2032 2042
OVERBOARD VALVE
(IG027)
WITH OPEN/CLOSE LIMIT SWITCH
MOTOR
DRAIN
SAMPLE GAS TO
4135
4415
PI
4137
DEMISTER
VESSEL
P
XZA
2121
XZA
2022
PIC
AS
1633
BA230
IG043 IG044 IG045
I.G. SCRUBBER P/P
RINSING
WATER HOSE CONN.
4309
R404A DISCHARGE
TO OUTSIDE
VENT
WATER SEAL
4213
S
4217
4133
4205
4131
4123
4012
4129
4120
4130


4.11 Inert Gas and Dry Air Generator

General

The dry air/inert gas plant installed in the engine room produces dry air or inert
gas which is used for the tank and piping treatments prior to and after a dry
docking or an inspection period.

The operating principle is based on the combustion of a low sulphur content fuel
and the cleaning and drying of the exhaust gases.

The inert gas plant includes an inert gas generator, a scrubbing tower unit, two
combustion-air blowers, an effluent water seal, a fuel injection unit, an
intermediate dryer unit (refrigeration type), a final dryer unit (adsorption type),
and an instrumentation / control system.

Manufacturer: SMIT
Inert gas delivery rate: 14,000 Nm
3
/h
Dry air delivery rate: 14,000 Nm
3
/h
Delivery pressure: 25 kPag
Inert gas/dry air composition 1.0% vol
Inert gas/dry air dew point: -45C
Inert gas composition (% vol)O
2
: 0.5% vol
Inert gas composition CO
2
: 14% vol
Inert gas composition CO (max): 100 ppm
Inert gas composition NO
x
(max): 65 ppm
Inert gas composition SO
x
(max): 2 ppm
Nitrogen balance to 100%
Inert gas composition soot
(on Bacharach scale): complete absence
Temperature about 30C (Max. 65C)
Dewpoint Maximum -45C after expansion to
atmospheric pressure

The dry air/inert gas plant is started locally but operates on a full automatic
control mode.

The connection to the cargo piping system is made through two non-return
valves and a spool piece that normally dismantled.

Working Principle

Inert gas is produced by the combustion of oil with air, followed by further
treatment to obtain the required qualities and properties. Fuel (Diesel oil) is
supplied to the combustion chamber by the fuel oil pump and air from the air
blowers.

Good combustion is essential for the production of a good quality, soot-free, low
oxygen inert gas.

The products of the combustion are mainly carbon dioxide, water and small
quantities of oxygen, carbon monoxide, sulphur oxides and hydrogen. The
nitrogen content is generally unchanged during combustion and the inert gas
produced consists mainly of 86% nitrogen and 14% carbon dioxide.

Initially, the hot combustion gases produced are cooled indirectly in the
combustion chamber by a sea water jacket. Thereafter, cooling of the gases
mainly occurs in the scrubber section of the generator where the sulphur oxides
are washed out. The sea water for the inert gas generator is supplied by one of
the ballast pumps via ballast main isolating valve BA230 or I.G scrubber p/p.

Before the delivery out of the generator, water droplets and trapped moisture are
separated from the inert gases by a demister. Further removal of water occurs in
the intermediate dryer stage where the refrigeration unit cools the gas to a
temperature of about 5C. The bulk of the water in the gas condenses and is
drained away with the gas leaving this stage via a demister. In the final stage, the
water is removed through the absorption process in a dual vessel desiccant dryer.

The desiccant dryer units work on an automatic change-over cycle where the out
of line desiccant unit is first reactivated with warm dry air that has gone through
the reactivation dryer system.

A pressure control valve located in the outlet of the dryer unit maintains a
constant pressure throughout the system, thus ensuring a stable flame at the
generator.

Dewpoint and oxygen content of the Inert Gas produced are permanently
monitored. The oxygen level controls the ratio of the air/fuel mixture supplied to
the burner. The oxygen content must be below 1% by volume and the dewpoint
of -45C. Both parameters are displayed locally and remotely through the IAS.

For delivery of inert gas to the cargo system, two combined remote air-operated
control valves operated through solenoid valves are fitted in the distribution
system, i.e. the purge valve and the delivery valve.

Dry-Air Production

The inert gas generator can produce dry-air instead of inert gas with the same
capacity for the production of dry air:

There is no combustion in the generator.

There is no measure of oxygen content.

The oxygen signal is overridden when the mode selector is on dry-air
production.

After the processes of cooling and drying and if the dewpoint is correct, the dry
air is supplied to the cargo system through the delivery valve (with the purge
valve closed).
Burner Description

Two roots type blowers, each supplying 50% of the total capacity of the
generator, supplied combustion air to the main burner. A regulating valve in the
air discharge line can manually adjust its quantity.

Fuel (Diesel Oil) is supplied at a constant pressure by the gas oil electric pump
that has a built-in pressure overflow valve.

Before ignition or start up of the unit, and with the pump running, all the fuel is
pumped back via this fuel oil overflow valve that also serves to regulate the
delivery pressure of the pump.

The fuel oil flows to the nozzle of the main burner via two solenoid valves and
two fuel oil regulating valves.

A programme switch in the local control panel regulates one of the solenoid
valves which also operates the pilot burner and initial firing.

The main burner is ignited by a pilot burner. The main fuel oil burner is of the
high pressure atomizing type. The fuel is directed to the burner orifice through
tangential slots that imparts a rotation motion that ensures that the fuel leaves the
burner as a thin rotating membrane that is atomized just after the nozzle.

Alarms and Trip

IGG. system abnormal alarm
Cooling unit abnormal alarm
Dryer unit abnormal alarm
IGG. No.1 blower fail alarm
IGG. No.2 blower fail alarm
IGG. F.O. pump fail
IGG. oxygen content high alarm
IGG. oxygen content high-high alarm
IGG. oxygen content low alarm
IGG. dew point high
IGG. delivery temperature high
IGG. delivery pressure high
IGG. flame fail
Scrubber C.W. level high
Scrubber inlet C.W. pressure low
Scrubber outlet C.W. temperature high


Illustration 4.12a Fixed Gas Detection System

ALL GAS DETECTION ALARM
SHALL BE INDICATED IN IAS
VIA REDUNDANCY COMMUNICATION
BETWEEN IAS AND GAS DETECTION
SYSTEM
IAS
C C R
MAIN PANEL
N
O
.1
C
. T
K
P
R
IM
A
R
Y
IN
S
U
. S
P
A
C
E
N
O
.2
C
. T
K
P
R
IM
A
R
Y
IN
S
U
. S
P
A
C
E
N
O
.3
C
. T
K
P
R
IM
A
R
Y
IN
S
U
. S
P
A
C
E
N
O
.4
C
. T
K
P
R
IM
A
R
Y
IN
S
U
. S
P
A
C
E
N
O
.1
T
K
S
E
C
O
N
D
A
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Y
IN
S
U
. S
P
A
C
E
N
O
.2
T
K
S
E
C
O
N
D
A
R
Y
IN
S
U
. S
P
A
C
E
N
O
.3
T
K
S
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C
O
N
D
A
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IN
S
U
. S
P
A
C
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N
O
.4
T
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S
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A
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IN
S
U
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P
A
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N
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T
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V
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A
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N
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T
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C
K
, S
T
B
D
E
N
T
R
A
N
C
E
O
N
C
C
R
D
E
C
K
, P
O
R
T
C
A
R
G
O
C
O
N
T
R
O
L
R
O
O
M
E
N
T
R
A
N
C
E
R
O
O
M
F
O
R
A
/C
R
O
O
M
F
IR
E
C
O
N
T
R
O
L
R
O
O
M
D
E
C
K
O
F
F
IC
E
E
N
T
R
A
N
C
E
O
N
B
D
E
C
K
, P
O
R
T
F
W
D
E
N
T
R
A
N
C
E
O
N
B
D
E
C
K
, S
T
B
D
F
W
D
E
N
T
R
A
N
C
E
O
N
A
D
E
C
K
, S
T
B
D
E
N
T
R
A
N
C
E
O
N
A
D
E
C
K
, P
O
R
T
E
N
T
R
A
N
C
E
B
D
E
C
K
, P
O
R
T
A
F
T
E
N
T
R
A
N
C
E
B
D
E
C
K
, S
T
B
D
A
F
T
G
A
L
L
E
Y
M
A
IN
E
N
T
R
A
N
C
E
T
O
A
C
C
O
M
M
O
D
A
T
IO
N
, S
T
B
D
M
A
IN
E
N
T
R
A
N
C
E
T
O
A
C
C
O
M
M
O
D
A
T
IO
N
, P
O
R
T
F
R
E
S
H
A
IR
D
U
C
T
F
O
R
A
IR
C
O
N
D
. M
A
C
H
. R
O
O
M
D
R
Y
P
R
O
V
IS
IO
N
H
A
N
D
L
IN
G
R
O
O
M
60% LEL (3 POINTS) :
FUEL GAS MASTER VALVE CLOSE
AIR COND. FAN TRIP AT
60% LEL FROM AIR INTAKE FOR AIR COND.
POWER SUPPLY
BOX
C C R
AC 220 V
DC 24 V
REPEATER PANEL
FIRE CONTROL STATION
REPEATER PANEL
E C R
REPEATER PANEL
WHEELHOUSE
STOP V/V BOX
FILTER
DRAIN
SEPARATOR
C.C TYPE ANALYSER
CARGO AREA ENGINE ROOM AREA ACCOMMODATION AREA
C.C TYPE ANALYSER
GAS ALARM METER
AC 100 V
* ACCOMMODATION
- ALARM 30% LEL : 21 POINTS
- ALARM 60% LEL : 1 POINT
FOR AIR COND. ROOM
- FAILURE ALARM : 21 POINTS
* ENGINE ROOM
NO.1 BLR F.G. DOUBLE PIPE
BOIL OFF GAS ROOM
* CARGO AREA
- FAILURE ALARM : 1 POINT
ENGINE ROOM
GAS ALARM PANEL
E C R
POWER SUPPLY
E C R
* ENGINE ROOM
BOIL OFF GAS ROOM
- COMMON FAILURE ALARM
* ACCOMMODATION
FOR AIR COND. ROOM
* CARGO AREA
EXCEPT PRI. INS. SPACE
- ALARM 30% VOL : 4 POINTS
FOR PRI. INS. SPACE


4.12 Fixed Gas Detection System

Introduction
The Gas Detection System supplied for Hull No. 2210 monitors for flammable
gases within the following areas :
- Cargo part
- Cargo Area System
- Accommodation
- Engine room
- Engine Fuel & IGG Outlet

Each area has its individual control panel to provide local alarms and trip signals.
These alarms are also transmitted to the IAS and Extension Alarm Repeater
Panel.

Each control panel is fitted with a power supply change-over unit that provides
an automatic change over to the stand-by in the event of a main power supply
failure.

Equipment
The complete Gas Detection System installation comprises the following
equipment :

1) Cargo Part Sampling System, including :
BH20 Tankscan, sampling control panel
Power Supply Change-over Unit
Stop Valve Box
Vent Tank Moisture Separator
2) Cargo Area System
TQ 8100 Control Panel
3) Accommodation System
4) Engine Room System
5) Engine Fuel and IGG Outlet System
6) MCU Terminal and Extension Alarm Repeater Panel
7) Extension alarm repeater panels.

The main Cargo Part System control panel is based around the BH20 Tankscan
sampling system. Sampling from 22 sample points and passing the sampled gas
over a GD129 Infrared gas analyzer. Sampling sequence is controlled
automatically by individual solenoid selection valves. The sample gas is drawn
into the panel via internal sample pumps.

In addition, the BH20 System is equipped with Duty and Stand-by sample pumps
and gas analysers. Both are controlled by a single changeover key-switch, that
divert the sample flow through the system and the electrical signals to the control
unit to provide an immediate line backup should either unit fails.
A power supply change-over box, supplies the panel with a 220V, 60Hz power,
and automatically changing over to the ships secondary supply should the main
supply be interrupted. This unit also monitors the main control panel and
removes the supply when an internal gas leak is detected.

The Stop Valve Box is used to isolate individual sample lines, if required and
also houses in-line filters. An internal catch pot is included in line 1 (vent tank)
as a shut off mechanism should line 1 becomes waterlogged.

The Gas Vent Drain Tank Moisture Separator Box, houses an internal coalescing
filter, to extract moisture from the sample gas. Also included are drain and shut
off valves.

The Extension alarm panel accepts an RS485 communication signal from the
BH20 sampling system and displays concentration alarms via an external
monitor, should any sample line record gas concentration above 30% LEL. Also
included in the monitor display are system fault and communication fault alarms
from the BH20 system. Alarm levels are set by the BH20 control unit and then
reported to the extension alarm panel.

The Extension alarm panel also displays concentration and system fault alarms
from the other Point Detector monitoring systems covering the Accommodation,
Engine Room, and Engine Fuel & IGG Outlet section. Alarms generated from
the point detector systems are digital inputs from normally closed, volt free
contacts within the individual systems. Again alarm levels are set to the
individual control systems.

IAS Alarms. Gas Concentration and sample location are reported to the IAS from
the Master Control Unit (MCU).

The TQ8100 units monitor the areas that include the Accommodation, Engine
Room and Engine Fuel & IGG Outlet part. TQ8100 is a point detection system
where either an infrared or catalytic detector present in the areas that are
continuously monitored and controlled via the TQ8100 respective control cabinet.
The TQ8100 unit capable of monitoring/controlling up to thirty two (32) points
continuously and instantaneously and can be assigned number of locations.

Control Systems
Area
Monitored
Control
Panel
No. of
channels
Detector
Type
Display Range Alarm Set
Point
Cargo Part BH20 22 IR See Note See Note
Cargo Area TQ8100 4 CC 0100% LEL 3060% LEL
Accommodation TQ8100 22 CC 0100% LEL 3060% LEL
Engine Room TQ8100 8 CC 0100% LEL 3060% LEL
Engine Fuel & IGG
Outlet
TQ8100 6 IR 0100% LEL 3060% LEL
Note : Primary insulation spaces range 0100% vol, alarm 30% vol, others
range 0100% LEL, alarm 30% LEL.
For further information on the GD129 Infrared analyzer and TQ120 catalytic
Flammable sensors.

Operation

The Gas Detection System is 2 types:

- The BH20 Tankscan Aspirated System
- TQ8100 Fixed Point Monitoring System

The BH20 has 22 sample points on the cargo part system connected through a
stop valve box. This unit sequentially samples the level of flammable gas using a
GD129 infrared sensor. The BH20 also contains an internal gas sensor to detect
flammable gas level inside the enclosure. The system is connected to a power
supply change over unit which can keep the system powered on a stand-by
supply if there is an interruption in the mains power supply.
Included in the Cargo Part system is an Extension Alarm Panel. This is situated
in the fire control room to provide status of all monitored gas detectors.
The cargo part Sampling system has an additional 4-20mA signal to indicate the
sample line number selected.

- BH20
- GD129
- Power supply change over unit

The TQ8100 is 32 Point Monitoring System capable of accepting inputs from
either three wire, or two wire 420mA detectors and transducers, fitted in the :

- Cargo Area
- Accommodation Part
- Engine Room
- Engine Fuel Gas & IGG Outlet

These systems monitor both Infrared and Catalytic Bead Sensors to detect
flammable gas, and generate alarms in the IAS through the MCU and Extension
alarm Panel.

For further detailed information on the above please refer to :
- GD129
- TQ120
- TQ8100

Each gas detection panel alarms locally and reports to the IAS through the MCU.
Signals for gas concentration and normally closed volt free alarm contacts for
fault condition are generated in the individual panel. Alarm conditions are
forwarded to the TQ Master Control Unit (MCU) which then forwards all alarms
on fault conditions to the IAS.


Illustration 4.12b Gas Detection System

Cargo Area
System Control
Panel for IR Type
Cargo Area
System Control
Panel for CC Type
Repeater
Panel
(In FCR)
Repeater
Panel
(In ECR)
Repeater
Panel
(In W/H)
E/R Sys
Control Panel
For CC Type
Trunk Deck Space No.4
Upper Deck
Trunk Deck Space
S
id
e
P
a
s
s
-w
a
y
S
id
e
P
a
s
s
-w
a
y
Liquid Dome
Vent Exhaust
Form Pipe Duct
Vent Mast
Primary
Insul. Space
Secondary
Insul. Space
Primary Insul. Space
Secondary Insul. Space
Primary
Insul. Space
Secondary
Insul. Space
Primary
Insul. Space
Secondary
Insul. Space
Primary
Insul. Space
Secondary
Insul. Space
Vent Mast Vent Mast
Liquid Dome Liquid Dome Liquid Dome
Trunk Deck Space No.3 Trunk Deck Space No.2 Trunk Deck Space No.1
Bosun Store
FWD P/RM
B.TH. RM
C/L
C/L
E/R Sys
Control Panel
For IR Type
Accom. Sys
Control Panel
Motor
Room
Comp.
Room
MCU Terminal
Unit
MCU
IAS
Sampling Plug
Vent Intake
To Pipe Duct
C.C. Type
Bosun Store
C.C. Type
Bosun Store
C.C. Type
Bosun Store
C.C. Type
Bosun Store
C
L
Upper Deck
Trunk Deck Space
S
id
e
P
a
s
s
-w
a
y
S
id
e
P
a
s
s
-w
a
y
C
L
Upper Deck
Trunk Deck Space
S
id
e
P
a
s
s
-w
a
y S
id
e
P
a
s
s
-w
a
y
For Cargo Comp. Room
C
L
Upper Deck
Trunk Deck Space
S
id
e
P
a
s
s
-w
a
y
S
id
e
P
a
s
s
-w
a
y
Valve & Tee For P.D. Trunk
To Be Installed Inside Passage Way
C
L
For Electric Motor Room
Cargo Escape Tank
VENT
INTAKE STOP V/V
BOX
GAS DETECTION MAIN LINE
ACCOM. OUTSIDE
TO BE LOCATED AT HAZARDOUS AREA
END COVER WITH MESH
SHALL BE PROVIDED.
GD001
15
TO BE LOCATED IN AN ACCESSIBLE PLACE
WITH VERY LITTLE TRANSIT OF PEOPLE.
MAIN PANEL
(IN CCR)
STOP V/V BOX
ACCOM. FRONT SIDE
DETAIL OF EXHAUST FROM
ANALYSER CABINET
VENT
EXHAUST
TRUNK DECK
UPPER DECK
N
O
.
1

C
A
R
G
O

T
K
PIPE DUCT
BOSUN STORE
B.T. RM
F.P TK
FWD
P/P RM
S / C
C.C. Type
C.C. Type C.C. Type
C.C. Type


Cargo Area System (IR Type)
Sample order Location

1 No.1 Cargo tank primary insulation space
5 No.1 Cargo tank secondary insulation space
9 No.1 Cargo tank vent mast
12 No.4 cargo tank vent mast
13 Side passage way starboard forward
14 Side passage way starboard aft
15 Side passage way port forward
16 Side passage way port aft
17 Vent intake to pipe duct
18 Vent exhaust from pipe duct
19 Cargo compressor room (1)
20 Cargo compressor room (2)
21 Cargo motor room
22 Cargo escape tank
Boil-off Gas Pipe Duct (IR Type)
Sample point Location

1 No. 1 boiler fuel gas double pipe
2 No. 2 boiler fuel gas double pipe
3 Gas hood room
4 Inert gas line after dryer
5 Engine room supply fan duct starboard fwd
6 Engine room supply fan duct port fwd

Cargo Area (CC Type)

1 Bosun store starboard
2 Bosun store port
3 Bow thrust room
4 Forward pump room


Illustration 4.12c Gas Detection System

A.P TK
ENGINE ROOM
PIPE DUCT
C
O
F
F
E
R
D
A
M
TRUNK DECK
S.G RM
S.C
E/R SYSTEM
CONTROL PANEL
FOR IR TYPE
E/R SYSTEM
CONTROL PANEL
FOR CC TYPE
ENGINE CONTROL ROOM
CATALYTIC COMBUSTION TYPE
EM'CY GENERATOR ROOM
ENGINE ROOM 1ST DECK (FWD. STBD)
ENGINE ROOM 1ST DECK (AFT, STBD)
ENGINE ROOM 1ST DECK (FWD, PORT)
ENGINE ROOM 1ST DECK (AFT, PORT)
INCINERATOR ROOM
CREW'S
REC. RM
BONDED
STORE
LINEN
LOCKER
LIFT
SHIP'S
LAUNDRY
HOSPITAL
OFF.'S
MESS RM
S
A
F
E
T
Y
L
O
C
K
E
R
D
IS
P
E
N
S
A
R
Y
SERVICE
AREA
CREW'S
MESS RM
SERVICE
AREA
GALLEY
DAILY
PROV.
STR
PUB.
T.
DAILY
PROV.
STR
PETTY OFFICER
MESS & REC. RM
PIPE &
DUCT
TRK
PIPE/
DUCT/
CABLE
TRK
GYMNASIUM
GAME/HOBBY
RM
A DECK
RESCUE BOAT
UP
DN
DN
UP
F.L
DN
LIFT
CREW
CREW
CREW
CREW
BAGGAGE LOCKER
CREW
CATERING
OFF
CREW
CREW
CREW
CREW
CREW
LAUNDRY
CHIEF
BOSUN BOSUN
FITTER PUMP
MAIN
T/S
T/S
T/S
CREW
CREW
T/S
T/S
T/S
T/S
T/S
CREW
CREW
CREW
CREW
T/S
T/S
T/S
T/S
T/S
T/S
T/S
T/S
T/S
T/S
PIPE/
DUCT/
CABLE
TRK
ELEC.
EQUIP. RM
PIPE &
DUCT
TRK
DN UP
UP DN
UP DN
B DECK
T/S
T
SH
PIPE/
DUCT/
CABLE
TRK
CARGO
CONTROL
RM
(IN MAIN PANEL)
DECK
OFF.'S
CH.RM
PIPE
&
DUCT
TRUNK
LINEN
LKR
CGR PUB
T.
OFF.'S
LAUNDRY
DRY RM
LIFT
GAS ENG.
DAY RM
GAS ENG.
BED RM
SHIP/
ENG.
OFF
3RD
ENG.
T/S
T/S
ELEC. OFF.
SPARE
OFF.
T/S
T/S T/S T/S
2ND OFF.
CADET
SPARE OFF.
(C)
SPARE OFF.
(B)
CONFERENCE
RM
DECK OFFICE UP DN
C DECK
DN
DN
WHEELHOUSE
LIFT
BATT.
RM
LIFT
MACH.
RM
DN
DN
DN
UP
NAV. BRID. DECK
5RD ENG.
NAUT. WATCH
KEEP. OFFICE
4ND ENG.
2ND ENG.
DAY RM
2ND ENG.
BED RM
BED ROOM
CHIEF OFFICER
CHIEF OFFICE
DAY ROOM
CAPTAIN
DAY RM
C/ENG'S
DAY RM
C/E BED
RM
3RD
OFFICER
CPAT'S
BED RM
BONDED
STR
LKR
PUB
T
LIFT
DN
NAV.
EQUIP.
RM
PIPE
DUCT/
CABLE
TRK
OWNER
DAY RM
OWNER
BED RM
OFFICER LOUNGE
T/S T/S T/S
LOBBY
T/S T/S
T/S
T/S
PIPE
&
DUCT
TRUNK
T/S
T/B
T/B
D DECK
T/S
LOBBY
UP
DN
UP
DN
CREW CHANGE
ROOM
ENG.'S
CH. RM
DRY PROV.
HANDLING AREA
MEAT
LOBBY FISH DIAP.
VEGE.
ELEC.
DIST.
PANEL RM
CABLE
SPACE
IN LOBBY
(TYPICAL, P&S, UPP/A-DK)
CABLE
SPACE
NO.1 CARGO
SWBD RM
NO.2 CARGO
SWBD RM
CABLE
TRK
FIRE
CONT. RM
(NEAR DOOR)
LIFT
PUB.
T
UP
AIR-CON.
MACH. RM
(IN DUCT)
(NEAR DOOR)
T SH
DECK
STR
C
A
N
A
L
B
O
A
T
M
A
N
R
E
P
A
IR
E
R
DN
DN
DN
UPPER DECK


Engine Room System (CC Type)

1 Engine control room
2 Emergency generator room
3 Engine room 1st deck forward starboard
4 Engine room 1st deck after starboard
5 Engine room 1st deck forward port
6 Engine room 1st deck after port
7 Incinerator room
8 Engine room IR type panel

Accommodation System (CC Type)

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


Illustration 4.13.1a Cargo Valve Hydraulic Lines

TRUNK DECK
(OIL TANK : 1000 L)
HYD. POWER PACK
WITH 2 X ACCUM.
STAND AND 2 X N2
SPARE BOTTLES
OIL COAMING (VR003)
(VR004)
(VR005)
(VR002)
TO/FROM
POWER UNIT
(FOR BALLAST)
NO.5 SOL.
V/V BOX
(CG522)
(CG501)
(CG505) (CG517) (CG513) (CG509)
(CS501)
(CG701) (CL702) (CL701)
(CS504)
(CL401)
(CS401)
(CG405)
(WD052)
(WD053) (WD051)
(WD049)
(WD050) (WD048)
(WD043)
(WD044) (WD042)
(CS404) (CS405) (CS406) (CS407)
(CL402) (CL405) (CL400) (CL410) (CG601) (CG602)
(CL301)
(CL300) (CL310)
(CS301)
(CS305) (CS306)
(CG002) (CG001)
(CS307) (CL305)
(CL200)
(CS201)
(CS207) (CS206) (CS205)
(CS204) (CL205) (CL201) (CL202)
(CL210)
(CL101) (CL102)
(CS101)
(CS107) (CS106) (CS105)
(CL100)
(CG106)
(CG105)
(CL110) (CP178)
(CS104) (CL105)
(CL801) (CL803) (CG801)
(CS304)
(CL302)
(VR001)
Ball valve
NO.1 SOL.
V/V BOX
NO.2 SOL.
V/V BOX
NO.8 SOL.
V/V BOX
NO.3 SOL.
V/V BOX
NO.4 SOL.
V/V BOX
CARGO COMPRESSOR RM.
MANIFOLD(S)
MANIFOLD(P)
NO.7 SOL.
V/V BOX
SIDE PASSAGE
SIDE PASSAGE
HYD. POWER
PACK ROOM
TRUNK DECK TRUNK DECK TRUNK DECK
(WD040)
(WD041) (WD039)
(WD046)
(WD047) (WD045)
(CL804) (CL802)
(WD034)
(WD035) (WD033)
(WD031)
(WD032) (WD030)
(WD037)
(WD038) (WD036)
(CL704) (CL703)


4.13 Cargo & Ballast Valve Control System

4.13.1 Cargo Valve Control System

General
The system is applied for remote control of valves and actuators designed
primarily for use on board ships as shown on the attached hydraulic schematic
diagram and valve lists.
The remote valves are provided with hydraulic actuators powered form hydraulic
power unit and controlled by electro-hydraulic solenoid valves.
All remote valve actuators are designed to be capable of local manual operation.

The danfoss position indicator for the valve open / shut position is designed to
indicate the position of hydraulically actuated valves. In general, the valve
position is indicated by the limit switch(RLS) or potentiometer(CPI) mounted
directly on the valve, respectively.

All the valves necessary for the operation of the cargo and ballast system are
hydraulically operated by separate hydraulic power packs, situated in the
hydraulic power pack room, engine casing 'B' deck forward. Control of the
power packs and valve operation is from the IAS, touch screen and key board
situated in the CCR.

Cargo System
The hydraulic power unit consists of two main pumps and one topping-up pump.
During normal loading and unloading operations, only one pump is required to
meet the demand, while the second pump is put on automatic standby mode that
is ready to cut in when the system pressure is reduced to 11 MPag. The topping
up pump is normally used when the vessel is in sea mode condition.

All remotely operated valves are piston operated, except for the liquid dome and
the spray header isolating valves that are vain type actuators. The supply oil is
distributed to 6 solenoid valve cabinets situated at the side passageway (port and
starboard) and 1 in the cargo compressor room. Each cargo tank, manifold area,
cargo compressor room and the master BOG station has its respective solenoid
cabinet as follows:

No.1 Solenoid Valve Box (16 Units)
Valves CL101, 102, 105, CS101, 104, 105 Throttle Globe Valve
Valves CS106, 107 ON/OFF Globe valve
Valve CP178 ON/OFF Ball valve
Valves CG105 ON/OFF Butterfly valve
Valves CG106, CL100, 110 Throttle Butterfly valve
Valves WD033, 034, 035 ON/OFF Butterfly valve

Valves CS206, CS207 ON/OFF Globe valve
Valves CL200, 210 Throttle Butterfly valve
Valves CL300, 310, CG001, 002 Throttle Butterfly valve

Valves CL400, 410, CG602 Throttle Butterfly valve
Valves CG601 ON/OFF Butterfly valve
Valves CG405 ESD ON/OFF Butterfly valve

Valves CG517, 501, 505, 522, 509, 513 ON/OFF Butterfly valve
Valves WD042, 043, 044, 048, 049, 050 ON/OFF Butterfly valve

No.7 Solenoid cabinet feeds starboard manifold (ESDS) and ballast system
Valves CL701, 702, 703, 704, CG701 ESD ON/OFF Butterfly valve
Valves WD030, 031, 032, 036, 037, 038 ON/OFF Butterfly valve

No.8 Solenoid cabinet feeds port manifold (ESDS)
Valves CL801, 802, 803, 804, CG801 ESD ON/OFF Butterfly valve

Accumulator for ESD Valve
Accumulators have two times of a capacity required for closing the emergency
shut-down valves on one side of the manifold simultaneously within 30 seconds
at ambient temperature of about 15C.
1 set of fuel gas master valve and 10 sets of manifold valves are designed to
automatically close the emergency shut-down valves at the manifold area. The
fuel gas master shut-off valve by the pressurized oil in independent hydraulic
accumulator with the emergency shutdown hydraulic pilot valve hydraulically
operating cylinder 3/2way.

Hydraulic Power Unit
System working pressure : 10.5 MPag
Oil tank:1000 L

The hydraulic power unit is designed as a hydraulic source for the open / close
operation of the hydraulic valve. The power unit has a tank as its basic unit, and
consists of two(2) electro-hydraulic main motor / pump units, and one(1) electro-
hydraulic topping up motor / pump unit, firmly mounted on the top cover of the
tank.

One main motor / pump unit is operated as in a service, and the other is
operated as a stand-by. One topping up motor / pump unit is designed to
maintain the system pressure when no valve operation is required.
Accumulators are installed for oil leakage compensation through the direction
control valve. Two(2) spare N
2
gas bottles are provided each having capacity of
abt. 45liters.

Pressure switches control the pump cut in / cut out, with low oil pressure alarm
and pump failure alarms transmitted to the IAS. The oil level in the tank is
monitored by a low level alarm switch.

Pump Settings
Pump start 11.5 MPag
Pump stop 13.5 MPag
Stand-by pump cut in 11.0 MPag
High pressure alarm 14.0 MPag
Low pressure alarm 10.0 MPag
ESDS operating pressure 9.0 MPag
High temperature alarm 70
Return filter clogging alarm 0.2 MPag
Pressure filter clogging alarm 0.5 MPag

Emergency Operation
When hydraulic pressure cannot be obtained due to trouble of hydraulic pump
unit by some reason, each valve can be operated by spanner or portable hand
pump prepared for emergency.

In case of electric power failure between the control area and solenoid valve area,
the solenoid valve can be operated manually (finger operation).

In case of hydraulic power loss between the solenoid valve area and actuator, the
actuator is operated manually by means of a spanner or hand pump.

Emergency Hand Pump Operation
All the hydraulic piston type operating valves have an emergency hand pump
connection. There are three portable emergency hand pump units, one available
in the engine room, one in the pipe duct space and one in the deck store. The
isolating valves on the distribution block are first shut off and the hoses of the
emergency hand pump fitted to the snap-on connectors. Control of direction is
via a hand operated changeover control block.


Illustration 4.13.2a Ballast Valve Hydraulic

FWD
P/P RM
SOL.V/V BOARD
FOR BALLAST,BILGE,F.O.
S.W.COOLING SYS
WATER SPRAY SYS.
POWER PACK
FOR BALLAST
ACCUMULATOR
WITH N2 BOTTLE
HYD. POWER
PACK ROOM
P T
E/R
(BA225)
(CW27)
(CW06)
(CW26) (CW25)
(CW101) (CW102) (CW103)
(BA209)
(BA211) (BA212)
(BA215) (BA214)
(BA227) (BA226)
(BA229)
(BA213) (BA217) (BA219) (BA221)
(BS202)
(BA027) (BA029) (BA030) (BA031)
(BA022) (BA023) (BA024) (BA025)
(BA020) (BA021) (BA032) (BA033)
(BA016)
(BA014) (BA015)
(BS027)
(BA017) (BA018) (BA019)
(BA013) (BA008) (BA012) (BS020)
(OF08)
(BA001)
(BA009) (BA010) (BA011)
(BS025)
(BA006) (BA005)
(BA002) (BA003)
(BA004) (BA007)
(BS039) (BS033)
(BA034)
(BA035)
(BA037) (BA026) (BA028) (BS045)
(BA210)
(BA222) (BA202) (BA207) (BA208)
(BA201) (BA203) (BA205) (BA206)
(ES191) (ES196)
(OF14) (OF13) (OF48) (OF10)
(CW28)
(CW10) (CW14)
(BA228)
(WW001)
(WW003)
(WD219)
(WW002)
(WD241)
TO/FROM POWER UNIT
FOR CARGO
B.T.RM
H
.
F
.
O
.

T
K

(
F
W
D
)
F
W
D

D
E
E
P

W
.
B
.

T
K

(
P
&
S
)
N
O
.
1

W
.
B
.
T
K
(
S
)
N
O
.
2

W
.
B
.
T
K
(
S
)
N
O
.3

W
.
B
.
T
K

(
S
)
N
O
.
4

W
.
B
.
T
K
(
S
)
N
O
.
1

W
.
B
.

T
K

(
P
)
N
O
.2

W
.B
.
T
K

(
P
)
N
O
.3

W
.B
.
T
K

(
P
)
N
O
.4

W
.
B
.
T
K

(
P
)
BOSUN STORE
F.P. TK
UPPER DECK
22084 A/B
PIPE DUCT


4.13.2 Ballast Valve Control System

General
The system is applied for remote control of valves and actuators, designed
primarily for use on board ships as shown in the attached hydraulic schematic
diagram and valve lists.
The remote valves are provided with hydraulic actuators powered from hydraulic
power unit and controlled by electro-hydraulic solenoid valves.
All remote valve actuators are designed to be capable of local manual operation.

The danfoss position indicator for the valve open / shut position is designed to
indicate the position of the hydraulically actuated valves. In general, the valve
position indication is obtained from the limit switch(RLS) or potentiometer(CPI)
mounted directly on the valve, respectively.

Ballast, Bilge, F.O. Sea Water Cooling and Water Spray Systems
The hydraulic power unit consists of two main pumps and one topping-up pump.
During normal loading and unloading operations, only one pump is required to
meet the demand, while the second pump is put on automatic standby mode
ready to cut in when the system pressure is reduced to 11 MPag. The topping up
pump is normally used when the vessel is in sea mode condition.

All remotely operated valves are piston operated. The supply oil is distributed to
1 solenoid valve board situated in the engine room. The operation of the valves is
conducted from the IAS in the CCR.

Hydraulic Power Unit
System working pressure : 10.5 MPag
Oil tank:1000 L

The hydraulic power unit is designed as a hydraulic source for the open / close
operation of the hydraulic valve. The power unit has a tank as its basic unit, and
consists of two(2) electro-hydraulic main motor / pump units, and one(1) electro-
hydraulic topping up motor / pump unit, firmly mounted on the top cover of the
tank.

One main motor / pump unit is operated as in a service, and the other is
operated as a stand-by. One topping up motor / pump unit is designed to
maintain the system pressure when no valve operation is required.
Accumulators are installed for oil leakage compensation through the direction
control valve. Two(2) spare N
2
gas bottles are provided each having a capacity of
abt. 45liters.

Pressure switches control the pump cut in / cut out, with the low oil pressure
alarm and pump failure alarms transmitted to the IAS. The oil level in the tank is
monitored by a low level alarm switch.
Pump Settings
Pump start 11.5 MPag
Pump stop 13.5 MPag
Standby pump cut in 11.0 MPag
High pressure alarm 14.0 MPag
Low pressure alarm 10.0 MPag
ESDS operating pressure 9.0 MPag
High temperature alarm 70
Return filter clogging alarm 0.2 MPag
Pressure filter clogging alarm 0.5 MPag

The hydraulic system can be used as a emergency back up supply to the main
cargo valve system, by opening isolating cross connecting valves that must be
kept shut during normal use.

Emergency Operation
When hydraulic pressure cannot be obtained due to trouble of whatever reason in
the hydraulic pump unit, each valve can be operated by spanner or portable hand
pump prepared for emergency.

In case of electric power failure between the control area and solenoid valve area,
the solenoid valve can be operated manually (finger operation).

In case of hydraulic power loss between the solenoid valve area and actuator, the
actuator is operated manually by means of a spanner or hand pump.

Emergency Hand Pump Operation
All the hydraulic piston type operating valves have an emergency hand pump
connection. There are three portable emergency hand pump units, one available
in the engine room, one in the pipe duct space and one in the deck store. The
isolating valves on the distribution block are first shut off and the hoses of the
emergency hand pump fitted to the snap-on connectors. Control of direction is
via a hand operated changeover control block.

1) 2-line system

Opening of valve:
- Close the stop valves on the control block mounted on the actuator.
- Connect the hoses B and A to the emergency control block (e.g. HS-
block) mounted on the actuator.
- Turn the pilot valve on the hand pump to open position and continue
pumping until the actuator/valve is open (see the visual indicator on the
actuator or pressure gauge for the nominal working pressure of 10.5
(13.5)MPag).
- The valve is prevented from closing when the pilot valve is placed in
centre position.

Closing of valve:
- Turn the pilot valve on the hand pump to the close position.

2) 1-line system

Opening of valve:
Only hose B is used.

Closing of valve:
Turn the pilot valve on the hand pump to the close position.
The actuator / valve closes without pumping.

Open = A T, P B
Close = B T, P A

Illustration 4.14.1a Cargo Tank Relief Valve

Specifications
Quantity 9 Set
Type Pilot Operation
Set pressure 25 kPag
Reseating pressure 22 kPag
Required capacity 22000 Nm
3
/h
Relieving capacity 28550 Nm
3
/h

For manual lifting device
connection Rc1/2
Test gag
Adjust screw
Diaphragm
Check plate
Pilot Valve
Nozzle
Set plate
Diaphragm retainer
For test Connection
RC 1/2
Exhaust tube
Supply
pipe

Illustration 4.14.2a Primary and Secondary Insulation Space Relief Valves

Specifications
Quantity 17 Set
Type Pilot Operation
Set pressure 1.0 kPag
Reseating pressure 0.8 kPag
Required capacity 1400 Nm
3
/h
Relieving capacity 2087 Nm
3
/h

For manual lifting device
connection Rc1/2
Test gag
Adjust screw
Diaphragm
Check plate
Diaphragm retainer
Diaphragm
Nozzle
For test Connection
RC 1/2
Pilot Valve
Vent Tube
Supply Pipe
Exhaust Tube


4.14 Relief Systems

General Description

Each cargo tank is fitted with two pressure / vacuum relief valves required by the
IGC code. The primary and secondary insulation spaces are each protected by
two pressure-relief valves per cargo tank. The valves are manufactured by Fukui
Seisakusho Co., Ltd. and are designed specifically to work on marine-based
LNG systems.

4.14.1 Cargo Tank Relief Valves

Manufacturer: Fukui Seisakusho Co., Ltd.
Type: PSL-MD13-131-LS1(B) 10 x 12
Number of units: 9 (8 + 1 spare)
Number per tank: 2
Reseating Pressure: 22 kPag
Flow rate per valve: 28,550 Nm
3
/h
Vacuum Relieving: -1 kPag

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 tanks pressure sensing line relays the
pressure directly to the pilot operating the valve. This manner assures that an
accurate operation at low pressure prevails inside the tank.

The cargo relief valves are set up initially by the manufacturers based on the
requirements of the ship. If overhaul of the valves by the ships staff is carried
out, the valves must be checked and reset to the original settings.

It is extremely important that the vent mast is checked on a regular basis and
drained of any accumulated water. The purpose of which is to ensure that the
relief valves operate at their correct settings that would otherwise be altered if
water is to accumulate in the vent mast and flow into the valve assembly.
4.14.2 Primary and Secondary Insulation Space Relief Valves

Manufacturer: Fukui Seisakusho Co., Ltd.
Type: PSL-MD12-131-S1(B) 6x 6
Number of units: 17(16 + 1 spare)
Number per tank
Primary Insulation Space: 2
Secondary Insulation Space: 2
Set Pressure: 1.0 kPag
Reseating Pressure: 0.8 kPag
Flow rate per valve: 2,087 Nm
3
/h

Four-PORV relief valves per cargo tank protect the primary and secondary
insulation spaces.

A gas detection line leads out from below the valves. One line points from the
primary insulation space and the other from the secondary insulation space per
each tank to the gas monitoring system, to give a constant indication of the
atmosphere inside the primary and secondary insulation spaces.

The primary insulation relief valve vapour outlet leads to a separate vent line that
runs alongside the associated vent mast. This is to prevent any counter pressure
or back flow from the main vent mast should the cargo tanks relief valves is
lifted from the nitrogen snuffing system.

It is extremely important that the vent line is checked on a regular basis and
drained of any accumulated water. This is to ensure that the relief valves operate
within their correct settings that could otherwise be altered if water is to
accumulate in the vent mast and flow into the valve assembly.

The secondary insulation spaces relief valves vent directly to the deck via a
downward facing tail pipe. It is not necessary for these to be led to the vent mast
as the likelihood of LNG vapour in the insulation space is very remote.

The primary and secondary insulation spaces valves are set up initially by the
manufacturer base on the requirements of the ship. If an overhaul of the valves
by ships staff is carried out, the valves must be checked and reset to their
original settings.
4.14.3 Line Relief Valves

Each section of the cargo pipe work, except the vapour line that can be isolated
by the two valves, is fitted with an over pressure relief valve fitted. The cargo
manifold relief lines, the cargo machinery space relief lines and No.3 & 4 cargo
tanks relief lines are led to No.3 and 4 vapour domes. No.1 and 2 cargo tanks
relief lines are led to No.1 and 2 vapour domes. In order to operate manually lift
the lever.

Illustration 4.14.3a Cargo Line Relief Valve

S
S
Test gag
Adj. lock bolt
Lifting fork
Disc
Nozzle
Adj. ring
Adj. screw
lock nut
Adjusting screw
Lever


Illustration 4.15.1a Ballast Piping

NO
.1 DB. W
.B. TK(P)
E
/R
W
.B
. T
K
(P
)
N
O
.4
W
.W
.B
. T
K
(P
)
NO
.4 DB. W
.B. TK(P)
NO
.3 DB. W
.B. TK(P)
NO
.2 DB. W
.B. TK(P)
N
O
.3
W
.W
.B
. T
K
(P
)
N
O
.2
W
.W
.B
. T
K
(P
)
N
O
.1
W
.W
.B
. T
K
(P
)
N
O
.4
W
.W
.B
. T
K
(S
)
N
O
.3
W
.W
.B
. T
K
(S
)
N
O
.2
W
.W
.B
. T
K
(S
)
N
O
.1
W
.W
.B
. T
K
(S
)
F
W
D

D
E
E
P

W
.
B
.

T
K
(
P
)
F.P. TK
B.T. RM
F
W
D

D
E
E
P

W
.
B
.

T
K
(
S
)
E
/R
W
.B
. T
K
(S
)
A.P. TK
BA222
BA220
BA218
BA216
BA219
BA217
BA215
BA214
BA213
BA231
BA230
TO I.G.G. SYS
BA212
BA211
BA210
BA208
BA207
BA209
BA221
B.S TRIP.
EDUCTOR
EM'CY BILGE
SUCTION
BA227
BA226
BA225
BA201
S
.C
BA203
BA205
BA202
BA006
BA005
BA004
IN BOSUN STORE
(WATER TIGHT DECK)
BA001
(BA501/BA502)
BA007
BA036
BA003
BA002
S
.C
NO. 2 B.P
STAND-BY
B.P
NO. 1 B.P
BALLAST MAIN
SLEEVE
DOUBLE
O-RING
BALLAST MAIN
PIPE DUCT
BA229
*
*
*
*
N
O
.1 DB. W
.B. TK(S)
N
O
.4 DB. W
.B. TK(S)
N
O
.3 DB. W
.B. TK(S)
N
O
.2 DB. W
.B. TK(S)
BA035
BA034
*
MARKED VALVES SHALL HAVE THE FUNCTIONS OF
THROTTLING AND FULL POSITIONING INDICATION.
BA228
To Atmos Cond.
To Main Cond.
From Water
Spray Pump
From IG Main for Gas
Freeing of Ballast Tanks
Spool
Piece
FLANGE
ADAPTER
BA206
Spool
Piece
Pipe Duct
STEEL PIPE


4.15 Ballast Piping System

4.15.1 General Description

System Capacities and Ratings.

Ballast pumps
Type: Vertical Centrifugal
Model: GVD 500-2M
Rating: 3,000 m
3
/h x 300 MTH

Three ballast pumps are electric motor driven.
Make: Nishishiba Electric Co., Ltd.
Type: Three phase induction motor
Speed: 1180 rpm
Power: 330 kW
Volt: 6600 V
Amp: 36.5 Amp

Ballast stripping eductor
Rating: 300 m
3
/h
Driving water shall be supplied by water spray pump.

The ballast spaces beneath and around the outboard side of the cargo tanks are
used as ballast tanks to optimize draft, trim and heel during various load
conditions of the vessel.

The ballast is carried during the return passage to the loading port, when only
sufficient gas is carried to maintain the tanks and their insulation at cryogenic
temperatures.

The ballast spaces are divided into 16 tanks that are the port and starboard. In
addition, the fore-peak water ballast tank, deep water ballast tank (port and
starboard), and after peak tank are also used to carry ballast when required.
There are also two small ballast tanks in the engine room that are used to control
total ballast capacity of 52,428 m
3
, approximately 53,738 tonnes when filled with
sea water. Three, 3,000 m
3
/h, vertical centrifugal pumps are fitted to enable the
total ballast capacity to be discharged or loaded in approximately 12 hours for
ballasting or deballasting. During cargo loading and unloading two (2) sets of the
ballast pumps are used. During ballast water exchange, one (1) set of the ballast
pump is used. The pumps are driven by electric motors and are located in the
engine room floor, starboard side forward.

The 600 mm fore and aft ballast main runs through the pipe duct with tank
valves mounted on the tanks bulkheads. This is connected to the stripping
eductor.

The ballast pumps fill and empty the tanks via the port and starboard side 600
mm main.

One eductor placed on starboard is fitted for stripping and final educting of the
tanks, with its own discharge valve.
The driving water for ballast stripping eductor is from water spray pump.
All ballast pipes in the pipe duct are of GRP with galvanized steel bulkhead
pieces and pipes in ballast tank are steel painted with suction bell mouths.

Eight (8) spectacle flanges are provided for wing water ballast tank suction line
in order to prevent silty water entry other tank in case of valve failure.

Ballast piping for No.3 double bottom water ballast tank can be used for flow
through method of cleaning. For this purpose, additional pipe line installed inside
ballast tank.

All valves are hydraulically operated butterfly valves. The tanks after main
suctions, pump discharge valves and etc, as indicated with * on the above
drawing are of the intermediate position controlled type.

They are mounted at the forward end and bottom platform of the engine room.
These pumps take their suction from the sea, with the high sea suction being on
the port side and the low sea suction being on the starboard side. The latter being
the normal operation when loading ballast. When discharging ballast they take
their suction from the main ballast crossover.

There is one ballast eductor, rated at 300 m
3
/h.

The ballast pumps are used to supply sea water to the inert gas system.

System Control

The ballast system is controlled entirely from the CCR using the IAS in
conjunction with the ballast mimic.

The ballast pumps are started and stopped using the mimic, provided that the
switches on the local control panel are set to remote. The pumps have an auto
stop sequence control for low and high tank status. When on local control, the
pumps can be started and stopped from the local control panel regardless of the
position of the local/remote switch. The local control panels always take priority
and can take control from the CCR at any time.

All hydraulically operated valves in the system are also operated using the on
screen menu/keyboard in conjunction with the ballast mimic. Two basic types of
valves are fitted: those that can be positioned at the fully closed or fully opened
position and those that can be positioned at any point between the fully opened
and the fully closed position. The position of all valves is shown on the mimic.

Provision is made for the use of a portable hand pump to operate each valve in
the event of hydraulic accumulator failure. The pump discharge valves, and tank
after main suction valves are multi-positional. All other valves are either open or
closed. In addition to being operable from the CCR, the valves can also be
operated from the solenoid valve station using the push buttons on the individual
solenoids.

The on screen ballast menu also shows when the pumps are switched to remote,
the pumps suction and discharge pressure, the position of the manually operated
valves and the level in each tank, in terms of innage.


4.15.2 Ballast Water Management (Ballast Exchange)

Introduction

The ballast water management is focused on to minimize the introduction of unwanted organisms from the discharge of
ballast water in their local jurisdictions and the pollution of ballast tanks from sediment (i.e. mud). This study is provided to
introduce DSMEs proposal for discussing about the method based on safety and automation.

The Ballast Water Management shall consist of the Ballast Exchanging and the Ballast Tank Flushing

Pipe arrangement of Water Set System
Ballasting Scenario

- Pre-Ballasting: To minimize the number of silty WBT, DB WBTs shall be filled with clean seawater before arriving at the
unloading port. This procedure not include in auto sequence.

- Ballast Exchange: After departure from the unloading port, all dirty water in silty WWBT shall be exchanged with clean
seawater. Simultaneous ballast water exchanging, the seawater spraying shall be carried out to clean up in ballast tanks.

- For the detail schedule of ballasting/deballasting, please refer to following Estimated Operating Time.

Loading Port
Unloading
Port
F A
F A
F A
F A
Empty WBT
Clean WBT
Silty WBT
Deballasting Ballasting
Ballast
Exchange
Pre-Ballast ing
#1 #4
No.3 stringer
W
i
n
g

t
a
n
k
D/B water tank
Sediment
Ballast line
main fire line
Water jet nozzle
CARGO
No.2 stringer
No.1 stringer

Ballast Water Exchange Sequence

Estimated Operating Time

Ballast exchange condition Tank No. Capacity(m
3
)
1 2 3 4 5 6 7 8 9
No.1 W.W.B.T(S) 3,863 F F F F F F F E F
No.1 W.W.B.T(P) 3,863 F F F F F E F F F
No.2 W.W.B.T(S) 2,375
F
F F E F F F F F
No.2 W.W.B.T(P) 2,375 F E F F F F F F F
No.3 W.W.B.T(S) 2,376 F F F F F E F F F
No.3 W.W.B.T(P) 2,376 F F F F F F F E F
No.4 W.W.B.T(S) 2,099 F E F F F F F F F
No.4 W.W.B.T(P) 2,099 F F F E F F F F F
Time[h] 9.38[Total] - 1.1 0.93 1.1 0.93 1.5 1.4 1.4 1.3

Estimated ballast pump efficiency during pumping(23,000m3):approx. 80% of nominal capacity

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

Line-Up & check
Pump Start/Stop
Ballast Water Management
Line-Up & check
Ballast Pump Start/Stop
Line-Up check
Ballast Pump Start/Stop
Ballast Pump Control
Sequence
Ballast Pump Control
Sequence
Line-Up & check
Level Monitoring
TK Group:
FWD/M-FWD/M-AFT/AFT
Ballast/Deballast V/V Control
Sequence
Line-Up & check
Level Monitoring & Synch.
TK Group:
1P/3S,1S/3P,2P/4S,2S/4P
Ballast/Deballast V/V Control
Sequence
Line-Up & check
Spray Schedule
Spray Valve Control
Water Spray Control
Sequence
Line-Up & check
Level Monitoring & Synch.
DB WBT Dilution Control
Sequence
Automatic Ballast/Deballast
Sequence
Ballast Water Exchange Sequence
Water Spray Pump
Control Sequence
No.1 WWBT(S)
No.1 WWBT(P)
No.2 WWBT(S)
No.2 WWBT(P)
No.3 WWBT(S)
No.3 WWBT(P)
No.4 WWBT(S)
No.4 WWBT(P)

Illustration 4.15.1b Silty Water Treatment System

W
.W
.B
. T
K
(P
) W
.W
.B
. T
K
(S
)
NO.1 W.W.B TK (S)
NO.4 W.W.B TK (P)
NO.4 W.W.B TK (S)
NO.3 W.W.B TK (P) NO.2 W.W.B TK (P) NO.1 W.W.B TK (P)
NO.1 DB.W.B. TK (P) NO.2 DB.W.B. TK (P) NO.3 DB.W.B. TK (P)
PIPE DUCT
NO.4 DB.W.B. TK (P)
NO.1 DB.W.B. TK (S) NO.2 DB.W.B. TK (S) NO.3 DB.W.B. TK (S) NO.4 DB.W.B. TK (S)
NO.3 W.W.B TK (S) NO.2 W.W.B TK (S)
FRAME OR BHD FRAME OR BHD
ABT.
700
ABT. 2140
OR
ABT. 1400
ABT.
700
ABT.
1400
STR. OR DK
FIRE MAIN FIRE MAIN
NOZZLE (ORIFICE : 6.0, BRONZE)
(TYPICAL)
T
Y
P
IC
A
L
UPPER DK
TRUNK DK
D/B W.B. TK (S) D/B W.B. TK (P)
TRUNK DK SPACE
C
O
F
F
E
R
D
A
M
(T
Y
P
IC
A
L
)
P
IP
E
M
A
T
'L
: S
T
P
E
3
7
0
M
IL
D
S
T
E
E
L
P
O
L
Y
B.W



*A1
ABNORMAL STOP CONDITION
N
Y
VALVE ASYNC VALVE SYNC
(CONTROL FROM BALLAST EXCHANGE
TANK SEQUENCE)
3 START
SPRAY MODE ASYNC OR SYNC
N
- SEQUENCE STOP REQUEST
- TANK LEVEL BAD PV
- WATER SPRAY V FB ALARM
- WATER SPRAY V
UNC ALARM
- WATER SPRAY V
FAIL LIST
- WATER SPRAY PUMP SEQ
ABNORMAL
*1 TIME DELAY (10 SEC) IS APPLIED
*2 THIS PROCESSING IS DONE ONE TIME ONLY AT DETECTING THE LEVEL CONDITION
START
WATER SPRAY PUMP SEQ
SEQ START/STOP
SWITCH = "START"
TK LEVEL L1O + a
*1
TK LEVEL L1O + a
*1
2
Y Y
START
TK LEVEL L1O
*1
*2
OPEN
NO.1 SPRAY VALVE
OPEN
NO.2 SPRAY VALVE
OPEN
NO.3 SPRAY VALVE
CLOSE
NO.1 SPRAY VALVE
OPEN
NO.1 SPRAY VALVE
Y
TK
L1C LEVEL L1O
*1
N
*2 *2
CLOSE
NO.2 SPRAY VALVE
OPEN
NO.2 SPRAY VALVE
Y
TK
L2C LEVEL L2O
*1
N
*2 *2
CLOSE
NO.3 SPRAY VALVE
Y
TK LEVEL L3O
*1
N
*2 *2
OPEN
NO.3 SPRAY VALVE
1
N

ABNORMAL STOP CONDITION
Y
WHEN THIS SEQUENCE IS STOPPED BY ABNORMAL STOP CONDITION,
WATER SPRAY PUMP SEQUENCE STOP IS REQUESTED.
CLOSE
NO.1 SPRAY VALVE
CLOSE
NO.2 SPRAY VALVE
CLOSE
NO.3 SPRAY VALVE
1
FINISH REQUEST
FROM BALLAST
EXCHANGE TANK SEQ
2
STOPPED
Y
N
STOP
SEQ START/STOP SWITCH
3
N
END
SPRV1 SPRV2 SPRV3 TIME
LEVEL
L1O
NO.1 STRINGER
L2O
L1C
NO.2 STRINGER
L3O
L2C
NO.3 STRINGER
OVER LAPPING TIME
(ABOUT 1 min)


Illustration 4.15.1c Bilge and Deck Scupper System

BSD1/D2/D3/D4 ONLY
F.W TK DIST. W TK
F.W RM DIST. W TK
A.P TK
A.P TK
S.T.C.W. TK
S.T.C.W. TK
MOOR'G DK
S
ID
E
S
H
E
LL
15
30
ABT.500
FR15 FR71 FR86 FR103 FR120 FR134 FR157
E
/R
W
.B
. T
K
(
P
&
S
)
N
O
.
4

C
A
R
G
O

T
K
N
O
.
3

C
A
R
G
O

T
K
N
O
.
2

C
A
R
G
O

T
K
N
O
.
1

C
A
R
G
O

T
K
65A
BILGE HAT (P & S)
SEE DETAIL
SIDE-PASSAGE
ENGINE ROOM
BS204
SPECTACLE
FLANGE
BS203
BS022
BS021
B/W
BS020 BS019
BS016
BS017
BS002
BS003
BS004
BS018
BS025
BS029
BS030
B/W
BS027
BS035
BS036
B/W
BS033
BS041
BS042
B/W
BS039
BS047
BS048
BS202
BS201 BS051
B/W
BS045
BS611
BILGE EJECTOR FOR
P. DUCT/COFFERDAMS
FROM FIRE MAIN
FROM FIRE MAIN
FROM FIRE MAIN
FROM FIRE MAIN
FROM FIRE MAIN
FROM FIRE MAIN
FROM FIRE MAIN FROM FIRE MAIN
BS205
MOTOR
RM
COMP. RM
65A
CARGO
STORE
D
E
TA
IL
(TYP
.)
WALL
TRUNK DECK
UPPER DECK
BOSUN STORE
C.L
FWD
P/P RM
DETAIL OF BILGE HAT
2~4
ABOUT 15
20
10 HOLES
ABOUT 15
10 HOLES
PLAN 60.5
13
6
250
242
267.4
PIPE DUCT
B.W
BS015
BS013
BS010 BS011
BS012
BS014
SCANTL'G DRAFT
(12.5M A/B)
SCANTL'G DRAFT
(12.5M A/B)
EJECTOR FOR
BOW T. ROOM
BS608
S.L.W.L
S.L.W.L
UPPER DECK
BOSUN STORE
C.L
B.W
FWD
P/P RM
BS009 BS005
BS609
EJECTOR FOR
BOSUN STORE
EJECTOR FOR
FWD PUMP ROOM
BS607
BS008
BS001
BILGE HAT(P & S)
SEE DETAIL
BILGE HAT (P & S)
SEE DETAIL
60
6
BS315 BS314
BS605
BS313 BS312
BS606
BS303 BS304
BS601
BS301 BS302
BS602
FROM HFO
TRANS. P/P
UPPER
DECK
UPPER
DECK
UPPER
DECK
UPPER
DECK


4.16 Loading Computer

General

Leading the trend in shipboard calculation, data processing, ship-shore
communication and vessel automation, Techmarine Co. Ltd. provides you
modern microprocessor-based loading computer, "SHIP MANAGER", that
carries extremely powerful loading calculation and other software for standard
computer.

The whole system is designed to be used by non-computer oriented users such as
ship's officers and/or shore-based cargo planners with no specific knowledge
on how to run the about computers system.

This material explains the full aspects of the "SHIP MANAGER" loading
programs, the major functions of which are as follows :

4.16.1 ON-Line and OFF-Line Mode

1. Displacement/Deadweight/Trim & Draft(aft and fore)
2. Correction Drafts(aft and fore) due to difference of sea water density
3. LCG/VCG/TCG/Metacentric height / Angle of heel.
4. Trim & adjusting calculation / Heel adjusting calculation
5. Cargo/Ballast/F.O/D.O/L.O/F.W tanks shall have maximum free surface
moment regardless of liquid level.
6. Display Cargo/ballast/F.O/D.O/L.O/F.W & D.W/tanks level & volume.
7. Intact stability calculation(*)
8. Shear forces and bending moments at the prescribed frame point(*)
9. Corrected shear forces required by Classification Society(*)
10. Maximum values of shear force and bending moment.
11. Propeller immersion (*)
12. Forward draft limit (*)
13. GM limit (*)
14. Cargo tank filling restrictions against sloshing effect(*).
15. GZ curves for loading conditions.
16. Result of visibility(SOLAS V.22) with warning message(*)
17. Curves of calculated S.F and B.M and maximum allowable values required
by Classification Society.
18. Automatic Calculation
Specific gravity, percentage filling, tank level, volume and weight for liquied
compartments when one of these is given.
19. The system will be designed for loading calculation on the basis of on-line
and off-line modes and selected mode can be identified easily.
(*) marked items shall be displayed with warning message & alarm signal
against given limitations
20. On-line interface with IAS(RS 485 type) Cargo tanks, ballast tanks,
FO/DO/LO/FW/DIST. W. / Draft
21. Direct damage stability calculation (IGC code)
22. Weather stability calculation
4.16.2 Software Configuration

Pull Down Menu
You can manage loading condition files by use of file menu. this menu contains
several sub menus and of each menu function is as follows.

<FILE MENU>

1. New Plan : Create a new loading condition. Lightship condition is created.
2. Open Plan : Read the loading file(*.LDP) saved in the current directory.
3. Save Plan : Save the loading current status to disk with a specific file name.
4. Save As : Save the loading current status to a disk with a different file name.
5. Delete Plan : Delete the loading file saved in the current directory.
6. File Explorer : You can use the File Explorer to format disks, make backup,
get an overall view of your file system and so on.
7. Print : Print out a selected item.
8. Print Setup : Printer setup.
9. Exit : Exit 'ShipManager-88' session.

<RESULT MENU>

1. Weather Criteria : Data and graph calculated by the IMO.A 562(18)
CRITERIA.
2. Intact Stability Results : Data and graph calculated by the IMO.A 749(18)
CRITERIA.
3. Longi. Strength : The ratio of the actual Shear force/Bending moment
(allowable Shear Force/Bending moment on each bulkhead at sea/port and their
graph Maximum Shear force/Bending moment and their position.)
4. Damage Stability : Data calculated by the IGC Code Criteria.
Tank Top Plan, and Midship section.
5. Loading Status : picture of ship tanker rate , profile, plan, section

<COMMUNICATION MENU>

1. OnLine : Select On-Line mode between the ICMS and the Loading
Computer
2. OffLine : Select the Off-Line mode between the ICMS and the Loading
Computer
3. Line Setup : Select menu ON and OFF in the online status.

<UTILITY MENU>

1. Calculators: Leads you to the MS-windows Calculator. (See MS-
WINDOWS manual )
2. Control Panel: Leads you to the control panel, where it is possible to
change colors, and printer attributes.
3. Shifting : Shifts the load from one compartment to another.
5. Trim Adjust : Carries out adjustment of trim by adding cargo/ballast water to
two designated compartments.
Trim with Cargo add : Controls the trim by adding weight
Trim with Cargo shift : Controls the trim by moving weight
6. Heel Adjust : carries out adjustment in the of heel by ballast water to two
designated compartments.
7. Rolling Period : Shows and Calculate Rolling Period
8. Propeller Immersion : Shows information on Propeller Immersion
9. Hydrostatics : Shows the following information follows
Displacement, Draft equiv., LCG, LCB, MTC, LCF, TKM, KG. etc.
10.Kn Table : Show Kn information.
11.Visibility : Show each position from Sight End ,conning.

1

12. Hydrostatics View : Shows information on the actual condition of the as
following:
DWT, LWT, DISP.
Draft equiv., LCG, LCB, MTC, LCF, TKM, KG.
Draft at marks.
1 degree heeling moment.
Etc.

<OPTION MENU>

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

<HELP MENU>

1. General Particulars : Shows information on.
LBP, LOA, Breadth, Depth. Etc.
2. Contents : Click the contents menu to browse through topics by category.
3. About ShipManager-88 : Gives information about he SHIPMANAGER-88
version.
4.16.3 Explanation of the Ship Manager Screen

The above screen is classified into 'PULLDOWN MENU', 'SPEED BUTTON
MENU', 'WARNING PANEL', WORK TAB and 'STATUS PANEL'.

1) PULLDOWN MENU
This part controls the loading program and is regulated by the pull down
method.

2) SPEEDBUTTON MENU
Speed button is a faster method to go work than the pull down menu. If
you want to go to the Loading menu, Hydrostatics, Constants, and Print
menu, just click the appropriate speed button.

3) WARNING PANEL
If each judgment value is over, 'NO' message appears and if not, 'YES'
message appears. If all of CHECK message is 'YES', warning panel will be
green color and if not, a led right to warning panel will be shown on the
warning panel and turned into a flickering red color.

4) WORK TAB
If you click the Tank Plan, Loading Status, Intact Stability, Longi. Strength,
Damage Stability, and Trend Curve its window will show the menu, then
you can do what you want.

5) STATUS PANEL
It is displayed on this area that all sort of calculated value according to
current loading condition each is as follows


4.17 Portable Gas Detector

4.17.1 Portable Combination Gas Detector

Model: RX-415
Quantity: 2sets

Measuring gas: HC and Oxygen in Air and Inert
Detection principle: Non dispersive infrared method(NDIR)
Measurable range: HC: 0-100%LEL/0-100vol%
(Dual auto range)
O
2
: 0-25vol%
Response time: Within 30 seconds
Sampling: Suction pump(built-in)
Ambient temp/humidity: -10~+40C / below 90%RH
(Non-condensing)
Power source: Alkaline batteries (Size C) 4 pcs.
Explosion proof: Exiad II BT3
Continuous operation time: Approx. 40 hours (no alarm or light at 20C)
Dimension/weight: 200(W) x 80(H) x 142(D)mm/approx. 2kg
(including batt.)
Alarm function: Low battery voltage alarm, Sensor connection
failure, Sampling pump connection failure,
System failure
Feature: Peak hold, Self diagnosis
Calibration gas: Oxygen (O
2
)

In the beginning
This instrument is an explosion-proof type portable gas detector which is
designed to measure the presence of crude vapours in an inert gas or in air such
as HC gas, vapours and methane gas and O
2
.

1. Operation

Check item before operation
Instrument:
Check that there is no damage under the display unit.
Filter tube with flow monitor:
Check the dirt in the cotton and when it gets dirty, replace the cotton new
one.
When the water drops are deposited, drain it out.
Check that there is nor crack or damage.
Check that there is no looseness on the nipple mounting,
Gas sampling hose:
Check that there is no break or twist on it.

Start up procedure
Hold pressing power switch for 5 seconds and the power will turn on. Via battery
check, filter probe connection check and sensor connection check, the gas
detection will start. The sequence performance until the gas detection starts is as
follows;

Hold pressing power switch for 5 seconds

100.0 vol% 25.0%
Approx. 5 sec At pump connection fail

BATT.:E ---|-- F
Approx. 5 sec At battery power shortage

PREPARATION

Approx. 5 sec
PROBE/FILTER OK?
After checking tube/filter, press ENTER

SENSOR CHECK
Approx. 5 sec At sensor connection fail

SENSOR CHECK OK?

Approx. 5 sec
WARMING UP 30 sec
30 sec
Countdown
STAND-BY OK
Approx. 5 sec

0.0%LEL 20.9%
Detection Starts
2. Zero adjustment
Make zero adjustment by removing the gas sampling hose. After detection starts,
see the flow monitor and check that the air is sucked properly. Then, check that
the reading gets stable and make zero adjustment by sucking the fresh air into
instrument.
The operation procedure is shown as below;

0.0%LEL 20.9%

HOLD ZERO KEY

APPLY FRESH AIR

ADJUSTING ZERO

Approx. 5 sec
ZERO SET OK

Approx. 5 sec
0.0%LEL 20.9%

Caution !
When make zero adjustment, do it after having fresh air sucked into instrument
for over 1 minute. If zero point is adjusted under presence of gas, the accurate
detection can not be carried out, and oxygen deficiency accident may be
occurred.

Gas display
Hold pressing ZERO for approx. 3 sec.
After checking that fresh air is sucked into
instrument and then, press ENTER switch.
Zero calibration failure
Gas display

4.17.2 Portable Methane Gas Detector

Model : GP-88
Quantity : 2sets

Measuring gas : Combustible gases
Detection principle : Catalytic combustion method
Measurable range : 0-10%LEL(Low range)/0-100%LEL(High range)
Response time : Within 20 seconds
Sampling method : Suction pump(built-in)
Ambient temp/humidity : -10~+50C / below 90%RH (Non-condensing)
Power source : Dry batteries (Size AA) 4 pcs.
Alarm point : 20%LEL
Continuous operation time : Approx. 10 hours
Dimension/weight : 85(W) x 172(H) x 46(D)mm/approx. 700g
Alarm function : Audible/visual alarm, Low battery alarm
Other functions: 1)Meter illumination
2)Peak hold switch
3)Earphone jack

1. Operation

Preparation

1) Put batteries in the instrument.
2) Connect the gas sampling hose to the instrument.

a) Pull the curling part of the coupler to the direction of the narrow ().
b) Connect the sampling hose to the nipple of the gas inlet while pulling
the curling part of the coupler.
Connect completely by pushing the curling part of the coupler after
releasing its curling part.
c) Power switch ON after above preparation.

2. Battery voltage checking

1) Check that the indication needle is moving within the BATT ZONE by
pushing thebattery check button 3
Note !
It is normal for the indication needle to be over BATT ZONE in case the
batteries have to replaced.

2) Replace the batteries after power OFF in case that the indication needle
doesnt move within BATT ZONE.

* The alarm buzzer for low battery voltage sounds on power switch ON
in case that the battery voltage is so low that the indication needle doesnt
move within BATT ZONE. The alarm buzzer doesnt sound in case that
the battery voltage is low extremely.
Check the battery voltage carefully before measuring.

3. Zero adjustment

1) Check to switch PEAK HOLD SWITCH 9 at the side of INST.
2) Turn the RANGE SWITCH 10 to the side of L.
3) Adjust the indication needle to zero by ZERO ADJUSTMENT VOLUME
4 after checking the stabilized indication needle by introducing fresh air.

4. Measurement

1) Turn the RANGE SWITCH 10 to the side of H.
2) Read the measuring value on the H range (0~100%LEL). The alarm lamp
flashes and the alarm buzzer sounds intermittently when the gas
concentration is above 20%LEL.
The alarm lamp and the alarm buzzer operate continuously until the gas
concentration becomes below 10%LEL.

Read the measuring value on the L range (0~10%LEL) after switched to L
range in case of measuring below 10% LEL range. The indication needle is
over for full scale the alarm lamp flashes and also the alarm buzzer sounds
continuously in case of introduced the over 20%LEL gas.

Power switch OFF after the indication needle returned to zero.

5. Other functions

1) Peak hold function
The peak hold function is useful in case of confirming the highest value.
Turn the PEAK HOLD SWITCH 9 to the side of the PEAK after the
power switch is turned to ON and zero adjustment. The indication
needle indicates the highest value during measurement.
Turn the PEAK HOLD SWITCH to the side of INST to release peak
hold function.

2) Meter illuminating function
Push the ILLUMINATING BUTTON 8 to observe the meter in a dark
place.
The meter illuminates during pushing the button.


4.17.3 Portable Oxygen Monitor

1. Model : OX-226
Quantity:2sets

Measuring gas : Oxygen in Air
Detection principle : Electrochemical cell
Measurable range : 0 ~ 25vol%
Sampling method : Suction pump(built-in)
Accuracy : Better than 0.7% by volume of indication value at
constant temp.
Operating temp : -10~ +50C
Power source : Dry cells (3pcs) or optional Ni-Cd rechargeable
battery
Explosion proof : Intrinsically safe, 3aG4 in Japan
Battery life : Over 6hrs continuous operation with dry cell or
7 hrs continuous operation between charges
(15 hrs recharging)
Dimension/weight : 150(W) x 140(H) x 85(D)mm/approx. 2.1kg
Alarm : Intermittent audible tone and flashing red LED light, activated when
oxygen content falls below the preset alarm level(18%)
Continuous audible tone and continuous or red LED light, activated
when battery voltage falls below certain levels.

Measurement Procedure
1) Preparation
Connect the sampling hose to the gas sampling probe and then connect it to
the gas inlet of instrument.

2) Voltage check of battery
Turn the control switch to the BATT zone and check the meter needle marks
inside of BATT zone.
If the case of model OX-226, the battery drop can be known from the buzzer
sound.

3) Span adjustment
Turn the control switch to 25 and adjust the knob to bring the meter needle
to 21%.
When making a span adjustment of model OX-227, try it within the 0~25%
range.

Model Range for span adjustment
OX-227A H range
B H range
C L range
D L range

4) Measurement
After finishing procedures 1), 2) and 3), this is ready to run. Approach the
sampling probe to the leak source and start measuring. In the case of model
OX-226, when the oxygen concentration is less than 18% in volume, the alarm
light illuminates and gives a warning about oxygen deficiency buzzer through
a sound.
Check the flow of the pump by the flow monitor during operation.
Operate the instrument while the leather case is on.
Replacement of batteries and recharging procedure should be done in
non-hazardous.

2. Model : GW-2X
Quantity:5sets

Measuring gas Oxygen in Air
Detection principle Galvanic cell
Measurable range 0 ~ 40%vol(0.1%vol/digit)
Sampling method Diffusion sampling
Preset alarms (Adjustable) Low 19.5%vol , High 23.5%vol, Over
40.0%vol
Alarm indication
Gas alarm : Flashing light, intermittent buzzer and vibration
Trouble alarm : Flashing light, intermittent buzzer and type of
trouble displayed
Power source One coin type Lithium battery (CR2450)
Continuous operation Approx. 3000 hours with no alarms of backlighting
Explosion proof Intrinsically safe
(Class I , Division 1, Group A,B,C and D)
Operating temp and humidity -10~+50C, below 85% RH, non-
condensing
Dimension/weight 64(W) x 43(H) x 23(D)mm/approx. 60g
Features LCD manual back light
(automatic illumination during alarm)
Peak hold Time indication
Displaying the Min and Max (GW-2X)
You can display the minimum (Min) and Maximum (Max) readings on the GW-
2X can be displayed when the GasWatch 2 is in measuring mode using the
POWER/MODE button. The min and max readings are cleared when the unit is
turned off.

1. Make sure the GasWatch 2 is in the measuring mode. The oxygen
concentration should be displayed on the LCD.

2. Press and release the POWER/MODE button to enter Min Display Mode.
This activates the LCD backlight and displays the min. reading. A small Min
symbol is displayed at the upper left corner of the LCD.
! Caution
If the unit is in low battery warning, change the battery immediately. If the unit is
in dead battery alarm, change the battery before attempting to use the unit.

3. The gas sensor inside the GasWatch 2 begins operating and the concentration
of the target gas is displayed on the LCD. The GasWatch 2 is now in the
measuring mode. The target gas is displayed in the appropriate units and the
current time is displayed at the bottom of the LCD.
Note !
When using the GasWatch 2 for the first time, check the current time and verify
that it is correct for your time zone. If it is not, set the time as described in
Setting the Time.

Performing a Fresh Air Adjustment
Before using the GasWatch 2, it is a recommended to set the fresh air reading for
the target gas to ensure accurate gas readings in monitoring the environment.

1. Find a fresh air environment. This is an environment free of toxic or
combustible gasses and has a normal oxygen content (20.9%).

2. With the unit on and in the measuring mode, press and hold the Air button
for about three seconds to allow the GasWatch 2 to set the fresh air reading.
While pressing the Air button, the LCD displays hold, a prompt for you to
keep pressing the Air button.

When the fresh air readings have been set, the LCD displays Adj for 2 seconds
and prompts you to release the AIR button. The unit sets the reading to 0 ppm for
the GW-2C and GW-2H and to 20.9% oxygen for the GW-2X.

The unit then returns to normal operation and the display indicates the current
gas concentration.

Turning Off the GasWatch 2
1. Press and hold the POWER/MODE button for about five seconds to turn off
the unit. The buzzer pulses while the POWER/MODE button is being
pressed before the unit is turned off.
2. Release the button when the LCD is blank. The unit is off.


4.17.4 Portable CO2 Analyzer

Model: EAGLE
Quantity: 2sets

Enclosure: Weatherproof, chemical resistant, RF/EMI coated high
impact polycarbonate-polyester blend. Can be set into 2.5
or water without damage. Ergonomically balanced with a
rugged top mounted handle.

Detection principle: Electrochemical cell
Sensor life : 2years under normal conditions.
Sampling method: Powerful, long-life pump (over 6,000hours)can draw
samples over 100feet. Flow rate approx. 2.0 SCFH.

Display: 4 x 20 LCD read out with backlighting. viewed through
a window that displays reading and status of all
channels simultaneously.

Alarms: 2alarms per channel plus TWA and STEL alarms. Fully
adjustable for levels, latching or self-reset and can br
silenced.

Controls: 6 external push buttons for operation, demand zero, and
auto calibration and buttons to access LEL/ppm, alarm
silence, peak hold, TWA/STEL values, battery status,
and many other features.

Continous operation hours: 30 hours minimum using Alkaline batteries, or 18
hours using Ni-Cads.

Power source: Size D batteries, 4 alkaline or Ni-Cad. Charger has
alkaline recognition to prevent battery damage if
alkaline is charged.
Operating temp and humidity: -10~+50C , 0 to 95%RH, non-considering
Indication accuracy: Maximum variance 5% of full scale
Response time: 30 seconds to 90%(for moss gases)

1. Operation

Normally the Eagle requires little preparation before use : Connect the sample
hose quick-connect to the inlet fitting. Connect the other end of the hose to the
hydrophobic filter and probe tip.

Start-Up
Press and briefly hold down the POWER/ENTER switch.

a) If the Lunch Break feature is on, the RESUME prompt will show. Press
AIR/ to continue accumulating time-weighted average (TWA) and PEAK
readings from the last time the Eagle was used. Press DISP/ADJ to restart
these measurements.

RESUME DATALOGGER?
9
AIR: YES
DISP: NO

b) This message shows the minimum usable and actual battery voltage (for
example, 5.9V). If the battery voltage is too low, the Eagle will not complete
start-up.
BATTERY
MIN. 4.5V
BATTERY
NOW 5.9V

c) Data Logging Option Only: The current date and time set in the Set-Up
Menu. The Data Logging Option uses this information to record the time and
date of sample and alarm events.

MONTH DD YY
HR : MM

d) These messages show while the Eagle checks itself for proper operation. If a
malfunction occurs, the display will alert the user. (The manual shows CH4
for the LEL range reading.)

SELF
DIAGNOSIS
10 SECONDS
TO GO

STANDBY

<CH4><OXY>
<H2S><CO >
e) The normal operating display shows after the OK message, showing fresh-
air concentrations for all gases. The Eagle sounds a double tone to indicate
the instrument is in normal operation.

OK

<CH4><OXY>
<H2S><CO >

CH4 0 LEL
OXY 20.9%
H2S 0.0PPM
CO 0 PPM

2.Verify Operation

To easily verify correct operation of the Eagle, use the RKI Check Kit.

! Caution
Do not use gas form a cigarette lighter to test response to combustibles.
Exposing the sensor to uncontrolled high concentrations of gas in this manner
will reduce response and sensor life.

Warning
If the eagle does not repond to verification, take it to a known fresh-air
environment, then follow the demand zero procedure described in calibration.
Repeat the verify operation procedure before using the eagle in a potentially
hazardous location.

3. Normal Operation

The Eagle will continuously monitor the sampled atmosphere and display the
LEL, O
2
, and toxic gas concentrations present. In a low-light environment, press
any button to turn on the display backlight. To use the probe, insert in into the
area to be monitored and wait a few seconds for response.

Note !
Reponses time increase with the length of the sample hose/ very long sample
hoses may require several seconds to show response at the Eagle.

If the Confirmation Beep option is turned on, the Eagle will beep once every 15
minutes to verify that its on the job.


4. Combustibles Detection within the PPM Range

To monitor combustible gas in the ppm range, start the Eagle in the LEL range,
as described in the Start-up procedure.

1) Allow the combustible sensor to stabilize (3-5 minutes of operation).

2) Press the LEL/PPM switch. The display now shows PPM in place of
LEL% for the combustible gas, and the measurement is shown in parts
per million.

3) If the PPM reading is not zero, take the Eagle where there is fresh air and
perform the Demand-Zero procedure.

5. Methane Elimination

For applications where methane is an interfering gas, the Eagle can be set to
eliminate most responses to methane. A Methane Elimination switch is a
standard feature on the circuit board inside the top of the Eagles case. An
external switch is available as an option. For this type of detection, the
combustible channel must be programmed to display HEX or OTHER.
(Instruments with the external switch are factory-set this way.)

6. Setup

1) Take the Eagle to a fresh-air environment. Set the internal switch to the
HEX ON position or the external switch to the Methane Response OFF.

Note !
If the Eagle is equipped with an external Methane Response switch, do not adjust
the internal switch. The internal switch should always be in the CH4 position.

2) Allow 2 minutes for the combustibles sensor to stabilize.

3) Perform the Demand Zero procedure.

Warning
DO NOT move the switch after re-zeroing the Eagle.

Response to methane (CH
4
) is greatly reduced when the internal switch is in the
HEX ON position or the external switch is set to methane response off. If used
for methane detection, the internal switch must be in the CH4 position or the
external switch set to methane response on.

7. Operation with Methane Response Off

Monitor for combustible gas as you normally would. With Methane Response off,
the response is reduced by 90% or more. The response to hexane is reduced
slightly, approximately 15%. To convert readings for most common
hydrocarbons.

Return to Methane Response
1) Take the Eagle to a fresh-air environment. Set the internal switch to the
CH4 position or the external switch to Methane Response On.

2) Allow 2 minutes for the combustibles sensor to stabilize.

3) Perform the Demand Zero procedure.

8. Turning Off the Eagle

To turn off the Eagle, hold down the POWER/ENTER switch. A series of beeps
will sound and display will say GOOD-BY to show shut-down is complete.
(You must wait or GOOD-BYE to disappear before the Eagle can be turned on
again.)

4.17.5 Dew Point Meter

Model: SADP
Quantity:2sets

5.1 Temperature Monitoring System.......................................................5 - 3
5.2 Insulation Space Nitrogen Control System........................................5 - 5
5.3 Cofferdam Heating System................................................................5 - 8
5.3.1 Glycol Water Heater................................................................5 - 8
5.3.2 Cofferdam Heating System...................................................5 - 10
5.3.3 Hull Ventilation.....................................................................5 - 12
5.4 Fire Fighting System........................................................................5 - 14
5.4.1 Fire and Deck Wash System.................................................5 - 14
5.4.2 Water Spray System..............................................................5 - 16
5.4.3 Dry Powder System..............................................................5 - 18
5.4.4 CO
2
System...........................................................................5 - 22
5.4.5 Fire Detection System...........................................................5 - 23
5.5 Auxiliary F.W. Cooling System.......................................................5 - 28

Part 5
Cargo Auxiliary and Deck System
5 - 1 Part 5 Cargo Auxiliary and Deck System
Illustration 5.1a Temperature Monitoring System (Secondary Barrier)

PT-
100
PT-
100
J-WALL
B-WALL
D-WALL
H-WALL
A-WALL
STBD PORT
AFT FWD
G-WALL C-WALL
K-WALL
14B 14A
PT-
100
PT-
100
11A 14A
PT-
100
PT-
100
11B 14B
PT-
100
12A
PT-
100
12B
PT-
100
13A
PT-
100
13B
PT-
100
PT-
100
11B 11A
PT-
100
10A/B
PT-
100
PT-
100
7A/B
PT-
100
6A/B
2A/B
PT-
100
4A/B
PT-
100
5A/B
PT-
100
8A/B
1A/B
PT-
100
PT-
100
13A
13B
PT-
100
PT-
100
12A
12B
F-WALL
PT-
100
3A/B
PT-
100
6A/B
PT-
100
9A/B
PT-
100
5A/B
PT-
100
7A/B
PT-
100
4A/B
PT-
100
8A/B
PT-
100
2A/B
L
No.1 C. Tank : 33,600 mm
No. 2, 3 C. Tank : 44,800 mm
No. 4 C. Tank : 39,200 mm X
E-WALL
PT-
100
1A/B
PT-
100
10A/B
PT-
100
9A/B
PT-
100
3A/B
PT-
100
ELEVATION VIEW
TEMP. SENSORS ON SECONDARY BARRIER
TEMP. SENSORS IN CARGO TANK
SECTION VIEW
PT-
100
PT-
100
PT-
100
PT-
100
PT-
100
PT-
100
PT-
100
PT-
100
PT-
100
PT-
100
PT-
100
PT-
100
T1
1
CT007
CT013
CT019
CT025
2
CT006
CT012
CT018
CT024
3
CT005
CT011
CT017
CT023
4
CT004
CT010
CT016
CT022
5
CT003
CT009
CT015
CT021
6
CT002
CT008
CT014
CT020
TS1
TOP
CTS
95%
85%
50%
25%
BOTTOM
T2 TS2
T3 TS3
T4 TS4
T5 TS5
T6 TS6
TI TI TI TI TI
TI TI TI TI TI TI
TI
SOFTWARE
CHANGE
A B
NOTE :

Illustration 5.1b Temperature Monitoring System (Inner Hull and Cofferdam)

O/4 h 1/4 H 1/4 H 2/4 H 3/4 H 3/4 H 1/4 H 1/4 H 2/4 H 3/4 H 3/4 H S. PASS. S. PASS.
LIQ.
DOME
H Y (mm)
P/D
(3,000)
O O O O O L L L L L L-5,000 5,000 3,000 1/2 L X (mm)
29A 28A 27A 26A 25A 24A 23A 22A 21A 20A 19A 18A 17A 16A/B 15A SENSOR NO.
O/4 h 1/4 H 1/4 H 2/4 H 3/4 H 3/4 H 1/4 H 1/4 H 2/4 H 3/4 H 3/4 H S. PASS. S. PASS.
LIQ.
DOME
H Y (mm)
P/D
(3,000)
O O O O O L L L L L L-5,000 5,000 3,000 1/2 L X (mm)
29A 28A 27A 26A 25A 24A 23A 22A 21A 20A 19A 18A 17A 16A/B 15A SENSOR NO.
STBD PORT
TEMPERATURE SENSORS ON INNER HULL AND COFFERDAM
ELEVATION VIEW SECTION VIEW
AFT
(21A,26A)
COFFERDAM
FWD
PT-
100
29A
PT-
100
29A
TI TI
TI
TI TI
TI
18A 17A
CT121, 122, 126, 127
CT131, 132, 136, 137
CT123, 124, 128, 129
CT133, 134, 138, 139
PT-
100
26A
PT-
100
21A
PT-
100
25A
PT-
100
20A
PT-
100
24A
PT-
100
19A
15A
PT-
100
PT-
100
23A
28A
PT-
100
PT-
100
22A
27A
PT-
100
19A
CT120
CT125, CT130
CT135, CT140
PT-
100
20A
PT-
100
22A
PT-
100
23A
PT-
100
PT-
100
21A 26A
PT-
100
17A
L
No.1 C. Tank : 33,600 mm
No. 2, 3 C. Tank : 44,800 mm
No. 4 C. Tank : 39,200 mm X
PT-
100
18A
PT-
100
16A/B
PT-
100
15A
PT-
100
16A/B
15A
17A-20A
22A-25A
27A-29A
(26A) - NO. 2 TO NO. 5 C/D
(21A) - NO.1 C/D ONLY
PT-
100
PT-
100
PT-
100
PT-
100
24A
PT-
100
25A
PT-
100
27A
PT-
100
28A
TIAL
TICAL
SEL
(16A) (16B)
LIQUID DOME
TICAL
SEL
SOFTWARE
CHANGE
1. THIS DRAWING SHOWS ONE(1) CARGO TANK TYPICALLY. THE OTHER TANKS ARE IDENTICAL.
2. ONE OF THE TEMPERATURE SENSORS INSTALLED IN COFFERDAM AND LIQUID DOME
SHALL BE USED FOR SIGNAL OF TEMPERATURE CONTROL VALVE OF GLYCOL HEATING SYSTEM.
- NO.1 TO NO.4 LIQUID DOME : 16A/B (GW377/378, GW407/GW408, GW437/GW438, GW467/GW468)
- NO.1 COFFERDAM : 21A (GW368/GW367)
- NO.2 TO NO.5 COFFERDAM : 26A (GW398/GW397, GW428/GW427, GW458/GW457, GW484/GW483)
3. LOCAL TEMPERATURE INDICATION
- ONE(1) SET OF EACH COFFERDAM : CT120, CT125, CT130, CT135 AND CT140 (STBD PASSAGE WAY)
- TWO(2) SET/EACH TANK / EACH PASSAGE WAY (P&S) : CT121 TO CT139 EXCEPT CT125, CT130 AND CT135
NOTE :


5.1 Temperature Monitoring System

General Description
(See Illustration 5.1a, 5.1b)

Monitoring equipment is provided in the CCR for the secondary insulation
barrier and inner hull temperatures to give warning in case of failure of
insulation or leakage of the primary insulation barrier.

Each sensor is of the PT100 resistance type. The sensors are installed in the
secondary insulation barriers, and alongside the inner hull associated with each
cargo tank. The temperature range of each sensor is : -200C to +100C.

The secondary insulation barrier thermocouples (sensors) are installed at 14
points around the space as shown, all 14 of them in pairs. During normal
conditions, one thermocouple is in service while the other is on stand-by. If the
first sensor fails, the second will come into service by manual selection at the
electric distribution panel room. (I.S. Barrier cabinet)

- Secondary insulation barrier sensors:
No. 1 to 10 : Double element sensor and double wiring
No. 11 to 14 : Single element sensor and double wiring

For the inner hull temperature measurement there are 15 sensors in each tank.
One is located along the bottom of the tank in the pipe duct, one double element
type sensor in liquid dome, while another sensor is located in the trunk deck. In
the cofferdam spaces, there are 5 temperature sensors on each of the forward and
after bulkheads.

- Inner hull temperature sensors:
No. 15, 17 to 29 : Single element sensor and single wiring
No. 16 : Single element sensor and double wiring

The temperature measurements are indicated for each sensor in service in the
CCR via the IAS. Recording of these temperatures is also available via the IAS.

The thermocouples for the secondary insulation barrier sensors alarm point are
set at -120C.

The thermocouples for the inner hull sensors alarm point is set at 0C.

One(1) of the temperature sensors installed in the liquid dome (No.16) and one
in the cofferdams (No.2 for No.1 cofferdam and No.26 for No.2 to No.5
cofferdam) are used for signal of the temperature control valve of the glycol
heating system.
Temperature Sensors on Secondary Barrier

Location Tank 1 Tank 2 Tank 3 Tank 4
Sensor No. WALL X Y X (mm) Y (mm) X (mm) Y (mm) X (mm) Y (mm) X (mm) Y (mm)
Remark
1A/B A 1/2 L H-300 16,790 27,538 22,390 27,538 22,390 27,538 19,590 27,538 Double Element
2A/B E 5000 9/10 H 5,300 24,800 5,300 24,800 5,300 24,800 5,300 24,800 Double Element
3A/B H L-5000 8/10 H 28,280 22,070 39,480 22,070 39,480 22,070 33,880 22,070 Double Element
4A/B D L 7/10 H 33,280 19,350 44,480 19,350 44,480 19,350 38,880 19,350 Double Element
5A/B B O 6/10 H 300 16,630 300 16,630 300 16,630 300 16,630 Double Element
6A/B J L-5000 5/10 H 28,280 13,910 39,480 13,910 39,480 13,910 33,880 13,910 Double Element
7A/B F 5000 4/10 H 5,300 11,190 5,300 11,190 5,300 11,190 5,300 11,190 Double Element
8A/B D L 3/10 H 33,280 8,470 44,480 8,470 44,480 8,470 38,880 8,470 Double Element
9A/B K L-5000 1/10 H 28,280 3,020 39,480 3,020 39,480 3,020 33,880 3,020 Double Element
10A/B G 5000 1/10 H 5,300 3,020 5,300 3,020 5,300 3,020 5,300 3,020 Double Element
11A C Bottom (S)
Corner
300 2,000 300 2,000 300 2,000 300 2,000 300 Single Element
11B C Bottom (S)
Corner
300 2,000 300 2,000 300 2,000 300 2,000 300 Single Element
12A C Pump Tower
Guide Supp.
300 2,600 300 2,600 300 2,600 300 2,600 300 Single Element
12B C Pump Tower
Guide Supp.
300 2,600 300 2,600 300 2,600 300 2,600 300 Single Element
13A C 1/2 L 300 16,790 300 22,390 300 22,390 300 19,590 300 Single Element
13B C 1/2 L 300 16,790 300 22,390 300 22,390 300 19,590 300 Single Element
14A C Bottom (P)
Corner
300 2,000 300 2,000 300 2,000 300 2,000 300 Single Element
14B C Bottom (P)
Corner
300 2,000 300 2,000 300 2,000 300 2,000 300 Single Element

Note!
The above data of the temperature sensor location for each cargo tank shall be adjusted in accordance with the location of attachment set cargo containment system.
The actual location of the above sensors shall be indicated on cargo containment drawing.

Illustration 5.2a Insulation Space Nitrogen Control System

Secondary Insulation Space
Primary Insulation Space
Gas Sampling Line
N2 Main Line
From
Engine Room
CN486 CN487
CN279 CN282
CN272
CN271
CN475
CN472 CN473
CN471
CN372 CN373
CN371
N2 VENT MAST
CN172 CN173
CN171
CN575
CN576
CN577
CN571
CN572
CN579
CN578 CN580
CP588 CP592
CP591
CP590
Vacuum
Pump
To main gas
detection panel
To main gas
detection panel
To main gas
detection panel
To main gas
detection panel
CP589
Secondary Insul. Press. Main
Primary Insul. Press. Main
CN273
To Secondary
Insul. Press. Main
From Engine Room
NO.2
VACUUM PUMP
NO.1
VACUUM PUMP
To Primary Insul.
Press. Main
To No.4 Vent Mast
From Stripping Line
CN575
CN576
CN577
CN571
CN572
CN579
CN578 CN580
CN587
CN585
SP502
SP502

5.2 Insulation Space Nitrogen Control System

Nitrogen produced by generators and stored in a pressurized buffer tank, is
supplied to the pressurization headers through make-up regulating valves.

From the headers, branches are led to the insulation spaces of each tank. Excess
nitrogen is vented through exhaust pressure control valves to the No.2 nitrogen
vent mast from the primary and secondary insulation spaces.

Both primary and secondary insulation spaces of each tank are provided with
pressure relief valves which open at a pressure, sensed in each space, of 1.0 kPag
for the primary insulation space and 1.0 kPag for the secondary insulation space
above atmospheric. A manual by-pass with a globe valve is provided for local
venting, and sweeping of a space if required.

The nitrogen production plant is maintained in an automatic mode. One
120Nm
3
/h package is able to maintain the pressure in the buffer tank owing to
the small demands placed upon the system. When a high nitrogen demand is
detected, the second 120 Nm3/h package will start automatically.

Control Systems and Instrumentation

The control panel permits fully automated unmanned operation of the units.
The following alarms and controls are mounted on the control panels:

Pushbuttons for start/stop operation
System status indications
Push button for audible alarm acknowledgement
Continuous N
2
pressure in buffer tank
O
2
content alarm
Dew point analyzer
Electrical heater temperature control
Emergency stop push button

Insulation Spaces

The barrier space header control valve CN976 reacts to the demand on the
system and maintains the header pressure at 500 kPag. A flow meter downstream
of CN976 gives an indication on the IAS of the current demand on the nitrogen
system.

Pressure switches on the nitrogen buffer tank control the cut-in / cut-out of the
compressors. Under normal operation, one compressor is selected as run, with
the second compressor on automatic stand-by cut-in.

High / low and differential pressure alarms are fitted to the pressure control
systems for each primary and secondary insulation space.

Nitrogen Barrier Space Header and Primary / Secondary Insulation
Space Alarms

Primary insulation space header pressure
(High press. alarm : 1 kPag, Low press. alarm : 0.1 kPag)

Primary insulation space header pressure at initial nitrogen

filling
(High press. alarm : -9 kPag, high-high press. alarm: -5 kPag)

Secondary insulation space header pressure
(High press. alarm : 1 kPag, Low press. alarm : 0.1 kPag)

Differential pressure between cargo tank and primary insulation space
(High press. alarm : 1 kPag, Very low press. alarm : 0.1 kPag)

Nitrogen main line pressure
(High press. alarm : 700 kPag, Low press. alarm : 100 kPag)

Nitrogen main line flow
(High flow alarm : 180 Nm
3
/h)

The main line and safety valve can be purged from mixed gases of cargo vapour
and N
2
coming from the insulation spaces, through a portable hose connection
fitted to the piping system.

N2 Inlet Pressure Control

To control the insulation space inlet pressure, the IAS provides three(3) PID
controllers. These are controlled in accordance with the pressure measured at the
N2 manifold. One controller is for the primary insulation space, one is for the
secondary insulation space, and the other(the third) is for stand-by use in case
one of the master control valves became out of order. The connection to primary
or secondary space is arranged locally by adjusting manual valves. Line up
operation should be carried out before in service of stand-by control valve.

Primary insulation space pressure should considerably be kept slightly higher
than the secondary insulation space pressure, but should normally be kept to the
same pressure from 0.2 kPag to 0.4 kPag.
Primary and secondary insulation spaces pressure will be maintained between
0.2 kPag and 0.4 kPag in accordance with GTT recommendation. The set point
value can be adjusted according to the operating condition.

N2 Outlet Pressure Control

To control the insulation space outlet pressure, the IAS also provides three(3)
PID controllers that are controlled in accordance with the pressure measured at
the N2 manifold outside. One of them is for the primary insulation space, another
is for the secondary insulation space, and the other is for stand-by use in case the
master control valves became out of order. The connection to primary or
secondary space is arranged locally by adjusting manual valves. Line up
operation should be carried out before in service of stand-by control valve.

The outlet side pressure should be slightly higher than the inlet side pressure, to
make up a continuous Nflow through the insulation space.

The pressure in primary and secondary insulation spaces will be maintained
between 0.2 kPag and 0.4 kPag with GTT recommendation. The set point value
can be adjusted according to the operating condition.

The pressure in primary insulation spaces must never exceed the cargo thank
pressure in order to prevent the primary membrane from collapsing inward.

N2 Buffer Tank
(37 m3, 1,000 kPa)
From N2 Generator
To N2 Header
To N2 Purge
CN978 CN972 CN971 CN487
CN976
Set 5 bar
CN486
FM

N2 Inlet Pressure Control

PID
[REVERSE]
SP
PID
[REVERSE]
SP PID
[REVERSE]
SP
OUT PV
<PICANP12>
<PICANP12O>
N2 SUPPLY
TO VACUUM P/P
TO SECONDARY SPACE
TO PRIMARY SPACE
<PICANP11O> <PICANP12I> <PICANP11I> <PICNP13O> <PICNP13I>
OUT
OUT
PV
PV
<PICANP11>
<PICNP13>
IAS
CN578
CN579
CN580
CN575
CN577
CN576
CN571
CN573
CN574
CN572

N2 Outlet Pressure Control

PID
[DIRECT]
SP PID
[DIRECT]
SP
SECONDARY SPACE
N2 EXH.
TO MAST
PRIMARY SPACE
<PICNP22>
IAS
PID
[DIRECT]
SP
OUT PV
<PICNP23>
OUT PV
<PICNP21>
<PICNP21I> <PICNP21O> <PICNP22I> <PICNP22O>
<PICNP23I> <PICNP23O>
OUT PV
CN285
CN276
CN277
CN278
CN279
CN280
CN281
CN282
CN283
CN284

Illustration 5.3.1a Glycol Water Heater

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

5.3 Cofferdam Heating System

5.3.1 Glycol Water Heater

The glycol water heating system is located in the cargo electric motor room. The
system heats glycol water, which is pumped around the cofferdam system to
maintain the temperature inside those spaces, when loaded, at approximately
+5C.

An additional circuit branched off the main and stand-by circuits circulate glycol
around each of the liquid domes.

The system comprises:

2 x glycol water centrifugal circulating pumps rated at 30 m
3
/h x 30 m head

2 x steam heaters rated at 390,375kcal/h with high and low steam demand
regulating valves

1 x stand-by electric glycol water heater 100kW split into 50, 30 and 2 x 10kW
elements

1 glycol expansion tank of 1 m
3

1 glycol reserve tank of 6 m
3
capacity

1 glycol mixing tank of 0.2 m
3

1 pneumatic operated expansion tank topping up pump

The glycol heaters are heated from the deck 0.8MPag steam range, with the
condensate drains passing back to the engine room via the contaminated steam
drains system.

1. Operating Procedure - Initial Filling and Commissioning

The capacity of the system is 10.4 tons of 45% by volume glycol water mixture.
An initial fill of the glycol reservoir is sufficient for the whole system. If the
glycol is supplied already mixed, then steps b) and c) can be omitted. If stronger
glycol or neat glycol is supplied, follow steps b) and c) to mix correctly mix 45%
glycol water.

a) With valve GW346 closed, fill the glycol reservoir from drums
using a pneumatic portable pump.
b) Ensure that the valves GW345 and GW347 at the mixing tank are
closed.

c) Calculate the proportion of strong glycol required which, with
water added, produces 200 litres of 45% glycol. Open valve
GW346 and run down strong glycol to this level as observed on the
gauge glass. Close this valve and add water to the 200 litre mark
by opening valve FW359.

d) Make sure that the outlet valve GW344 is closed, then transfer the
200 litres of glycol water into the glycol water expansion tank
using the pneumatic transfer pump.

e) Repeat until the glycol water expansion tank is full. Then repeat
steps a) - d) whenever the glycol water expansion tank level falls
low.

f) Open all the test valve/vents in the starboard passageway to both
main and stand-by cofferdam heating systems.

g) Close valves GW307, GW308, GW329, GW338, and GW340 to
the stand-by coils and fill the main system via valves GW304,
GW306 GW328, GW335, GW336 until the glycol water just starts
to issue from the test valves. The No.1 glycol water circulating
pump or No.2 glycol water circulating pump can be used. Close
each test valve in turn.

h) Check that glycol water is flowing at the flow sight glasses in each
branch to the cofferdams and liquid domes. Force a flow through
any stagnant branches by closing off return valves to the other
branches as necessary.

i) Open the vent valves GW316 and GW321 on No.1 and No.2
Glycol Water Heaters to vent air from the system.
Continue until no more air is vented.

j) Close valves GW304, GW306, GW328, GW335, and GW336 to
the main coils and fill the stand-by system via GW307, GW308,
GW329, GW338, GW340 until glycol water just starts to issue
from the test valves. The No.1 or No. 2 glycol water circulating
pump can be used. Close each test valve in turn.

k) Check that glycol water is flowing at the flow sight glasses in each
branch to the cofferdams and liquid domes. Force a flow through
any stagnant branches by closing off return valves to the other
branches as necessary.
l) Open the vent valves GW316 and GW321 on No.1 and No.2
glycol water heaters to vent air from the system.
Continue until no more air is vented.

m) Set the system ready for operation by closing the stand-by valves
GW307, GW308, GW329, GW338, GW340 and opening the main
valves GW304, GW306, GW328, GW335, GW336.

n) Set No.2 pump to stand-by.

2. Operating Procedure - Replenishment

If the level falls in the glycol water expansion tank, it must be replenished by
45% glycol water mixture.

a) Ensure that valves GW345 and GW347 at the mixing tank are
closed.

b) Calculate the proportion of strong glycol required which, with
water added, produces 200 litres of 45% glycol.

c) Open valve GW346 and run down strong glycol to this level as
observed on the gauge glass. Close this valve and add water to the
200 litre mark by opening valve FW359.

d) Ensure the outlet valve GW344 is closed, then transfer the 200
litres of glycol water into the glycol water expansion tank using the
pneumatic transfer pump.

e) Repeat until the glycol water expansion tank is full and repeat
steps a) - d) whenever the glycol water expansion tank level falls
low.

f) Open the vent valves GW316 and GW321 on No.1 and No.2
glycol water heaters to vent air from the system.

Illustration 5.3.2a Cofferdam Heating System

NO.5 COFFERDAM NO.4 COFFERDAM NO.3 COFFERDAM
DRAIN PLUG
DRAIN PLUG
AIR PLUG
NO.2 COFFERDAM NO.1 COFFERDAM
NO.1 LIQUID
DOME
NO.2 LIQUID
DOME
NO.3 LIQUID
DOME
NO.4 LIQUID
DOME
Illustration 5.3.1a
NO.4 CARGO
TANK
NO.3 CARGO
TANK
NO.2 CARGO
TANK
NO.1 CARGO
TANK
A1 A2 R2 R1
GW368
GW367
GW366
GW383 GW384
GW373
GW371 / 72
GW369 / 70
GW374 GW381 GW382
GW379
GW376
GW375
GW380
GW394
GW395
GW398
GW397
GW396 GW365
GW362
GW361
GW352 GW351
GW349 GW350 GW363 GW364
GW357 / 58 / 59 / 60
GW353 / 54 / 55 / 56
GW389 / 90 / 91 / 92
GW385 / 86 / 87 / 88
GW419 / 20 / 21 / 22
GW424
GW423
GW425 GW426
GW428
GW427
GW413 GW414
GW403
GW401 / 02
GW399 / 400
GW404 GW411 GW412
GW409
GW406
GW405
GW408
GW410
GW407
GW415 / 16 / 17 / 18
GW449 / 50 / 51 / 52
GW810 / 11 / 12 / 13
GW445 / 46 / 47 / 48
GW443 GW444
GW433
GW431 / 32
GW429 / 30
GW434
GW454
GW458
GW457
GW456 GW455
GW442 GW441
GW440
GW438
GW437
GW439
GW436
GW435
GW453
SIDE PASSAGE WAY(S)
GW478
GW474 GW473
GW464 GW463
GW461 / 62
GW459 GW460
GW465
GW466
GW468
GW467
GW472 GW471
GW470 GW469
GW480
GW479
GW484
GW483
GW482 GW481
GW477
GW802 GW803
GW475 / 76
GW393
GW378
GW377
AIR PLUG

5.3.2 Cofferdam Heating System

The purpose of this system is to ensure that the cofferdam temperature is kept at
5C or above at all times, especially when the cargo tanks are in a cold condition.
Each cofferdam can be heated by two independent systems. One system is in
service, while the other is on stand-by.

In addition, the 4 liquid domes are heated by a separate pair of coils.

Sight glasses in the flow lines to each coil allow the glycol water flow to be
observed.

The maximum heating condition is determined by the following extreme
operating conditions:

External air temperature : -18C

Sea water temperature: 0C

The requirements for the individual cofferdams are as follows:

No.1 Cofferdam 50,945kcal/h with a heating coil area of 82.24 m
2

2

No.3 Cofferdam 78,395 kcal/h with a heating coil area of 126.55 m
2

No.4 Cofferdam 78,395 kcal/h with a heating coil area of 126.55 m
2

2

The requirements for the individual liquid domes are as follows:

No.1 Liquid dome 2,578 kcal/h with a heating coil area of 3.33 m
2

2

2

2

Any failure of the cofferdam heating system with cargo on board must be treated
seriously. Repairs must be done immediately.

Any accumulation of water in the cofferdam areas can be pumped out using the
bilge eductor (40 m3/h) located in the engine room.

Control of the Heating Coils

One(1) of the temperature sensors installed in the liquid dome (No.16) and one
in the cofferdams (No.21 for No.1 cofferdam and No.26 for No.2 to No.5
cofferdam) are used for signal of the temperature control valve of the glycol
heating system.

Temperature Control of Glycol Water Heater

A temperature element on the outlet side of each glycol water heater and down
stream of the three-way flow control valve, measures the actual value of the
glycol water and relays the signal to the IAS. This signal is then processed and a
correction value is sent to the glycol water temperature control valve to maintain
the required temperature.

Dynamic auto balancing valve combined with ball valve and flow regulator
function shall be provided on each inlet line of the cofferdams and liquid dome
as follows :

Liquid dome :
- No.1 Liquid dome : GW379, GW380

Cofferdams :
- No.1 Cofferdam : GW365, GW366

The above valves shall be set based on the most severe condition on winter
season and LNG on the primary barrier.

Note !
In an emergency case with LNG on secondary barrier, the flow cartridge with
spring should be removed from the valve body to increase the flow rate of glycol
water to the maximum.

Dynamic Auto Balancing Valve

Operation

Dynamic Auto Balancing Valve is purchased for specific GPM flow rate and is
equipped with a spring loaded piston to maintain that flow rate. Five spring
ranges are available for Dynamic auto balancing valves. The first number is the
differential pressure (psi) needed to achieve the GPM rating. The second number
is the maximum D.P. where the rated GPM will be maintained. The model
number will show the spring range of the product.
Example:
(-) can be L=2 -32, H=5-60 or 1 (5-60), 3(3-20), 4(5-40). 5(7-45)

The flow can be verified by measuring the differential pressure (DP) across the
valve using the ports provided. If it measures between 2-32 (or other) the flow is
usually in the specified flow range. Debris plugging one of the flow ports will
cause the DP to read high, so make sure the unit is clean when verifying flow.
There are several ways to measure DP :
a) A pressure gauge with a P?T adapter can measure the pressure on each side
of the valve. The differences between these readings is the DP.
b) A DP gauge can simultaneously measure from each port and read the DP
directly.

A Y-strainer is recommended to prevent clogging. A 40-mesh screen is
recommended for flow 1.5 GPM or less.

Accuracy is rated at 5% of the specified flow rate. Accuracy will vary with the
temperature of the incoming fluid and specified gravity of the fluid. Rated flow
rates are suitable for glycol solutions up to 50 percent.

Illustration 5.3.2b Dynamic Auto Balancing Valve

71
96
218
173
290

Illustration 5.3.3a Hull Ventilation

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

5.3.3 Hull Ventilation

The ballast tanks 1 to 4, the cofferdams, the trunk space and areas surrounding
the liquid domes are inspected on a regular basis to check for cold spots,
condition of the paint work and general inspection of piping, fittings and valves.
Generally, inspection on cofferdam area is carried out every month.

The compartments to be entered must first be ventilated. The ship is fitted with a
mechanical exhaust fan for the pipe duct, which is situated on the after pipe duct
trunk top. Above the forward pipe duck trunk top is a natural supply ventilator
that must be opened before starting the exhaust fan.

When the atmosphere inside the cofferdams is considered safe, entry can be
made. The entry personnel must take with them a personal O
2
meter. The
portable detector head should be lowered down to each level as they proceed.

Note !
If it has been found that the nitrogen consumption has increased beyond
normally acceptable levels, then added precautions should be observed before
entering the cofferdam spaces.

Each cofferdam is fitted with a manhole cover located on the starboard side,
which may be removed and a portable gas freeing fan fitted to which is attached
a flexible ducting. This is also the location that any injured person can be
removed from the cofferdam space.

The port and starboard side of each cofferdam is provided with access manholes
for exhaust of air.

There is two (2) portable supply fans for the cofferdam spaces onboard the ship,
which gives a total air volume flow of 5,000 m3/h.

The passageway areas, port and starboard, are equipped with a mechanical
exhaust fan, located midships, two natural air supply ventilator forward and after.

The trunk deck areas have four manhole covers, two forward and two after. The
after manholes are used to fit a portable supply fan for gas freeing, and the
forward manholes are removed for exhausting during gas freeing.

Illustration 5.4.1a Fire and Deck Wash System

CARGO
STORE
PI
PI
(1100 KPA)
WD367
SWIMMING
POOL
MOOR'G DECK
HIGH EXP.
FOAM SYS.
WD360
WD359 WD356
WD355
WD351
WD350
WD319 WD397
WD349
WD348 W387
WD385 WD383 WD399
WD380 WD398 WD382 WD384 WD316
WD392
WD389
WD381
WD388
WD401
WD393
WD343
WD314
WD315 WD396
WD344
WD342
WD313
WD338
WD311 WD394
WD337
WD336 WD332
WD334
WD309 WD390
WD328
WD326
WD324
WD307
WD322
WD320
WD305
WD306
TO BILGE EDUCTOR
FOR PASSAGEWAY
C / L
C / L
WD301
WD302
WD303
WD304
WD321
WD323
WD325
TO BILGE EDUCTOR
FOR PASSAGEWAY
WD308
WD027
WD310 WD391
WD329
WD312
WD339
WD335
WD340
WD333 WD341
INTERNATIONAL SHORE CONNECTION
TO BILGE EDUCTOR
FOR PASSAGEWAY
TO BILGE EDUCTOR
FOR PASSAGEWAY
WD346
WD345
DRAIN V/V TO BE
LOCATED AT WEATHER DK
WD352
WD318
LIQUID DOME
NEAR F.C.RM
WD358
WD357
FROM E/R
ACCOM. LADDER
ACCOM. LADDER
WD516
UP 80A
UP 80A
WD519
FROM FIRE MAIN
WD515 WD513
WD514
WD512
WD502
WD501
WD508
WD507
WD506
WD511
WD510 WD509
WD004
WD002
WD303
WD003
WD001 WD402
WD008
WD009
WD366
WD368 WD369
WD304
FWD
P/P RM
SEA
CHEST
UPPER DECK
BOSUN STORE
NO.1 CARGO TK.
TRUNK DECK
TRUNK DECK
BILGE EDUCTOR FOR
BOWTHRUSTER RM.
F.P TK
B.T. RM
PIPE DUCT PIPE DUCT
WD007
WD010
BILGE EDUCTOR
FOR BOSUN STORE
BILGE EDUCTOR
FOR FWD. P/P RM.
FR69
WD229
WD228
S.W. MAIN IN E/R
WD226
(1100 KPA) (1100 KPA) (1100 KPA)
NO.2 FIRE
PUMP
NO.1 FIRE
PUMP
WD225
WD222 WD223 WD224
WD230
WD220
WD221
WD239
WD227
JOCKEY
PUMP
EM'CY
FIRE
PUMP
WD234
WD235 WD236
F.W
TK(S)
F.W
TK(P)
CORROSION PIECE OF ZINC ANODE SHALL BE FITTED
ON INLET AND OUTLET OF EACH FIRE PUMP.
TO BIL EJECTOR FOR
PIPE DUCT/COFFERDAMS
ENGINE ROOM
TO WATER SPRAY MAIN
FOR SILTY WATER
200A (P) FWD
TO WATER SPRY MAIN
FOR RINSING
D.L.W.L.
WD219
WD241
WD231
WD240
1ST DK
2ND DK
3D DK
(10 K)
WD206 S.L.W.L.
FLOOR
WD208 WD207
WD211 WD210
WD214 WD213
WD217 WD216
WD242
WD209
WD212
WD215
WD218
WD205
WD358
WD203
WD518
WD202
WD201
WD232 WD517
OUTSIDE ENG. CASING
FROM RM
WD360
WD362
A.P TK
S.G RM
NAV.-DK
WD502 WD501
WD508 WD507 WD506
WD509
WD512
WD519
WD511
WD514
WD516
WD513
WD515
WD510
D-DK
C-DK
B-DK
A-DK WD357
WD356
WD355(P) WD352(S) WD354 WD353
EM/CY FILL TO TRUNK DK. SPACE
A-DECK
C-DECK
D-DECK
B-DECK
NAV. DK
WD395
FROM FRESH WATER FROM FRESH WATER
INTERVAL 300mm
10mm x 74 HOLES
ABT. 22.6 m
CU-NI 90/10 80A

5.4 Fire Fighting System

5.4.1 Fire and Deck Wash System

The fire main system is supplied from the engine room, by the two Fire pumps.
They are single speed centrifugal pumps, with a delivery capacity of 150 m
3
/h at
1MPag.

The emergency fire pump is located in the forward pump room. This pump is a
self-priming centrifugal pump with its own direct sea suction. The pump is rated
at 340 m
3
/h and is supplied from the emergency switchboard.

The fire main is kept pressurized by a jockey topping up pump rated at 10 m
3
/h
at 1 MPag. This pump has an automatic pressure cut-in/out switch and is kept
topped up and under pressure at all times.
(Auto. start : 0.5 MPag, Auto. stop : 0.75 MPag)

The deck fire main has a main isolator valve WD353 before the port and
starboard main ring main isolator valves. The ring main is fitted with a further
four section isolator valves on each side at regular intervals along the deck to
allow any part of the system to be supplied from either side of the ship.

The fire main also serves the water curtain below the port and starboard manifold
areas during loading and unloading conditions.

The fire main supplies the driving water for the bilge eductors in the side passage
way, pipe duct, forward pump room, bow thrust room, boson store and cofferdam.
It also supplies anchor washing water filling.

There are 52 fire hydrants situated along the cargo space, its fire hose mounted
adjacent.

The emergency fire pump can be started locally, from the bridge or the fire
control room (FCR).

WD219 (open/close type) and WD241 (throttling type) valves can be controlled
from fire control panel in the fire control room remotely / hydraulically.

The nonreturn valve (WD240) is provided to avoid that the fire pump is able to
discharge water into the water spray system in case of emergency under any
circumstance.

Under normal operating conditions the fire main will be under pressure during
port time, supplying the manifold water curtain and with hoses run out as a fire
precaution.

Illustration 5.4.2a Water Spray System

W/H-TOP
SATCOME DOME
NAV.-DK
D-DK
C-DK
B-DK
A-DK
TO LIFE BOAT AREA (P&S)
WW001 WW002
WW075
WW003
WW004 WW006
NO.1 W/S PUMP
FROM FIRE MAIN (150A)
FOR FRESH WATER
RINSING
TO BALLAST STRIP.
EDUCTOR
ENGINE ROOM
NO.4 CARGO TANK NO.3 CARGO TANK
MOTOR
RM
MOTOR
RM
CARGO COMP.
RM
GROUP 1 FOR CARGO MANIFOLD AREA (P&S) SERVICE
GROUP 2 FOR LIQUID / GAS DOME & V/VS SERVICE
GROUP 3 FOR ACCOMM. & CARGO MACH. RM & LIFE BOAT
AREA SERVICE
N
O
.4

W
.
B
.
T
K
(
P
&
S
)
N
O
.3

W
.B
. T
K
(
P
&
S
)
INCLINDED HATCHING AREA SHOWS
THE AREA PROTECTED BY RUNDOWN
OF HIGHER SPRAY NOZZLES.
W/H-TOP
FOR SATCOME DOME
NAV.-DK
D-DK
C-DK
B-DK
13 SPRAY NOZZLES
13 SPRAY NOZZLES
22 SPRAY NOZZLES
38 SPRAY NOZZLES
38 SPRAY NOZZLES
18 SPRAY NOZZLES
1 SPRAY NOZZLE
22 SPRAY NOZZLES
FRONT VIEW
LOOKING AFT
SECT. VIEW
LOOKING FWD
ELEV. VIEW
TRUNK DECK SPACE
TRUNK DECK SPACE
FOR LIFE BOAT/EMBAR. LAD.
(P & S)
WW067
WW066
WW016
WW011
WW015
TO FIRE MAIN (200A)
FOR SILTY WATER
S.CROSS MAIN IN E/R
WW075 WW005
WD239
BA213
WD219
NO.2 W/S PUMP
WW071
WW007

5.4.2 Water Spray System

The accommodation block front, compressor house, cargo tank liquid and vapour
domes and manifold areas are protected by water spray from the effects of fire,
gas leakage, or liquid spill. There are two (2) 700 m
3
/h spray pumps, mounted on
the bottom platform in the engine room, delivering to three (3) spray rails across
the accommodation block front, lifeboat embarkation areas port and starboard,
compressor house sides and deck domes/manifolds. They are grouped into three
sections as follows;

Group 1 Cargo manifold port and starboard.

Group 2 Cargo liquid dome, cargo vapour dome and valves

Group 3 Accommodation (front wall only), cargo machinery room,
lifeboat embarkation area, wheel house and satcome dome

Each group main spray rail has a remotely operated hydraulic isolating valve
operated from the fire control room, CCR and manually at local side. The spray
pump can be started locally and from the wheelhouse, CCR, on the main deck
close to the accommodation exits and the fire control room.

Each main group is subdivided into smaller sections, with a flow regulating and
section isolating valve fitted. The accommodation front is covered by three (3)
such subsections, beginning at deck level D, right through to the
navigation/bridge deck. The decks below D deck will have sufficient flow
passing over them so that they do not need to be covered by a fixed rail.

The nozzle arrangement is as shown below; for plain vertical surfaces, nozzles
are set 800 mm apart and at 45 to the vertical. Headers are 250 mm from
bulkheads and nozzles are flat cone design.

Number of Nozzles and Capacity

Group 1
Cargo manifold
Port 22 nozzles at total flow 982.92 l/min
Starboard 22 nozzles at total flow 982.92 l/min

Group 2
No.1 liquid dome 24 nozzles at total flow 698.00 l/min
No.1 Gas dome 4 nozzles at total flow 167 l/min
No.2 vapour dome 4 nozzles at total flow 175.5 l/min
No.3 vapour dome 5 nozzles at total flow 223.8 l/min
No.4 vapour dome 7 nozzles at total flow 272 l/min
Group 3
Nav. Bridge-deck 18 nozzles at total flow 320.4 l/min
D-deck 22 nozzles at total flow 435.6 l/min
C-deck 22 nozzles at total flow 435.6 l/min
Satcome Dome 1 nozzles at total flow 252 l/min
Lifeboat embarkation
Port 12 nozzles at total flow 104.7 l/min
Starboard 12 nozzles at total flow 104.7 l/min
Cargo Machinery Room
Forward (L/U) 11/11 nozzles at total flow 231/215 l/min
Aft (L/U) 11/11 nozzles at total flow 336/313 l/min
Port (L/U) 16/16 nozzles at total flow 231/215 l/min

There are drain connections provided at main deck level below the manifold area
and below the cargo machinery room.

The water spray system can be flushed with fresh water by cross connecting the
No.1 Fire pump via WD239.

The water spray line is connected to fire main line via WD219 and WD240.

"FF" TYPE FOGJET SPRAY NOZZLE "HH-W" TYPE FULLJET SPRAY NOZZLE
"K" TYPE FLOODJET SPRAY NOZZLE
"GG-W" TYPE FULLJET SPRAY NOZZLE
"GG-30" TYPE FULLJET SPRAY NOZZLE
Illustration 5.4.3a Dry Powder System on Deck

No.3
No.2
3
3
m
3
3
m
3
3
m
3
3
m
3
3
m
3
3
m
3
3
m
3
3
m
3
3
m
3
3
m
3
3
m
3
3
m
3
3
m
3
3
m
A Type Hand Hose Cabinet (5 Sets)
A Type B Type
No.4 Tank Deck House
(4 Sets Hand Hose Line)
(Monitor)
(Monitor)
(4 Sets Hand House Line)
B Type Hand Hose Cabinet (3 Sets)
8 7 6 5 4 3 2 1
House
Cabinet
House
Cabinet
House
Cabinet
House
Cabinet
House
Cabinet
House
Cabinet
House
Cabinet
House
Cabinet
Dry Power Room
Dry Power Room
Dry Power Room
Dry Power Room
No.4 No.1
TO OPERATE DRY POWDER
1. Open door.
2. Open one cylinder valve.
3. Open ball valve.
4. System Should Operate.
5. If system fails to operated go to
dry powder tank room and follow
emergency operation procedure.
MONITOR RELEASE CABINET
EMERGENCY OPERATING
1. Open valve 3 - 2
3 - 2
and 10 - 2
8 - 1
5 - 1
AFTER USE OF SYSTEM
1. Set No.3 control valve to "close" position.
Main valve is closed.
2. Set No.1 control valve to "N2 STOP" position.
Stop pressurizing dry powder tank.
3. Set exhaust valve to "OPEN" position
Dissipate remaining gas in dry powder tank.
4. Set exhaust valve to "CLOSE" position.
5. Set No.3 ball valve to "OPEN" position.
6. Set No.2 control valve to "N2 RELEASE" position.
(For about 5 seconds.)
7. Set No.2 control valve "NORMAL" position.
(slowly changeover)
8. Set No.3 ball valve to "CLOSE" position.
9. Set cleaning valve to "CLEANING" position.
10. Set No.2 control valve "N2 RELEASE" position.
11. Set exhaust valve to "OPEN" position.
12. Return valve to normal positions after all
nitrogen gas has been dissipated.
13. Recharge N2 cylinders.
14. Refill dry chemical agents to dry chemical container.
Monitor
Monitor
8 - 1
5 - 1
10 - 2
V/V
CLEANING
NO.3 BALL V/V
EXHAUST V/V
NO.3 CONT. V/V
15A CLEANING LINE
DIA.6 COPPER TUBE
15A EXHAUST
LINE
80A 25A
25A
15A CLEANING LINE
UPPER INLET
N2 GAS LINE
LOWER INLET
N2 GAS LINE
RELEASE CONTROL CABINET
DRY POWDER TANK ROOM
NITROGEN CYLINDER
TO THE OTHER DRY POWER TANK
TO DRY POWER HOSE CABINET
(NO. 1, NO. 4)
TO DRY POWER MONITOR CABINET
(NO. 2, NO. 3)

5.4.3 Dry Powder System

Maker: NK Co., Ltd.
No. of sets: 4 consisting of:
2 tank units supplying 2 monitors port and starboard.
2 tank units supplying a total of 8 hand hose nozzles,
forward and after.

Type: Sodium bicarbonate with anti-caking agent.

Tank capacities: Monitor units 1,600 litres
Hand hose units 1,000 litres
N2 cylinders 68 litres

Location of sets: Monitors port and starboard of cargo manifold.
Hand hoses to port of centre line each hose being 33m
in length Minimum.

discharge time: 60 seconds for each individual monitor.
60 seconds for each group of 4 hose stations at their
rated discharge capacity.

Capacities: Monitor 23kg/sec
Hand bosses 3.5kg/sec
Monitor angular sweep horizontal 360C
Vertical + 90 to 45C

Introduction

Monitor System

The system comprises two tanks containing the sodium bicarbarbonate
connected to a battery of N
2
cylinders which are operated by CO
2
cylinders from
either the cargo control room, the fire control station or locally.

The monitors are situated just after of the cargo discharge manifold and aligned
to face and cover the liquid and vapour lines and valves at either the port or
starboard manifold.

The N
2
cylinders can be opened either manually or remotely from six positions,
they can also be cross-connected. Activation of any CO
2
bottle and operation of
the ball valve will open the N
2
battery bank and start the fire fighting operation.
Hand Hose System

This system comprises two tanks containing the dry powder feeding four hose
reels each. Operation is the same as for the monitors; on opening the CO
2

cylinders and ball valves the N
2
cylinders are opened and fire fighting begins.

Procedure for Operating the System

a) The monitor should have been pre-aligned with the cargo discharge
manifold and the dry powder supply valve left in the open position. This
area is the most susceptible to gas leaks and fires.

b) Open the CO
2
cabinet door.

c) Remove the securing device from one CO
2
cylinder.

d) Open the CO
2
cylinder valve by turning valve handle anti-clockwise fully.

e) Open the ball valve to allow CO
2
gas to open the N
2
battery by moving
handle downwards. This activates the pressurizing of the dry powder
charge and opens the selection valve and main valve.

Dry powder discharge begins.

Procedure for Operating Port (No.1) Tank with the Starboard Manifold
Monitor and vice versa

a) Crossover valves P32 and S32, together with the monitor isolating valves
PM1 and SM1 must remain full open when the systems are at stand-by
ready for use condition.

b) Should the starboard manifold monitor be in use, resulting in the total
consumption of No.2 tank dry powder charge and further fire fighting
capability being required, the No.1 tank dry powder charge can be
discharged via the starboard monitor as follows:

1. Open the appropriate second starting CO
2
cylinder valve.
2. Open the corresponding valve P-S in either the fire control station,
cargo control room or at the port dry powder tank unit.

c) Similarly should the port manifold monitor be in use, resulting in the total
consumption of No.1 tank dry powder charge and further fire fighting
capability being required, the No.2 tank dry powder charge can be
discharged via the port monitor as follows:
1. Open the appropriate second starting CO
2
cylinder valve.
2. Open the corresponding valve P~S in either the fire control station,
cargo control room or at the port dry powder tank unit.
Procedure for Operating of the Dry Powder Fire Extinguishing System
using the Hand Hoses

a) Open the dry powder hand hose cabinet door.

b) Remove the securing device on the CO
2
bottle.

c) Open the CO
2
cylinder valve by turning it fully anti-clockwise.

d) Open the ball valve by turning the handle downwards.

e) Pull out a complete length of hose from the drum, about 33 metres.

f) Aim the nozzle at the side of the fire scene and pull the fire nozzle trigger.

g) Sweep the dry powder jet across the fire scene from side to side.

Agitation Procedure

To avoid coagulating of dry powder itself in the tank it is recommend to make
fluidization once per 2 years to agitate the dry powder properly.

a) Set the No.3 control valve to close position and the main discharge valve
to be set in closed position.

b) For this purpose use three (3) N
2
bottles only.

c) Manually discharge three (3) N
2
cylinders by hook down of cylinder valve
actuator lever after taking out the safety pin and stop it when the tank is
pressurized to 20 kg/ by returning the actuator lever to original position.

d) Open vent bleed in the pilot control tube for constant pressure valve and
let the tank pressure to be released to zero(this allows the N
2
gas in the
tank to be vented without discharging the dry powder).

e) After finish of venting return all valve position to original service position
(close vent bleed valve, set the No.3 control valve to service position).

f) Refill N
2
gas for three (3) N
2
cylinders.

Illustration 5.4.3b Dry Powder Tank Unit

Precautions

Always wear full fireproof clothing and personal protection equipment
After opening the cabinet door the operation must begin quickly to prevent
the powder caking
Be aware of the reaction of the nozzle gun on commencing discharging
Prevent kinking of the hose and twists in the line

Procedure for Cleaning the Dry Powder System after Use

After any operation of the dry powder system it is essential the system is cleaned
at once with N
2
. This is to prevent any residue powder remaining in the lines
thereby causing a blockage to subsequent usage. There is usually enough N
2

remaining in the bottle bank to do this.

a) No.3 control valve is set to CLOSE the main valve is closed.

b) No.1 control valve to the N
2
STOP position. This stops pressurizing the
dry powder tank.

c) Set the exhaust valve to the OPEN position. This exhausts the remaining
gas in the powder tank.

d) Set the exhaust valve to the CLOSE position.

e) Set the No.3 ball valve to the OPEN position.

f) Set No.2 control valve to the N
2
RELEASE position, for about 5 seconds.

g) Set No.2 control valve to the NORMAL position.

h) Set the No.3 ball valve to the CLOSE position.

i) Set the cleaning valve to the CLEAN position.

j) Set No.2 control valve to the N
2
RELEASE position.

k) Set the exhaust valve to the OPEN position.

l) Restore all the valves to their normal positions after the N
2
gas has been
exhausted.

m) Recharge the N
2
cylinders.

n) Refill the dry powder tank.
Procedure for Exhausting N
2
and CO
2
from the Control Lines, Valves and
Main Tanks

a) Exhaust the N
2
in the dry powder tank by releasing the securing bolts on
the dry powder filling connection on top of the dry powder tank.

! Caution
During this operation care should be taken during the release of the residual
gases. To minimize the risk of injury the flange should be released gradually.

b) To completely exhaust the CO
2
in the control lines one of the connections
on the N
2
cylinders should be released, again care being taken when doing
this.

Closing the Main and Selection Valves

c) As these valves are operated by N
2
and CO
2
respectively, to close the
valves the manual operating handle is used.

Note !
The valve seat and ball of the MAIN and SELECTION valves should be cleaned
in accordance with the makers instructions before returning them to service.

Recharging the Dry Powder Tank

d) After release of the N
2
in the dry powder tank it is refilled with the correct
quantity of the dry powder. This should be of the sodium bicarbonate type.
No other type of agent should be used.

e) After refilling the tank the through the manhole the tank should be
rescored by securing the blind flange to the tank flange. All bolts should
be tightened correctly.

f) After recharging the dry powder, carry out the routine for agitating the
charge using the ships N
2
supply via the portable hose.

Procedure to Recharge the N
2
Cylinders

This recharging process is achieved by changing the exhausted N
2
bottles for full
ones. This is done as follows

a) Remove the actuating cylinder from the cylinder valve.

b) Unscrew the union nut of the connecting link line at the cylinder valve,
remove the connecting line being careful of the seal on the ends of the line
and valve.

c) Screw the protecting cap onto the discharged N
2
cylinder.

d) Unscrew the clamping device(s) from the discharged gas cylinder.

e) Remove the discharged cylinder.

f) Replace the full N
2
cylinder.

g) Replace the clamping device(s) and leave stack until the bottle is lined up
with the piping.

h) Remove the protection from the valve on the new cylinder and align the
bottle with the connecting piping.

i) Reconnect the cylinder with the connecting piping on both the CO
2
and the
N
2
lines.

j) Tighten all connections.

k) Replace the actuating cylinder.

Illustration 5.4.4a CO
2
System

I
A
K
C
M
E
O
G
CO2 ROOM
FIRE CONTROL ROOM
TO OPEN AIR
15 COPPER TUBE
F N
TD
P
D L
TD
P
H P
11 BTLS 8 BTLS
9 BTLS
9 BTLS
TD
P
B
J
TD
P
REQUIRED Q'TY OF CYLINDER
* TOTAL : 37 BOTTLES
- CARGO COMPRESSOR ROOM : 28 BTLS
- MAIN SWBD ROOM : 19 BTLS
- EM'CY GEN. ROOM/EM'CY SWBD ROOM : 11 BTLS
- ELECTRIC MOTOR ROOM : 9 BTLS
65A 40A 50A 40A
40A
MAKER
SUPPLY
YARD
SUPPLY
MAIN & EM'CY
POWER SUPPLY
AC220V
CARGO
COMP. RM
I J
E.G.R
/E.S.R
M N
MAIN
SWBD RM
K L
ELEC.
MOT. RM
O P
CARGO
COMP. RM
A B
E.G.S
/E.S.R
E F
MAIN
SWBD RM
C D
ELEC.
MOT. RM
G H
CARGO
COMP. ROOM
(3 PANEL)
700 kPag
Air Supply
MAIN
SWBD ROOM
(3 PANEL)
ELECTRIC
MOTOR ROOM
(2 PANEL)
EM'CY GEN.RM
/EM'CY SWBD RM
(2 PANEL)
R
S
R
ES
EH
B
A
A
PG
PS
S
P
M
P
SYMBOL
P P P P P P
P P P P P
P P
R
S
R
S
R
A
S
A A A
TD
P
PIPE LINE
PILOT LINE
ELECTRIC LINE
THERMOMETER
UNIVERSAL DRAIN
3-WAY VALVE
TIME DELAY UNIT (PNEUMATIC)
BEACON LAMP
AIR HORN
ALARM BELL WITH LAMP
ROTATING LAMP
ELECTRIC HORN
ELECTRIC SIREN
ALARM CONTROL PANEL
CO2 DISCHARGE NOZZLE
HOSE CONNECTION VALVE
PILOT END PLUG
PILOT VENT BLEED
BALL VALVE
LEVEL INDICATOR
BEAM SCALE
INSTRUCTION CHART
CAUTION PLATE
WARNING NOTICE
LIMIT SWITCH
CAP BOX
SPARE PARTS
KEY BOX
PRESSURE GAUGE WITH STOP VALVE
PRESSURE SWITCH WITH STOP VALVE
SAFETY OUTLET
PRESSURE RELIEF VALVE
CHECK VALVE (PILOT LINE)
SOLENOID VALVE
MAIN DISCHARGE VALVE
(PNEUMATIC & MANUAL CONTROLLED)
PILOT CYLINDER
(MANUAL CONTROLLED)
DISCHARGE CO2 CYLINDER
(PNEUMATIC & MANUAL CONTROLLED)
VALVE (NORMAL CLOSE)
VALVE (NORMAL OPEN)
DESCRIPTION

5.4.4 CO
2
System

Cargo Deck CO
2
Flooding System

Maker : NK
Type : High Pressure

The CO
2
flooding system for the cargo areas consists of 37x45 kg high pressure
cylinders. These are contained in the CO
2
room, situated on the upper deck.

The deck CO
2
system covers the following areas:

Cargo machinery room: cylinders required 28
Electric motors room: cylinders required 9
Main SWBD room: cylinders required 19
Emcy Gen. room cylinders required 11

Flooding the protected areas is achieved by the operation of the ball valves from
their respective cabinets in the fire control room, or CO
2
room and the release of
the pilot CO
2
cylinders (release cabinets in CO
2
room and fire control room and
manually in CO
2
rooms). Upon opening the control cabinet door, the CO
2
alarm
is activated and the ventilation fans for that area are stopped. The pilot gas is
directed by the operation of the respective ball valve, onto the gang release line
(having first operated the time delay switch down stream of the HP cylinders)
and master valve for the selected area.

The emergency generator room and emcy switch board room both share the
same CO
2
cylinders, although they have a separate main discharge line to their
space.

Warning
Release of CO
2
into any space must only be considered when all other options
have failed and then only on the direct instructions of the Master.
Operation

In the Event of Fire in each protected space

Go to the key box / control cylinder cabinet, located at CO
2
room or fire
control station and follow instructions.:

1 Key box.
Break the glass
Take the key

2 Control valve cabinet

a) Open the door of control valve cabinet of the protected space on fire.
b) Ensure all personnel have vacated the protected space.
c) Close doors and hatches.
d) Open valve No.1 and No.2
e) Go to the control cylinder cabinet.

3 Go to the control cylinder cabinet
Open the door with key
Open one cylinder valve
Now system operate

4 Until arrival at port keep all openings close and control valve open.

5 Do not open the hatches or other openings of compartment flooded with
CO
2
until arrival at port.
This is to permit burned compartment to cool and prevent rekindling of the
other.

Emergency Operation

In case of failure in the operation of the system from the control cylinder
cabinet, go to the CO
2
room.

1. Ensure all personnel have been evacuated from the space to be protected.

2. Ensure all vent fans stopped, doors and hatches closed.

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

4. Go to the cylinder and open the cylinder valve
Remove the safety pin of actuator fitted on cylinder valve
Pull down the operating lever and the CO
2
gas is discharged.

5. Take the same action rapidly for the required quantities of CO
2
cylinders.

6. Now the system is in operation.

After Discharge

1. Allow enough time for the CO
2
gas to extinguish the fire.

2. Do not reopen the space until all reasonable precautions have been taken
to ascertain that the fire is out

3. When the fire is out, ventilate the space thoroughly.

4. Persons re-entering the space must wear compressed air breathing
apparatus until the atmosphere has been checked and found oxygen
content over 21%

5.4.5 Fire Detection System

Illustration 5.4.5a Block Diagram for Fire Detection and Alarm System

ABNORMAL
(INTERNAL)
SDR B
(INTERNAL)
POWER LINE
(INTERNAL)
C LOOP CABLE
(INTERNAL)
E LOOP CABLE
(INTERNAL)
ZONE 1 : ACCO. NAV. DK
ZONE 2 : ACCO. D-DK
ZONE 3 : ACCO. C-DK
TO MAGNETIC DOOR HOLDER
- ACCO. D-DK (5 EA)
- ACCO. C-DK (6 EA)
TO MAGNETIC DOOR HOLDER
- ACCO. B-DK (5 EA)
- ACCO. A-DK (6 EA)
- ACCO. UPP. DK (2 EA)
TOP D LOOP IN
TOP C LOOP IN
TOP B LOOP IN
TOP E LOOP IN
TOP A LOOP IN
FO121
DH2
TO I.A.S
1. FIRE ALARM (N/C)
2. POWER FAILURE (N/C)
3. ABNORMAL (N/C)
TO FIRE DAMPERS (M-HB-A)
1. ACCO. C-DK FIRE (N/C)
2. ACCO. C-DK FIRE (N/C)
3. ACCO. B-DK FIRE (N/C)
4. ACCO. A-DK FIRE (N/C)
5. ACCO. A-DK FIRE (N/C)
6. ACCO. A-CK FIRE (N/C)
7. ACCO. FIRE (N/C)
FROM / TO P.A
1. FIRE ALARM (N/O) TO P.A
2. GEN. ALARM FOR FIRE ALARM SOUNDER
MUTE FROM P.A
EM'CY AC 220V
FDH2
(A15203) MH7
(F0187) FMH12
FAN STOP SIGNAL (N/O CONTACT) TO W/H CONSOLE
(F0109) FMH4
TO W/H FIRE DAMPER (ACCO. W/H FIRE, N/C)
(F0186) FMH2
TO BOILER CONT. PANEL (FIRE IN E/R, N/O)
(A1004) FMH4
(F0101) FMH4
FO134
DH2
A LOOP CABLE
(INTERNAL)
B LOOP CABLE
(INTERNAL)
MAIN AC 220V
DH2
NO.2 W/H GROUP PANEL
LOOP A
ZONE 4 : ACCO. B-DK
ZONE 5 : ACCO. A-DK
ZONE 6 : ACCO. UPP. DK
LOOP E
ZONE 7 : ENGINE CASING
ZONE 8 : E/R 1 ST DK
LOOP B
ZONE 9 :E/R 2ND DK
ZONE 10 : E/R 3RD DK
ZONE 11 : E/R FLOOR
LOOP C
ZONE 12 : EM'CY SWBD RM
ZONE 13 : EM'CY D/G RM
ZONE 14 : S/G/R
ZONE 15 : ELEC. MOTOR RM
ZONE 16 : CARGO COMP. RM
ZONE 17 : BOSUN STORE
ZONE 18 : BOW TH. RM
ZONE 19 : FWD PUMP RM
LOOP D
EACH LOOP
(INSIDE OF PANEL)
POWER SUPPLY
& RELAY UNIT
T290
REPEATER UNIT
FLUSH MTG TYPE
(IN E.C.C)
LOOP CABLES
FLUSH MTG TYPE (N.W.T)
T890
CONTROL UNIT
(4 LOOPS)
T290
REPEATER UNIT
FLUSH MTG TYPE
(IN C.C.C)
T290
REPEATER UNIT
WALL MTG TYPE
(IN F.C.S)

Illustration 5.4.5b Block Diagram For Device Arrangement

CONTROL UNIT
T890 (10 LOOPS, 80 ZONES) /
T891 (2 LOOPS, 16 ZONES)
A1
DET
A2
DET
A6
DET
A7
DET
A8
DET
A13
DET
A14
DET
H
902
A18
DET
A19
DET
A20
DET
A21
DET
A23
DET
A24
DET
A25
DET
A31
DET
A32
DET
A33
DET
A34
DET
A35
DET
A17
DET
A3
CP
LI
520
LI
520
LI
520
A15
CM
A16
DM
RI
500
MDH MDH MDH
MAXIMUM 25 MDHs ARE CONNECTED TO EACH RM520
DC 24V
N/O OR N/C FOR ZONE OUTPUT (FIRE OR FAULT)
I.S I.S
I.S
I.S
I.S
(MAX. 2 CP540EX)
(MTL788)
I.S I.S
(MTL788)
(ONLY HIGH TEMPERATURE AT 90 C)
E.L.O DEVICE
(4.7 Kohm)
O
I.S I.S
ALL DEVICES WILL BE INTRINSICALLY SAFE (I.S) TYPE
IN A HAZARDOUS AREA.
SHIELD CABLE TO BE USED IN A HAZARDOUS AREA.
I.S I.S
DC 24V
DC 24V
ALL DEVICES WILL BE INTRINSICALLY SAFE (I.S) TYPE
IN A HAZARDOUS AREA.
SHIELD CABLE TO BE USED IN A HAZARDOUS AREA.
A4
RM
A5
RM
ZB
A10
DET
A11
DET
A9
DET
A12
DET
ZB
MS
302
A22
CM
A27
IF
TM
520
A30
DET
A28
DET
A29
DET
A26
DET
CP CP
LI
520
LI
520
LI
520
ZONE 7
ZONE 1 ZONE 2 ZONE 3
ZONE 4
ZONE 6 ZONE 5
(WORKSHOP)
HAZARDOUS AREA
HAZARDOUS AREA
A1~A35 : ADDRESS NUMBER
DET : DETECTOR
MS302 : MS302EX IS FLAME DETECTOR (CONVENTIONAL TYPE)
CP : CALL POINT
LI520 : LINE ISOLATOR
TM520 : TIMER MODULE
RM : RM520 ADDRESSABLE RELAY MODULE
DM : DM520 CONVENTIONAL DETECTOR MODULE
CM : CM520 ADDRESSABLE CONTACT MONITORING MODULE
MDH : MAGNET DOOR HOLDER (40 mA, POWER CONSUMPTION)
IF : IF500EX INTRINSICALLY SAFE ADDRESSABLE INTERFACE MODULE
ZB : I.S ZENER SAFETY BARRIER
RI500 : REMOTE INDICATOR
LEGEND

Illustration 5.4.5c Typical Schematic of Fire Detection & Alarm System

J
U
N
G
L
E
S
P
A
R
E
UPPER DECK
BOSUN STORE
TRUNK DECK SPACE
MACHINERY SPACE LOOP B
FORE MAST
E/R FLOOR DECK
E/R 3RD DECK
E/R 2ND DECK
E/R 1ST DECK
FUNNEL
SIGNAL LTG POST
NAV.-DK
D-DK
C-DK
B-DK
A-DK
ECR
CONTROL UNIT
KEY
CALL POINT
DETECTOR
LINE ISOLATOR
REPEATER UNIT

Illustration 5.4.5d T891 MINERVA Marine Control Unit Front Panel Layout

'FIRE' LED 'FIRE' LED
'FAULT' LED
'DISABLE' LED
NO/DELETE KEY
SCROLL UP KEY YES/ENTER KEY
FAST ACCESS KEY
'POWER ON'
LED
QUIT KEY
'POWER FAIL'
LED
ZONE DISPLAY
RESET KEY
LAMP TEST KEY
FIRE ALARM KEY 'FIRE' LEDS
SILENCE KEY KEY SWITCH
SCROLL DOWN KEY
LARGE LAPHANUMERIC
DISPLAY
MINERVA MARINE FIRE CONTROL
NUMERIC KEYPAD

Illustration 5.5a Auxiliary Fresh Water Cooling System

NO.2
VACUUM P/P
NO.1
VACUUM P/P
TO LO COOLER
TO LO COOLER
TO LO COOLER
TO LO COOLER
NO.2 H/D
COMPRESSOR
NO.1 H/D
COMPRESSOR
NO.2 L/D
COMPRESSOR
NO.1 L/D
COMPRESSOR
ELEC. MOTOR RM CARGO COMP. RM
STEAM
DRAIN
COOLER
FW332
FW333
FW334
FW335
FW336
FW358
FW359
FW337
FW338
FW339
FW340
FW341
FW342
FW343
FW344
FW345
FW346
FW347
FW369
FW330
FW331
F.W. FROM DECK SERVICE F.W. MAIN LINE (S)
TO GLYCOL WATER
MIXING TANK
TO E/R CENTRAL
COOLING F.W. SYS.
FROM E/R CENTRAL
COOLING F.W. SYS.

5.5 Auxiliary F.W. Cooling System

General

The independent deck cooling fresh water system is provided by two cargo
machinery cooling fresh water boost pumps. The pumps, FW coolers and header
tank are located in the engine room.

One pump is normally in service, while the second pump is on automatic stand-
by cut-in mode.

The FW cooling system is used to serve the following equipment;

HD compressor LO coolers and air cooler of electric motor
LD compressor LO coolers
Vacuum pump
Cargo machinery room steam drain cooler

Temperature control is by means of a three-way control valve, situated on the
outlet side of the engine room central FW cooler, with a set point of about 35C.


One cargo mach. Cooling FW cooling boost pump and central FW cooler are
normally required to meet the system cooling capacity.

a) Open the inlet and outlet valves on cargo machinery cooling FW
boost pumps.

b) Open the valves on the respective system to be cooled i.e. HD
compressor LO cooler and motor air cooler, LD compressor LO
cooler, vacuum pump and steam drains cooler. Check for leaks.

c) Select the other pump on stand-by.

d) Stop the running pump and ensure the stand-by pump cuts in.

e) Return the pumps to their original running condition i.e., one pump
running and the other on stand-by auto cut-in.

f) Select one of the cargo machinery cooling FW boost pumps on
local control and start the pump. Check that the system pressures
are normal.

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

Part 6
Cargo Operations

6 - 1 Part 6 Cargo Operations
Illustration 6.1a Insulation Space Inerting

Gas Sampling Line
N2 Main Line
From
Engine Room
CN486 CN487
CN279 CN282
CN272
CN271
CN475
CN472 CN473
CN471
CN372 CN373
CN371
N2 VENT MAST
CN172 CN173
CN171
CN575
CN576
CN577
CN571
CN572
CN579
CN578 CN580
CP588 CP592
CP591
CP590
Vacuum
Pump
To main gas
detection panel
To main gas
detection panel
To main gas
detection panel
To main gas
detection panel
CP589
CN273
To Secondary
Insul. Press. Main
From Engine Room
NO.2
VACUUM PUMP
NO.1
VACUUM PUMP
To Primary Insul.
Press. Main
To No.4 Vent Mast
From Stripping Line
CN575
CN576
CN577
CN571
CN572
CN579
CN578 CN580
CN587
CN585
SP502



6.1 Insulation Space Tests

Service Tests

Classification society regulations require that the barriers of a membrane tank
must be checked periodically for their effectiveness.

The following covers the practice, recommendations and the precautions that
should be taken during the dry docking periodical examination of the primary
and secondary membranes.
! Caution
Measurement devices that may otherwise be damaged should be isolated prior to
the commencement of the test. The barrier spaces must be protected against over
pressure at all times. Otherwise, it might result in membrane failure.

Method for Checking the Effectiveness of the Barriers

Primary Membrane

Since each primary insulated space is provided with a permanently installed gas
detection system, which is capable of measuring gas concentration at intervals
not exceeding thirty minutes. Any gas concentration in excess, with regard to the
steady rates, would be the indication of primary membrane damage.

Secondary Membrane

In order to check its effectiveness, the secondary (or primary) membrane is
submitted to a global tightness test, which is the reiteration of the equivalent test
carried out during the cargo containment building.

Procedure

a) Reduce the insulated space pressure at the back of the membrane
to be tested to 20 kPaA.

b) After a stabilising period of about 8 hours, use an accurate
measuring device, to record the vacuum decay over the next 24
hour period.

c) From the results obtained, in a 10 hours period, the temperature
variations of the compartments surrounding the tested membrane
are minimum.

d) The allowable limit for vacuum decay of the space is given by the
equation:

P

P ; Pressure variation in mbar measured during a ten(10) hour period.
Where e = the thickness in meters of the insulated space at the back of the
membrane.

Global Tightness Test

The global test is carried out either during a maintenance period, or when the
cargo tanks have been warmed up and gas freed.

To overcome any doubtful results due to possible leaks through equipment
connected with the insulated spaces, i.e. valves, pressure relief valves, electric
cable glands, etc., their effectiveness must be carefully checked, and eventually
replaced with blank joints, to protect the space against over-pressure.

Testing a Secondary Membrane

a) The pressure of the secondary space is reduced to 20 kPaA, while
the primary space is maintained at a slight vacuum.
(i.e. 10 kPaA)

Under these conditions, the secondary membrane is submitted by one side to the
atmospheric pressure inside the primary space, and by the other side to the
reduced pressure inside the secondary space.

b) The vacuum decay is carried out in this space only by the method
described in secondary membrane testing b), c) and d).

In spite of the precautions taken against leaks in the equipment, it is important to
check whether the vacuum decay of the secondary barrier space (DPs)
corresponds with a pressure reduction of the primary space (DPp).
If this is not the case, there may be an external leak, which must be located and
rectified before another test is conducted.

When comparing (DPp) and (DPs), it is necessary to take into account the
primary and secondary space volumes as shown in the equation below:

Where (es) and (ep) represents the thickness of the secondary and primary spaces.

Primary Membrane Test Procedure

a) The pressure of the primary and secondary barrier spaces is
simultaneously reduced to 20kPaA, in order to prevent the
potential collapse of the secondary barrier due to a higher pressure
than that of the primary space.

b) The primary and secondary spaces are isolated, with the vacuum
decay procedure followed on the primary space only. The method
used is as described in secondary membrane testing b), c) and d).

Under these conditions, the primary membrane is submitted by one side to the
atmospheric pressure inside the tank and by the other to the reduced pressure
inside the primary space.

Since both faces of the secondary membrane are in an equal pressure system, no
flow can be generated through any eventual leak in this membrane; therefore, the
measured vacuum decay is the correct figure of the tightness of only the primary
membrane.

! Caution
Changes in temperature or barometric pressure can produce differentials far in
excess of 3 kPag in the insulation spaces which are shut. With the cargo system
out of service and during inerting, always maintain the primary insulation space
pressure at or below tank pressure and always maintain the secondary insulation
space pressure at or below the primary insulation space pressure. Severe damage
to the membranes may occur if the differentials exceed 3 kPag.

ep
x es s
= p
0.8
e

Illustration 6.2.1a Insulation Space Inerting
Evacuation of Insulation Space's (First Step)

From
Engine Room
CN486 CN487
CN279 CN282
CN272
CN271
CN475
CN472 CN473
CN471
CN372 CN373
CN371
N2 VENT MAST
CN172 CN173
CN171
CN575
CN576
CN577
CN571
CN572
CN579
CN578 CN580
CP588 CP592
CP591
CP590
Vacuum
Pump
To main gas
detection panel
To main gas
detection panel
To main gas
detection panel
To main gas
detection panel
CP589
CN273
Gas Sampling Line
N2 Main Line
From Secondary
Insul. Press. Main
From Engine Room
NO.2
VACUUM PUMP
NO.1
VACUUM PUMP
FromPrimary Insul.
Press. Main
To No.4 Vent Mast
From Stripping Line
CN575
CN576
CN577
CN571
CN572
CN579
CN578 CN580
CN587
CN585
SP502


6.2 Post Dry Dock Operation

6.2.1 Insulation Space Inerting

1) First Step: Evacuation of Insulation Space

! Caution
To avoid major damage to the secondary barrier, never evacuate a primary
insulation space while leaving the associated secondary space under pressure and
never fill a secondary space while the primary space is under a vacuum.

Prior to putting a cargo tank into service initially, or after dry docking, it is
necessary to replace the ambient humid air in the insulation space with dry
nitrogen.

This is done by evacuating the insulation spaces with the vacuum pumps and
refilling them with nitrogen. The procedure is repeated until the oxygen content
is reduced to less than 2%.

Evacuation of all the insulation spaces takes approximately 8 hours. Three cycles
are usually necessary to reduce the oxygen to less than 2% of its volume.

! Caution
excess of 3 kPag in insulation spaces which are shut. With the cargo system out
of service and during inerting, always maintain the secondary insulation space
pressure at or below the primary insulation space pressure. Severe damage to the
membranes will result if the differentials exceed 3 kPag.

Before refilling with nitrogen, the insulation spaces are evacuated to 20 kPaA.
The evacuation of the insulation spaces is also used in order to check the
integrity of the barriers during periodical tests.

To avoid possible damage to the secondary membrane, the secondary insulation
spaces must be evacuated before the primary insulation spaces. The pipe work at
the vacuum pumps suction has been designed to ensure that the evacuation of
the primary spaces cannot take place without having first evacuated the
secondary spaces, or ensuring that they will be both evacuated simultaneously.

Two electrically driven vacuum pumps, cooled by fresh water, are installed in
the cargo compressor room. They draw from the pressurisation headers, and
discharge to the vent riser No.4.
Operating Procedure

All valves are assumed shut. (See Illustration 6.2.1a)

a) Isolate any pressure gauge, transducer, or instrument that could be
damaged by the vacuum, and install temporary manometers to
allow pressure in the insulation spaces to be monitored.

b) On each tank, open valves CN474, 374, 274, and 174 connecting
the pressurisation header with the feeder columns of the secondary
insulation spaces.

c) In the compressor room, open valve CN582 and valves CN587,
and 585 to the suction of the vacuum pumps.

d) Prepare the vacuum pumps.

e) Start both vacuum pumps.

f) Monitor the secondary insulation spaces pressure; when pressure
has been reduced to 20 kPaA, in all the spaces, stop the pumps.

g) Close valves CN474, 374, 274, and 174 on the trunk deck.

h) On each tank, open valves CN475, 375, 275, and 175 connected to
the pressurisation header with the aft transverse of the primary
insulation spaces.

i) Open valve CN581, the vacuum pumps suction from the primary
pressurisation header.

j) Start both vacuum pumps.

k) Monitor the primary insulation spaces pressure; when it has been
reduced to 20 kPaA, in all the spaces, stop the pumps.

l) Close valves CN475, 375, 275, and 175 on the trunk deck.

m) Close valves CN582, 581 and valves CN587, 585 at the pumps
suction.

n) Stop the vacuum pumps.

During the evacuation of the insulation spaces, the tightness of the primary and
secondary insulation spaces relief valves has to be confirmed, and if leaks are
suspected, use blanks until the operation is completed. Blanks must be clearly
marked and notices must be posted.
General notes on the vacuum pumps:

- Make sure that the auxiliary fresh water for the auxiliary fresh water
cooler is available and on.

- Ensure that the LO tank is full and the power supply to the pumps is
available.

- Ensure that the bulkhead seal system is full.

- Ensure that the pump can rotate freely.

- Ensure that the LO is feeding the lubrication points.

- Close the pump drains.


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

From
Engine Room
CN486 CN487
CN279 CN282
CN272
CN271
CN475
CN472 CN473
CN471
CN372 CN373
CN371
N2 VENT MAST
CN172 CN173
CN171
CN575
CN576
CN577
CN571
CN572
CN579
CN578 CN580
CP588 CP592
CP591
CP590
Vacuum
Pump
To main gas
detection panel
To main gas
detection panel
To main gas
detection panel
To main gas
detection panel
CP589
CN273
Gas Sampling Line
N2 Main Line
To Secondary
Insul. Press. Main
From Engine Room
NO.2
VACUUM PUMP
NO.1
VACUUM PUMP
To Primary Insul.
Press. Main
To No.4 Vent Mast
From Stripping Line
CN575
CN576
CN577
CN571
CN572
CN579
CN578 CN580
CN587
CN585
SP502


2) Second Step: Initial Filling with Nitrogen

After evacuation, the next step consists of filling the insulation spaces with
nitrogen. The cycle is repeated until the oxygen content in the spaces is less than
2%.

Procedure for Initial Filling with Nitrogen

Liquid N2 is supplied from the shore to the liquid manifold where it passes to the
stripping/spray header via the appropriate manifold shore connection liquid valve.
It is then fed to the LNG vaporizer and N
2
gas produced is passed at +20C to
each insulation space.

At this stage, ships N
2
generators are not used due to required capacity for initial
filling.

It is assumed, though unlikely, that all valves are closed prior to use.

a) Install the spool piece(SP502) on the LNG vaporizer outlet to the
insulation spaces.

b) Prepare the LNG vapouriser.

c) Adjust the set point of the temperature control valve to +20C.

d) Open the related valves from the liquid manifold to the LNG
vaporizer through stripping/spray header and carry out line cool
down operation. For safety reasons, make sure that the hull water
curtain on the connected side is working.

e) Open the isolation valves CN278, 276, 285, and 283 for the
insulation exhaust control system.

f) Crack open the primary space supply valves CN475, 375, 275, and
175 on each tank.

g) Adjust the opening of the primary space supply valves for
balancing the increase in pressure in all the spaces. During filling,
always maintain the pressure in the primary space 10 kPaA above
the secondary space.

h) When the pressure in the primary spaces reaches 30 kPaA (10
kPaA above the pressure in the secondary spaces), crack open the
secondary space supply valves CN474, 374, 274, and 174 on each
tank. Adjust the opening of these valves for balancing the increase
in pressure in all the spaces.

i) Set the opening of the control valves CN277 and 284 at 0.4 kPag.
Operating Procedure for the Completion of the Nitrogen Filling

a) The final filling of the insulation spaces, up to 0.2 kPag is carried
out at reduced flow rate. Three cycles are usually necessary.

b) After the final filling, check the oxygen content in all the spaces. If
it is higher than 2%, repeat the inerting operation. Check the O
2

content at the vacuum pump discharge.

c) Do not shut down the LNG vaporizer until it has been warmed up
to ambient temperature.

! Caution
excess of 3 kPa in the insulation spaces which are shut in. With the cargo system
out of service and during inerting, always maintain the primary insulation space
pressure at, or below, tank pressure and always maintain the secondary insulation
space pressure at or below the primary insulation space pressure.

Operating Procedure for Normal Inerting

The primary and secondary insulation spaces are filled with dry nitrogen gas that
is automatically maintained by alternate relief and make-up as the atmospheric
pressure or the temperature rises and falls, under a pressure of between 0.2 kPag
and 0.4 kPag above the atmospheric level.

The nitrogen provides a dry and inert medium for the following purposes:

To prevent formation of a flammable mixture in the event of an LNG leak
To permit easy detection of an LNG leak through a barrier
To prevent corrosion

Nitrogen, produced by the two N
2
generators and stored in a pressurised buffer
tank of 37 m
3
, is supplied to the pressurisation headers through make-up
regulating valves located in the cargo compressor room. From the headers,
branches are led to the primary and secondary insulation spaces of each tank.
Excess nitrogen from the insulation spaces is vented to mast No.2, through the
exhaust regulating valves.

Both primary and secondary insulation spaces of each tank are provided with a
pair of pressure relief valves that open at a pressure of 1 kPag above the
atmospheric level in each space. A manual bypass with a cut out valve (CN171,
271, 371, and 471) and a ball valve are provided from the primary space to the
N
2
vent mast for local venting and sweeping of a space if required.

a) Adjust the set point of the nitrogen supply regulating valve CN579
to the secondary header at 0.2 kPag, and the regulating valve
CN576 to the primary header at 0.2 kPag.

b) At the forward part of the trunk deck, make sure that the valves
CN276, 278, 283, and 285 are open.

c) Adjust the set point of the nitrogen exhaust regulating valve
CN277 (primary) at 0.4kPag and regulating valve CN284
(secondary) at 0.4 kPag.

There is a standby exhaust regulating valve CN280, which can be connected to
either the primary or secondary system in the event of failure of one of the
master regulating valves.

The nitrogen supply to the insulation spaces has a stand-by regulating valve
CN572, which can be connected to either the primary or secondary system in the
event of failure of one of the master regulating valves.

In the event of cargo gas leakage into the insulation spaces, this can be swept
with a continuous feed of nitrogen by opening the exhaust from the space,
allowing a controlled purge. Close monitoring of the gas analyser on this space
will be necessary during purging.

In cases where other consumers reduce the availability of nitrogen for the
insulation spaces, the pressure may temporarily fall below the atmospheric
pressure.

This condition is not critical insofar as the differential pressure (Ps - Pp) between
the secondary spaces pressure (Ps) and the primary space pressure (Pp) does not
exceed 3 kPa.
(Ps - Pp) < 3 kPa

Warning
When the depression in the primary insulation spaces, relative to the secondary
insulation spaces, reaches 3 kPag, the two insulation spaces shall be immediately
inter-connected - which will involve a manual operation.

When put in communication, and therefore subjected to the same nitrogen
pressure, the primary and secondary insulation spaces can withstand a large
depressurisation without any damage.

It should be noted that, even with the tanks fully loaded, a pressure lower than
atmospheric pressure in the primary insulation spaces is not harmful to the
primary membrane. In this respect, it should be noted that this membrane is
subjected to a 80 kPaA vacuum pressure, both during global testing at the
construction stage and the insulation spaces cycles purging.


Illustration 6.2.2a Drying Cargo Tanks

SP501
FM
FM
FM
FM
FM
FM
FM
FM
KEY
CG533
IG021 IG020
CG405
IG022 CG527
CG525
CG524
CG523
CG522
CG516
CG512
CG508
CG507
CG503
CG504
CG515
CG511
CG514
CG513
CG002
CG509
CG505
CG501
CN683
CG528
CS004
CS003
CS002 CS001
CG510
CG506
CG502
NO.2 LOW DUTY COMP.
NO.1 LOW DUTY COMP.
TO INS.PRESS.
CG519
CG532
CG530
CG521
CS506
CS505
CS504
CS501
CF101
CF102
CF201
CF202 CF302
CF301
CF402
NO.4 CARGO TANK NO.3 CARGO TANK NO.2 CARGO TANK NO.1 CARGO TANK
CF401
CS502
CS503
CG526
CG520
GAS MAIN
DRY AIR LINE
HUMID AIR LINE
VAPOUR MAIN
LIQUID MAIN
DEMISTER
FORCING
VAPORIZER
LNG
VAPORIZER
HIGH DUTY
HEATER
LOW DUTY
HEATER
CG518 CG517
FUEL GAS
TO BOILERS
FROM IGG
SP502
SP401 SP301 SP201
SP101
SP102
STRAINER
SP601


6.2.2 Drying Cargo Tanks

During a dry docking or inspection, cargo tanks which have been opened and
contain humid air must be dried to avoid primarily the formation of ice when
they are cooled down, and secondly, the formation of corrosive agents if the
humidity combines with the sulphur and nitrogen oxides that might be contained
in excess in the inert gas. The tanks are inerted to prevent the possibility of any
flammable air/LNG mixture. Normal humid air is displaced by dry air. Dry air is
displaced by inert gas produced from the IGG.

Dry air is introduced at the bottom of the tanks through the filling piping. The air
is displaced from the top of each tank through the dome and the vapour header,
and is discharged from the vent mast No.1.

The operation, which is carried out from the shore or at sea, will take
approximately 20 hours to reduce the dew point to less than -20C.

During the time that the inert gas plant is in operation for drying and inerting the
tanks, the inert gas is also used to dry (below -40C ) and to inert all other LNG
and the vapour pipework. Before the introduction of LNG or vapour, any
pipework not purged with inert gas must be purged with nitrogen.

Operating Procedure for Drying Tanks

Dry air, with a dew point of -45C, is produced by the IGG at a flow rate of
14,000 Nm
3
/h.

a) Prepare the dry air/inert gas plant in dry air mode.

b) Install the spool piece(SP601) to connect the inert gas/dry air
feeder line to the liquid header.

c) Open valves CG527, CL602, CL410, CL310, CL210 and CL110 to
supply dry air to the liquid header.

d) Open tank filling valves CL400, CL300, CL200 and CL100.

e) Open tank vapour valves CG401, CG301, CG201 and CG101.

f) Open CG107, CG402, CG302, CG202 and CG102 to vent through
the No.1 vent mast. Eventually, tank pressure is controlled via the
regulating valve CG106, set at 10 kPag by the inching control,
manually set on the IAS.

g) Start the dry air production. When dew point is -45C, open the
valve IG022 downstream of the two non-return valves on the dry
air/inert gas discharge line.
h) Monitor the dew point of each tank by taking a sample at the
vapour domes. When the dew point is -25C or lower, close the
filling and vapour valves of the tank.

Wet air which may be contained in the discharge lines from the cargo pumps,
float level piping and any associated pipe work in the cargo compressor room
must be purged with dry air.

i) When all the tanks are dried, stop the plant. Close the supply valve
CG527, and CL602 to the LNG header and close valve CG107 to
the venting system at the vent mast No.1.

Note !
It is necessary to lower the tanks dew point by dry air to at least -20C, before
feeding tanks with inert gas in order to avoid formation of corrosive agents.

Warning
All pump discharge valves must not be opened in order to protect the high speed
revolution without the lubricant.


Illustration 6.2.3a Inerting Cargo Tanks

SP501
FM
FM
FM
FM
FM
FM
FM
FM
KEY
IG021 IG020
CG405
IG022 CG527
CG525
CG524
CG523
CG522
CG516
CG512
CG508
CG507
CG503
CG504
CG515
CG511
CG514
CG513
CG002
CG509
CG505
CG501
CN683
CG528
CS004
CS003
CS002 CS001
CG510
CG506
CG502
NO.2 LOW DUTY COMP.
NO.1 LOW DUTY COMP.
TO INS.PRESS.
CG519
CG518 CG517
CG532
CG530
CG521
CS506
CS505
CS504
CS501
CF101
CF102
CF201
CF202 CF302
CF301
CF402
CF401
CS502
CS503
CG526
CG520
GAS MAIN
INERT GAS LINE
DRY AIR LINE
VAPOUR MAIN
LIQUID MAIN
CG533
DEMISTER
FORCING
VAPORIZER
LNG
VAPORIZER
HIGH DUTY
HEATER
LOW DUTY
HEATER
FUEL GAS
TO BOILERS
FROM IGG
SP502
SP401 SP301 SP201
SP101
SP102
STRAINER
SP601


6.2.3 Inerting Cargo Tanks

Inert gas, with an oxygen content of less than 1.0% and a dew point of -45C, is
produced by the IGG with a flow rate of 14,000 Nm
3
/h. The inert gas is primarily
nitrogen and carbon dioxide, containing less than 1% oxygen with a dew point of
-40C or below.

Emergency pump wells have to be inerted with nitrogen before inerting the cargo
tanks.

Warning
Inert gas from this generator and pure nitrogen will not sustain life. Great care
must be exercised to ensure the safety of all personnel involved with any
operation using inert gas of any description in order to avoid asphyxiation due to
oxygen depletion.

a) Prepare the IGG in inert gas mode.

feeder line to the liquid header.

c) Open the valves CG527, CL602, CL410, CL310, CL210 and
CL110 to supply inert gas air to the liquid header.

d) Open tank filling valves CL400, CL300, CL200 and CL100.

e) Open tank vapour valves CG401, CG301, CG201 and CG101.

f) Open CG107, CG402, CG302, CG202 and CG102 to vent through
the No.1 vent mast. Eventually, tank pressure is controlled via the
regulating valve CG106 set at 10 kPag by inching control,
manually set on the IAS.

g) Start the inert gas production. When oxygen content is less than
1.0% and dew point is -45C, open valve IG022 downstream of the
two non-return valves on the inert gas discharge line.

h) By sampling at the vapour dome, check the atmosphere of each
tank by means of the portable oxygen analyser. O
2
content is to be
less than 2% and the dew point less than -40C.

i) During tank inerting, purge for about 5 minutes the air contained in
the lines and equipment by using valves and purge sample points.
j) When the inerting of the tanks, lines and equipment is completed,
set the regulating valve CG106 to 15 kPag in order to pressurise all
the tanks.

k) When the operation is completed, stop the supply of inert gas and
close valves IG022 and CG527, CL602, CL410, CL310, CL210,
CL110, CL400, CL300, CL200, and CL100, and close the blind
flange valve.

Note !
Until the ship is ready to load LNG for gas filling, the tanks may be maintained
under inert gas as long as necessary. If required, pressurise the tanks to 2 kPag
above atmospheric pressure and, to reduce leakage, isolate all the valves at the
forward venting system.

The inert gas is purged and replaced by natural gas(NG) produced by the LNG
vaporizer(+20C outlet temperature), fed with LNG supplied by the loading
terminal one point eight(1.8) times volume changes are required for displacing
the inert gas and attaining an O
2
content less than 1% by the volume. This
operation will be completed in 20 hours.

Warning


Illustration 6.2.4a Gassing-up Cargo Tanks (Stage-1)

FM
FM
FM
FM
FM
FM
FM
FM
KEY
IG021 IG020
CG405
IG022 CG527
CG525
CG524
CG523
CG522
CG516
CG512
CG508
CG507
CG503
CG504
CG515
CG511
CG514
CG513
CG002
CG509
CG505
CG501
CN683
CG528
CS004
CS003
CS002 CS001
CG510
CG506
CG502
NO.2 LOW DUTY COMP.
NO.1 LOW DUTY COMP.
TO INS.PRESS.
CG519
CG518 CG517
CG532
CG530
CG521
CS506
CS505
CS504
CS501
CF101
CF102
CF201
CF202 CF302
CF301
CF402
CF401
CS502
CS503
CG526
CG520
GAS MAIN
LNG LIQUID LINE
LNG VAPOUR LINE
LNG MIXTURE AND
INERT GAS LINE
VAPOUR MAIN
LIQUID MAIN
CG533
DEMISTER
FORCING
VAPORIZER
LNG
VAPORIZER
HIGH DUTY
HEATER
LOW DUTY
HEATER
FUEL GAS
TO BOILERS
FROM IGG
SP502
SP401 SP301 SP201
SP101
SP102
SP501
STRAINER
SP601


6.2.4 Gassing-up Cargo Tanks

Introduction

After lay up or dry dock, the cargo tanks are filled with inert gas or nitrogen. If
purging has been done with inert gas, the cargo tanks have to be purged and
cooled down when the vessel arrives at the loading terminal. This is because,
unlike nitrogen, inert gas contains 14% carbon dioxide (CO
2
), which will freeze
at around -60C, and produces a white powder that can block valves, filters, and
nozzles.

During purging, the inert gas in the cargo tanks is replaced with warm LNG
vapour. This is done to remove any freezable gases, such as carbon dioxide, and
to complete the drying of the tanks.

Description

LNG liquid is supplied from the terminal to the liquid manifold where it passes
the stripping/spray header via the appropriate shore connection liquid valve. It is
then fed to the LNG vaporizer and the LNG vapour produced is passed at +20C
to the vapour header and into each tank via the vapour domes.

At the start of the operation to fill the cargo tanks, the piping system and LNG
vaporizer are vapour locked. The stripping/spray header can be purged into the
cargo tanks via the vapour dome through the arrangement of spray valves
containing the control valve until liquid reaches the LNG vaporizer. The LNG
vapour is lighter than the inert gas, allowing the inert gases in the cargo tanks to
be exhausted up to the tank filling line to the liquid header. The inert gas then
vents to the atmosphere via the No.1 vent mast.

When 5% methane (the percentage figure will be specified by the particular port
authority) is detected at the No.1 vent mast riser, the exhaust gas is directed
ashore via the HD compressors bypass line, or to the boilers through the gas
burning line.

This operation can be done without the compressors, subject to existing back
pressure, or with one or both HD compressors in service. If possible, it is better
not to use compressors to avoid turbulence inside the tanks.

The operation is considered complete when the CH content, as measured at the
top of the cargo filling pipe, exceeds 98% by volume.

The target values for N
2
gas and inert gas CO
2
is equal or less than 1%. These
values should be matched with the LNG terminal requirements.

This normally entails approximately 1.8 changes in the volume of the
atmosphere in the cargo tank.

On completion of purging, the cargo tanks will normally be cooled down.
There are exceptional cases where it may be necessary to undertake the purging
of one or more tanks at sea using the LNG liquid already on board. In this case
the liquid will be supplied to the LNG vaporizer via the stripping/spray header
using the stripping/spray pump of a cargo tank containing the LNG liquid. Due
to local regulations on venting methane gas to the atmosphere, some port
authorities may require the entire operation to be carried out with the exhaust
gases being returned to shore facilities.

Operating Procedures to Purge the Cargo Tanks with LNG Vapour

1. Stage One

It is assumed, though unlikely, that all valves are closed prior to use.

a) Install the following spool pieces:
Liquid header to compressors (only if compressors are required;
SP601)
Liquid header to No.1 vent mast(SP102).
b) Prepare the LNG vaporizer.
d) Using the IAS, adjust the set point of the pressure control valve CG106
to 6 kPag (or required value) by using the inching control (remote
/manual).
e) At the No.1 vent mast, open valve CL107.
f) Open valve CS003, the stripping/spray header crossover valve to the
manifold.
g) Open valves CS004 and CS601 on the stripping/spray header to enable
supply to reach the LNG vaporizer.
h) Open valve CS501, the inlet valve to the LNG vaporizer.
i) In the cargo machinery room, open the outlet from the LNG vaporizer
CG530.
j) Open valves CG528 and CG601 to allow supply to the vapour header.
k) Open the header valves to the vapour domes.
No.1 Tank CG102 CG101

For safety reasons, make sure that the hull water curtain on the connected side is
in operation.

l) Open CS808 (if using the after liquid manifold on the port side), the
isolating valve to the stripping/spray line.
m) Using the IAS, open the individual tank loading valves.
No.1 Tank CL100 CL110
n) Using the IAS, open CL803, the liquid manifold valve on the port side,
and request the terminal to commence supply of the LNG liquid to the
ship at a constant pressure of 200 kPag.
o) Adjust the No.1 vent mast pressure with CG106 at 23 kPag or as
required.

p) Monitor the inert exhausting gas at each liquid dome (use the mid cargo
tank sample cock initially, followed by the sample cock at the top of
the loading line). Also monitor the inert exhausted gas at No.1 vent
mast, using the sample cock.
q) When 5% methane, (or the quantity the port authority will allow) is
detected at No.1 vent mast and each vapour dome, request permission
from the terminal personnel to direct exhaust gas to the terminal
facilities.
r) Remove the spool piece installed between CL107 and CG106(SP102).

2. Required heat energy at initial purging

The inert gas is purged and replaced by natural gas (NG) produced by the
LNG vaporizer (+20C outlet temperature)and fed with LNG supplied by
the loading terminal.
One point eight (1.8) complete volume changes are required for
displacing the inert gas and attaining a CO
2
content 1% by volume.
This operation will be completed in 20 hours.

Natural Gas Total Required

1.8 x 138,103 m
3
(100% of Total Volume) = 248,585 m
3
OF NG

Required LNG

LNG Total Requirement = 1.8 V(100 %) . NG
= 1.8 x 138,103 x 0.7479
= 185,917.0 kg
= 405.0 m
3
of LNG
(Density NG = 0.7479 kg/m
3
AT +20C and 106 kPaA)

Required Heat Energy at Initial Purging

TANK
TK VOLUME
(m
3
)
REQUIRED
NG (m
3
)
REQUIRED
LNG (kg)
REQUIRED
LNG (m
3
)
HEAT ENERGY
(mmBTU)
NO. 1 21,936 39484.8 29530.7 64.3 1518.2
NO. 2 40,449 72808.2 54453.3 118.6 2799.4
NO. 3 40,449 72808.2 54453.3 118.6 2799.4
NO. 4 35,266 63484.2 47479.8 103.4 2440.9
TOTAL 138,103 248,585.4 185,917.0 405.0 9,558.0

Note !
1) LNG Density : 459.1 kg/m
3

2) LNG Heating Value : 51.410 mmBtu / ton


Illustration 6.2.4b Gassing-up Cargo Tanks (Stage-2)

SP501
FM
FM
FM
FM
FM
FM
FM
FM
CG533
IG021 IG020
CG405
IG022 CG527
CG525
CG524
CG523
CG522
CG516
CG512
CG508
CG507
CG503
CG504
CG515
CG511
CG514
CG513
CG002
CG509
CG505
CG501
CN683
CG528
CS004
CS003
CS002 CS001
CG510
CG506
CG502
NO.2 LOW DUTY COMP.
NO.1 LOW DUTY COMP.
TO INS.PRESS.
CG519
CG518 CG517
CG532
CG530
CG521
CS506
CS505
CS504
CS501
CF101
CF102
CF201
CF202 CF302
CF301
CF402
CF401
CS502
CS503
CG526
CG520
GAS MAIN
VAPOUR MAIN
LIQUID MAIN
KEY
LNG LIQUID LINE
LNG VAPOUR LINE
LNG MIXTURE AND
INERT GAS LINE
DEMISTER
FORCING
VAPORIZER
LNG
VAPORIZER
HIGH DUTY
HEATER
LOW DUTY
HEATER
FUEL GAS
TO BOILERS
FROM IGG
SP502
SP401
SP301 SP201
SP101
SP102
STRAINER
SP601


2. Stage Two

Inert gas condition CO
2
: equal to or less than 1%.
Nitrogen gas condition N
2
: equal to or less than 1%.

When 5% CH content (or the quantity that the port authority is allowed) is
detected at the No.1 vent mast and each vapor dome, request permission from the
terminal personnel to direct exhaust gas to the terminal facilities flare stack.

Normally the HD compressor shall not be used to avoid turbulence inside the
tanks. If cargo tank pressure can not be maintained in a steady condition due to
back pressure from the shore side, then the HD compressor should be used for
this operation.

a) Prepare both HD compressors.

b) Install the spool piece(SP601) connecting the liquid line to the
suction for the HD compressors.

c) Adjust the set point of the HD compressors flow controller.

d) Open the following valves on the HD compressors:

CG509 inlet to the No.1 HD compressor
CG511 outlet from the No.1 HD compressor
CG513 inlet to the No.2 HD compressor
CG515 outlet from the No.2 HD compressor
e) Open the following valves:
CL602, liquid header vapour supply to the HD compressors
CG002, compressor supply to the manifold

f) Open the vapour manifold valve CG801 (port side). This will
enable a free flow of gas to the terminal and is a check that the
pipeline layout on board has been arranged correctly.

g) Once the flow to the terminal has been established, close valve
CL107 at the No.1 vent mast. Using the IAS, adjust the set point of
the No.1 mast riser control valve CG106 to the required value (for
example 23 kPag, so that this valve will remain closed during the
normal running of the compressors, but would act in a safety
capacity if necessary), and open CG107.

h) If the tank pressure increases too much, use the IAS start one or
both of the compressors as necessary.

i) Using the IAS, monitor the pressure inside the tanks.

If the pressure increases, request the terminal to reduce the supply of LNG, or
increase the flow through the HD compressor by adjusting the set point on both
HD compressors flow rate to be controlled by adjusting the IGV.

If the pressure decreases, reduce the flow through the HD compressors by
adjusting the set point of both HD compressors flow rate. Alternately shut down
one of the compressors as necessary, or request the terminal to increase the LNG
liquid supply to the LNG vaporizer. But normally HD compressors may not be
used.

When the cargo tank CH content reaches 98%, throttle in the individual tank
loading valve until it is only just cracked open.

During the change of atmosphere, purge the following sections for about 5
minutes each:

a) All sections of the stripping/spray header and tank connections, via
the valves at each vapour dome:

No.1 Tank CS105, 106, 107
No.2 Tank CS205, 206, 207
No.3 Tank CS305, 306, 307
No.4 Tank CS405, 406, 407
b) Purge manual and ESD valves. The manifold bypass valves are not
in use.

The operation is considered complete when all four cargo tanks have at least a
98% CH content and the acceptable CO
2
content and/or N
2
content as requested
by the terminal.

c) Purge the following lines and equipment for five minutes each:

i) Low duty and high duty heater, forcing vaporizer, venting via
the sampling cocks.

ii) HD and LD compressors with the compressor inlet and outlet
valves. Make sure to thoroughly purge each compressor in
turn.

iii) Vapour crossover and manifolds CG702 and CG802, venting
through the manifold flanges CG701 and CG801.

iv) Cargo pump lines, stripping/spray pump lines and the
emergency cargo pump well via the appropriate line valve and
purge sample point.

v) Extremities of the vapour header via sample points.

d) Request the terminal to stop the supply of the LNG liquid.

e) Stop both HD compressors, if operated.

f) Close CS808, the isolating line to the stripping/spray lines.

g) Do not shut down the LNG vaporizer until it has been warmed up
to the ambient temperature.

h) Remove spool piece(SP601) after purging with nitrogen and
testing the gas content.

i) Prepare the cargo system for cool down.

Warning


Illustration 6.2.5a Cooling Down Cargo Tanks

SP501
FM
FM
FM
FM
FM
FM
FM
FM
KEY
IG021 IG020
CG405
FUEL GAS
TO BOILERS
FROM IGG
IG022 CG527
CG525
CG524
CG523
CG522
CG516
CG512
CG508
CG507
CG503
CG504
CG515
CG511
CG514
CG513
CG002
CG509
CG505
CG501
CN683
CG528
CS004
CS003
CS002 CS001
CG510
CG506
CG502
NO.2 LOW DUTY COMP.
NO.1 LOW DUTY COMP.
TO INS.PRESS.
CG519
CG518 CG517
CG532
CG530
CG521
CS506
CS505
CS504
CS501
CF101
CF102
CF201
CF202 CF302
CF301
CF402
CF401
CS502
CS503
CG526
CG520
GAS MAIN
SPRAY LINE
LNG VAPOUR LINE
VAPOUR MAIN
LIQUID MAIN
CG533
DEMISTER
FORCING
VAPORIZER
LNG
VAPORIZER
HIGH DUTY
HEATER
LOW DUTY
HEATER
SP502
SP601
SP401 SP301 SP201
SP101
SP102
STRAINER


6.2.5 Cooling Down Cargo Tanks

Introduction

Arriving at the loading terminal to load the first cargo after refit, or when repairs
require the vessel to be gas free, the cargo tanks will be inert and at ambient
temperature. After the cargo system has been purge-dried and gassed up, the
headers and tanks must be cooled down before loading can start. The cool down
operation follows immediately after the completion of gas filling, using LNG
supplied from the terminal.

The rate of cool down is limited for the following reasons:

To avoid excessive pump tower stress.

Vapour generation must remain within the capabilities of the HD compressors to
maintain the cargo tanks at a pressure of 7 kPag (about 108.3 kPaA).

To remain within the capacity of the nitrogen system and to maintain the primary
and secondary insulation spaces at the required pressures.

Unlike rigid cargo tank designs, vertical thermal gradients in the tank walls are
not a significant limitation on the rate of cool down.

LNG is supplied from the terminal to the manifold cool down line and from there,
directly to the spray header that is open to the cargo tanks. Once the cargo tank
cool down is near completion, the liquid manifold cross-overs, liquid header and
loading lines are cooled down.

Cool down of the cargo tanks is considered complete when the mean temperature
except two(2) top sensors in each tank indicates temperatures of -130C or lower.
When these temperatures have been reached, and the CTS registers the presence
of liquid, bulk loading can begin. (GTT defined that target LNG loading is
possible when the mean temperature of the cargo tank is lower than 80C.) But
GTT recommended carrying out the cool down operation of the cargo tank to -
130C as per LNG terminal requirement.

Vapour generated during the cool down of the tanks is returned to the terminal
via the HD compressors (or free flow) and the vapour manifold, as in the normal
manner for loading.

During cool down, nitrogen flow to the primary and secondary spaces will
significantly increase. It is essential that the rate of cool down must be controlled
so that it remains within the limits of the nitrogen system to maintain the primary
and secondary insulation space pressures between 0.2 kPag and 0.4 kPag.

Once cool down is completed and the build up to bulk loading has commenced,
the tank membrane will be at, or near to, liquid cargo temperature and it will take
a few hours to establish fully cooled down temperature gradients through
insulation. Consequently boil-off from the cargo will be higher than normal.
Cooling down the cargo tanks from +40C to -130C, over a period of 10 hours
will require a total of about 800 m
3
of LNG to be vaporized. Cool down rate in
the cargo tank and insulation spaces is depended on the amount of spraying LNG.
For typical data taken at gas trial for the vessel refer to the attached chart.

Preparation for Tank Cool Down

Prepare the heating system for the cofferdams.

a) Prepare the records for the tank, secondary barrier and hull
temperatures.

b) Check if the nitrogen pressurisation system for the insulation spaces
is in auto control mode.

c) Check if the gas detection system is in normal operation.

d) Prepare the nitrogen generators.

e) Prepare both HD compressors.

Operating Procedure - Gas Returning through the Vapour Header

Assume that the ship is ready to prepare for cool down after the completion of
gas filling.

As reported by several ship operators, it seems accepted that the vapour return
through the liquid header instead of the vapour header, makes the cool down
operation more efficient, and prevents liquid droplets in the vapour stream.
Alternatively, the procedure for cooling down cargo tanks with gas return via the
vapour header is as follows:

a) Arrange the nitrogen piping to preferentially feed the primary
insulation spaces.

b) Adjust the set point of the nitrogen supply regulating valves
CN576 and CN579 at 0.2 kPag.

c) Adjust the set point of the nitrogen exhaust regulating valves
CN277 and CN284 at 0.4 kPag.

d) Open valve CS003, connecting the stripping/spray header with the
forward manifold, CS004, 002, and 001 on the stripping/spray
header.
e) Open CS808 to supply LNG from the liquid manifold.

f) At each vapour dome open the spray valves CS105, 106, 107, 205,
206, 207, 305, 306, 307, 405, 406, and 407.

g) Open vapour valves CG101, 102, 201, 202, 301, 302, 401, and 402
on each tank.

h) At the No.1 vent mast, open CG107. Set pressure control valve
CG106 at 20 kPag to avoid venting except for safety.

i) Open the HD compressors suction discharge valves CG509, 511,
513, and 515.

j) Open the HD compressors suction from the vapour header CG603
and discharge valve CG002 to the vapour manifold.

k) Open vapour manifold valve CG801.

l) When the shore is ready to supply LNG, open ESDS valve CL803.

m) After cooling down the lines, request the terminal to supply a
pressure of 200 kPag at the ships rail. Monitor the tanks pressure
and the cooling down rate.

n) Adjust the flow to the spray bars in order to obtain an average
temperature fall of 20C per hour in the first five hours and then
10/15C per hour thereafter.

o) Start one HD compressor (or both as necessary) in order to
maintain the tank pressure at about 10 kPag.

p) Check the nitrogen pressure inside the insulation spaces. If it has a
tendency to fall, reduce the cooling down rate.

insulated spaces, the pressure may temporarily fall below atmospheric pressure.
This condition is not critical as the differential (Ps-Pp) between the secondary
space pressure (Ps) and the primary space pressure (Pp) does not exceed 3 kPa.

(Ps - Pp 3 kPa)

q) When the average temperatures shown by the sensors installed on
the pump towers is -130C, request the terminal to stop the LNG
supply, and close CL803. The other valves should remain open
until the lines have warmed up.

r) Stop the compressor(s) if loading does not take place after cool
down.


Illustration 6.3.1a Cooling Down Tanks Prior to Arrival

SP501
FM
FM
FM
FM
FM
FM
FM
FM
KEY
IG021 IG020
CG405
IG022 CG527
CG525
CG524
CG523
CG522
CG516
CG512
CG508
CG507
CG503
CG504
CG515
CG511
CG514
CG513
CG002
CG509
CG505
CN683
CG528
CS004
CS003
CS002 CS001
CG510
CG506
CG502
NO.2 LOW DUTY COMP.
NO.1 LOW DUTY COMP.
TO INS.PRESS.
CG519
CG518 CG517
CG532
CG530
CG521
CS506
CS505
CS504
CS501
CF101
CF102
CF201
CF202 CF302
CF301
CF402
CF401
CS502
CS503
CG526
CG520
GAS MAIN
LNG VAPOUR LINE
STRIPPING AND SPRAY LINE
VAPOUR MAIN
LIQUID MAIN
CG533
CG501
DEMISTER
FORCING
VAPORIZER
LNG
VAPORIZER
HIGH DUTY
HEATER
LOW DUTY
HEATER
FUEL GAS
TO BOILERS
FROM IGG
SP502
SP401 SP301 SP201
SP101
SP102
STRAINER
SP601


6.3 Ballast Passage

A characteristic of the cargo tanks of the Gas Transport membrane type is that as
long as some quantity of the LNG remains at the bottom of the tanks, the
temperature at the top will remain below -50C.

However, if the ballast voyage is too long, the lighter fractions of the liquid will
evaporate. Eventually most of the methane disappears and the liquid remaining
in the tanks at the end of the voyage is almost all LPG with a high temperature
and a very high specific gravity that precludes pumping. Thus the operator
should consider heel ageing for the coolant when ballast voyage is too long.

Due to the properties of the materials and the design of the membrane cargo
containment, cooling down prior to loading is, theoretically, not required for the
tanks. However, to reduce the generation of vapour and to prevent any thermal
shock on the heavy structures, e.g. the pump tower, loading takes place when the
tanks are in a Cold State.

Cold Maintenance During Ballast Voyage

Different methods are used to maintain the coldness of the cargo tanks during
ballast voyages:

1. For short voyages a sufficient amount of LNG is retained in each
tank at the end of discharge. The level must never be above 10% of
the length of the tank and the quantities can be calculated by
considering a boil-off of approximately 45% of the boil-off rate
during laden voyage. There is also a need to arrive at the loading
port with a minimum layer of 10 cm of liquid spread over the
whole surface of the tank bottom (with the ship on even keel).

LNG terminal requirement

ATR (Arrival Temperature Requirement)

C
T T T T
ATR
+ + +
= 130
4
) 6 5 4 3 (

Additional cool down should be carried out at the LNG terminal, when the cargo
tank temperature is higher than ATR.
2. Three methods of cooling down are possible, and the one selected
will depend on the operating conditions of the ship.

a) Cool down the tanks with LNG supplied from the shore.

b) Cool down the tanks just before arrival at the loading terminal.
At the previous cargo discharge, a LNG heel is retained in one
of the tanks, provided that the heel does not exceed 10% of the
tank length (see sloshing). On top of the quantity to be sprayed,
the amount of the LNG heel to be retained will be calculated
by assuming a boil-off equivalent of 45% of the boil-off under
laden voyage conditions.

c) Maintain the cargo tanks cold during the ballast voyage by
periodically spraying the LNG so that the average temperature
inside the tanks does not exceed -130C. As before, a LNG
heel is kept in one of the tanks, provided that the level does
not exceed 10% of the tank length (see sloshing). On top of
the quantity to be sprayed, the amount of the LNG heel that
needs to be retained will be calculated by assuming a boil-off
equivalent to 45% of the boil-off under laden conditions and
heel ageing in a long ballast voyage.

Whichever method is used, cool down by spraying LNG inside the tanks. Each
tank is provided with two spray rings, each capable of a the same flow rate.

Note !
The quantity of the LNG to be retained on board will have to be calculated with
enough margin to avoid the situation at mid-voyage where the residual is too
heavy for the pump to operate.

Conservation of bunkers is important; consequently, the cooperation of all
members of the management team is essential to ensure as much boil-off gas as
possible to supply boiler fuel demand, thus keeping fuel oil consumption to a
minimum.

The LD gas compressor is used for gas burning on the ballast voyage in the same
way as on a loaded voyage, with control of the compressor from vapour header
pressures (See section 6.5 gas burning operation).

Gas burning during ballast passage can be done with gas to the boiler on free
flow. The LD compressor does not need to be operated.
If there is a long delay at the loading port, the remaining heel will slowly boil-off
and the gas available for burning will be reduced. Therefore, care must be taken
to stop gas burning as the tank system pressures continue to drop when the
temperature rises. The degree of natural warm-up will depend on time, voyage
and weather conditions.

After refit, the first ballast voyage will have to be made by using fuel oil.

Due to the different calorific values of fuel oil and gas, engine power must be
controlled to prevent overloading the boilers.

Note !
The pressure in the insulation spaces shall be maintained between 0.2 kPag and
0.4 kPag as per GTT recommendation.

N
2
Supply regulating valve:
Open the valve at 0.2 kPag
Close the valve at 0.3 kPag

N
2
Exhaust regulating valve:
Open the valve at 0.4 kPag
Close the valve at 0.3 kPag

During cool down and loading operations, the set point of N
2
exhaust regulating
valve may be adjusted to 0.4 kPag in view of the safety margin of the operating
range with the lack of N
2
supply.


Illustration 6.3.1b Cooling Down

TYPICAL : CARGO TANK TEMP. VARIATION
FOR TANK COOLDOWN
-140.0
-120.0
-100.0
-80.0
-60.0
-40.0
-20.0
0.0
20.0
13:30 14:30 15:30 16:30 17:30 18:30 19:30 20:00 20:30 21:00 21:30
TIME(HOUR)
T
E
M
P
(
C
)
T1(TOP)
T2(95%)
T3(85%)
T4(50%)
T5(25%)
T6(BOTTOM)
MEAN TEMP

TYPICAL : INSULATION SPACES TEMP. VARIATION
FOR TANK COOLDOWN
(10.0)
(5.0)
0.0
5.0
10.0
15.0
13:30 14:30 15:30 16:30 17:30 18:30 19:30 20:00 20:30 21:00 21:30
TIME (HOUR)
T
E
M
P

(
C
)
TOP(1) F.P.U.C(3)
F.P.U(6) F.P.L(9)
F.C.U(4) F.C.L(8)
A.S.U.C(2) A.S.U(7)
A.S.L(10) A.C.M(5)
A.S.B(11) PP.T.S(12)
A.P.B(14) B.C(13)

Spray Head Pressure Vs LNG Flow
0
10
20
30
40
50
60
1.4 1.9 2.0 2.1 3.3 3.5 3.7 3.8 3.9 4.7 4.9
Spray Head Pressure (bar)
S
p
r
a
y
i
n
g

L
N
G

F
l
o
w

(
m
3
/
h
)
No.1 TK One Rails Flow
No.1 TK All Rails Flow
No. 2/3 TK One Rails Flow
No. 2/3 TK All Rails Flow
No.4 TK One Rails Flow
No.4 TK All Rails Flow


6.3.1 Cooling Down Tanks prior to Arrival

It is assumed that all valves are closed prior to use, and heel for cool down has
been retained in the No.4 cargo tank. All other tanks have been allowed to warm
up due to the length of the voyage.

Set the forward mast riser setpoint to 15 kPag, and put the LD compressor(s) on
line to supply the engine room with boil-off gas for the boilers.

Check the nitrogen system for a high flow operation.

Set the supply valve CN976, with nitrogen to the insulation space header, at 500
kPaA.

Confirm the set point of N
2
supply regulating valve to 0.2 kPag.

2
exhaust regulating valve to 0.4 kPag.

a) Open the vapour dome outlet valves to the vapour header CG102,
101, 202, 201, 302, 301, 402 and 401.

b) Open the valves on the spray line header CS105, 205, 305, 405,
001, 002 and 004.

c) Open the spray inlet valve to the No.4 tank CS406 and 407.

d) Open the spray inlet valves to No.1, 2, and 3 tanks CS107, 207 and
307.

e) Start the No.4 spray pump and open the spray discharge valve
CS401 to allow minimum flow and to cool down the spray header.
The return valve CS404 will control the pressure in stripping /
spray main line.

f) Once the cool down of the spray header to No.4 tank is complete,
shut spray valve CS406 to allow the remainder of the spray line to
cool down. Keep the valve CS407 open.

Care should be taken to controlling the vapour pressure in the boilers, as fuel, or
in the case of an emergency, is vented to the atmosphere via the No.1 vent mast.

g) Once all spray headers are cool, increase the flow by adjusting the
spray pump discharge valve, and direct the flow to tanks to
maintain an even cool down and control of vapour pressure.
h) When all the tanks have attained the required temperature, (ATR:
Arrival Temperature Requirement) either continue to spray tanks
until required heel is transferred, or as follows:

C
T T T T
ATR
+ + +
= 130
4
) 6 5 4 3 (

i) Transfer the required amount of heel to each tank to maintain cool
down condition in the tank.

j) Open valves CS104, CS204, and CS304 for drain in the line.

k) On completion of the cool down, leave the spray header valves
open to allow the spray line to warm up to the ambient temperature
before closing them.

Cargo line cooling down :

Normally, cooling down for cargo lines on membrane type LNG vessel
may not be required before reaching of the terminal.
The operator should review the implementation procedure between the
seller and the buyer.

Cargo spray nozzle

Nozzle
Inlet
Connection
NPT
Capacity
Size
Body
Orifice
Diam.
Nom
mm
Cap
Orifice
Diam.
Nom
mm
CAPACITY (Liters / Minule) SPRAY ANGLE
MATERIAL
3/4 BD
- 316LSS25
2.5 7.1 7.5 8.1 11.4 14.0 16.1 19.7 28 63" 70" 74" SUS316L
0.5
bar
0.5
bar
1
bar
1.5
bar
1.5
bar
2
bar
3
bar
6
bar
6
bar


Illustration 6.3.2a Cooling Down One Tank Prior to Arrival on Ballast Voyage

SP501
FM
FM
FM
FM
FM
FM
FM
FM
IG021 IG020
CG405
CG527
CG525
CG524
CG523
CG522
CG516
CG512
CG508
CG507
CG503
CG504
CG515
CG511
CG514
CG513
CG002
CG509
CG505
CG501
CN683
CG528
CS003
CS002 CS001
CG510
CG506
CG502
NO.2 LOW DUTY COMP.
NO.1 LOW DUTY COMP.
TO INS.PRESS.
CG519
CG518 CG517
CG532
CG530
CG521
CS506
CS505
CS504
CS501
CF101
CF102
CF201
CF202 CF302
CF301
CF402
CF401
CS502
CS503
CG526
CG520
GAS MAIN
VAPOUR MAIN
LIQUID MAIN
CS004
KEY
LNG VAPOUR LINE
CG533
DEMISTER
FORCING
VAPORIZER
LNG
VAPORIZER
HIGH DUTY
HEATER
LOW DUTY
HEATER
FUEL GAS
TO BOILERS
FROM IGG
SP502
SP401 SP301 SP201
SP101
SP102
SP601
STRAINER


6.3.2 Spraying During Ballast Voyage

Assuming a single tank is to be cooled down using the heel in that tank.

It is assumed that all valves are closed prior to use, and it is No.4 tank.

Set the forward mast riser set point to 15 kPag and the LD compressor(s) on line
to supply the engine room with boil-off gas for the boilers.

Check the nitrogen system for high flow operation.

kPaA.

2

2

101, 202, 201, 302, 301, 402 and 401.

b) Fully open the spray inlet valves to the No.4 tank CS406 and 407.
Partially open isolating valve CS405 to the spray line.

c) Start the No.4 spray pump and open the spray discharge valve
Pressure in stripping / spray main line shall be controlled by
CS404.

d) Once cool down of the spray header to the No.4 tank is complete,
open CS405 and increase the flow rate by adjusting the spray
pump discharge valve to allow an even cool down and control of
vapour pressure.

Care should be taken to control the vapour pressure either in the boilers as fuel,
or venting to the atmosphere via the forward riser.

e) On completion of cool down leave the spray header valves open to
allow the spray line to warm up to ambient temperature before
closing them.

The above operation can be repeated for each individual tank.
Sloshing

From the experience gained on the first LNG ships put into service and from a
large number of model tests and computer analyses, Gas Transport have
designed new tanks that are reasonably free from risk of sloshing.

The ships cargo tanks are designed to limit the impact forces, and the safety
margin has been considerably enlarged. However, operators should always be
aware of the potential risks to the cargo containment system and also on the tank
equipment due to sloshing.

Precautions to Avoid Damage Due to Sloshing

Filling limit for cargo tanks level :

The first precaution is to maintain the level of the tanks within the required
limits, i.e.:

Lower than a level corresponding to 10% of the length of the tank,

Or

Higher than a level corresponding to normally 70% of the height of
the tank.

Ships movement:

The second precaution is to try to limit the ships movement, which generates
sloshing in the tanks.

The amplitude of sloshing depends on the condition of the sea (wave pattern),
the trim, and the speed of the ship.


Illustration 6.4.1a Cargo Lines Cool Down

FM
FM
FM
FM
FM
FM
FM
FM
KEY
IG021 IG020
CG405
FUEL GAS
TO BOILERS
FROM IGG
IG022 CG527
CG525
CG524
CG523
CG522
CG516
CG512
CG508
CG507
CG503
CG504
CG515
CG511
CG514
CG513
CG002
CG509
CG505
CG501
CN683
CG528
CS004
CS003
CS002 CS001
CG510
CG506
CG502
NO.2 LOW DUTY COMP.
NO.1 LOW DUTY COMP.
TO INS.PRESS.
CG519
CG518 CG517
CG532
CG530
CG521
CS506
CS505
CS504
CS501
CF101
CF102
CF201
CF202 CF302
CF301
CF402
CF401
CS502
CS503
CG526
CG520
GAS MAIN
LNG VAPOUR LINE
LNG LIQUID LINE
SPRAY LINE
VAPOUR MAIN
LIQUID MAIN
CG533
DEMISTER
FORCING
VAPORIZER
LNG
VAPORIZER
HIGH DUTY
HEATER
LOW DUTY
HEATER
SP502
SP401 SP301 SP201
SP101
SP102
STRAINER
SP501
SP601


6.4 Loading

6.4.1 Preparations for Loading

It is assumed that all preparatory tests and trials have been carried out as per
section 6.3 on the ballast voyage prior to arrival at the loading terminal.

All operations for the loading of cargo are controlled and monitored from the
ships CCR. The loading of LNG cargo and simultaneous de-ballasting are
carried out in a sequence to satisfy the following:

1. The cargo tanks are filled at a uniform rate.

2. List and trim are controlled by the ballast tanks.

3. The cargo tanks must be filled to the heights provided in the
loading tables.

4. During topping off, the ship should have a trim that is limited 1 m
by the stern, but if possible, keep it on an even keel.

5. During loading, the ship may be trimmed according to the terminal
maximum draught, in order to assist in emptying the ballast tanks.

6. The structural loading and stability, as determined by the loading
computer, must remain within safe limits.

An officer responsible for the operation must be present in the CCR when cargo
is being transferred. A deck watch is required for routine checking and/or any
emergency procedures that must be carried out on deck during the operation.

During the loading operations, communications must be maintained between the
ships CCR and the terminal: telephone and signals for the automatic actuation
of the Emergency Shutdown from or to the ship.

When the ship is being served with LNG and mainly during loading, the
following are required:

The pressurisation system of the insulation spaces must be in operation with its
automatic pressure controls.

The secondary level indicating system should be maintained with ready for
operation.

The temperature recording system and alarms for the cargo tank barriers and
double hull structure should be in continuous operation.

The gas detection system and alarms must be in continuous operation.

Normally when loading cargo, vapour must be returned to the terminal by means
of the HD compressors or shore compressor. The pressure in the ships vapour
header is maintained by adjusting the compressor flow.
The cargo tanks must be maintained in communication with the vapour header
on deck, with the vapour valve on each tank dome open.

The vent mast No.1 must be maintained ready during the loading operation for
automatic venting.

If the tanks have not been previously cooled down, LNG spraying must be
carried out.

Alongside the Terminal

a) Connect and bolt up the shore ground cable.

b) Connect and test the shore communication cable.

c) Test the telephone for normal communication with the terminal.

d) Test the back-up communication arrangements with the terminal.

e) Change over the blocking switch for the shut down signal from the
terminal, and from the blocked to the terminal position.

f) Connect the terminal loading arms to the four LNG crossovers and
one vapour crossover. This operation is done by the terminal
personnel.

g) Check the coupling bolts or lubrication and correctly torques, and
the applied QCDC (Quick connection and disconnection) gasket
for damage.

h) In the cargo control room (CCR), switch on the cargo tank level
alarms and level shutdowns which are blocked at sea.

i) Switch the independent level alarms from blocked to normal
on each tank.

j) Switch the derived level alarms from blocked to normal on
each tank.

k) Verify if alarms for level shut downs blocked are cleared.

l) Connect the nitrogen purge hoses to the crossover connections and
purge the air from each loading arm, or by using N
2
gas from the
shore.

m) Pressurise each loading arm with full nitrogen pressure through the
purge valve, and soap test each coupling for tightness.

n) Bring the ship to a condition of no list and trim, and record the
arrival conditions for custody transfer documentation. Official
representatives of both buyer and seller are present when the
printouts are run.
6.4.2 Cargo Lines Cool Down

Assuming the ship is port side alongside.

a) Open valves, CS001, 002, 003, 004, CL410, 310, 210, and 110.

b) On each vapour dome, open the following valves to allow the
supply of LNG to the spray nozzle: CS105, 106, 107, 205, 206,
207, 305, 306, 307, 405, 406 and 407.

c) Open the vapour manifold valve CG801.

d) Open the manifold valves CL803 and CS808, which will allow
liquid into the stripping/spray main via a crossover valve CS003, if
necessary for additional cool down in the tanks.

e) Assuming that the aft loading arm is the first to be cooled down:
Crack open the liquid filling valves CL100 and CL400 for tanks
No.1 and 4.

f) Inform the terminal that the ship is ready to receive LNG.
Open the LNG liquid manifold ESD valve CL804 on the liquid
manifold.

The terminal should be instructed to begin pumping at a slow rate for
approximately 15 minutes, in order to gradually cool down the terminal piping
and the ships headers.

g) Open the valve CL808.

Slowly increase the terminal pumping rate until the liquid main and spray
headers have cooled down (approximately 40 minutes).

Note !
In order to avoid the possibility of pipe sections hogging, the liquid header and
crossovers must be cooled down.

h) Fully open the filling valves to the tanks CL400, 300, 200, and 100.

On completion of the loading arms cool down.

i) Open the liquid manifold valves CL807, 805, 806 and the LNG
manifold quick closing valves CL803, 802 and 801.

j) Inform the terminal to increase the loading rate to the ships
maximum capacity.

k) Close the valve CS808.

On each tank, keep the spray valves to the spray nozzle open in order to avoid
over-pressure due to line warm up.

l) Start oJT*(a)2.51e7(eD0 2.6(i)5.0n4 002au0en)8.518.76.2SD0 2.mn3x4451e7()-12( )12.15i0z19k -1.2(007o ,)-12.ineO6(o)-17.(p)-31.6( )-1( in)6.5-002 T(n6.9(v)4(d(e lit66[(m)91(i)5(81 in)6.5ow)6( )-12.1(1.2048 ki)5(a7-3.7(s)-uoJ/TT4 1 Tf0 -1.p6.5ow)cit)-88it6/TT4 1 Tf)8.3( 4v9ca4,1f0 -1.4 )]TJT*0 Tc0 Twd 801. e

6.4.3 To Load Cargo with Vapour Return to Shore

It is assumed that all valves are closed prior to use, and that the ship is port side
alongside.

Checks to be made before cargo operation:

a) Test the remote operation of all tank valves and manifold crossover
valves.

b) Test the remote operation of ballast valves. Test the HD
compressors, ballast pumps, safety systems and glycol heating
systems.

Safety precautions:

a) Make sure that the hull water curtain is in operating on the port
side.
If the ship loading from portside;

b) Prepare the fire fighting equipment, water hoses and protective
clothing ready for use. In particular, the manifold dry powder
monitors should be correctly aligned and ready for remote
operation. Make sure the water spray system on deck is ready for
operation, and that filters are installed and off shore blanks are
removed.

c) Prepare both HD compressors with seal gas and the lub oil system
in operation.

Nitrogen system:

a) Make sure that the nitrogen storage tank is at maximum pressure.

b) Arrange the nitrogen piping to preferentially feed the primary
insulation spaces.

c) Check the additional supply valve CN572 as stand-by.

d) Adjust the set point of the nitrogen supply regulating valves
CN576 at 0.2 kPag, and CN579 at 0.2 kPag.

e) Adjust the set point of the nitrogen exhaust pressure control valves,
at the primary insulation space, CN277 at 0.4 kPag and at the
secondary insulation space, CN284 at 0.4 kPag. (See Illustration
6.4.4a)

f) Switch on the unblocking level alarms in the Custody Transfer
System and run the custody transfer print out for official tank
gauging. CTS should be open before loading arm cool down
operation.
g) Open gas outlet valves on the tank gas domes (normally these
valves are left open).

Tank No.1 CG102, CG101
h) Open valves CG509, 511, 513, 515. on the HD gas compressors.

i) Check the followings;
Optical fibre system
Connection of liquid and vapour arms
Communications with shore
Ship/shore electrical and pneumatic connections and safety devices
ESDS
j) Carry out safety inspections.

k) Complete the relevant ship/shore safety checklist.

l) Open the filling valve of tank No.4 and tank No.1 fully, CL400
and CL100.
Open the filling valves of tank No.2: CL200, and tank No.3:CL300.
(See cargo line cool down)

m) Increase the loading rate.

n) Start the de-ballasting programme. Keep draught, trim and hull
stresses within permissible limits by controlling de-ballasting.
Refer to trim and stability data.

o) Start bulkhead heating in the cofferdams. This should already be
running automatically.

p) Monitor tank pressures in order to achieve a pressure of about
8 kPag. Open the valve CG603 vapour header to the compressors
and valve CG002 on the compressors discharge side. Start one or
both HD compressors as necessary.

q) Adjust the opening of the tank filling valves to maintain an even
distribution.

r) Ease the filling valve of each tank as the tank approaches full
capacity. Arrange to terminate tanks at 15 minute intervals.
s) High level alarms. When any tank approaches 95% capacity,
inform the shore (signal from main segment).

High/High level alarm. Standby valve before level approaches
about 98% (signal from main segment).

Close valve at correct filling limit capacity.

Very High level alarm will sound at 98.5% capacity and filling
valve concerned will automatically close (signal from independent
sensor).

Extreme High level alarm will operate at 99% capacity and will
initiate the Emergency Shut Down System (signal from
independent sensor).

Warning
Extreme and very high level alarms and shut downs are emergency devices only
and should on no account be used as part of the normal topping-off operation.

t) Before topping-off the first tank, request shore to reduce loading
rate and continue reducing when topping off each following tank.
When a tank is at its required level, close the corresponding
loading valve tank No.1 CL100, tank No.2 CL200, and tank No.3
CL300. It is convenient to finish loading by tank No.4 for ease of
line draining, leave a capacity of 50 m
3
.

u) Stop loading when the final tank reaches a capacity according to
the filling chart, minus an allowance for line draining, and leave
tank No.4 loading valve open (CL400).

v) Liquid lines, including the horizontal part of the crossover, will
automatically drain to tank No.4. The inclined parts of the
manifold are purged inboard with nitrogen.

w) On completion of draining loading arms, close the liquid manifold
ESDS valves.
The shore lines are now pressurised at 200 kPag to 300 kPag of
nitrogen.

x) Open the liquid manifold drain valves CS803, 806, 809, and 812 to
allow nitrogen to flush the liquid into the No.4 tank.
Close the bypass valves when the nitrogen pressure has fallen to
50 to 100 kPag.
Repeat the operation 3 times, or until no liquid remains in the
manifold lines.


Illustration 6.4.3a Loading with Vapour Return to Shore

SP501
FM
FM
FM
FM
FM
FM
FM
FM
KEY
IG021 IG020
CG405
IG022 CG527
CG525
CG524
CG523
CG522
CG516
CG512
CG508
CG507
CG503
CG504
CG515
CG511
CG514
CG513
CG002
CG509
CG505
CG501
CN683
CG528
CS004
CS003
CS002 CS001
CG510
CG506
CG502
NO.2 LOW DUTY COMP.
NO.1 LOW DUTY COMP.
TO INS.PRESS.
CG519
CG518 CG517
CG532
CG530
CG521
CS506
CS505
CS504
CS501
CF101
CF102
CF201
CF202 CF302
CF301
CF402
CF401
CS502
CS503
CG526
CG520
GAS MAIN
LNG VAPOUR LINE
LNG LIQUID LINE
VAPOUR MAIN
LIQUID MAIN
CG533
DEMISTER
FORCING
VAPORIZER
LNG
VAPORIZER
HIGH DUTY
HEATER
LOW DUTY
HEATER
FUEL GAS
TO BOILERS
FROM IGG
SP502
SP401 SP301 SP201
SP101
SP102
STRAINER
SP601


y) The purging of the liquid lines should be carried out one at a time.

z) When gas readings obtained from an explosimeter are less than
50% LEL at the vent cocks, all valves are closed and the loading
arms are ready to be disconnected.

aa) Leave the loading valve of tank No.4 (CL400) open until the
piping has returned to the ambient temperature.

In CCR

a) Tank level alarms;
Inhibit independent level alarms prior to proceeding to sea.

b) Complete the de-ballasting operation to obtain an even keel
situation for final measurement. When measurement is completed,
adjust the ballast tank levels for sailing condition.

c) Stop the HD compressors before closing vapour manifold ESDS
valve CG801 (when ship is loading from portside) for nitrogen
purging and disconnecting the loading arms. Close CTS by
independent surveyor.

d) Disconnect the vapour arms.

e) Prepare the cargo system for gas burning at sea.

f) Open the valves necessary to allow warming up. These are
normally the filling valves and the spray valves on the tank domes.

Item Details W.Time Remark
1. Arrival at berth First line to shore
2. Completed mooring 1.0 Made fast
SUB TOTAL 1.0
1. Onboard meeting (1) 1.5
2. Ship-shore connection During the metting
- Gangway attached
- ESDS Connection
- Arm flanging
- Leak test & O2 Purging
3. Line up for purging the inert gas 0.5
4. Liquid arm cool down 1.5
5. Trip test (1) 0.5
6. Started inert gas purging
7. Finished inert gas purging 20.0 CO2 Content in volume 1.0 %
Including line purge
SUB TOTAL 24.0
1. Onboard meeting (2) 1.5
2. Line up for tank cool down (Disconnect spool piece) During the meeting
3. Opening CTMS 0.5
4. Start tank cool down Liquid supply (80 M3/H)
5. Complete tank cool down 10.0 Tank Temp. -130
SUB TOTAL 12.0
1. Onboard meeting (3) 1.0 Line up for loading
2. Trip test (2) 0.5
3. Start loading Cargo sampling
4. Complete loading 14.0 Test of ship's cargo pump (1.0 HR)
Loading rate : 10,000 M3/H
5. Liquid line purging & drainage 0.5
6. Liquid & vapour arm purging 0.5
7. CTMS Closing 0.5
8. Closing meeting (4) 2.0 Documentation
9. Disconnection of loading arm, ship shore link & gangway 1.0
SUB TOTAL 20.0
1. M/T Warming for sailing 2.0
2. Unberthing 1.0 Pilot on board
SUB TOTAL 3.0
GRAND TOTAL 60.0
(Average of top & bottom cooldown of remaining arms
Unberthing
Berthing
Inert gas purging
(Gassing-up)
Tank cool down
Loading


Illustration 6.4.4a Nitorgen Set-up During Loading

Gas Sampling Line
N2 Main Line
From
Engine Room
CN486 CN487
CN279 CN282
CN272
CN271
CN475
CN472 CN473
CN471
CN372 CN373
CN371
N2 VENT MAST
CN172 CN173
CN171
CN575
CN576
CN577
CN571
CN572
CN579
CN578 CN580
CP588 CP592
CP591
CP590
Vacuum
Pump
To main gas
detection panel
To main gas
detection panel
To main gas
detection panel
To main gas
detection panel
CP589
CN273
To Secondary
Insul. Press. Main
From Engine Room
NO.2
VACUUM PUMP
NO.1
VACUUM PUMP
To Primary Insul.
Press. Main
To No.4 Vent Mast
From Stripping Line
CN575
CN576
CN577
CN571
CN572
CN579
CN578 CN580
CN587
CN585
SP502
SP502


6.4.4 Nitrogen Set-up During Loading

The operating procedure for normal inerting is as follows.

a) Start one nitrogen generator to pressurise the buffer tank. The
pressure drop in the buffer tank actuates the starting of the
generator. In the case of a large nitrogen demand, the stand-by
generator will automatically start.

b) Adjust the set point of the nitrogen supply regulating valves
CN579 to the secondary header at 0.2 kPag and CN576 to the
primary header at 0.2 kPag.

c) At the forward part of the trunk deck, make sure that the valves
CN276, CN278, CN283, and CN285 are open.

d) Adjust the set point of the nitrogen exhaust regulating valves
CN277 (primary) at 0.4 kPag, and CN284 (secondary) at 0.4 kPag.

Note !
If either the supply or exhaust regulating valves fail, the stand-by regulating
valve can be brought into operation, CN572 (supply) and CN280 (exhaust).
Under normal operations these valves are left isolated.

insulation spaces, the pressure may temporarily fall below the atmospheric
pressure.

This condition is not critical insofar as the differential pressure (Ps - Pp) between
the secondary spaces pressure (Ps) and the primary space pressure (Pp) does not
exceed 3 kPa:

(Ps - Pp) < 3 kPa

Warning
When the depression in the primary insulation spaces, relative to the secondary
insulation spaces, reaches 3 kPa, the two insulation spaces shall be immediately
inter-connected - which will involve a manual operation.

When put in communication and therefore subjected to the same nitrogen
pressure, the primary and secondary insulation spaces can withstand a large
depressurisation without any damage.

It should be noted that, even with the tanks fully loaded, a pressure lower than
atmospheric pressure in the primary insulation spaces is not harmful to the
primary membrane.

In this respect, it should be recalled that this membrane is subjected to a -80
kPag vacuum pressure both during global testing at the construction stage and
also for the insulation spaces cycles purging.


Illustration 6.4.5a De-Ballasting

N
O
.1 D
B. W
.B. TK(P)
E
/R
W
.B
. T
K
(P
)
N
O
.4
W
.W
.B
. T
K
(
P
)
N
O
.4 D
B. W
.B. TK(P)
N
O
.3 D
B. W
.B. TK(P)
N
O
.2 D
B. W
.B. TK(P)
N
O
.3
W
.W
.B
. T
K
(
P
)
N
O
.2
W
.W
.B
. T
K
(
P
)
N
O
.1
W
.W
.B
. T
K
(P
)
N
O
.4
W
.W
.B
. T
K
(S
)
N
O
.3
W
.W
.B
. T
K
(S
)
N
O
.2
W
.W
.B
. T
K
(S
)
N
O
.1
W
.W
.B
. T
K
(S
)
F
W
D

D
E
E
P

W
.
B
.

T
K
(
P
)
F.P. TK
B.T. RM
F
W
D

D
E
E
P

W
.
B
.

T
K
(
S
)
E
/R
W
.B
. T
K
(S
)
A.P. TK
BA222
BA220
BA218
BA216
BA219
BA217
BA215
BA214
BA213
BA231
BA230
TO I.G.G. SYS
BA212
BA211
BA210
BA208
BA207
BA209
BA221
B.S TRIP.
EDUCTOR
EM'CY BILGE
SUCTION
BA225
BA201
S
.C
BA203
BA202
BA006
BA005
BA004
IN BOSUN STORE
(WATER TIGHT DECK)
BA001
(BA501/BA502)
BA007
BA036
BA003
BA002
S
.C
NO. 2 B.P
STAND-BY
B.P
NO. 1 B.P
BALLAST MAIN
SLEEVE
DOUBLE
O-RING
BALLAST MAIN
PIPE DUCT
BA229
*
*
*
*
N
O
.1 D
B. W
.B. TK(S)
N
O
.4 D
B. W
.B. TK(S)
N
O
.3 D
B. W
.B. TK(S)
N
O
.2 D
B. W
.B. TK(S)
BA035
BA034
*
BA228
To Atmos Cond.
To Main Cond.
From Water
Spray Pump
Spool
Piece
FLANGE
ADAPTER
BA206
Spool
Piece
Pipe Duct
STEEL PIPE
BA227
BA205
BA226


6.4.5 De-Ballasting


It is assumed that the main sea water crossover pipe is already in use, supplying
other sea water systems, e.g. the main circulating system. The sea water service
system and the cargo and ballast valve hydraulic systems are also in service.

To De-Ballast the Ship by Gravity

! Caution
Mal-operation of the ballast system will cause damage to the GRP pipework.
Damage is generally caused by a pressure surge due to sudden changes in the
flow rates. During the de-ballasting operation, this can be caused by fully or
partly opening a full tank into the main lines when under vacuum.

Under no circumstances should a vacuum be drawn from the ballast main that is
closed.

Before starting de-ballast operations, the main lines must be purged of any air
pockets in the following manner.

a) Open the overboard discharge crossover line valves BA227,
BA226 and BA205, BA206, BA215, and BA222 on the ballast
water crossover line.

b) Open overboard discharge valve BA225.

c) Open the forward deep ballast tank valves port and starboard
BA003, BA005, or No.1 ballast tanks port and starboard BA009,
BA012, if the forward ballast tanks do not have sufficient head of
water to gravity flow.

A flow will now be established.

d) Open the valves on the tank(s) to be emptied as per the de-
ballasting plan.
Deep tank port BA005
Deep tank starboard BA003
No.1 W.W.B tank port BA011
No.1 DB.W.B tank port BA012, BA013
No.1 W.W.B tank starboard BA008
No.1 DB.W.B tank starboard BA009, BA010
E.R. port BA202
E.R. starboard BA201
Fore peak BA004, BA001
After peak BA229

When it becomes necessary to start the ballast pumps:

e) Open valves BA207, BA209, and BA211.

f) Close valves BA215 and BA222.

g) Check that the ballast tank valves are open.

h) Start the ballast pump(s).

i) Open the pump(s) to be used delivery valve BA217 (No.1), BA221
(No.2), BA219 (Stand-by).

j) As the tank reaches the required level, open the valves on the next
tank before closing the valves on the first tank.

De-ballasting operation should be carried out wing water ballast tank
first. After that, continue those operation for double bottom water
ballast tank.

k) When suction has been lost on all tanks, close the delivery valves
on the pumps to be used BA217 (No.1), BA221 (No.2), BA219
(Stand-by), and stop the pumps.

l) Close tank valves, ballast crossover valves BA205, BA206,
discharge crossover valves BA226, BA227, and the overboard
discharge valves BA225.

m) Strip the ballast tanks as required (see below).
Above operation can be operated using the sequential program in
the IAS.
To Strip the Ballast Tanks Using Ballast Eductor

a) Open the eductor drive water overboard discharge valve BA214 and
BA225.

b) Open the drive water supply from the water spray pump, valve
BA213.

c) Open eductor suction valve BA203.

d) Start one(1) water spray pump.

e) Open the valve on the first tank to be stripped.
E.R. port BA202
After peak BA229

f) When one tank has been stripped, make sure that the next tank
valve is opened before closing the previous tank.

g) When all tanks have been stripped stop water spray pump.

h) Close the eductor suction valve BA203.

i) Close the eductor drive water valves BA213.

j) Close the eductor overboard discharge valve BA225.


Illustration 6.5.1a Normal Boil-Off Gas Burning

FM
FM
FM
FM
FM
FM
FM
FM
KEY
IG021 IG020
CG405
IG022 CG527
CG525
CG524
CG523
CG522
CG516
CG512
CG508
CG507
CG503
CG504
CG515
CG511
CG514
CG513
CG002
CG509
CG505
CG501
CN683
CG528
CS003
CS002 CS001
CG510
CG506
CG502
NO.2 LOW DUTY COMP.
NO.1 LOW DUTY COMP.
TO INS.PRESS.
CG519
CG518 CG517
CG532
CG530
CG521
CS506
CS505
CS504
CS501
CF101
CF102
CF201
CF202 CF302
CF301
CF402
CF401
CS502
CS503
CG526
CG520
GAS MAIN
LNG VAPOUR LINE
VAPOUR MAIN
LIQUID MAIN
CS004
CG533
DEMISTER
FORCING
VAPORIZER
LNG
VAPORIZER
HIGH DUTY
HEATER
LOW DUTY
HEATER
FUEL GAS
TO BOILERS
FROM IGG
SP502
SP401 SP301 SP201
SP101
SP102
SP601
SP501
STRAINER


6.5 Loaded Voyage with Boil-Off Gas Burning

6.5.1 Normal Boil-Off Gas Burning

Introduction

During a sea passage when the cargo tanks contain LNG, the boil-off from the
tanks burns in the ships boilers. The operation starts on deck, and is controlled
by the ships engineers in the CCR and Engine Control Room. If for any reason
the boil-off cannot be used for gas burning, or if the volume is too great for the
boilers to handle, any excess vapour must be vented to atmosphere (Section
1.13) via the No.1 vent mast.

Operation

The cargo tank boil-off gas enters the vapour header via the cargo tank vapour
domes. It is then directed to one of the LD compressors, which pump the gas to
the low duty heater. The heated gas is delivered to the boilers at a temperature of
+30C via the fuel gas master valve CG405. The inlet guide vane position is
governed by fuel gas demand from the boiler(s) and cargo tanks pressure. The
system is designed to burn all boil-off gas normally produced by a full cargo and
to maintain the cargo tank pressure (i.e. temperatures) at a predetermined level.

If the propulsion plant steam consumption is not sufficient to burn the required
amount of boil-off, the tank pressure will increase and eventually the steam
dump will open, dumping steam directly to the main condenser. The main dump
is designed to dump sufficient steam to allow the boiler to use all the boil-off
produced, even when the ship is stopped.

The flow of gas through the LD compressors is controlled by adjusting the inlet
guide vane position And speed control of electric motor. This is directed by the
boiler combustion control when gas burning is initiated. The normal boil-off in
the boiler combustion control has to be selected as well as the maximum and
minimum allowed tank pressures and the tank pressure at which the main dump
operates.

For normal operation, the normal boil-off valve is selected at 60% (boil-off
provides 60% of the fuel required to produce 90% of the boiler full steam
capacity), and the minimum and maximum tank pressures are selected at 105 and
109 kPaA.

If the normal boil off valve has been correctly adjusted, the tank pressures will
remain within the selected values. Should the selected normal boil off value be
too large, the tank pressure will slowly be reduced until it reaches the minimum
value selected. If the tank pressure value decreases to below the minimum value
selected, the normal boil-off value will be reduced until the tank pressure has
increased above the selected value.
If the selected normal boil-off value is too small, the tank pressure will slowly
increase until it reaches the maximum value selected. If the tank pressure value
increases above the maximum selected value, the normal boil-off value will be
increased until the tank pressure decreases below the selected value.

If the tank pressure continues to increase because steam consumption is not
sufficient to burn all the required boil-off, the steam dump will open.

The steam dump opens when the normal boil-off valve is 5% above the original
selected value, and when the tank pressure has reached the pre selected dump
operating pressure.

With the present setting, an increase of 5% of the normal boil-off corresponds
approximately to an increase of tank pressure by 4 kPag above the maximum
tank pressure selected.

The cargo and gas burning piping system is arranged so that excess boil-off can
be vented should there be any inadvertent stopping of gas burning in the ships
boilers. The automatic control valve CG106 at the No.1 vent mast is set at 23
kPag to vent the excess vapour to the atmosphere as the tank protection system.

If the gas header pressure falls to less than 4 kPag above the primary insulation
space pressure, an alarm will sound.

In the event of automatic or manual shut down of the gas burning system (or if
the tank pressure falls to 0.5 kPag above the insulation spaces pressure), valve
CG405 will close, and the gas burning supply line to the engine room will be
purged with nitrogen.


It is assumed that all valves are closed prior to use:

a) Prepare LD compressors the low duty heaters and the engine room
gas burning plant for use.

b) Check if the following valves on the vapour domes are open and
locked in position:

(Tank No.1) Open and lock in position valve CG101, 102.

c) The valves should already be locked in the open position.
d) Open valves CG603 and CG501, 503 vapour supply to the LD
compressors and low duty heaters.

e) At low duty heater;
Open valves CG517, 521 heater inlet and outlet.
Steam supply to the heater.

In CCR

f) Adjust set point control to 115 kPaA on the No.1 vent mast.

g) On the gas compressors, adjust the normal boil-off valve (IGV) to
60% for a loaded condition, with the tank pressures minimum and
maximum at 105 kPaA and 109 kPaA and the steam dump opening
pressure at 113 kPaA.

When the engine room is ready to start gas burning, ensure that there is sufficient
nitrogen to purge the lines to the boiler i.e. > 500 kPaA in the buffer tank.

h) Make sure that the gas outlet temperature of the heater is
approximately 30C. Open valve CG405 and start the LD
compressor(s).

This operation will then be controlled and monitored from CCR and the Engine
Control room.

Note !
If the volume of boil-off exceeds demand in the boilers, the steam dump should
be put into operation.

If the system shuts down for any reason, valve CG405 will automatically close.

Trip causes:
Boiler manual trip ( ECR and local )
Both boiler trip
Gas content High-High at common vent hood
Fuel gas temperature Low-Low
ESDS activated
Vent duct exhaust fan stop
Remote/manual close from local, CCR and ECR
Fire detection in E/R
When stopping gas burning for any reason;

i) Stop the LD compressor(s), shut down the boil-off heater. Close
the valve CG405 gas supply to the engine room and adjust the set
point of the vent mast control CG106 to 110 kPaA.


Illustration 6.5.2a Forced Boil-Off Gas Burning

FM
FM
FM
FM
FM
FM
FM
KEY
IG021 IG020
CG405
IG022 CG527
CG525
CG524
CG523
CG522
CG516
CG512
CG508
CG507
CG503
CG504
CG515
CG511
CG514
CG513
CG002
CG509
CG505
CG501
CN683
CG528
CS003
CS002 CS001
CG510
CG506
CG502
NO.2 LOW DUTY COMP.
NO.1 LOW DUTY COMP.
TO INS.PRESS.
CG519
CG518 CG517
CG532
CG530
CG521
CS506
CS505
CS504
CS501
CF101
CF102
CF201
CF202 CF302
CF301
CF402
CF401
CS502
CS503
CG526
CG520
GAS MAIN
LNG VAPOUR LINE
LNG LIQUID LINE
VAPOUR MAIN
LIQUID MAIN
CS004
CG533
FM
DEMISTER
FORCING
VAPORIZER
LNG
VAPORIZER
HIGH DUTY
HEATER
LOW DUTY
HEATER
FUEL GAS
TO BOILERS
FROM IGG
SP502
SP401 SP301 SP201
SP101
SP102
SP601
SP501
STRAINER


6.5.2 Forced Boil-Off Gas Burning

Introduction

Consideration must be given to the economics of gas versus fuel oil burning
before undertaking forced boil-off.

If, during a loaded passage, additional fuel gas from the cargo tanks is required
to be burned in the ships boilers, it can be made available by forced
vapourisation, using the equipment on board.

The above operation, called Forced Boil-Off, will be used to complement gas
burning up to 100% of the boilers fuel requirement.

Operation

The normal gas burning arrangement is maintained, and the forcing vaporizer is
brought into operation.

A single stripping / spray pump is used to pump LNG to the forcing vaporizer.
The excess flow from the pump is returned to the tank through the stripping
header pressure control valves CS104, CS204, CS304, and CS404.

Note !
In normal operation the controlled return is directed back to the same tank where
the liquid was drawn.

After vaporization, the LNG vapour passes through the demister where the
possibility of a liquid LNG carryover is eliminated. The vapour then combines
with the natural boil-off gas from the vapour header before being drawn into the
suction of the LD compressors.

One LD compressor is used for this operation.

The gas flow through the compressors is controlled via the boiler combustion
control unit, adjusting the opening of the inlet guide vanes and motor speed. The
split control is as follows:

Low load: Inlet guide vane control (-30 to +80 deg).

High load: Motor speed control (30-60Hz).

The boiler combustion control has to be switched to Forced Boil-off (FBO)
mode.

The amount of forced boil-off is controlled by the throttling of the FCV to the
forcing vaporizer, which is operated by the Boiler Combustion Control.

When changing over to 100% gas burning, the fuel oil flow through the FO rails
is adjusted to a minimum. The FO supply to the burners will then be cut out, and
the FO system put on recirculation. The FO combustion control loops are
maintained and energised to enable re-lighting of FO burners in an emergency.
In the event of automatic or manual shut down of the gas burning system (or if
the tank pressure falls to 0.3 kPag above the insulation spaces pressure), valve
CG405 will close, and the gas burning supply line to the engine room will be
purged with nitrogen. FO booster devices are incorporated in the control loop to
allow a quick changeover should the gas burning be tripped.


For illustration purposes, the No.4 tank stripping/spray pump and its return
operation are shown.

The cargo piping system is arranged for normal gas burning during loaded
voyage as detailed in Illustration 6.5.1a.

It is assumed that all valves are closed prior to use.

a) Prepare the forcing vaporizer.

b) Open the stripping/spray isolating valve on the tanks.

Tank No.1: CS001, CS002, CS004

Tank No.2: CS002, CS004

Tank No.3: CS004

Tank No.4:

If cargo tank No.1 is used, open the stripping/spray header isolating valve CS001,
CS002, and CS004. If tank No.2 is used, open the stripping/spray header
isolating valve CS002 and CS004. If No.3 tank is used, open the stripping/spray
header isolating valve CS004.

c) Open the valve CS601 stripping/spray header supply to the forcing
vaporizer.

d) Open the stripping pump discharge valve, CS101, CS201, CS301,
CS401.

e) Start the stripping/spray pump and adjust the return flow to the
tank through the stripping header pressure control valves CS104,
CS204, CS304, and CS404.

f) Run the forcing vaporizer.

g) Set the boiler combustion control on Forced Boil-Off mode.

h) Start the No.1 LD compressor depending on gas demand.

i) Set the control of liquid supply to the vaporizer and LD
compressor control to auto mode.
Set point of cargo tank pressure control, Gas Management System

Control range at ballast and laden voyage:
Ballast voyage: 4.7~6.7 kPag
Laden voyage: 105~108 kPaA

Set point of safety valve and alarm point

Set point of safety valve: Pressure 25 kPag
Vacuum -1 kPag

Alarms:
Vent valve open 23 kPag
Vent valve close 21 kPag
High pressure alarm 20 kPag (For./LNG Vap. trip)
FO back-up order ON 3 kPag
Low pressure alarm 1 kPag
Low Low pressure alarm 0.3 kPag

Set point controller:
Set point of tank press. control 7 kPag
Set point of tank protection control 5 kPag
Min. gas flow of F/V control 1,400 kg/h (20-100%)
Set temperature of BOG temp. control 40C
Preferred FGV position of LD comp. control 87%

Permissible range: 1~23 kPag


Illustration 6.6.1a Inerting Manifold Connections

CL804
CS812 CS811
CS809 CS808
CS807
CG001
CS806 CS805
CS804
CS803 CS802 CS702 CS703
CS705 CS706
CS708 CS709
CS711 CS712
CS707
CS704
CS003
Vapour
Header
Liquid
Header
Port
Starboard
Forward
Stripping/Spray
Header
CL808 CL708 CL704
CL707 CL703
CL706 CL702
CL705 CL701
CP702
CP704
CP710
CP706
CP708
CL803 CL807
CL806
CG802
CG801
CG702
CG701
CL801
CP803
CP853
CP801
CP851
CP809
CP805
CP855
CP808
CP806
CP810
CP804
CP802
CP807
CP857
CP703
CP753
CP701
CP751
CP709
CP705
CP755
CP707
CP757
CL805
Key
LNG Liquid
LNG Vapour
Nitrogen
Stripping & Spray Line
CL802
H
H
H
H
H
H
H
H
H
H
H
F


6.6 Discharging with the Gas Returning from the Shore

Introduction

During a normal discharge, only the main cargo pumps will be used and a
quantity of cargo will be retained on board for the cold maintenance of the cargo
tanks.

The quantity to be retained will depend on the voyage duration of the ballast
passage.

If the ship has to warm-up tanks for technical reasons, the stripping/spray pumps
will be used to discharge the remaining cargo on completion of the bulk
discharge with the main cargo pumps.

During cargo discharge, LNG vapour is supplied from the shore to maintain
pressure in the cargo tanks.

Operation

The main cargo pumps discharge LNG to the liquid header and then to the shore
via the midship liquid crossover manifold connections.

After an initial rise, the pressure in the tanks should decrease. It then becomes
necessary to supply vapour from the shore via the manifold, and crossover to the
vapour header into the cargo tank gas domes in order to maintain a pressure of
109 kPaA.

Should the vapour return supply from the shore be insufficient to maintain tank
pressures, other means of supplying vapour to the tanks, either by using the tank
sprayers or the LNG vaporizer, have to be used.

The boil-off gas heater should be prepared and lined up for use in order to avoid
venting cold LNG vapour through the No.1 vent mast.

Note !
All LNG terminals prohibit venting of flammable gas.

Ballasting is undertaken concurrently with discharging. The ballasting operation
is programmed to keep the vessel within the required limit of draught, trim, hull
stress, and stability, following indications obtained from the loading computer.

During the discharge period, the ship is kept on an even keel. If it is required to
empty a cargo tank, the ship is trimmed according to terminal maximum draught
by the stern to assist in stripping the tank.
Each tank is normally discharged down to a level of about 0.369 m. The quantity
being retained in the tanks varies according to the length of the ballast voyage,
the expected elapsed time before loading, and the volume of boil-off that is
estimated to be burned in the ships boilers.
One pump must be stopped at a level of approximately 1.0 m to avoid excessive
turbulence at the tank bottom, which can create a disturbance at the suction of
both pumps.
If the vessel is to warm up one or more tanks for technical reasons, the ship shall
be trimmed according to the terminals maximum draught. The cargo remaining
to be warmed up in the tanks will be discharged to the shore or to other tanks,
using the stripping/spray pumps on completion of bulk discharge.

The stripping pump runs together with the remaining main pump until the main
pump stops on low discharge pressure cut-out.

On completion of the discharge, the loading arms and pipelines are purged and
drained to the No. 4 cargo tank and the arms are then gas freed and disconnected.
Due to the manifold configuration, it is necessary to purge the cargo lines, using
nitrogen at a pressure of at least 300 kPag. This is done several times to ensure
successful draining at the manifold connections.

The vapour arm remains connected until just before sailing if a delay is expected.

6.6.1 Preparations for Unloading

It is assumed that all valves are closed prior to starting.

Preliminary preparation:

a) Checks to be made prior to starting cargo operations.
Test remote operation of all tank discharge valves and manifold
ESD valves.
Test remote operation of ballast valves.
Test operation of Emergency Shut Down Systems (ESDS).

b) Safety precautions:
Make sure that sprays for hull water curtain at midships are in
operation.
Prepare fire fighting equipment, water hoses and protective
clothing.

c) Cargo tanks level arms:
Switch on high level alarms.
d) Tank vapour domes - confirm that:

Open and lock in position valves CG101, 102 (Tank No.1)

These valves must be locked open at all times when the ship has
cargo on board, unless a tank is isolated and vented for any reason.

e) Vapour crossover:
Open valve CG001.

f) Cargo pumps:
Check the insulation resistance of the electric motor and related
cables prior to supplying power to the cargo pumps.

g) Check connections of liquid and vapour arms.
Check communications with shore.
Check ship/shore link.

When the shore is ready to purge the manifold connections with nitrogen to be
supplied from shore:

h) Liquid manifold connections (assuming port-side discharge):
Open drain valves CP807, 857, 805, 855, 803, 853, 801, and 851.
Purge the connections and then close the valves.

i) Vapour manifold connection:
Open drain valves CP809.
Purge connection then close valves.

If shore agrees;

j) Vapour manifold:
Open manifold ESD valve CG801.

k) Liquid connections:
Open manifold ESD valves CL801, 802, 803, and 804.

l) Test Emergency Shut down System (ESDS) from the shore and
from the ship as required. Re-open the liquid and vapour ESD
valves.

It may commence cool down, when it is agreed with shore.


LNG Unloading Operation Sequence

BERTHING
SETTING OF THE SHORE GANGWAY FITTING OIL FENCE & WARNING BUOYS
INSTALLATION OF COMMUNICATION SYSTEM(F/O CABLE),
ESD PNEUMATIC HOSE
SHIP/SHORE PRE-UNLOADING MEETING
START WATER CURTAIN
CONNECTING LOADING ARM
O2 PURGING WITH N2 & LEAK TEST
INITIAL GAUGING (OPENING CTMS)
RETURNING BOIL-OFF VAPOUR TO SHORE
ESD TEST UNDER WARM CONDITION
LOADING ARM COOLING-DOWN
ESD TEST UNDER COLD CONDITION
START UNLOADING
FINISH UNLOADING
SAMPLING
REMOVAL OF WARNING BUOYS
DRAINING THE LIQUID LOADING ARM
FINAL GAUGING (CLOSING CTMS)
PURGING THE LIQUID LOADING ARM
DISCONNECTING LIQUID LOADING ARM
PURGING THE VAPOUR RETURN ARM
DISCONNECTING VAPOUR LOADING ARM
STOP WATER CURTAIN
MEETING AFTER UNLOADING
DISCONNECTING THE ESD PNEUMATIC HOSE,
COMMUNICATION SYSTEM (F/O CABLE)
REMOVING THE SHORE GANGWAY
UNBERTHING


Illustration 6.6.2a Liquid Line and Arm Cool Down before Discharging

FM
FM
FM
FM
FM
FM
FM
FM
KEY
IG021 IG020
CG405
IG022 CG527
CG525
CG524
CG523
CG522
CG516
CG512
CG508
CG507
CG503
CG504
CG515
CG511
CG514
CG513
CG002
CG509
CG505
CG501
CN683
CG528
CS004
CS003
CS002 CS001
CG510
CG506
CG502
NO.2 LOW DUTY COMP.
NO.1 LOW DUTY COMP.
TO INS.PRESS.
CG519
CG518 CG517
CG532
CG530
CG521
CS506
CS505
CS504
CS501
CF101
CF102
CF201
CF202 CF302
CF301
CF402
CF401
CS502
CS503
CG526
CG520
GAS MAIN
LNG LIQUID LINE
VAPOUR MAIN
LIQUID MAIN
CG533
DEMISTER
FORCING
VAPORIZER
LNG
VAPORIZER
HIGH DUTY
HEATER
LOW DUTY
HEATER
FUEL GAS
TO BOILERS
FROM IGG
SP502
SP401 SP301 SP201
SP101
SP102
STRAINER
SP601
SP501


6.6.2 Liquid Line and Arm Cool Down before Discharging

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

a) Open the discharge valve CS301 from the No.3 stripping/spray
pump to 25%.

b) Open the following valves CS003, 004, 802, 805, 808, and 811.

c) Start the stripping/spray pump.

d) When loading arms and shore side lines have cooled down to -
100C, open valves CS601, CL601, 805, 806, 807, and 808.This
will now cool down the ships liquid line.

The cooling down is complete when the manifold and ships liquid line is
approximately -130C.

e) Stop the stripping/spray pump.
Shut valves CS601, CL601, CS802, 805, 808 and 811.
Open valves CS304 to drain the line back to No.3 tank.

f) When the spray line has warmed up, close valves CS003, 004, and
304.

On completion of cool down and when the shore is ready for discharge, proceed
with unloading.


Illustration 6.6.3a Discharging with Gas Return from Shore

FM
FM
FM
FM
FM
FM
FM
FM
KEY
IG021 IG020
CG405
IG022 CG527
CG525
CG524
CG523
CG522
CG516
CG512
CG508
CG507
CG503
CG504
CG515
CG511
CG514
CG513
CG002
CG509
CG505
CG501
CN683
CG528
CS004
CS003
CS002 CS001
CG510
CG506
CG502
NO.2 LOW DUTY COMP.
NO.1 LOW DUTY COMP.
TO INS.PRESS.
CG519
CG518 CG517
CG532
CG530
CG521
CS506
CS505
CS504
CS501
CF101
CF102
CF201
CF202 CF302
CF301
CF402
CF401
CS502
CS503
CG526
CG520
GAS MAIN
LNG VAPOUR LINE
LNG LIQUID LINE
VAPOUR MAIN
LIQUID MAIN
CG533
DEMISTER
FORCING
VAPORIZER
LNG
VAPORIZER
HIGH DUTY
HEATER
LOW DUTY
HEATER
FUEL GAS
TO BOILERS
FROM IGG
SP502
SP401 SP301 SP201
SP101
SP102
STRAINER
SP601
SP501


Illustration 6.6.3b Discharging without Gas Return from Shore

FM
FM
FM
FM
FM
FM
FM
FM
KEY
IG021 IG020
CG405
IG022 CG527
CG525
CG524
CG523
CG522
CG516
CG512
CG508
CG507
CG503
CG504
CG515
CG511
CG514
CG513
CG002
CG509
CG505
CG501
CN683
CS004
CS003
CS002 CS001
CG510
CG506
CG502
NO.2 LOW DUTY COMP.
NO.1 LOW DUTY COMP.
TO INS.PRESS.
CG519
CG518 CG517
CG532
CG530
CG521
CS506
CS505
CS504
CS501
CF101
CF102
CF201
CF202 CF302
CF301
CF402
CF401
CS502
CS503
CG526
CG520
GAS MAIN
LNG VAPOUR LINE
LNG LIQUID LINE
VAPOUR MAIN
LIQUID MAIN
CG533
DEMISTER
FORCING
VAPORIZER
LNG
VAPORIZER
HIGH DUTY
HEATER
LOW DUTY
HEATER
FUEL GAS
TO BOILERS
FROM IGG
SP502
SP401 SP301 SP201
SP101
SP102
CG528
SP501
SP601
STRAINER


6.6.3 Discharging

The vessel in now ready to start discharging.

a) Open the No.3 tank liquid header valve CL310.

Inform the Engine Control Room that a main cargo pump is about to be started.

b) Start the pump.

c) Check lines for leakage. Open the discharge valve fully on the
running pump.

d) When the shore is ready to receive further cargo, proceed as for f)
on each respective tank to h) on each pump.

The preferred sequence of cargo pump starting, to obtain a stable discharge
operation is as follows:

Tank No.3, Tank No.2, Tank No.4, and Tank No.1.

e) Monitor the tanks pressure.

f) Request the vapour return from the shore and continue to monitor
the pressure to confirm stability.

g) As the discharge pressure and flow rate increases, continue to
monitor the pipework and hard-arms for leakage.

h) Adjust the pump discharge valves to obtain optimum performance
as indicated by current, discharge pressure and pump graph.

i) It is important to maintain the tanks at a pressure of at least 10 kPag
in order to avoid cavitation and to have good suction at the pumps. If
the tanks pressure falls to 6 kPag, request shore to increase the gas
return.

If the shore can no longer supply gas return, the LNG vaporizer will have to be
started up to restore the tanks pressure.

j) Start ballasting operations. Keep draught, trim and hull stresses
within permissible limits by controlling the various ballast tank
levels. Refer to trim and stability data provided.

k) Continue to monitor the tanks pressure and the cargo pumps
current and discharge pressures.

l) Throttle each pump discharge valve as required to prevent tripping
on low current as the level in each tank drops.
Stop the main cargo pumps at approximately 1.1 m in tank No.4, and 0.369 m in
tanks No.1, 2, and 3. The above data is for reference only. The actual liquid level
of the pumps shall be determined on the amount of heel required to keep the
tanks in cooled condition during the sea passage, and cooling down prior to
vessels berthing along side the loading terminal.

For the requirement of LNG in the cooling down operation, refer to the next page
for reference. For quantities of cargo remaining in the tanks after stripping, refer
to the next page for reference.

Throttle in the main cargo pump discharge valve to 40% before stop the pumping.
If two main cargo pumps are in use in a tank, when the level reaches 0.80 m,
throttle in the discharge valve on one pump to 40% and stop that pump. This is in
order to reduce turbulence around the pump suction.

On completion of the cargo discharge and after all cargo pumps have been
stopped:

m) Drain the liquid line.

n) Stop the gas return from the shore.

If stripping of tanks ashore is required, use the forward manifold connection.
(See section 6.7.1 Stripping and Line Draining).

Purging and Draining of Loading Arms

When the shore terminal is ready to inject nitrogen and the pressure at the
manifold is 250 kPag.

a) Close the liquid ESDS manifold valves.

Carry out purging one line at a time.

b) Open the manifold bypass valves CS803.

c) Close the bypass valve when the pressure on the manifold drops to 0
kPaA. Repeat the operation twice. On the last operation, shut the bypass
valve at approximately 0.1 MPaA, in order to eliminate the risk of liquid
back flow from the ship's liquid line.

d) Repeat procedure b) to c) for each line.

Open the test drain valve on the loading arm to ensure that there is no liquid
present. When the required amount of methane (usually less than 1%) is shown
at the drain valve, close the shore terminal ESDS valves.

e) When purging is completed, proceed with the disconnection of the
liquid arms.

f) Complete the ballasting operations for final measurement and for
sailing conditions.
Shortly before departure:

g) Vapour line connection:
Purge the vapour line with nitrogen from the shore terminal at a
pressure of 200 kPag. Close valve CG801, confirm that the gas
content is less than 1% of its volume at the drain valve.

After confirming that the gas content is less than 1% of the volume:

h) Disconnect the vapour arm.

i) Prepare the cargo system for gas burning at sea.


Cargo Tank Condition for Ballast Voyage(Typical Data for Reference)

Status Item No.1 Tank No.2 Tank No.3 Tank No.4 Tank Total Remark
Unpumpable LNG (Level : m) 0.369 0.369 0.369 0.369 Trim : 3 m by the Stern (See Note 1.)
Unpumpable LNG(m3) 125.094 155.613 155.613 154.333 590.653 Departure
Unpumpable LNG(ton) 57.681 71.753 71.753 71.163 272.350 Density : 0.4611 ton/m
3

Estimated Average Temp.() -127.00 -127.00 -127.00 -127.00 2.5 Days Basis and Before CD (See Note 2)
Required Coolant(m
3
) 3.100 4.600 4.600 4.200 16.500 2.5 Days Basis and 130 C Target Temperature
Required Coolant(m
3
Required Coolant(m
3
Heel Accumulation for CD(m
3
) 1.400 2.600 2.600 2.300 8.900
3
) 8.000 12.200 12.200 11.000 43.400
Coolant
Req.
3
) 10.400 15.900 15.900 14.300 56.500
125.094 155.613 155.613 170.833 607.153 2.5 Days Basis
125.094 155.613 155.613 243.733 680.053 3.5 Days Basis
Actual
Departure
Condition
Unpumpable LNG and Coolant
in No.4 Tank(m
3
) (See Note 3.)
125.094 155.613 155.613 279.133 715.453 4.5 Days Basis
Heat Transfer Rate with
LNG @ -163C(kW)
90.446 132.325 132.325 122.475 477.571
Amount of BOG Based
on Ballast Voy.(kg/h)
224.628 412.649 412.649 360.263 1410.190 Latent Heat of Vaporization : 498 kJ/kg Basis
Amount of BOG(m
3
/day) 11.692 21.478 21.478 18.751 73.400 Density : 0.4611 ton/m
3

Amount of BOG(m
3
) 29.229 53.695 53.695 46.879 183.499 2.5 Days Basis
Amount of BOG(m
3
) 40.921 75.174 75.174 65.630 256.899 3.5 Days Basis
BOG
During
Ballast
Voyage
Amount of BOG(m
3
) 52.613 96.652 96.652 84.382 330.298 4.5 Days Basis
Amount of Heel After CD(m
3
) 97.265 104.518 104.518 109.754 416.054 2.5 Days Basis
3
) 92.173 92.639 92.639 99.703 377.154 3.5 Days Basis
3
) 82.881 74.861 74.861 84.251 316.855 4.5 Days Basis
Level of Heel After CD(m) 0.142 0.079 0.079 0.095 2.5 Days Basis, Trim : 0.0
Arrival
Condition
CTS
Minimum Level within
Accuracy(7.5 mm)(mm)
0.026 0.026 0.026 0.026
Conclusion
Level of heel can be measured within specified accuracy by CTS.
(If LNG Level is down to below than 0.026 meter, LNG filling into the cargo tank after cooling down operation
should be done by operator.)

Note :
1. The pump down level is appr. 0.484m from tank bottom based on follows.
1) Height from tank bottom to pump bottom : 0.090 m
2) Pump tower shrinkage from +20C to -163C : 0.079 m
3) Height from pump bottom to inducer inlet : 0.241 m
4) Height from inducer inlet to pump down level : 0.18 m
Considering cargo tank pressure at unloading operation, the pump down level is down to near 0.169m from tank bottom based
on low current trip. But it is difficult to decide exact pump down level due to variation of tank pressure, quantity of coolant,
duration of the voyage and/or operator's skill.
Therefore this report was calculated pump down level based on 0.369m from tank bottom even though normal operating zone
has wide range from appr. 0.169 m to 0.590 meter(Pump down level in normal operation : 0.200m to 0.350 m).
2. Average Temperature Calculation = (T3 + T4 + T5 + T6) / 4, excluded two(2) top temperature sensors.
3. Some amount of LNG should be additionally considered or transferred unpumpable LNG to No.4 cargo tank to keep minimum start
level of stripping/spray pump(appr. 0.230 m from tank bottom) at cooling down operation.
4. Abbreviation : Temp. ; Temperature, Req. ; Requirement, CD ; Cooling down operation, Voy. ; Voyage, BOG ; Boil off gas

Quantities of remain heel after stripping by Main Cargo Pump taken at Gas Trial(2002.05.26)
No.1 Tank No.2 Tank No.3 Tank No.4 Tank Total
Pump Down Level (m) 0.160 0.230 0.170 0.140 Even Keel Condition
Cargo Volume (m
3
) 110.082 307.327 226.646 162.511 806.566 Even Keel Condition
Corrected level (m) 0.113 0.113 0.127 0.083 Trim : 2 m by the stern
Corrected Volume (m
3
) 77.569 150.387 169.064 96.140 493.160 Trim : 2 m by the stern

Quantities of remain heel after stripping by Stripping/spray Pump taken at Gas Trial(2002.05.26)
No.1 Tank No.2 Tank No.3 Tank No.4 Tank Total
Pump Down Level (m) 0.050 0.073 0.140 0.063 Even Keel Condition
Cargo Volume (m
3
) 34.196 96.994 186.455 72.905 390.550 Even Keel Condition
Corrected level (m) 0.021 0.018 0.047 0.018 Trim : 2 m by the stern
Corrected Volume (m
3
) 14.314 23.809 62.345 20.746 121.214 Trim : 2 m by the stern
Cargo Tank Condition for Ballast Voyage(Typical Data for Reference)

Amount of cargo on departure condition at the discharging port

Status Sym Item No.1 Tank No.2 Tank No.3 Tank No.4 Tank Total Remark
unpumpable LNG 125.09 155.61 155.61 1,257.54 1,693.86 Trim : 3m by stern Departure Condition
Departure A
Weight (tons) 57.68 71.75 71.75 579.85 781.04
B unpumpable LNG 20.00 40.00 40.00 0.00 100.00
C BOG for gathering 12.50 23.10 23.10 23.10 81.80
D Transferred LNG 92.59 92.51 92.51 277.62
LNG
Gathering
E Remained LNG 20.00 40.00 40.00 1,512.06 1,612.06 After LNG Gathering
E Required Coolant 146.90 222.90 222.90 91.00 683.70
G LNG filling after CD 95.29 87.30 32.74 200.00 415.33 Include LNG for Heel Ageing Protection
Coolant
Require.
H BOG during Voyage 17.5 Ballast voyage
After dried-up 0.00 0.00 0.00 1,512.06 Ballast
Voyage
I
Weight (tons) 0.00 0.00 0.00 697.21 697.21
End of ballast voyage

Amount of cargo on arrival condition at the loading port

Status Sym Item No.1 Tank No.2 Tank No.3 Tank No.4 Tank Total Remark
A DEP. 20.00 40.00 40.00 1,512.06 1,612.06 After Gathering
B BOG during voyage 20.00 40.00 40.00 413.03 513.03
ARR. 0.00 0.00 0.00 1,099.03 1,099.03 Before Cool down
Voyage
C
Weight (tons) 0.00 0.00 0.00 506.76 506.76
D Spraying Q'ty 146.90 222.90 222.90 91.00 683.70
E Heel during cool down 52.10 79.00 79.00 506.33 716.43 Cool down
F LNG Filling 95.29 87.30 32.74 215.33
Remained LNG 147.39 166.30 111.74 200.00 625.43 After cool down Arrival Condition
Arrival G
Weight (tons) 67.96 76.68 51.52 92.22 288.39

Note :
1. Above data was based on 17.5 days ballast voyage as reference.
2. Density : 470 kg/m
3

3. 100 m
3
in No.4 cargo tank was additionally considered to protect heel ageing.
4. Actual requirement for coolant should be adjusted according to the amount of unpumpable LNG, required LNG for cool down, boil off gas and etc.,
based on operating experience on the vessel.
5. The pump down level is appr. 0.484 m from tank bottom based as follows.
1) Height from tank bottom to pump bottom : 0.090 m
2) Pump tower shrinkage from +20C -163C : 0.079 m
3) Height from pump bottom to the inducer inlet : 0.241 m
4) Height from inducer inlet to pump down level : 0.18 m
Considering cargo tank pressure at unloading operation, the pump down level is down to near 0.169 m from tank bottom based on low current trip.
It is difficult to determine exact pump down level due to the variation in tank pressure, quantity of coolant, duration of the voyage and/or operator's
skill.
Therefore this report was calculated from a pump down level based on 0.300 m from tank bottom, even though normal operating zone is wide,
from appr. 0.169 m to 0.590 meter (pump down level in normal operations : 0.200m to 0.350 m).

Alongside(DEP.)
LNG Gathering Voyage Cool down
Alongside(ARR.)
unpumpable LNG, BOG BOG
unpumpable LNG Dried-up, BOG


Blank Page

Illustration 6.6.4a Ballasting

N
O
.1 D
B. W
.B. TK(P)
E
/R
W
.B
. T
K
(P
)
N
O
.4
W
.W
.B
. T
K
(
P
)
N
O
.4 D
B. W
.B. TK(P)
N
O
.3 D
B. W
.B. TK(P)
N
O
.2 D
B. W
.B. TK(P)
N
O
.3
W
.W
.B
. T
K
(
P
)
N
O
.2
W
.W
.B
. T
K
(
P
)
N
O
.1
W
.W
.B
. T
K
(P
)
N
O
.4
W
.W
.B
. T
K
(S
)
N
O
.3
W
.W
.B
. T
K
(S
)
N
O
.2
W
.W
.B
. T
K
(S
)
N
O
.1
W
.W
.B
. T
K
(S
)
F
W
D

D
E
E
P

W
.
B
.

T
K
(
P
)
F.P. TK
B.T. RM
F
W
D

D
E
E
P

W
.
B
.

T
K
(
S
)
E
/R
W
.B
. T
K
(S
)
A.P. TK
BA222
BA220
BA218
BA216
BA219
BA217
BA215
BA214
BA213
BA231
BA230
TO I.G.G. SYS
BA212
BA211
BA210
BA208
BA207
BA209
BA221
B.S TRIP.
EDUCTOR
EM'CY BILGE
SUCTION
BA227
BA226
BA225
BA201
S
.C
BA203
BA205
BA202
BA006
BA005
BA004
IN BOSUN STORE
(WATER TIGHT DECK)
BA001
(BA501/BA502)
BA007
BA036
BA003
BA002
S
.C
NO. 2 B.P
STAND-BY
B.P
NO. 1 B.P
BALLAST MAIN
SLEEVE
DOUBLE
O-RING
BALLAST MAIN
PIPE DUCT
BA229
*
*
*
*
N
O
.1 D
B. W
.B. TK(S)
N
O
.4 D
B. W
.B. TK(S)
N
O
.3 D
B. W
.B. TK(S)
N
O
.2 D
B. W
.B. TK(S)
BA035
BA034
*
BA228
To Atmos Cond.
To Main Cond.
From Water
Spray Pump
Spool
Piece
FLANGE
ADAPTER
BA206
Spool
Piece
Pipe Duct
STEEL PIPE


6.6.4 Ballasting


It is assumed that the main sea water crossover pipe is already in use, supplying
other sea water systems, e.g. the main circulating system, sea water service
system, and that the cargo and ballast valve hydraulic system is also in service.

To Ballast the Ship

! Caution
Incorrect operation of the ballast system will cause damage to the GRP pipework.
Damage is generally caused by a pressure surge due to sudden changes in the
flow and the presence of air pockets. During the ballasting operation, great care
must be taken to ensure that flow rates are adjusted smoothly and progressively.
In particular, the pumping rate should be reduced to one pump when filling only
one tank, and use the discharge to the sea to further reduce the rate before
shutting the final tank valve.

It is necessary to eliminate the air pockets that may be present in the piping
before proceeding with normal ballasting operations. This is achieved by running
the ballast into either the deep ballast or the No.1 ballast tank.

It is important not to compress any air in the system. To achieve this, the valve
admitting water to the system should be opened last.

Fill by Gravity

All operations are carried out from the CCR, using the keyboard in conjunction
with the mimic on the IAS graphic.

a) Open the valves BA003 and BA005 on the deep ballast tanks.

b) Open the ballast main valves BA208, BA212.

c) Open the gravity filling valve from sea BA207, BA211. When
flowing has been established to the deep ballast tanks, the valves
BA003 and BA005 can be shut.

d) Open the valve(s) on the tank(s) to be filled as per the ballast plan.
E.R. port BA202
After peak BA229

e) As each tank reaches the required level, open the valve of the next
tank before closing the valve of the full tank.

Ballasting operation should be carried out double bottom water ballast
tank first. After that, continue those operation for wing water ballast
tank.

f) When all the tanks are at their correct level, shut the tank valves,
ballast main valves and gravity filling valves BA208, BA207,
BA212, and BA211.

Note !
The speed when filling by gravity will sharply decrease as the level of the water
line is reached. The tanks will require to be filled to their capacity with the
ballast pump.

To Ballast the Ship by using the No.1 Ballast Pump

a) Open the valve(s) on the tanks to be filled as required by the
ballast plan.
E.R. port BA202
After peak BA229
b) Open the sea water crossover valves BA222, BA215, BA205, and
BA206.
c) Open the sea suction valves to the No.1 pump BA208.
d) Start the No.1 ballast pump.
e) Open the pump delivery valve BA217.
f) As each tank reaches the required level, open the valve of the next
tank before closing the valve of the full tank.
g) When all the tanks approach the required level, reduce the flow
rate progressively by discharging to the sea via the overboard
discharge valve BA225.
h) Close the final tank valve when the required level is reached.
i) Close the pump delivery valve BA217 and stop the pump.
j) Close all other valves.

To Ballast the Ship Using the Stand-by Ballast Pump

a) Follow operations a) to b) inclusive.
b) Open sea suction valve BA210 to the stand-by ballast pump.
c) Open valves BA226 and BA215 or BA227 and BA222 on ballast
discharge crossover line.
d) Start the pump.
e) Open pump delivery valve BA219.
f) Follow operations f) to h) inclusive above.
g) Close the pump delivery valve BA219 and stop the pump.
h) Close all other valves.

To Ballast the Ship by using the No.2 Ballast Pump

a) Follow operations a) to b) inclusive.
b) Open sea suction valve BA212 to the No.2 ballast pump.
c) Open valves BA222 on the ballast discharge crossover line.
d) Start the pump.
e) Open the pump delivery valve BA221.
f) Follow operations f) to h) inclusive as per port pump operation.
g) Close the pump delivery valve BA221 and stop the pump.
h) Close all the other valves.


Illustration 6.7.1a Stripping and Line Draining

FM
FM
FM
FM
FM
FM
FM
FM
KEY
IG021 IG020
CG405
IG022 CG527
CG525
CG524
CG523
CG522
CG516
CG512
CG508
CG507
CG503
CG504
CG515
CG511
CG514
CG513
CG002
CG509
CG505
CG501
CN683
CG528
CS004
CS003
CS002 CS001
CG510
CG506
CG502
NO.2 LOW DUTY COMP.
NO.1 LOW DUTY COMP.
TO INS.PRESS.
CG519
CG518 CG517
CG532
CG530
CG521
CS506
CS505
CS504
CS501
CF101
CF102
CF201
CF202 CF302
CF301
CF402
CF401
CS502
CS503
CG526
CG520
GAS MAIN
LNG VAPOUR LINE
VAPOUR MAIN
LIQUID MAIN
CG533
DEMISTER
FORCING
VAPORIZER
LNG
VAPORIZER
HIGH DUTY
HEATER
LOW DUTY
HEATER
FUEL GAS
TO BOILERS
FROM IGG
SP502
SP401 SP301 SP201
SP101
SP102
STRAINER
SP601
SP501


6.7 Pre-Dry Dock Operations

A standard letter is sent to the vessel by setting out the requirements and a
timetable of operations before refit.

During the last loaded voyage before refit, a full inner hull inspection of all
ballast tanks and cofferdams must be carried out and a report must be sent to the
vessel. This is a classification society requirement, to confirm the absence or
presence of any cold spots. A class surveyor may attend the last discharge before
refit to inspect selected ballast tanks and cofferdam spaces.

The ship will carry out a maximum discharge. The tank levels should be reduced
to the point where the main cargo pumps trip on low current. Then, using the
stripping/spray pumps, remove the last of the cargo until they also trip on low
current. The ship will then proceed to sea and commence the warm up, inerting
and aerating, prior to arrival at the refit yard.

Preparation for a Tank Warm up

a) Strip all possible LNG from all tanks.

b) When discharging the final cargo, remove the maximum LNG with
the stripping/spray pumps.

c) If discharge of LNG to the shore is not possible, vaporize it in the
LNG vaporizer and vent the vapour to the atmosphere through the
No.1 vent mast.

d) If venting to the atmosphere is not permitted, the vapour must be
burned in the boilers.

e) For maximum stripping, the ship should have a zero list and should
be trimmed down at least 2.6 m by the stern.

f) Run the stripping pumps until trip by low current.
(Trip for low low level alarm should be blocked.)

g) Remove the emergency pump that may have been placed in a cargo tank.

6.7.1 Stripping and Line Draining

It is assumed that the cargo tanks have been discharged to their maximum with
the main cargo pumps that have been shut down. Start discharging via the port
side manifold.

Note !
Stripping / spray pump should be started at a higher level than the minimum
starting level (300 mm) for the pump.

a) At manifold crossover:
Open valves CS805.
Close valves CL805, 806, 807, 808, and CL801, 803, 804.
b) Stripping/spray header:
Open CS004, 002, 001.
Open CS003 stripping/spray header to liquid manifold crossover.

c) At required tanks:
Open stripping/spray discharge valves from individual tanks to
give the required performance, CS101, 201, 301, and 401.
Start stripping/spray pump(s).

On completion;

d) Stop final pump:
Close valves CS805 and CL802
Open valves CS404 to drain down the header line to tank No.4.

e) When completed:
Leave open valves CS001, 002, 003, 004, in order to warm up the
line. When the line has warmed up, close these valves.

Purging and Draining of Loading Arms

Purging is carried out one line at a time.

When the shore terminal is ready to inject nitrogen and the pressure at the
manifold is 250 kPag:

a) Open manifold bypass valves CS806.

b) Close the bypass valve when pressure on manifold drops to 0 kPag.
Repeat the operation twice. On the last operation, shut the bypass
valve at approximately 0.1MPaA, in order to eliminate the risk of
liquid back flow from the ships liquid line.

Open the test drain valve on the loading arm to ensure that there is no liquid
present. When the required amount of methane (usually less than 1%) is showing
at the drain valve, close the shore terminal ESDS valves.

c) When purging is completed, proceed with the disconnection of the
liquid arms.

d) Complete the ballasting operations for the final measurement and
the sailing condition.

Shortly before departure:

e) Vapour line connection:
Purge the vapour line with nitrogen from the shore terminal at a
pressure of 200 kPaA.
Close valve CG801, 001.
Confirm that the gas content is less than 1% of volume at drain
valve.

f) After confirming that the gas content is less than 1% volume:
Disconnect the vapour arm.

g) Prepare the cargo system for warming up the cargo tanks.

Normal Cargo Operation
Ballast Voyage
LNG Loading
Laden Voyage
LNG Unloading
Stripping
Warming Up
Inerting
Aeration
Nitrogen Purging
(Insulation Space)
Drying
Inerting
Gas Filling
Cooling Down
- 12 Hour
- Back Press. < 230 kPa
(at Manifold Presentation Flange)
- 12 Hour
- Back Press. < 420 kPa
(at Manifold Discharge Flange)
Dry Docking
- H/D Comp.
- Gas Heater (+80 Max.)
- Cargo Tank + 5
- IGG Plant
- Hydrocarbon < 1.5%
- From Bottom (Filling Line)
- IGG Plant
- O2 Content > 20%
- From Bottom
or Upper (Vapor Line)
- N2 Gen. at Onboard
- 20 kPa A (Vacuum at Initial)
- 0.2 kPa (Supply)
/ 0.4 kPa (Vent)
- IGG Plant
- Dry Air ( Dew Point < -45 )
- IGG Plant
- O2 Content < 2%
Dew Point < -40
- LNG Vaporizer at Onboard
- Mean Temp = -130
(Except Top Sensor)

Illustration 6.7.2a Tank Warm Up

SP501
FM
FM
FM
FM
FM
FM
FM
FM
IG021 IG020
CG405
IG022 CG527
CG525
CG524
CG523
CG522
CG516
CG512
CG508
CG507
CG503
CG504
CG515
CG511
CG514
CG513
CG002
CG509
CG505
CG501
CN683
CG528
CS004
CS003
CS002 CS001
CG510
CG506
CG502
NO.2 LOW DUTY COMP.
NO.1 LOW DUTY COMP.
TO INS.PRESS.
CG519
CG518 CG517
CG532
CG530
CG521
CS506
CS505
CS504
CS501
CF101
CF102
CF201
CF202 CF302
CF301
CF402
CF401
CS502
CS503
CG526
CG520
GAS MAIN
VAPOUR MAIN
LIQUID MAIN
CG533
KEY
LNG VAPOUR LINE
DEMISTER
FORCING
VAPORIZER
LNG
VAPORIZER
HIGH DUTY
HEATER
LOW DUTY
HEATER
FUEL GAS
TO BOILERS
FROM IGG
SP502
SP401 SP301 SP201
SP101
SP102
SP601
STRAINER


6.7.2 Tank Warm Up

Tank warm up is part of the gas freeing operations carried out prior to a dry
docking, or when preparing tanks for inspection purposes.

The tanks are warmed up by recirculating heated LNG vapour. The vapour is
recirculated with two HD compressors and heated with the cargo heaters at a
preset value. (1st stage : 0C, 2nd stage : 75C).

In the first step, hot vapour is introduced through the filling lines to the bottom
of the tanks to facilitate the evaporation of any liquid remaining in the tanks. In
the second step, when the temperatures tend stabilise, hot vapour is introduced
through the vapour piping at the top of the tanks.

Excess vapour generated during the warm up operation is vented to the
atmosphere when at sea, or returned to shore if it is in port. (The instructions that
follow apply to normal situations, venting to the atmosphere at sea.)

The warm up operation continues until the temperature at the coldest point of the
secondary barrier of each tank reaches 5C.

The warm up operation requires a period of time dependent on both the amount
and the composition of liquid remaining in the tanks and the temperature of the
tanks and insulation spaces. Generally, the warm up will require about 48 hours
after vaporizing the remaining liquid.

Initially, the tank temperatures will be slowly rising as evaporation of the LNG
proceeds, accompanied by high vapour generation and venting. A venting rate of
approximately 8,000 m
3
/h at 60C can be expected. On completion of the
evaporation, tank temperatures will rise rapidly and the rate on venting will fall
to between 1,000 and 2,000 m
3
/h at steadily increasing temperatures.
Temperatures within the tank and insulation are indicated in the CCR.

Rolling and pitching of the vessel will assist evaporation. Temperature sensors at
the aft end of the tank give a good indication of the progress of warm-up. Slight
listing of the vessel will assist in correcting uneven warm-up in any one tank.

Gas burning should continue as long as possible, normally until all the liquid has
evaporated, venting has ceased, and tank pressures have started to falling.

Operating Procedure

During the tank warm up, gas burning may be used by directing some vapour
from the heater outlet, to the boilers and by controlling manually this operation.

a) Install the spool pieces near CL602(SP601) and CL107(SP102),
open the valve CL602 to discharge heated vapour to the liquid
header.

b) Prepare gas heaters No.1 and 2.

c) Adjust the temperature set point. (1st step: 0C, 2nd step: 75C).

d) Prepare the No.1 and 2 HD compressors.

e) At the vent mast No.1, open valve CL107.

f) Adjust the set point of CG106 at 16 kPag.

g) Open the valve CG603, the compressor(s) suction from the vapour
header.

h) Open the compressor inlet and outlet valves CG509, 511, 513, 515.

i) Open the high duty heater inlet and outlet valves 522,525.

j) Open the vapour valves CG101, 102, 201, 202, 301, 302, 401, and
402 on each tank.

k) Open the filling valves CL100, 200, 300, 400, 110, 210, 310, and
410 on each tank.

l) Start both HD compressors manually and gradually increase the
flow by the inlet guide vane position.

m) Monitor the tank pressure and adjust the compressor flow for
maintaining the tank pressure at about 16 kPaA. It is possible to
control the tank pressure with CG106 valve.
Gas main may be used to exhaust excess vapor to the No.1 vent
mast through the CG602 and CG105 alternatively. In this case,
tank pressure shall be controlled by CG602 throttling valve. But
liquid main instead of gas main shall be normally used for
warming up operation.

n) Check if the pressure in the insulation spaces, which have a
tendency to increase, remains inside the preset limits.

o) Monitor the temperatures in each tank and adjust the opening of
the filling valve to standardize the temperature progression in all
the tanks.

p) After twenty/twenty-four hours, temperature progression will slow
down. Eventually, the procedure of the second method described
below, may be more efficient.

q) Purge the emergency pump column with N
2
to remove liquid in the
column. (See 7.5 Emergency cargo pump installation, 1st column
a.)

r) At the end of the operation, when the coldest temperature of the
secondary barrier is at least +5C, or before switching to the
second step, stop and shut down the gas burning system if it is in
use. Stop both HD compressors, shut the filling valves on all tanks
and restore normal venting from the vapour header.

s) As an alternative operation, the target temperature in the cargo
tank is at least +5C when inerting with hot inert gas is applied. In
this case, the total operating time for warming up and inerting has
taken appr. 58 hours. (Details refer to 6.7.3 Inerting.)


Illustration 6.7.3a Inerting

FM
FM
FM
FM
FM
FM
FM
FM
CG533
IG021 IG020
CG405
IG022 CG527
CG525
CG524
CG523
CG522
CG516
CG512
CG508
CG507
CG503
CG504
CG515
CG511
CG514
CG513
CG002
CG509
CG505
CG501
CN683
CG528
CS004
CS003
CS002 CS001
CG510
CG506
CG502
NO.2 LOW DUTY COMP.
NO.1 LOW DUTY COMP.
TO INS.PRESS.
CG519
CG532
CG530
CG521
CS506
CS505
CS504
CS501
CF101
CF102
CF201
CF202 CF302
CF301
CF402
CF401
CS502
CS503
CG526
CG520
GAS MAIN
VAPOUR MAIN
LIQUID MAIN
CG518 CG517
KEY
LNG VAPOUR LINE
INERT GAS LINE
DEMISTER
FORCING
VAPORIZER
LNG
VAPORIZER
HIGH DUTY
HEATER
LOW DUTY
HEATER
FUEL GAS
TO BOILERS
FROM IGG
SP502
SP401 SP301 SP201
SP101
SP102
STRAINER
SP501
SP601


6.7.3 Inerting

After the tanks have been warmed up, the LNG vapour is displaced with inert
gas.

Inert gas from the inert gas plant is introduced at the bottom of the tanks through
the LNG filling piping. Gas from the tanks is vented from the top of the tank
through the vapour header to the vent mast No.1, or to the shore if it is in the port.
(The instructions apply to normal situations, venting to the atmosphere at sea.)

Inerting is necessary to prevent the possibility of having an air/LNG vapour
mixture in the flammable range. The operation is continued until the
hydrocarbon content is reduced to less than 1.5%. The operation requires about
20 hours.

In addition to the cargo tanks, all pipe work and fittings must be gas freed. This
is best done with inert gas or nitrogen, while the plant is in operation for gas
freeing the tanks.

Operating Procedure

Warming up operation shall be carried out based on following two(2) cases
alternatively.

Warming up with hot vapour :

Target point : all temperatures on secondary barrier +5C

Warming up with hot vapor (1st step) and hot inert gas (2nd step) :

Target point of 1st step : all temperatures in the tank +5C
Target point of 2nd step : all temperatures on secondary barrier +5C

When warming up operation is completed based on the above No.2 case, inert
gas should be heated to about 40C by high duty heaters.

Then the procedure on d) below shall only be changed as follows.
Close valve CG527
Open valves CG522, 525

a) Prepare the inert gas plant for use in the inert gas mode.

b) Open the vapour valves CG410, 310, 210, and 110 on each tank.

c) At the vent mast No.1, open valve CG107 and adjust the set point of
CG106 at 20 kPaA.

d) Install the spool pieces(SP501, SP601), connecting the IG line to
the LNG liquid header. Open blind flange valve and valve CG527
and CL602.
e) Open the filling valves CL400, 300, 200, 100, 110, 210, 310, and
410 on each tank.

f) Start the inert gas generator, and run it until the oxygen content and
dew point are acceptable.

g) On the dry air/inert gas discharge line, open the isolating valve
IG022, supplying inert gas to the deck.

h) Monitor tank pressures and adjust the opening of the fill valves to
maintain a uniform pressure in all the tanks. Make sure that the tank
pressures are always higher than the insulation space pressures by at
least 1 kPag, but that the tank pressures do not exceed 18 kPag
above the atmospheric pressure. In any case, during gas freeing the
pressure in the tanks must be kept low, to maximize piston effect.

i) Approximately every hour, take samples of the discharge from the
vapour dome at the top of each tank and test for hydrocarbon
content. Also verify that the oxygen content of the inert gas remains
below 1%, by testing at a purge valve at the filling line of one of the
tanks being inerted.

j) Purge for 5 minutes all the unused sections of pipelines, machines,
equipment and instrumentation lines.

k) When the hydrocarbon content sampled from a tank outlet falls
below 1.5%, isolate and shut the tank. On completion of tank and
pipeline inerting, stop the inert gas supply, and shut down the inert
gas plant. Reset the valve system for aerating.

l) If the tanks remain inerted without aerating, shut valve CG107,
raise the pressure to 10 kPaA, and then shut the tanks.

Warning
If any piping or components are to be opened, the inert gas or nitrogen must first
be flushed out with dry air. Take precautions to avoid concentrations of inert gas
or nitrogen in confined spaces, since they could be hazardous to personnel.

Warning


Illustration 6.7.4a Aeration

SP501
FM
FM
FM
FM
FM
FM
FM
CG405
FUEL GAS
TO BOILERS
CG527
CG525
CG524
CG523
CG522 CG512
CG508
CG507
CG503
CG504
CG515
CG511
CG514
CG513
CG002
CG509
CG505
CG501
CN683
CG528
CS004
CS003
CS002 CS001
CG510
CG506
CG502
NO.2 LOW DUTY COMP.
NO.1 LOW DUTY COMP.
TO INS.PRESS.
CG519
CG532
CG530
CG521
CS506
CS505
CS504
CS501
CF101
CF102
CF201
CF202 CF302
CF301
CF402
CF401
CS502
CS503
CG526
CG520
GAS MAIN
VAPOUR MAIN
LIQUID MAIN
CG518 CG517
IG021 IG020
FROM IGG
IG022
KEY
DRY AIR LINE
INERT MIXTURE AND DRY AIR LINE
CG533
FM
DEMISTER
FORCING
VAPORIZER
LNG
VAPORIZER
HIGH DUTY
HEATER
LOW DUTY
HEATER
SP502
SP401 SP301 SP201
SP101
SP102
SP601
STRAINER


6.7.4 Aeration

Introduction

Prior to entry into the cargo tanks the inert gas must be replaced with air.

With the Inert Gas and Dry-Air System in Dry-Air production mode, the cargo
tanks are purged with dry air until a reading of 20% oxygen of its volume is
reached.

Operation

The Inert Gas and Dry-Air System produces dry air with a dew point of -45C.

The dry-air enters the cargo tanks via the vapour header, to the individual vapour
domes.

The inert gas/dry-air mixture is exhausted from the bottom of the tanks to the
atmosphere at the No.1 vent mast via the tank filling pipes, the liquid header, and
spool piece(SP102) and valve CL107. During aerating, the pressure in the tanks
must be kept low to maximize piston effect.

The operation is complete when all the tanks have a 20% oxygen value and a
methane content of less than 0.2% by volume (or whatever is required by the
relevant authorities) and a dew point below -40C.

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 in
the Tanker Safety Guide and other relevant publications.

The pressure in the tanks is adjusted to 12 kPag.

Aeration carried out at sea as a continuation of gas freeing will take
approximately 20 hours.

Warning
Take precautions to avoid concentrations of inert gas or nitrogen in confined
spaces, which could be hazardous to personnel. Before entering any such areas,
test for sufficient oxygen > 20% and for traces of noxious gases: CO
2
< 0.5%
and CO < 50 ppm.
Operating Procedure

a) Prepare the inert gas plant for use in the dry-air mode.

b) Install the spool piece(SP102) for venting the mixture of inert gas /
dry-air from the liquid header. Adjust the set point of CG106 at 16
kPag above atmospheric pressure.

c) Open the filling valves CL400, 300, 200, and 100 on each tank.

d) Open the vapour valves CG401, 402, 301, 302, 201, 202, 101, and
102 on each tank.

e) On the dry-air/inert gas discharge line, open the liquid isolating
valve, CL110, 210, 310, 410.

f) Start the dry air generator.

g) Open the valves CG527, 601 to supply dry air to the vapour header.

h) Observe the tank pressures and insulation space pressures, to
ensure that the tank pressures are higher than the space pressures
by 1 kPaA at all times.

i) Approximately every hour, take samples from the filling pipe test
connections to test the discharge from the bottom of the tanks for
oxygen content.

j) When the oxygen content reaches 20%, isolate and shut the tank.

k) When all the tanks are completed and all piping have been aired
out, raise the pressure to 10 kPag in each tank, and shut the filling
and vapour valves on each tank. Restore the tank pressure controls
and valves to vent from the vapour header.

l) During the time that dry air from the inert gas plant is supplied to
the tanks, use the dry air to flush out inert gas from vaporizers,
compressors, gas heaters, crossovers, pump risers and emergency
pump wells. Piping containing significant amounts of inert gas
should be flushed out. Smaller piping may be left filled with inert
gas or nitrogen.

m) During the time a tank is opened for inspection, dry air will be
permanently blown through the vapour header line in order to
prevent the entry of humidity from the ambient air.

The insulation spaces must be maintained in a vacuum condition during cargo
tank maintenance.

Warning

7.1 Vapour Leakage ................................................................................. 7 - 2
7.2 Liquid Leakage .................................................................................. 7 - 3
7.3 Water Leakage to Barrier Space......................................................... 7 - 6
7.4 Fire and Emergency Breakaway ........................................................ 7 - 6
7.5 Emergency Cargo Pump Installation ................................................. 7 - 8
7.6 One Tank Operation......................................................................... 7 - 10
7.6.1 Warm Up (No.3 Tank)........................................................... 7 - 10
7.6.2 Inerting.................................................................................. 7 - 12
7.6.3 Aeration ................................................................................ 7 - 14
7.6.4 Drying and Inerting............................................................... 7 - 16
7.6.5 Gassing-up Cargo Tank......................................................... 7 - 18
7.6.6 Cool Down............................................................................ 7 - 20
7.7 Ship to Ship Transfer ....................................................................... 7 - 21
7.8 Jettisoning of Cargo......................................................................... 7 - 22

Part 7
Emergency Procedures

7 - 1 Part 7 Emergency Procedures
Illustration 7.1a Barrier Punch

MESSENGER
HEAD OF MESSENGER
BOTTOM
VIEW
TOP
VIEW
B B
Detail 1
At -163
125 / T.B.
At -100
100 / T.B.
At 21
50 -0~+5/T.B.
Level
Tank Bottom
Primary
Box
See C.C.S. Drawing
Insulation
0.5 Stainless
Steel
a=4
a=4
135
60
65
DETAIL 1
B-B
Sliding pad HD-PE
Screw C HC M 3-14
To be screwed in after
sliding pad installed
2 at 45
14
9
R10

Endless Screw
Disengaging Lever
Inspection Plate
Reduced Thickness
Material
Split Casing
Enlarged Sectional View
Showing Barrier Punch Messenger


Introduction

All tests carried out on the primary insulation membrane have shown that a
fatigue fracture in the membrane will not extend.

Fatigue fractures in the primary insulation membrane are generally small and
will pass either vapour only, or a sufficiently small amount of liquid, which will
eventually vaporize as it passes through the fracture.

It is possible, however, that a larger failure of the membrane could occur. This
could, allow liquid to pass through and eventually gather at the bottom of the
primary insulation space.

7.1 Vapour Leakage

A small leakage of vapour through the membrane may not be readily obvious.
However, some indications are can be observed.

A sudden rise in the percentage of methane vapour in one primary insulation
space indicates leakage. Some porosity in the primary barrier weld will allow the
presence of methane vapour in the primary insulation space. The amount of this
vapour should be kept to a minimum by nitrogen purging.

If a fracture occurs in the primary insulation barrier below the level of the liquid
in the tank, the vapour concentration will increase rapidly and suddenly.

If the fracture is above the liquid level, the concentration will exhibit a
fluctuating increase.

Vapour concentration in each primary insulation space is recorded daily, in order
to detect any small and steady change.

Increase in Pressure in One Primary Insulation Space

A fracture above the liquid level in a cargo tank will allow a direct flow of
vapour into the primary insulation space. This flow will vary according to the
pressure in the tank.

A fracture below the liquid level in a cargo tank, resulting in a small amount of
liquid vaporizing as it passes through the fracture, will cause increase(expansion
ratio = 600:1) in pressure. (Any small quantity of liquidthat enters the primary
insulation space, then vaporizes, will have the same effect). This increase
depends upon the height of liquid above the fracture and the pressure in the tank.
Temperature Variation

No temperature change will be obvious unless the fracture is in the immediate
vicinity of the sensors below the cargo tank.

Leakage of methane vapour into the primary insulation space presents no
immediate danger to the tank or vessel. As much information as possible
concerning the fracture and leak should be obtained and recorded.

The following steps will help determine whether the leak is increasing.

1. After the leak is detected, record the gas concentration and primary
space temperatures every hour for eight hours.

2. If necessary, adjust the flow of nitrogen to maintain the gas
concentration below 30% vol and record the gas concentration and
temperatures in the primary insulation space.

3. In conjunction with the above, record all pressure changes
occurring in the cargo tank and primary insulation space.


7.2 Liquid Leakage

General

In the event of a serious ship collision or grounding or primary barrier
overpressure, a failure of the primary barrier of a cargo tank could occur. The
primary and secondary barriers are made of 0.7 mm thick Invar membrane and
are liquid and vapor tight. If the primary barrier failed, then its primary barrier
space (PBS) would be filled with LNG in a time proportional to the size and
location of the membrane failure and the height of the LNG in the cargo tank.
Liquid leakage into the PBS can either develop slowly over a period of days or
hours, or occur suddenly with one or more of the following indications:

- Gas detection alarm
- Rise in pressure in the effected PBS
- Likely lifting of the PBS relief valves
- Confirmation by a drop in recorded temperatures in the bottom
temperature sensors in the secondary barrier space (SBS)

If any two of the above events occur, immediately segregate the gas
contaminated PBS from the others, then vent the damaged PBS to the
atmosphere to maintain the pressure at about 4 mbar (6 mbar below the PBS
relief valves 10 mbar set point).

Increase the set pressure of the SBS service header from its normal 2~3 mbar
set point to 6 mbar. This higher pressure in the SBS should prevent gas
contamination from the PBS in case the secondary barrier is not completely
tight.

If the leak is so severe that the pressure in the SBS cannot be maintained above
that in the PBS, then isolate the SBS of the contaminated tank from the other
SBSs by closing the nitrogen supply valve to the SBS at the after end of the
tank.

Stable gas concentrations in the SBS up to the 30% LEL (1.5% by volume)
alarm set point are allowed by Class for a GTT (Gaz Transpot Technigaz) type
96.2 cargo containment system.

As a precaution, immediately remove the flow cartridge and spring from the
dynamic auto balancing valves on the effected tank. This would permit the
glycol to flow at a higher rate to the coils in the cofferdam and around the
liquid dome. See Illustration 2.3b Cofferdam Heating System. Increase the
hull heating flow rate surrounding the effected tank as soon as the temperatures
in the secondary barrier space or inner hull are observed to be dropping
(becoming colder).

Notes !
- Report any membrane leak immediately to the HSE and Operations
Department of the Head Office.

- At the first opportunity, the damaged tank should be pumped out and gas-
freed and the contaminated PBS gas-freed.
- If the damaged cargo tank is to remain out of service with the other tanks in
use for one or more voyages before repairs are to be made, the tank should be
filled with inert gas and shut in at a pressure of about 100 mbar. Throttle
OPEN the manual vent valve (at forward transverse PBS header) from the
PBS of the damaged tank as necessary to maintain the PBS between 2 and 4
mbars.

- Depending on the size of the break in the membrane the damaged PBS (after
gas freeing) may either be left in communication with the tank and isolated
from the other PBSs or be connected into the rest of the barrier space system
as for normal service.

Segregating and Venting the Damaged PBS

On the damaged tank, ensure that the PBS stays segregated from the SBS:

a) SHUT the nitrogen supply valve to the PBS at the after end of the tank.

b) OPEN first the small manual vent valve on the forward transverse PBS
header of the tank to try and control the pressure in the PBS of the
damaged tank at 4 mbar. If that valve is not able to vent sufficient gas,
then slowly throttle OPEN the large manual vent valve to maintain the
pressure in the PBS at about 4 mbar. Throttle the small manual vent valve
as needed for fine control.

c) Log the PBS and SBS gas detection readings in the Cargo Log. If no gas
is detected in the SBS, leave its nitrogen supply valve to the SBS OPEN.

On each intact tank, keep the valves set up as normal:

a) Log the gas concentration on the PBS and SBS in each tank on an hourly
basis until the extent of the leakage to the damaged tank can be
determined.

b) If the gas concentration in the intact tank PBS and SBS is not changing,
then leave the nitrogen supply valves to those spaces for the other tanks
unchanged.

c) If the gas concentration in any of the intact tank PBS or SBS is increasing,
then immediately SHUT the nitrogen supply valve to the SBS of the
damaged tank.

At the first indication of gas in the SBS, immediately isolate the damaged tank
SBS from the other SBSs by shutting its nitrogen supply valve on the after end
of the tank.

Check the pressure in the PBS and open the bypass vent valves as necessary to
maintain the pressure at about 4 mbar (6 mbar below the 10 mbar set point of
the relief valves).

Check the hull heating for the ballast tanks surrounding the damaged tank and
operate as necessary.
Barrier Punching Device

A punching device weighing 30 kg is stored in the engine room spares for
punching a hole through the membrane in the bottom of the tank. The
Messenger punching device is inserted into the cargo tank Float Gauge
Standpipe on the trunk deck. It is then allowed to gravity fall through the LNG
liquid in the Standpipe. The shape of the Messenger is designed to prevent it
from turning sideways or over during the fall to the bottom of the tank. The
bottom of the Standpipe is fitted with a split perforated base to allow the
Messenger to penetrate through to the membrane. The Invar membrane directly
beneath the Standpipe is fitted with a thin diaphragm and the plywood
insulation box cover is thinner than normal. This will allow the Messenger to
punch a clean hole of about 50 mm diameter through the primary membrane
and box cover. This operation will be necessary only in the event that damage
to the membrane has permitted LNG to accumulate as a liquid in the PBS and
rise up in the lower chamber and sidewalls of the PBS.

The height of the LNG liquid in the walls of the PBS could eventually reach a
height of about 0.5 meter above that in the cargo tanks if the tank pressure
would be 100 mbar higher than that in the PBS. If the cargo tank were pumped
out with a head of liquid remaining in the PBS, severe damage to the
membrane would result. For this reason it is necessary to intentionally puncture
the primary membrane when the damaged tank is being pumped out. The tank
must be pumped slowly enough to enable the level of the liquid imprisoned in
the PBS to drop at the same rate as the level in the cargo tank to prevent over
pressurizing of the membrane.

The use of the punching device is an extreme measure. It floods the PBS with
LNG and will likely result in the relief valves protecting that space to open and
possibly remain open for some time until the space is cooled down to cryogenic
temperature.

! Caution
Before using the punching device, notify company headquarters of all the
circumstances and obtain their approval.

The punching device should be used when pumping out the damaged cargo
tank, ONLY if at least one of the following gives definite indication of liquid in
the PBS:

a) If liquid is indicated by all six of the bottom and lower chamfer
thermocouples and by any of the four thermocouples located above the
mid-height, the membrane should be punched at the start of the pumping
operation. See Illustration 5.1.1a,b Temperature Monitoring System.

b) If liquid is indicated by all six of the secondary barrier thermocouples in
the bottom and on the lower chamfer but not on the two thermocouples
located at about mid-height, some liquid must be considered present in
the sidewalls, and the membrane should be punched when the tank level
decreases to one-half full.


c) If liquid is not indicated by all four of the bottom thermocouples and by
none of the lower chamfer or mid-height thermocouples that is evidence
that a head of liquid is not present in the sidewalls, it is NOT necessary
to use the punch device.

d) If the membrane has been punched, great care must be taken to ensure
that the liquid in the cargo tank is not pumped at a rate faster than what
the level in the tank walls can gravity drain back into the tank. This is
necessary to prevent localized over pressure, which will severely
damage the membrane in those areas. The calculated rate by Gaz
Transport is a maximum decrease in tank level of 0.4 m per hour.

Warning
When a membrane has been punched, the tank pumping rate must be limited so
that the cargo tank level decreases at or slower than 0.4 m per hour.

After the Messenger punches the hole in the membrane and box cover, it must
be removed to permit the liquid in the sidewalls to gravity drain through the
hole as the cargo tank level slowly decreases during the pumping out of the
tank. The remaining liquid trapped in the PBS can be removed only by
evaporation during the warming up of the cargo tank.

Operating Procedure for Inserting and Dropping the Messenger
To activate the punching device, refer to Illustration 7.1a Barrier Punch.

Step 1, Installing the Messenger Punch Device

a) Verify that the Messenger Punch Device, winch, cable, and cable
connections with the drum wheel are clean and in good condition.

b) Verify that the cable is marked. The color mark will permit verification
that the Messenger has dropped a sufficient distance to punch a hole
through the membrane and PBS insulation box cover.

c) Ensure that the mobile part (pieces 19-28) are in working position
(engage position), and secured by the release Pin (piece 11). Completely
pull the Release Pin until the first lock notch (in this position the pin
secures the winch that forbids the drum wheel from free movement). The
Safety Bolt Nut (pieces 29 and 30) is to be locked.

d) Wind up the lifting tape of the Henri gauge all the way to the top of the
standpipe then completely SHUT the ball valve.

e) N
2
purge the standpipe above the ball valve.

f) Remove the Henri Gauge.

g) Bolt the Messenger Punch Device on top of the standpipe.

h) Insert the Messenger completely inside the standpipe by using the winch.

Step 2, Preparing the Messenger Punch for Dropping

a) Open the ball valve.

b) Ensure the Release Pin (pc 11) is pushed all the way in.

c) Unlock the Safety Bolt Nut (pcs 29, 30).

d) Lift the hand crank (pcs 19~28) about 12 degrees to the disengage
position to disconnect the Endless Screw from the gear.

e) Lock the Safety Bolt Nut (pcs 29, 30).

Step 3, Releasing the Messenger to Punch the Primary Membrane

a) Pull the Release Pin (pc 11) to permit the Messenger to free fall to the
membrane

b) The penetration of the Messenger into the insulation box can be measured
by the color mark on the cable. If the penetration is not sufficient a second
dropping must be done with a higher messenger height.

Step 4, Removing the Messenger from the Box Cover

a) Once the color mark on the tape shows that the Messenger has penetrated
the membrane and box cover, then the messenger should be removed so
that the LNG will have a clear hole to gravity drain back into the cargo
tank from the PBS.

b) Put the Endless Screw and the gear of the winch in the engage position.

c) Pull the Release Pin (pc 11) until the first lock notch.

d) Lock the Safety Bolt Nut (pcs 29, 30).

e) Crank up the Messenger.

f) When the work is finished and the Messenger has been completely
winched up, shut the ball valve.

g) Inert the standpipe above the ball valve.

h) Unbolt and remove the Messenger Punch Device from the standpipe.

i) Replace the Henri Float System on top of the standpipe.

Replacing the punctured membrane

To replace the punctured membrane after the tank has been gas freed and
repaired, contact Gaz Transport and Technigaz for their latest repair procedure.


Illustration 7.3a Water Drain From Insulation Space

65A BILGE DISCHARGE 65 A BILGE DISCHARGE
BS057
PI
CD
BS059
BS056
BS054
FILTER & OILER
REGULATOR
COMP. AIR
SUPPLY
9.0 BAR
PI
CD
FILTER & OILER
REGULATOR
COMP. AIR
SUPPLY
9.0 BAR
NO.2 AIR DRIVEN PUMP
20 M3/H
NO.1 AIR DRIVEN PUMP
20 M3/H
MANUAL SOUNDING
150A NITROGEN SUPPLY
MANUAL SOUNDING MANUAL SOUNDING MANUAL SOUNDING
BS053
BS058
D
E
T
A
IL
PRIMARY INSULATION
SECONDARY INSULATION TANK TOP
CAP. : ABT 0.6 M3
150A N2 FILLING AND
MANUAL SOUNDING
SUMP WELL
WATER DETECTOR (4 SETS)
PIPE DUCT
ENGINE ROOM
A.P TK
S.G RM
DIST.
W.TK.
FWD
P/P RM
TRUNK DECK
UPPER DECK
BOSUN STORE
C.L
B.W
F.P TK
B.T. RM
N
O
.
4

C
A
R
G
O

T
K
.
N
O
.
3

C
A
R
G
O

T
K
.
N
O
.
2

C
A
R
G
O

T
K
.
N
O
.
1

C
A
R
G
O

T
K
.
150A NITROGEN SUPPLY 150A NITROGEN SUPPLY 150A NITROGEN SUPPLY
BS055
BS052


7.3 Water Leakage to Barrier Space

Inner Hull Failure

Ballast water leakage from the wing tanks to the insulation spaces can occur
through fractures in the inner hull plating. If the leakage remains undetected and
water accumulates in these spaces, ice will be formed. Ice accumulation can
cause deformation, and possible rupture of the insulation. The resultant cold
conduction paths forming in the insulation will cause cold spots to form on the
inner hull.

The pressure differential caused by the head of water building up in the
insulation space may be sufficient to deform or even collapse the membrane into
the cargo tank.

To reduce the risk of damage from leakage, each cargo insulation space has been
provided with water detection units(See Leakage Detection below), a bilge
piping system connected to two pneumatic pumps for the removal of any water.

Leakage Detection

At the bottom of No. 2, 3, 4, and 5 cofferdams, there is a bilge well for each tank
insulating space. Each of these wells is fitted with four water detection units, two
of which are working and two are spare.

Each detector is of the conductivity cell type, which causes a change in
resistance due to the presence of humidity from the ingress of sea water and
activates an alarm. The bilge well serves as the inlet for the nitrogen 150 mm
supply pipe to the insulation space. This supply pipe also acts as a manual
sounding pipe to the bilge well.

Insulation Space Water Discharge

Each bilge well is connected to a 50 mm draining pipe system with a 20 m
3
/h
pneumatic pump situated in the forward and aft pipe duct for discharging the
water to deck level and then overboard by means of a flexible hose.
If ballast water is suspected of having leaked into an insulation space, the
following steps should be observed.

a) Pump out the ballast water from the adjacent wing tank after
consulting the ships loaded condition.

b) Ventilate the pipe duct space, which runs beneath the cargo tanks
and cofferdams, and carry out normal enclosed space safety
procedures.

c) Connect a flexible hose to the pump outlet valve, forward or aft,
for drain water discharge overboard.

d) Open the bilge well outlet valve on the selected tank insulation
space.

e) Open the inlet and outlet valves on the selected pump.

f) Open the air supply to the pump and continue pumping until the
maximum amount of water has been discharged.

g) Carry out an inner hull inspection to determine the cause of the
leak (with particular reference to safe atmosphere in the ballast
tank space).

h) After the maximum possible water has been discharged from this
insulation space, appreciable moisture will remain in the insulation
and over the bottom area. Increasing the flow of nitrogen through
the space can assist drying out the insulation. This should be
continued until the moisture level is below that detected by the
Hanla water detection system before any cargo is carried in the
affected tank.

7.4 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, 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 terminals requirements (as detailed in the
ship/shore checklist).

b) Ship and Shore Emergency procedures will be put into operation.

c) The ESD2 system will be activated, resulting in cargo arms being
disconnected by Perc system.

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

e) Fire parties would attempt to deal with the situation.

f) The vessel would be prepared for departure from berth.

g) Liaison should be made 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 move away from the berth to a safe area either
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 7.5a Emergency Cargo Pump Fitting Sequence

Work 4 Work 3 Work 2 Work 1
Finish Work 7 Work 6 Work 5
Earth Cable
Earth Cable
Lifting Eye
Support Rope
Gasket Holder
Hook Plate
Set
Hook Plate Set
Hook Plate Set Hook Plate Set
Gasket
Terminal Header
Terminal Header Terminal Header
Flexible Cable
To Junction Box
To Junction Box
Junction Box
To Switch Board
Support Rod Spacer
Cable
Nozzle
Support Rope
Support Rope
Support Rope
Load Meter
Chain Block
Support Rope
Support Rope
Next Support Rope
Support Rod Spacer
Support Rod
Column Cover
Next Support Rope
Next Support Rope
Next Support Rope
Next Support Rope
Support Rope
Hook Plate Set
Hook Plate Set
Hook Plate Set
Cable Cramp (B)
Cable Cramp (A)
Power Cable
Power Cable
Power Cable
Power Cable
Protection Sheet
Protection Sheet
Hang Plate
Pump Stand
Hang Plate
Hang Plate
Hang Plate
Hanger
Hang Plate


7.5 Emergency Cargo Pump Installation

The emergency cargo pump is used in the unusual event that both main cargo
pumps have failed in a cargo tank. The pump is lowered into the emergency
cargo pump column for that tank. Cables and a connection to the local junction
box are used to power the pump. When lowered to its final position, the pump
opens the foot valve in the column and the LNG can be pumped out.

Adjacent to each pump column is a terminal box for the cargo pump connection
and a local start switch. The pump and delivery valve are controlled and started
via IAS.

The pump is suspended over the column into which it is being lowered by a 2.5
tone SWL derrick. For the No.3 tank, the cargo crane is used. A support flange to
take the weight of the pump is used to connect each strop.

The pump discharges into the column and to the liquid line via a discharge
connection and valve at the top of the column.

Operating Procedure - Installation in the Tank

! Caution
When working near the open pump column, all tools and equipment used must
be attached to avoid anything falling in the column. All personal items have to be
removed from pockets. The column opening must be temporarily covered when
the blind flange is removed. Only brass tools must be used.

When all equipment, pump, cables, electrical connection box, and accessories
are in position near the tank in which the pump is to be installed, prepare the
derrick to lift the pump and start the pump installation.

1. The cargo tank will inevitably contain LNG. Therefore the column
into which the emergency pump is being lowered must be
evacuated. This is achieved by injecting nitrogen into the column.
In the case of a full cargo tank, a pressure of between 0.2 and 0.3
MPag is required. The nitrogen forces the liquid out through the
foot valve located at the bottom of the column.

2. Upon completion of the liquid expulsion, the purge must be
checked to ensure that complete inerting has taken place. The tank
pressure must be reduced to just above atmospheric before
removing the column top blank flange. Install a new column flange
gasket, then begin to install the pump using the derrick.

3. Preparation before installation (Work 1)
1) Draw out the pump from the storage container and set it vertically.
2) Fit the shackle of support rope to the lifting eye at the top of pump.
Make anti-falling out measure to the eye bolt for the shackle.
3) Connect the cable to the motor terminal.
4) The hang plate is provided at the opposite end of the support rope.
Fix the cable cramp(A) for cryogenic cable to the hang plate by
means of fly nut. Make anti-falling out measure to the fly nut.
5) Fix the shackle cramp(B) to the middle of support rope by means of
fly nut.
6) Fit the shackle of the next support rope to the hang plate. Make
anti-falling out measure to the eye bolt of the shackle.

4. Insertion of the pump into the column (Work 2)
1) Place the protection sheet on the column flange.
2) Attach the hook plate set to the shackle of hang plate.
3) Attach the hook plate set to the crane on board and lift up the pump.
Remove the pump stand.
4) Lower the pump into the column slowly.

5. Support of pump weight by hanger (Work 3)
1) Fit the hanger to the column flange and place the hang plate on the
hanger in order to support the pump weight by means of hanger
2) Fit the shackle of the next support rope to the hang plate of the
support rope. Make anti-falling out measure to the eye bolt of the
shackle.
3) Fix the cable cramp(A) of cryogenic cable to the next hang plate of
the support rope. Make anti-falling out measure to the fly nut of
the shackle. Fix the cable cramp(B) to the middle of the support
rope by means of fly nut. Make anti-falling out measure to the fly
nut of the shackle.
4) Replace the hook plate set fitted to the hanger by the next hang
plate.

6. Extension of support rope (Work 4)
1) Lift up the hook plate set to remove the hanger from the column
cover.
2) Place the protection sheet on the column flange.
3) Lower the pump slowly.
4) Replace the support rope by the next support rope in accordance
with the same procedures above 5.

7. Lifting up column cover (Work 5)
1) Place the hang plate of the last support rope onto the hanger.
2) Remove the hook plate set.
3) Lift up the support rod on the column cover and attach the rod
spacer to the support rod.
4) Lift up the column cover using the eye bolt(4 place) on the column
cover.
5) Attach the gasket to the flange face of column cover by means of
gasket holder.
6) Fit the hook plate set to the lower side of the support rod.
7) Pass the cryogenic cable through the nozzle for lead cable of
column cover.
8) Move the column cover on the center of column.
9) Lower the column cover and fit the hook plate set to the shackle of
the hang plate.

8. Installation of column cover (Work 6)
1) Lift up the column cover and remove the hanger and the protection
sheet from the column flange.
2) Lower the column cover slowly and remove the gasket holder to set
the gasket on the column flange at the position of about 500MM
over the column flange.
3) Lower the column cover slowly and place it on the column flange.
In this case take care not to bound the column cover on the gasket.
4) Fasten the tightening bolt by the prescribed torque.
5) Connect the cryogenic cable to the terminal header and fix the
terminal header to the column cover nozzle by prescribe torque.

9. Installation of the pump (Work 7)
1) Attach the load meter to the eye of the support rod and lift up the
load meter by means of chain block.
2) Remove the rod spacer after the weight of the pump is moved to the
load meter.
3) Lower the pump slowly and when the load meter shows zero(0) the
installation work is completed(When the liquid level in the cargo
tank is high, the weight of the pump alone canoe open the foot
valve. In this case supply nitrogen gas into the column to
pressurize (about 0.15 MPa) the inside of the column).

Operating Procedure - Pump Cool Down and Operation

1. Start the cooldown for the pump. The pump should be left
suspended in the empty column for 10 to 12 hours for a correct
cooldown.

2. After 10 to 12 hours, introduce nitrogen pressure in the column to
open the suction foot valve with the lifting assembly in the closed
position.

3. Decrease the nitrogen pressure slowly to let the liquid rise in the
column at a speed of approximately 75 to 125 mm/minute until it
covers the pump completely (approximately 2 m). When liquid
level in the pump column reaches to appr. 2 m, boil off gas in the
column will be rapidly reduced because of completion of
cooldown of the pumps.

4. When the liquid level is above the pump, maintain the nitrogen gas
pressure and lower the pump completely by adjusting the lifting
assembly to the open position. Tighten the gland onto the lifting
rod through the head plate.

5.) Stop the nitrogen supply when the liquid is at the same level in the
tank and the column and bleed the nitrogen from the top of the
column. The pump will have to stay for one hour immersed in the
liquid before being started.
6. Before starting the pump, open the discharge valve to ensure that
there is no pressure built up at the top of the column when starting
the pump. If necessary excess pressure can be bled off via the
purge cock.

7. When ready to start the pump, open the discharge valve 20% and
start the pump normally.


8. Check the operation very carefully to ensure that there is no
leakage at the top of the column or discharge piping. Fire hoses
must be under pressure and ready in the vicinity before starting.

9. Adjust the opening of the discharge valve to have the required
discharge flow and pressure within the pump capacity.



Blank Page


Illustration 7.6.1a One Tank Warm Up (No.3)

FM
FM
FM
FM
FM
FM
FM
FM
KEY
IG021 IG020
CG405
IG022 CG527
CG525
CG524
CG523
CG522
CG516
CG512
CG508
CG507
CG503
CG504
CG515
CG511
CG514
CG513
CG002
CG509
CG505
CG501
CN683
CG528
CS004
CS003
CS002 CS001
CG510
CG506
CG502
NO.2 LOW DUTY COMP.
NO.1 LOW DUTY COMP.
TO INS.PRESS.
CG519
CG518 CG517
CG532
CG530
CG521
CS506
CS505
CS504
CS501
CF101
CF102
CF201
CF202 CF302
CF301
CF402
CF401
CS502
CS503
CG526
CG520
GAS MAIN
LNG VAPOUR LINE
VAPOUR MAIN
LIQUID MAIN
CG533
DEMISTER
FORCING
VAPORIZER
LNG
VAPORIZER
HIGH DUTY
HEATER
LOW DUTY
HEATER
FUEL GAS
TO BOILERS
FROM IGG
SP502
SP401 SP201
SP101
SP102
SP501
STRAINER
SP601


7.6 One Tank Operation

It may be necessary for in-tank repairs to be carried out with the vessel in service,
in which one tank can be warmed up, inerted, aerated, entered. Work may also
be undertaken on the tank internals, i.e., changing cargo pump, investigating and
curing problems with tank gauging systems, etc. It is not envisaged that tank
barrier repairs will be carried out with one tank only warmed up.

The warm up, inerting, and aeration can be carried out with the remaining cold
tanks providing boil-off gas for burning in the boilers.

Aeration should be continued throughout the repair period to prevent ingress of
humid air to the cargo tank.

Tank venting is carried out by means of the gas header line.

Operation

At the discharge port, the tank to be worked on is discharged to the lowest
measurable level and after completion of Custody Transfer, as much as possible
is drained to another tank using the spray/stripping pump. Sufficient heel for the
voyage, together with an extra amount for cooling down the tank after
completion of repairs, is retained in one of the other tanks.

7.6.1 Warm Up (No.3 Tank)

Normal gas burning is continued during this operation using vapour from all four
tanks. In the first instance, normal boil-off gas procedures are followed until the
operation has stabilized. Then the operation for warming up one tank using a HD
compressor can be carried out.

It is assumed that all valves are closed prior to use.

a) Prepare No.1 HD compressor (No.2 HD comp. is also available),
and H/D heater (for use in tank warm-up vapour supply).

b) Prepare No.1 LD compressor (No.2 LD comp. is also available),
and L/D heater and the engine room gas burning plant for use.

c) Fit the spool piece(SP601) between the liquid main and the gas
heater

c) Fit the spool piece(SP301) from No.3 tank vapour line to the gas
header.

d) Check the tank vapour domes

Tank No.1 open and lock in position valve CG101, 102.
The valves should already be locked in the open position.
e) Open valve CG603, 604 and CG501, 503 vapour supply to the LD
compressor and gas heater.

f) High Duty heater
Open CG517 and 521heater inlet and outlet.
Open the steam supply to the heater.

In CCR

g) No.1 vent mast:
Adjust set point control inching valve CG106 to 15 kPag

h) LD Gas compressor:
Adjust the normal boil-off valve (IGV) to 60% for loaded
condition. Tank pressures are to be maintained between a
minimum 106 kPaA and maximum 109 kPaA and the steam dump
opening at 113 kPaA.

When the engine room is ready to start gas burning, ensure that there is
sufficient nitrogen to purge the lines to the boiler, i.e. > 0.5 MPag in the buffer
tank.

i) Ensure that the gas outlet temperature of the heater is
approximately 25C.
Open valve CG405, start the LD compressor.

This operation will then be controlled and monitored from CCR and the Engine
Control room.

Warm up procedure

a) Open valves CL300 and CL310 on No.3 tank liquid header.

b) Open valve CL602, the vapour line crossover to liquid header.

c) Open valve CG525 the outlet from L/D heater.

d) Open valve CG522 the inlet to L/D heater.

e) Open valves CG509 and CG511 the inlet/outlet to No.1 HD
compressor.

f) Start No.1 HD compressor.

g) Open valve CL107 of No.1 vent mast isolating valve on the liquid
header.

h) Monitor the gas pressure in the tank, excess vapor to be vented
through No.1 vent mast if the pressure in No.3 tank goes above the
set point of CG106.

i) When all the liquid has evaporated and the tank temperature is
rising, continue as described in section 6.7.3 until the required
temperatures are obtained and the tank is ready for inerting.


Illustration 7.6.2a One Tank Inerting (No.3)

SP501
FM
FM
FM
FM
FM
FM
FM
FM
KEY
IG021 IG020
CG405
IG022 CG527
CG525
CG524
CG523
CG522
CG516
CG512
CG508
CG507
CG503
CG504
CG515
CG511
CG514
CG513
CG002
CG509
CG505
CG501
CN683
CG528
CS004
CS003
CS002 CS001
CG510
CG506
CG502
NO.2 LOW DUTY COMP.
NO.1 LOW DUTY COMP.
TO INS.PRESS.
CG519
CG518 CG517
CG532
CG530
CG521
CS506
CS505
CS504
CS501
CF101
CF102
CF201
CF202 CF302
CF301
CF402
CF401
CS502
CS503
CG526
CG520
GAS MAIN
INERT GAS LINE
LNG VAPOUR LINE
LNG VAPOUR + INERT GAS LINE
VAPOUR MAIN
LIQUID MAIN
CG533
DEMISTER
FORCING
VAPORIZER
LNG
VAPORIZER
HIGH DUTY
HEATER
LOW DUTY
HEATER
FUEL GAS
TO BOILERS
FROM IGG
SP502
SP401 SP301 SP201
SP101
SP102
STRAINER
SP601


7.6.2 Inerting

Normal gas burning is continued during this operation using vapour from the
three in service tanks.

Inert gas is supplied to the tank by the Inert Gas plant via spool piece valve
connecting the IG line with the liquid header. Venting the tank is carried out
through the fitting of a spool piece connecting the vapour outlet from the tank to
the gas header. The isolation valve onto the vapour header (CG302) must remain
closed.

a) Fit the spool piece(SP601) between the inert gas supply line and
the liquid header and open the valve(IG022).

b) Fit the spool piece(SP102) between the liquid header and No.1
vent mast (should already be in place from the warm up operation).

d) Raise the set point on No.1 vent mast CG106 to 17 kPag.

e) Open the inert gas supply to the liquid header CG527 and CL602.

f) Open valves CL300 and CL310 to bring inert gas to the bottom of
tank No.3.

g) Start the IG plant and open CL107. (One blower, 14,000 Nm
3
/h, to
be operated.)

h) Open valve CG301 on the No.3 vapour header.

i) Monitor the tank pressure. Tank pressure can be adjusted by
throttling of CG301 manually/locally. Ensure that the tank pressure
is always higher than the insulation space pressures by at least 1
kPa. However the tank pressures must not exceed 18kPag above
atmospheric pressure. In any case, during inerting, the pressure in
the tanks must be kept low to maximize the piston effect.

j) Approximately once per hour, take samples of the discharge from
the vapour dome at the top of the tank and test for hydrocarbon
content. Verify also that the oxygen content of the inert gas
remains below 1%, by testing at a purge valve at the filling line of
the tank being inerted.

k) Purge for 5 minutes all the unused sections of pipelines, machines,
equipment, and instrumentation lines.

l) Continue inerting until levels as described in section 6.7.3 are
obtained.
m) Before shutting down the inert gas plant, ensure that the liquid
header is purged through to No.1 vent mast via CL107, in
preparation for aerating the tank.

n) When the hydrocarbon content sampled from the tank outlet falls
below 1.5%, isolate and shut in the tank. On completion of tank
and pipeline inerting, stop the inert gas supply and shut down the
inert gas plant. Reset the valve system for aerating.

o) Stop the IG plant and close CG301, CG105, CL310, CL300, and
CL602.

Inert emergency cargo pump well with N
2
through foot valve.

Prepare the system for one tank aeration, as described in the next section.


Illustration 7.6.3a One Tank Aeration (No. 3)

SP501
FM
FM
FM
FM
FM
FM
FM
KEY
IG021 IG020
CG405
IG022 CG527
CG525
CG524
CG523
CG522
CG516
CG512
CG508
CG507
CG503
CG504
CG515
CG511
CG514
CG513
CG002
CG509
CG505
CG501
CN683
CG528
CS004
CS003
CS002 CS001
CG510
CG506
CG502
NO.2 LOW DUTY COMP.
NO.1 LOW DUTY COMP.
TO INS.PRESS.
CG519
CG518 CG517
CG532
CG530
CG521
CS506
CS505
CS504
CS501
CF101
CF102
CF201
CF202 CF302
CF301
CF402
CF401
CS502
CS503
CG526
CG520
GAS MAIN
INERT GAS FROM TANK 3
LNG VAPOUR LINE
DRY AIR LINE
VAPOUR MAIN
LIQUID MAIN
CG533
FM
DEMISTER
FORCING
VAPORIZER
LNG
VAPORIZER
HIGH DUTY
HEATER
LOW DUTY
HEATER
FUEL GAS
TO BOILERS
FROM IGG
SP502
SP401 SP301 SP201
SP101
SP102
SP601
STRAINER


7.6.3 Aeration


Dry air is supplied to the tank by the dry air plant through the blind flange valve
connecting the I.G. line with the gas header and the fitting of a spool piece
connecting the vapour outlet from the tank to the gas header (should already be
in place from the inerting operation). Venting the tank is carried out through the
liquid filling valve, exhausting onto the liquid header and leading to No.1 vent
mast via valve CL107 and the spool piece. The isolation valve onto the vapour
header (CG302) must remain closed.

a) Fit the spool piece(SP102) between the liquid line and No.1 vent
mast.

b) Fit the spool piece(SP301) from No.3 tank vapour line to the gas
header.

c) Ensure that valve CG302 is securely closed.

d) Open valves CG527, CG602, and CG301.

e) Open valves CL310, CL300 and CL107.

f) Set the vent mast regulating valve CG106 to 10 kPag.

g) Start the dry air plant. (One blower, 14,000 Nm
3
/h, to be operated.)

Monitor the change in atmosphere until all levels as described in section 6.7.4
are obtained.

Ensure that the pressure in aerated tank is higher than in the tanks containing
vapour to avoid leakage of toxic gas to this tank.

Aerate the emergency cargo pump well with dry air, if necessary.

Aeration must continue throughout repair work.


Illustration 7.6.4a One Tank Drying/Inerting (No.3)

FM
FM
FM
FM
FM
FM
FM
FM
KEY
IG021 IG020
CG405
IG022 CG527
CG525
CG524
CG523
CG522
CG516
CG512
CG508
CG507
CG503
CG504
CG515
CG511
CG514
CG513
CG002
CG509
CG505
CG501
CN683
CG528
CS004
CS003
CS002 CS001
CG510
CG506
CG502
NO.2 LOW DUTY COMP.
NO.1 LOW DUTY COMP.
TO INS.PRESS.
CG519
CG518 CG517
CG532
CG530
CG521
CS506
CS505
CS504
CS501
CF101
CF102
CF201
CF202 CF302
CF301
CF402
CF401
CS502
CS503
CG526
CG520
GAS MAIN
INERT GAS LINE
LNG VAPOUR LINE
HUMID AIR LINE
VAPOUR MAIN
LIQUID MAIN
CG533
DEMISTER
FORCING
VAPORIZER
LNG
VAPORIZER
HIGH DUTY
HEATER
LOW DUTY
HEATER
FUEL GAS
TO BOILERS
FROM IGG
SP502
SP401 SP301 SP201
SP101
SP102
SP501
STRAINER
SP601


7.6.4 Drying and Inerting


During a maintenance operation where one cargo tank has been opened up and
contains wet air, it must be dried to avoid primarily the formation of ice when it
is cooled down and secondly the formation of corrosive agents if the humidity
combines with the sulphur and nitrogen oxides which might be contained in
excess in the inert gas. The tank is then inerted in order to prevent the possibility
of any flammable air/LNG mixture. Normal humid air is displaced by dry air.
Dry air is displaced by inert gas produced from the dry air/inert gas plant.

Dry air is introduced at the bottom of the tank through the filling piping. The air
is displaced from the vapour dome into the gas header through the fitted spool
piece and is discharged from No.1 vent mast. The operation can be carried out at
shore or at sea and will take approximately 10 hours to reduce the dew point to
less than -20C.

During the time that the inert gas plant is in operation for drying and inerting the
tanks, the inert gas is also used to dry, (below -40C), and to inert, all other LNG
and vapour pipework. Before introduction of LNG or vapour, pipework not
purged with inert gas must be purged with nitrogen.

Operating Procedure for Drying Tanks

Dry air, with a dew point of -45C, is produced by the dry air/inert gas plant at a
flow rate of 7,000 Nm
3
/h with one blower operation.

a) Prepare the dry air plant for use.

feeder line to the liquid header and open the spool piece valve.

c) Install the spool piece(SP301) to connect the vapour outlet from
No.3 tank to the gas header, venting via No.1 vent mast.

d) Install the spool piece(SP102) connecting the liquid header to No.1
vent mast.

e) Open valves CG527, CL602, CL310, and CL300, to supply dry air
to the liquid header and No.3 cargo tank.

f) Open tank vapour valve CG301, and ensure that valve CG302
remains closed.
g) Open valve CG105 to vent through No.1 vent mast. The tank
pressure is manually through by regulating valve CG301 manually.

h) Pressure control of the liquid header : open CL107 and set CG106
at 10 kPag

i) Start the dry air production. When dew point is -45C, open the
valve IG022 upstream of the two non return valves on the dry
air/inert gas discharge line.

j) Monitor the dew point of the tank by taking a sample at the vapour
dome. When the dew point is -25C or less drying is complete.

Wet air which may be contained in the discharge lines from the cargo pumps,
float level piping and any associated pipe work in the cargo compressor room
must be purged with dry air.

k) When the tank is dried, stop the plant. Change over the plant to
inert gas production and feed the tank in the same manner as for
drying the tank.

Note !
It is necessary to lower the tanks dew point by dry air to at least -20C, before
feeding tanks with inert gas in order to avoid formation of corrosive agents.

l) Start the inert gas production. When oxygen content is less than
1% and dew point is -45C, open the valve IG022 upstream of the
two non-return valves on the inert gas discharge line.

m) By sampling at the vapour dome, check the atmosphere of the tank
by means of the portable oxygen analyser. O
2
content should be
less than 2% and the dew point less than -40C.

n) During tank inerting, purge for about 5 minutes the air contained in
the lines and equipment by using valves and purge sample points.

o) Inert emergency cargo pump well with N
2
through foot valve.

p) When the operation is completed, stop the supply of inert gas and
close valves IG022 and CG527, CL602, CL310, CL300, CL107,
and CG105, then remove the spool pieces(SP102, SP301, SP601).

Note !
Until the ship is ready to load LNG, the tank maybe maintained under inert gas
as long as necessary. Pressurise the tank 0.2 MPag above atmospheric pressure
and, to reduce leakage, isolate the valve at the forward venting system.

It is assumed that the maintenance/repair of one tank will take place while the
ship is on ballast passage, having discharged the cargo from the affected tank in
the normal manner. Therefore gas filling will not be undertaken until the ship
returns to the loading port.

On arrival at the loading terminal, the first procedure will be to gas fill the
affected tank with vapour from shore, venting the inert gas through the liquid
header via the spool piece to No.1 vent mast.

If coolant is sufficient in the tank, gas filling operation is carried out on ballast
passage.

The operation is considered complete when the CH content, as measured at the
top of the cargo filling pipe, exceeds 99% by volume.

The target valves for N
2
gas and inert gas CO
2
is equal or less than 1%. These
values should be matched with the LNG terminal requirements.

This normally entails approximately two changes of the volume of the
atmosphere in the cargo tank.

On completion of purging, the tank can be made common with the other tanks.
Cool down of the liquid header will take place and normal loading will
commence into the other three tanks. When a liquid level of approximately 1m is
attained in No.4 tank, No.4 stripping/spray pump can then be used to cool down
the tank to be brought back into service at a rate of no more than 20C per hour.
When the ATR temperature of the tank reaches -130C, loading can commence
into this tank.


Illustration 7.6.5a One Tank Gassing Up (No.3)

FM
FM
FM
FM
FM
FM
FM
FM
KEY
IG021 IG020
CG405
IG022 CG527
CG525
CG524
CG523
CG522
CG516
CG512
CG508
CG507
CG503
CG504
CG515
CG511
CG514
CG513
CG002
CG509
CG505
CG501
CN683
CG528
CS004
CS003
CS002 CS001
CG510
CG506
CG502
NO.2 LOW DUTY COMP.
NO.1 LOW DUTY COMP.
TO INS.PRESS.
CG519
CG518 CG517
CG532
CG530
CG521
CS506
CS505
CS504
CS501
CF101
CF102
CF201
CF202 CF302
CF301
CF402
CF401
CS502
CS503
CG526
CG520
GAS MAIN
LNG LIQUID LINE
LNG VAPOUR LINE
LNG MIXTURE AND
INERT GAS LINE
VAPOUR MAIN
LIQUID MAIN
CG533
DEMISTER
FORCING
VAPORIZER
LNG
VAPORIZER
HIGH DUTY
HEATER
LOW DUTY
HEATER
FUEL GAS
TO BOILERS
FROM IGG
SP502
SP401 SP201
SP101
SP102
SP601
SP501
STRAINER
SP301


7.6.5 Gassing-up Cargo Tank

Operating Procedures to Purge One Cargo Tank with LNG Liquid Already
on Board.

It is assumed, though unlikely, that all valves are closed prior to use except fuel
gas to boilers. Normal gas burning is continued during this operation using
vapour from the three in service tanks. LNG liquid will be supplied to LNG
vaporizer via stripping/spray header using the stripping/spray pump of a cargo
tank containing LNG liquid.

a) Install the following spool pieces:
Gas header to No.3 cargo tank (SP301)
Liquid header to No.1 vent mast(SP102).

b) Prepare the LNG vaporizer.


d) Using the IAS, adjust the set point of the pressure control valve CG106
to 6 kPag (or required value) by using the inching control (remote
/manual).

e) At the No.1 vent mast, open valve CL107.

f) Open the vapour dome outlet valves to the vapour header CG102,
101, 202, 201, 402 and 401.

g) Start the No.4 spray pump and open the spray discharge valve
CS401 to allow minimum flow LNG vapourizer.
Pressure in LNG vapourizer line shall be controlled by CS404.

h) Open valve CS501, the inlet valve to the LNG vaporizer.

i) In the cargo machinery room, open the outlet from the LNG vaporizer
CG530.

j) Open valves CG528 and CG602 to allow supply to No.3 cargo tank
vapour header.

k) Open the header valves to the vapour domes.
No.3 Tank CG301

l) Using the IAS, open the individual tank loading valves.

m) Adjust the No.1 vent mast pressure with CG106 at 23 kPag or as
required.
n) Monitor the inert exhausting gas at each liquid dome (use the mid cargo
tank sample cock initially, followed by the sample cock at the top of
the loading line). Also monitor the inert exhausted gas at No.1 vent
mast, using the sample cock.

o) When the cargo tank CH content reaches 98%, throttle in the individual
tank loading valve until it is only just cracked open.

p) The operation is considered complete when NO.3 cargo tank has at
least an 98% CH content and the acceptable CO
2
content and N
2

content as requested by the terminal.

Note !
This function should be preformed at open sea only.


Illustration 7.6.6a One Tank Cool Down (No.3)

SP501
FM
FM
FM
FM
FM
FM
FM
FM
IG021 IG020
CG405
CG527
CG525
CG524
CG523
CG522
CG516
CG512
CG508
CG507
CG503
CG504
CG515
CG511
CG514
CG513
CG002
CG509
CG505
CG501
CN683
CG528
CS003
CS002 CS001
CG510
CG506
CG502
NO.2 LOW DUTY COMP.
NO.1 LOW DUTY COMP.
TO INS.PRESS.
CG519
CG518 CG517
CG532
CG530
CG521
CS506
CS505
CS504
CS501
CF101
CF102
CF201
CF202 CF302
CF301
CF402
CF401
CS502
CS503
CG526
CG520
GAS MAIN
VAPOUR MAIN
LIQUID MAIN
CS004
KEY
LNG VAPOUR LINE
CG533
DEMISTER
FORCING
VAPORIZER
LNG
VAPORIZER
HIGH DUTY
HEATER
LOW DUTY
HEATER
FUEL GAS
TO BOILERS
FROM IGG
SP502
SP401 SP301 SP201
SP101
SP102
SP601
STRAINER


7.6.6 Cool Down

Assuming a single tank is to be cooled down using the heel in that tank.

It is assumed that all valves are closed prior to use, and it is No.4 tank.

Set the forward mast riser set point to 15 kPag and the LD compressor(s) on line
to supply the engine room with boil-off gas for the boilers.

Check the nitrogen system for high flow operation.

kPaA.

2

2

101, 202, 201, 302, 301, 402 and 401.

b) Fully open the spray inlet valves to the No.4 tank CS406 and 407.
Partially open isolating valve CS405 to the spray line.

c) Start the No.4 spray pump and open the spray discharge valve
Pressure in stripping / spray main line shall be controlled by
CS404.

d) Once cool down of the spray header to the No.4 tank is complete,
open CS405 and increase the flow rate by adjusting the spray
pump discharge valve to allow an even cool down and control of
vapour pressure.

Care should be taken to control the vapour pressure either in the boilers as fuel,
or venting to the atmosphere via the forward riser.

e) On completion of cool down leave the spray header valves open to
allow the spray line to warm up to ambient temperature before
closing them.


7.7 Ship to Ship Transfer

This section is intended to complement the ICS Tanker Safety Guide (Liquefied
Gases) and the ICS Ship to Ship Transfer Guide, (Liquefied Gases), and should
be supplemented by the Company's own instructions and orders.

1. General Safety

The Master, or other person in overall control of the operation, should be clearly
established before the operation commences. The actual transfer should be
carried out in accordance with the wishes of the receiving ship.

The means of communication should also be well established before transfer and
both ships must be in direct contact with each other during the whole operation.
Radio telephone contact should be established on VHF Channel 16 and thereafter
on a mutually agreed working channel. Approach, mooring, transfer, and
unmooring should not be attempted until fully effective communications are
established.

Should there be a breakdown in communications for whatever reason, either on
approach, or during transfer, the operation should immediately be suspended.

! Caution
The ignition of gas vapours may be possible by direct or induced radio frequency
energy and no radio transmissions, other than at very high frequency, should take
place during transfer operations. Arrangements should be made with an
appropriate coast station for blind transmissions that would allow reception of
urgent messages.

2. Pre-Mooring Preparations

Prior to mooring, the organisers of the transfer should notify the local authorities
of their intentions and should obtain any necessary permits.

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
distance from the bow and stern of the ship to be used for mooring.

The size and class of manifold flanges to be used.

The anticipated maximum height differential of the manifolds for determining
hose length is required.

The type of hoses required and their supports to ensure that their allowable
bending radius is not exceeded.

The weather conditions should be taken into consideration, since this will
determine the type and number of fenders to be used and the type of mooring
procedure to be used. Both Masters should be in agreement regarding the
conditions that are suitable for berthing and cargo transfer before the operation
takes place.
All equipment to be used should be thoroughly prepared and tested, and all
safety equipment should be checked and be ready for use if required.

Cargo Equipment to be Tested

Ventilation of compressor, pump and control room to be fully operational.
Gas detection systems to be correctly set, tested and operating.
Emergency shut down system to be tested and ready for use.
Pressure and temperature control units to be operational.
Cargo tanks to be cooled, if necessary.
Manifolds to be securely blanked.
Cargo hose reducers to be ready in place.
Hose purging equipment to be acceptable.

Safety Precautions

Fire main tested and kept under pressure.
Water spray system tested and ready.
Two additional fire hoses connected near the manifold and ready for use.
Dry powder system ready.

All access doors to the accommodation to be kept closed at all times during
transfer.

No smoking.

Impressed current cathodic protection system, if fitted, to be switched off at least
three hours before transfer.

First aid equipment, etc. to be ready for use.

Fenders should be positioned according to an agreed plan, taking into
consideration the type and size of both ships, the weather conditions and the type
of mooring that is to take place.
3. Mooring

The most successful method of berthing is with both ships underway. One ship,
preferably the larger, maintains steerage way on a constant heading as requested
by the manoeuvring ship, usually with the wind and sea dead ahead. The
manoeuvring ship then comes alongside.

Successful operations have taken place with one ship at anchor in fine weather
conditions. This is not too difficult if there is an appreciable current and a steady
wind from the same direction. If not, then tug assistance may be necessary.

Mooring should be rapid and efficient and can be achieved by good planning by
the Masters of both ships.

In general, the following points should be noted.

The wind and sea should be ahead or nearly ahead.

The angle of approach should not be excessive.

The two ships should make parallel contact at the same speed with no astern
movement being necessary.

The manoeuvring ship should position her manifold in line with that of the
constant heading ship and match the speed as nearly as possible.

The manoeuvring ship then makes contact, reducing the distance between the
two ships by rudder movements, until the primary fenders make contact.

Note !
The masters should be prepared to abort if necessary. The International
Regulations for Preventing Collisions at Sea must be complied with.

On completion of mooring, the constant heading ship will proceed to an
anchoring position previously agreed. The manoeuvring ship will have its
engines stopped and rudder amidships, or angled towards the constant heading
ship. The constant heading ship should use the anchor on the opposite side to that
on which the other ship is berthed.

From the time that the manoeuvring ship is all fast alongside, to the time the
constant heading ship is anchored, the constant heading ship assumes
responsibility for the navigation of the two ships.

4. Transfer Operations

Transfer can begin when the two Masters have ensured that all the pretransfer
checks and precautions have been completed and agreed upon. Both ships
should be prepared to disconnect and un-moor at short notice should anything
go wrong.

During transfer, ballast operations should be performed in order to keep the trim
and list of both vessels constant. Listing of either vessel should be avoided
except for proper tank draining. The weather and the traffic in the area should
also be checked. All safety equipment should be in a state of readiness.

Transfer can take place while the two vessels are at anchor. This is the most
common method. Transfer can also take place while the two vessels are
underway, though this depends on having adequate sea room, good traffic
conditions, and 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.

5. Unmooring

This procedure will be carried out, under normal conditions, at anchor. However,
if both Masters agree, unmooring can take place underway.

Before unmooring begins, obstructions from the adjacent sides of both ships
should be cleared. The sequence and timing of the event must be agreed by both
ships, must commence at the request of the manoeuvring ship. Lines should be
singled up fore and aft, then let go the remaining forward mooring allowing the
ships to drift away from each other. At this time, the remaining after moorings
are let go and the ships drift clear of each other. Neither ship should, at this point,
attempt to steam ahead or astern until their mid lengths are about two cables
apart.
7.8 Jettisoning of Cargo

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 membrane 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 ships 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, and
maintained in a state of readiness 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 ships 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, reduce to allow acceptable dispersal within the limits of the prevailing
weather conditions.

Part 8 : Ship-Shore Item
8.1 General ..............................................................................................8 - 1
8.1.1 Particulars of Deck Machinery ...............................................8 - 1
8.2 Mooring Facilities..............................................................................8 - 5
8.2.1 Performance of Mooring Facilities .........................................8 - 5
8.2.2 Hydraulic Power System for Deck Machinery .......................8 - 5
8.2.3 Mooring Arrangements for the LNG Terminal .......................8 - 6
8.3 Location of Manifold and Details ....................................................8 - 10
8.4 Location of Landing Area for Shore Gangway................................8 - 12
8.5 Emergency Shutdown and Cargo Tank Protection Scheme.............8 - 17
8.6 Ship Shore Link...............................................................................8 - 22
8.7 Mooring Load Monitoring System..................................................8 - 25

Part 8
Ship Shore Item

8 - 1 Part 8 Ship-Shore Item
Part 8 : Ship-Shore Item

8.1 Principal Particulars

8.1.1 Principal Particulars of the Ship

Shipbuilder Daewoo Shipbuilding and Marine Engineering Co., Ltd.
Okpo Shipyard
Republic of Korea
Yard Number 2210
Ship Name DISHA
Delivered 2004
Nationality Malta
Port of Registration Valletta
Call Sign 9HSJ7
Inmarsat-B I.D.
TEL 321 553 310 Wheel House
TEL 321 553 314 Captain
TEL 321 553 315 Radio Space
TEL 321 553 316 Cargo Control Room
TEL 321 553 317 Auto Telephone
TEL 321 553 318
FAX 321 553 311
DATA 321 553 312
HSD 391 036 850
TELEX 321 553 313
Type of Cargo LNG
Type of Ship Segregated Ballast LNG Carrier
Stem Bulbous Bow and Raked Stem
Stern Transom
Navigation Ocean Going
Classification Bureau Veritas :
I + HULL + MACH, Liquefied Gas Carrier/LNG, Ship
type 2G (-163 C 500 kg/m
3
0.25 bar ), Unrestricted
Navigation, +VeriSTAR-HULL, + AUT-UMS, + SYS-
NEQ-1, + MON-SHAFT, INWATERSURVEY
IRS (Indian Registry of Shipping)
Length Overall 277.0 m
Length Between Perpendiculars 266.0 m
Breadth Moulded 43.4 m
Depth Moulded 26.0 m
Design Draught 11.4 m
Scantling Draught 12.5 m
Cargo Tank Capacity 138,097 m
3
Gross tonnage 94058 Tons
Net tonnage 28217 Tons
Freeboard 8773 mm from deck (Sunken deck)
Displacement 100149 Tons at the design draft of 11.4 m
Deadweight 70151 Tons at the design draft of 11.4 m
Design speed 19.6 knots with 90% MCR, with 21% sea
margin
20.5 knots with 90% MCR, without sea
margin
Ballast Draft 9.4 m
Cargo Tank Safety Valve 25 kPag
Insulation Safety Valve 1 kPag
Fuel Oil Consumption per day 166.8 Tons per day.
Guaranteed boil-off rate 0.15% per day

Windlass
Maker Rolls-Royce
Type BFMC41.102
Electro-Hydraulic
Sets 2
Capacity 49.4 Tons

Mooring winch
Maker Rolls-Royce
Type WMC41030
No. of Sets 7
Capacity 30 Tons

Hose handling crane
Maker TTS
Type MCV1800-10-24Ex
Electro-Hydraulic
No. of Sets 2
Capacity 10 Tons

Provision handling crane
Maker TTS
Type MCV1800-15-16
Electro-Hydraulic
No. of Sets 2
Capacity 15 Tons

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

Anchor chain cable
Maker Dai Han Anchor Chain
Type Flash butt welded extra high
Strength steel (Grade Q3A)
No. of Sets 2
Dimension 102 mm Dia
Air capstan
Type Pneumatic type
No. of Sets 4
Capacity 0.5 Tons X 25 m/min.

Fire wire reel
Type Air motor driven type
No. of Sets 2
Wire Rope Size 38 mm Dia. X 90 m

Accommodation ladder
Maker Sam Gong Co., Ltd.
Type Vertical self stowing type
No. of Sets 2

Mooring Rope
Type 6 X 36 IWRC Galvd
No of Sets 20 + 2(SPARE)
Size 42 mm Dia. X 275 m


Illustration 8.2.1a Arrangement of Mooring Facilities

W2
W1
M1
M2
M7
M6
M5
M3
M4
BITT
CHOCK
SYMBOL DESCRIPTION
BITT
BITT
BITT
BITT


Illustration 8.2.1b Hydraulic Power System for Deck Machinery (FORWARD UPPER DECK PLAN)

FROM INSUTRUMENT
AIR FROM E/R
EXP.
TANK


Illustration 8.2.1c Hydraulic Power System for Deck Machinery (SUNKEN/AFTER DECK PLAN)

FROM INSUTRUMENT
AIR FROM E/R
EXP.
TANK


8.2 Mooring Facilities

8.2.1 Performance of Mooring Facilities

Windlass/Mooring Winch (W1, W2)

Maker: Rolls-Royce
Type: BFMC41.102 (Each with one cable lifter,
two mooring drums and one warping end)
Cable Lifter
One Hydraulic Motor Engaged :
Normal Load: 49.4 Tons
Hoisting Speed at Normal Load: 14.0 m/min
Anchor Break-Out (Max.) Pull: 74.1 Tons, 110m Suspended Anchor
Lowering of Anchor (Dynamic): 22.0 m/min
Break Holding Load: 336.0 Tons

Mooring Drum
Normal Load: 20 Tons
Hauling Speed at Nor. Load: 0 15 m/min
Light Line Speed: 0 50 m/min

Warping End
Load (approx.): 30 Tons
Speed (approx.): 0 15 m/min
Light Line Speed (approx.): 0 45 m/min

Mooring Winch (M1, M2, M3, M4, M5, M6, M7)

Maker: Rolls-Royce
Type: WMC41030

- M1: WMC41030. Each with Three Mooring Drums
- M2, M3: WMC41030. Each with Two Mooring Drums and One Warping End
- M4: WMC41030. Each with Two Mooring Drums and Warping End
- M5, M6: WMC41030. Each with Two Mooring Drums and One Warping End
- M7: WMC41030. Each with Three Mooring Drums and One Warping End

Mooring Drum
Normal Load: 30 Tons
Hauling Speed at Nor. Load: 0 15 m/min
Light Line Speed: 0 50 m/min

Warping End
Load (approx.): 30 Tons
Speed (approx.): 0 15 m/min
Light Line Speed (approx.): 0 45 m/min
8.2.2 Hydraulic Power System for Deck Machinery

Hydraulic oil
Check that the oil is clean and also if the right type and viscosity is used.

Air
Problems like noise in the system, reduced hoisting speed and power of the
winches are often caused by the air in the system.
Air should be vented through air plugs often especially before the winches are
used.

Expansion tank
This should always be filled to 2/3 of the height or to the sight glass if it is
mounted.

Lubrication
The hydraulic system oil lubricates the moving parts in the hydraulic motors,
pumps and valves. However, on most of the winches there will be some greasing
points on the mechanical part and these should be sufficiently lubricated. Check
also the oil level in gears and chain cases.

Bolts
Bolts on covers, flanges and other connections have to be tightened at all times
to avoid leakage. Special attention should be drawn to new plants.

Alignment
At times it may be necessary to check the alignment of pumps and winches.
Even if pumps and winches are carefully aligned when installed they can be
misaligned later. When found misaligned (or to check misalignment) on fasten
foundation bolts and turn the winch (pump) in order to correct it to turn freely.
Be aware that misalignment can cause the equipment to break down.

Change over valves
These have to be fully opened/closed.
Partly opened/closed change over valves have slowed winch speed and power.
Check also if the change over valves are in the right position to lead the oil to the
required winch.

Safety valves
These are normally adjusted from the factory. If necessary, however, to readjust
the valve, please read the instructions on safety valve.
Before Starting

If the above are followed, the procedure before starting should be simple:

a) Before starting the pumps, be sure that control levers on all winches are
in stop position.
b) Check the oil level in the expansion tank.
c) See item Air
d) During winter, the pumps should be started before the winches are used
so that the hydraulic oil can be self-heated.
e) It is also important to follow the instructions regarding wires. All
wheels, shackles and other moving parts have to be sufficiently
lubricated.

! Note
A careful inspection during first mounting/installation period can prevent future
breakdowns and expenses.


8.2.3 Mooring Arrangements for the LNG Terminal

KOREA - PYEONGTAEK, NO.1 BERTH LNG TERMINAL


KOREA - TONGYOUNG, NO.1 BERTH LNG TERMINAL

LAKE CHARLES, USA LNG TERMINAL



FRANCE - MONTOIR, DOWNSTREAM BERTH LNG TERMINAL

FRANCE - MONTOIR, UPSTREAM BERTH LNG TERMINAL

QATAR - RAS LAFFAN, NO.1 BERTH LNG TERMINAL




DAHEJ - INDIA LNG TERMINAL (Port Alongside)

DAHEJ - INDIA LNG TERMINAL (Starboard Alongside)

JAPAN - HIGASHI OHGISHIMA LNG TERMINAL

KOREA - INCHON, NO.1 BERTH LNG TERMINAL





8.3 Location of Manifold and Details

ACCOMMODATION LADDER (P)
ACCOMMODATION LADDER (S)
MANIFOLD (S)
MANIFOLD (P)
2.30 m

Plan View of Cargo Manifold Elevation


Cargo Manifold Strainer Short Distance Piece


8.4 Location of Landing Area for Shore Gangway

KOREA - PYEONGTAEK, NO.1, 2 BERTH LNG TERMINAL





FRANCE - MONTOIR, UP/DOWNSTREAM BERTH LNG TERMINAL

QATAR - RAS LAFFAN, NO.1, 2 BERTH LNG TERMINAL

DAHEJ - INDIA LNG TERMINAL



KOREA - INCHON, NO.1, 2 BERTH LNG TERMINAL


Illustration 8.5.1a Emergency Shutdown and Cargo Tank Protection Scheme

XA
ES003
XA
ES001
XA
ES002
XA
ES026
LAVH
ESD SEQUENCE
TROUBLE
ELEC. LINK
WRONG POS.
PNEU. LINK
WRONG POS.
ESD ACT
LAVH
XA
ES005
XA
ES006
XA
ES028
XA
ES027
XA
ES016
PCLL
GH018.2
XA
ES015
XA
ES007
XA
ES017
XA
ES007
DPCVL XA DPCLL
DPCLL
XA XA
ES004
XA
ES010
XA
ES032
LAEH XA
ES009
DPCL
GH017.1
XA
ES004.7
XA
ES030
XA
ES029
CT030.8
CT031.8
CT032.8
CT033.8
GM005.1
GM010.1
GM015.1
GM020.1
GM004.1
GM009.1
GM014.1
GM019.1
ES018
ES020
ES022
ES024
ES011.1
ES012.1
ES013.1
ES014.1
ES011
ES012
ES013
ES014
ES019
ES021
ES023
ES025
4C. TK
TPS ACT
3C. TK
TPS ACT
2C. TK
TPS ACT
1C. TK
TPS ACT
EACH
CARGO TANK LEVEL
98.5%
EQUAL PRESSURE BETWEEN
EACH CARGO TANK &
PRIMARY INSULATION SPACE
0 Kpa
CCR CONSOLE
ANY ONE
CARGO TANK LEVEL
99 %
ESDS
(ALARM
OVERRIDE)
ALARM CIRCUIT
SOL. VALVE BOX
TANK FILLING
VALVE CLOSE
SOL. VALVE BOX
FUEL G. MASTER
VALVE CLOSE
CARGO SWITCH
BOARD ROOM
H/D & L/D
COMP. STOP
CARGO SWITCH
BOARD ROOM
EM'CY PUMP
STOP
CARGO SWITCH
BOARD ROOM
SPRAY PUMP
STOP
CARGO SWITCH
BOARD ROOM
CARGO PUMP
STOP
AIR RELEASE
BOX
SOL. VALVE
OPEN
- CARGO
MANIFOLD
AREA
SHIP/SHORE
CONNECTION
VAPOR HEADER
PRESSURE
LOW LOW
HYDRAULIC OIL
PRESSURE
LOW LOW
ELECTRIC
POWER
FAIL
(BLACK OUT)
CONTROL AIR
PRESSURE
LOW
I.S BARRIER
FOR ESDS V/V
POWER FAIL
- NO.4 SOL. V/V BOX
- NO.7 SOL. V/V BOX
- NO.8 SOL. V/V BOX
- C C R
- F.C.S
- W/H
- EACH LIQUID DOME
- DECK FWD
- MANIFOLD P & S
- STBD SIDE
PASSAGE WAY
- ESDS PNEUM
CONTROL
BOARD
- CSBD - EACH LIQUID DOME
- MANIFOLD P & S
- COMP. ROOM
- MOTOR ROOM
- EACH VAPOR DOME
SHIP/SHORE
PNEUMATIC
PRESSURE
LOW
FUSIBLE
PLUG
MANUAL
SWITCH
*
*
* * * *
SOL. VALVE BOX
STBD MANIFOLD
VALVE CLOSE
SOL. VALVE BOX
PORT MANIFOLD
VALVE CLOSE
CCR
CONSOLE
1. LOCAL PRESSURE GAUGE SHALL BE PROVIDED ON EACH
SHORE CONNECTION FOR PNEUMATIC ESD SYSTEM.
(CPI 45 FOR STBD SIDE, CPI 46 FOR PORT SIDE)
2. THE ITEM MARKED WITH * SHALL BE SUPPLIED BY ESDS MAKER.
3. ENTIRE SYSTEM CAN BE BLOCKED BY A KEY OPERATED
SWITCH FITTED IN CCR.
4. ONE(1) MANUAL RESET SWITCH AND ONE(1) TEST BOTTOM
SHALL BE FITTED IN CCR.
NOTE :
VAPOR HEADER
PRIMARY SPACE
N2 HEADER DIFF.
PRESS. LOW


Illustration 8.5.1b Emergency Shutdown and Cargo Tank Protection Scheme

OR
OR
CARGO TANK LEVEL
EXTREMELY HIGH (99%)
I.S. TYPE
SENSOR
CARGO VAPOUR MAIN LINE &
PRESSURIZATION MAIN LINE
LOW PRESS.
CARGO VAPOUR MAIN LINE
PRESS. LOW (0.3 KPa)
I.S. TYPE
SENSOR
I.S. TYPE
SENSOR
I.S. TYPE
SENSOR
I.S. TYPE
SENSOR
I.S. TYPE
SENSOR
I.S.
BARRIER
(SIGNAL)
I.S.
BARRIER
(SOL. CONT.)
EMERGENCY
SHUT DOWN
CONTROL
ESDS FAIL
SELF
DIAGNOSIS
TANK
PROTECTION
CONTROL 1
TANK
PROTECTION
CONTROL 2
PNEUMATIC
INTERFACE
SHIP/SHORE
PNEU. CONNECTOR
AIR RELEASE
I.S. TYPE
ESDS
CARGO PUMP
Q'TY - 8
SPRAY PUMP
Q'TY - 4
H/D COMPRESSOR
Q'TY - 2
L/D COMPRESSOR
Q'TY - 2
EM'CY CARGO PUMP
Q'TY - 1
AIR RELEASE MAGNETIC VALVE
Q'TY - 1
ESDS
ESDS TPS 1
ESDS
ESDS
ESDS
ESDS
ESDS
ESDS
TPS 1
TPS 1
TPS 1
TPS 1
TPS 2
: HONEYWELL SUPPLY EQUIPMENT
ALARM
AIR SIGNAL
I.S.
BARRIER
(SOL.CONT.)
Supplied
by VRC Vendor
INPUT SIGNAL ESDS CONTROL CABINET OUTPUT SIGNAL
NO
NO
NC
NO
NC
NC
NC
NC
NC
NC
NC
NC
NC
NC
NC
NC
NC NC
NC
ESDS TO SHORE
OPTICAL SIGNAL
OPTICAL
INTERFACE
ESDS
FROM/TO SHORE
ELECTRIC SIGNAL
ELECT. CONNECTOR
INTERFACE
ESDS
FROM/TO SHORE
IAS
ESDS PLC
REGEND
NO : NORMAL OPEN CONTACT
NC : NORMAL CLOSE CONTACT
CCR : CARGO CONTROL ROOM
I.S : INTRINSICALLY SAFETY
BOILER CONTROL
PANEL
EMERGENCY SHUT DOWN SYSTEM
TANK PROTECTION SYSTEM 1
TANK PROTECTION SYSTEM 2
INTERLOCK OPERATION
NORMAL OPERATION
CCR
TEST SWITCH
(CCR)
RESET SWITCH
(CCR)
CANCEL SWITCH
(CCR)
OVERRIDE SWITCH
(CTS)
TANK LEVEL VERY HIGH &
TANK LEVEL EXTREMELY
HIGH OVERRIDE
ESDS
TEST
ESDS
RESET
ESDS
CANCEL
MANUAL SWITCH
(I.S.)
CARGO TANK LIQUID DOME TOP - Q'TY 4
MANIFOLD --------------------------------- Q'TY 2
FORWARD AREA ------------------------ Q'TY 1
MANUAL SWITH
MANUAL SWITH
CCR CONSOLE ------------------- Q'TY 1
FIRE CONTROL ROOM --------- Q'TY 1
W/H CART CONSOLE (S)------- Q'TY 1
FIRE
FUSIBLE PLUG
MELTED
CARGO TANK LIQ. DOME TOP -- Q'TY 4
CARGO TANK GAS DOME TOP - Q'TY 4
MANIFOLD ----------------------------- Q'TY 2
CARGO COMPRESSOR ROOM -- Q'TY 1
FUSIBLE PLUG
(I.S.)
NC
ELECT. MOTOR ROOM -------------- Q'TY 1
FUSIBLE PLUG
(I.S.)
PRESS. SWITCH
(I.S.)
PRESS. SWITCH
PNEUMATIC PRESS. LOW
IN SHIP/SHORE
CONNECTION
CONT. AIR PRESS.
LOW
SHIP'S BLACK-OUT
POWER FAIL FOR ESD V/V
HYD. OIL PRESS.
LOW/LOW
GACP
I.S BARRIER
FOR VRC
PRESS. SWITCH
CTS
PANEL
CTS
PANEL
IAS
IAS
IAS
IAS
CARGO TANK &
DIFF. PRESS. LOW/LOW (0.5 kPa)
CARGO TANK &
PRESS. VERY LOW (0 kPA)
CARGO TANK LEVEL
VERY HIGH (98.5%)
ESD ACTION SIGNAL
NO.8 SOL. V/V
BOX
(I.S.)
NO.7 SOL. V/V
BOX
(I.S.)
NO.1-4 SOL. V/V
BOX
(I.S.)
NO.4 SOL. V/V
BOX
(I.S.)
MV CSBD
LV CSBD
MV CSBD
LV CSBD
LV CSBD
SHORE CONNECTION VALVE (PORT)
Q'TY - 5
(CL801, CL802, CL803, CL804, CG801)
SHORE CONNECTION VALVE (STBD)
Q'TY - 5
(CL701, CL702, CL703, CL704, CG701)
TANK FILLING VALVE
Q'TY - 4
(CL100, CL200, CL300, CL400)
FUEL GAS MASTER VALVE
Q'TY - 1
(CG405)


8.5 Emergency Shutdown and Cargo Tank Protection Scheme

In the event of fire or other emergency condition, the entire cargo system, gas
compressors and master boil-off gas isolating valve to the engine room may be
shut down by a single control.

Shut down of the cargo system is actuated either manually or automatically by
fire or certain off limit conditions.

Description

The manual emergency shutdown push buttons are located as follows:

Cargo control console
Wheelhouse chart console (S)
Fire control station
Each tank liquid dome (4 units)
Port and starboard manifold platforms (2 units)
Deck forward area

Automatic shutdown for fire is controlled by twelve fusible plugs located as
follows:

Each tank liquid dome (4 units)
Each tank vapour dome (4 units)
Port and starboard manifold platforms (2 units)
Cargo compressor room (1 unit)
Electric motor room (1 unit)

There are three ESDS interface connections made to the shore facility, i.e.
electrical, optical and pneumatic. In port, the optical link, electric system and
pneumatic system will inform the shore of any ships ESDS actuation and will
stop the loading or discharge pumps and close the shore liquid valves.

Automatic shutdown occurs when any of the following conditions occurs:

Emergency Shutdown Function

Causes
Shore Trip Signal
Pneumatic Shore Signal
Manual Trip Signal
Tank Extreme High Level (99%)
Hydraulic Pressure Low/Low (9 MPa)
ESD Power Fail (Black out)
Power Fail For ESDS Valve (I.S BARRIER)
ESD Logic Fail
Fusible Link
Control Air Pressure Low (420 kPa / 320 Kpa)
Vapour Header Pressure Low/Low (0.3 kPa)
Vapour Line/Primary Barrier DP Low (0 kPa)

Actions
Manifold Valves Close
Cargo Pumps Stop
Emergency Cargo Pump Stop
Stripping/Spray Pumps Stop
HD Compressor Stops
LD Compressor Stops
ESD Signal to Shore
BOG Master Valve Closes

Tank Protection

TPS 1
Causes
Cargo Tank & Primary Insulation Space Diff. Pressure Low/Low
0.5 kPag
Cargo Tank & Primary Insulation Space Diff. Pressure Very Low
0 kPag

Actions
Cargo Pumps Stop
Emergency Cargo Pump Stop
Spray Pumps Stop
HD Compressor Stops
LD Compressor Stops
TPS 2
Causes
Cargo Tank Level Very High

Actions
Relevant Tank Filling Valve Closes

Gas Burning Safety System

Causes
Master Gas Manual Trip
Both Boiler Trip
ESDS Activated
Boil-Off Leak Ext. Fan Both Stop
E/R Gas Leak Detected
BOG Temp. Low-Low
Vapour Header Press. Low-Low
BOG Heater Abnormal

Actions
LD Compressor Stops
BOG Master Valve Closes


Ship/Shore Connection Selector

Three (3) kinds of ship/shore connection method are provided to transfer the
ESD signal to/from ship terminal.

-. Pneumatic Connection
-. Electric Connection
-. Optic Connection

Two (2) rotary type selectors on the CCR Console are provided to select or
bypass the ship/shore connection. One is for pneumatic connection and the other
is for electric/optic connection.
Each selector is linked to the bypass function.

! Caution
Before using the blocking switch, determine exactly what has caused the
shutdown.
Before using the blocking switch, turn the controls for all crossover valves to the
shut position.
Use the blocking switch only when absolutely necessary to recover from an
emergency condition.
When the emergency condition is corrected, immediately restore the shutdown
system to normal.

1) Loading/Unloading Terminal Selector
There is a loading/unloading terminal selector fitted on the CCR console to
avoid surge in the liquid line when ESD condition happens during the LNG
transfer.

2) Test / Block Selector

Also, there is a key selector fitted on the CCR console to test the ESDS and to
block the ESDS.
For the ESD test, operator can turn the selector switch to the test position,
equipment related to the ESD system will trip or close, without master gas
valve and Low Duty compressor.
If an operator select the block position, ESD will not activate.

3) Pneumatic connection at LNG Terminal :

-. Select Electric / Optic Selector to 'Inhibit'.
-. Select Pneumatic Selector to related position to match with ESD set
pressure.

If operator select the by-pass position, pneumatic emergency shut-down signal
from the terminal will not affect the emergency shut-down system on the ship.

4) Electric or Optic connection at LNG Terminal :

-. Select Electric / Optic Selector to 'Optic or Electric or Elec/Optic'.
-. Select Pneumatic Selector to 'By-pass'.
-. See section 8.6 Ship Shore Link for two different electric connections, the
Pyle type and the Miyaki type.

5) Optic / Electric Line Selector

If operator selected the OP position, the telephone signal will be transferred
via optic system.
6) Resetting Push Button with Lamp
There is a reset push button fitted on the CCR console to reset the ESDS after
ESD activation.
During reset the ESDS, lamp will be lighting and pneumatic control air
pressure at the pneumatic control board will be monitored in the IAS CRT.

7) ESD / TPS Tank Level Override Indication Lamp :

There are four (4) lamps to indicate the tank level override condition for TPS
and four (4) lamps to indicate the tank level override condition for ESD.
When all cargo tank levels are in override selection, override input signal
from TPS and the lamp for ESD override will be lighting up in IAS.

8) TPS Trip

When the differential pressure between the cargo tank and primary insulation
space is low-low, very low or the cargo tank pressure is low-low for each cargo
tank, it is necessary to stop the equipments that reduce pressure of cargo tank
interior to protect cargo tank. For this, the tank/primary insulation space
differential pressure low-low and very-low for each tank is detected by the
monitor switch mounted inside the IAS cabinet. This signal run to the ESD
system to stop the equipments reducing tank pressure.

The monitor switches inside of the IAS cabinet generate discrete signal by the
setting the trip set points.

The differential pressure low-low is set at 0.5 kPag and very low is set at 0 kPag
and the tank pressure low-low is set at 2.8 kPag(28 mbar) on each cargo tank
respectively.

At the tank protection condition, the following actions are processed by the ESD
system.

Stops running Cargo Pumps, Emergency Cargo Pump, Strip Pumps for each
tank respectively
Stops running H/D compressor, L/D Compressor.

The trip block functions for each cargo tank, high duty compressor, low duty
compressor, cargo pumps, emcy cargo pump and stripping/spray pumps are
prepared to prevent tripping of the equipments from tank protection activation in
the ESD system despite of the differential pressure low-low, very low or the
cargo tank pressure low-low condition.
The trip block can be manually set on the schematic display and the blocking
signals are outputted from the IAS to the ESDS panel. The trip blocking signal is
generated in the IAS by the digital output point.
The IAS activates an alarm when the operator sets the trip blocking.

BY PASS
EL/OP
EL
OP
INHIBIT
(Electric / Optic Selector) (Pneumatic Selector)
A
B
C
D
E
F
BY PASS
EL/OP
EL
OP
INHIBIT
(Electric / Optic Selector) (Pneumatic Selector)
A
B
C
D
E
F
A : 200 kPa
B : 200 kPa
C : 250 kPa
D : spare
E : spare
F : spare
LOAD UNLOAD
Test
Off
Block
OP

EL

9) Filling Valve Close by Cargo Tank Level Very High (98.5%) & Override
Switch (GS) (Tank level very high)

When the cargo tank level comes up to 98.5%, the TPS automatically closes the
filling valve of the related tank. For this, the CTS outputs discrete signal by
changing the normally energized contact to be de-energized for filling valve
close by ESD system.

The filling valve closing override function for each cargo tank is prepared to
prevent close of filling valve when level very high alarm is activated.
The operator can manually set the filling valve closing override on omicron
panel, so that the logic function of filling valve closing is deactivated. The
override function is prepared for each cargo tank respectively.
Illustration 8.5.1b Circuit Diagram of Air Control

A : Ship/Shore
Link Select
CONTROL AIR SUPPLY
686-882 kpag (7-9 kgf/cm)
10A
BALL
VALVE
MIST
SEPARATOR
SHUT-OFF
SOL. VALVE
PILOT REDUCING
VALVE
5 PORT
SOL. VALVE
SILENCER
PILOT POERATED
REDUCING VALVE
SHUT-OFF
SOL. VALVE
PRESS. GAUGE
3-WAY
BALL
VALVE
NEEDLE V/V WITH
CHECK VALVE
SHUT-OFF
SOL. VALVE
TE
R
M
IN
AL B
O
X
PILOT REDUCING
VALVE
15A
6A
10A
8A
10A 15A
15A
R P1
P1 SA2
SA3
6A
SA1
IN OUT
IN OUT
IN OUT
IN
OUT
RC 3/8
- a : ELECTRIC
- b : OPTIC
- c : EL/OP
- d : INHIBIT
- a : LOADING
- b : UNLOADING
B : Pneumatic
Link Select
C : ESD RESET
D : ESD TEST/OFF/BLOCK
E : LOADING/UNLOADING
- a : 2.0
- b : 2.0
- c : 2.5
- d : SPARE
- e : SPARE
- f : SPARE
- g : BY-PASS
FUNCTION DESCRIPTION
10 10
10
6
6
6
6 6 6 6 6 6
6 6
6
6
10 10 10
15 SUS
15 SUS
15 SUS
15 SUS
10 10
Rc3/8
(PLUG)
NO.1 PS
CONTROL
CIRCUIT
PANEL
NO.2 PS NO.3 PS NO.4 PS
PT
Rc1/4
(Plug)
NO.7 PRESS. SW EOR E.S.D.S.
(2 CONTACT TYPE)
NO.6 PRESS. SW EOR E.S.D.S
(2 ONTACT TYPE)
NO.5 PRESS. SW BOX POR E.S.D
(2 CONTACT TYPE)
TO SHORE (S)
TO SHORE (P)
No. 5, 6, 7 Press. SW
Box for ESDS
SOLENOID VALVE BOX
FOR ESDS
Rc3/8
SA6
PA


Illustration 8.6a Ship-Shore Optic Fibre Transmission and ESD Link System Schematic

ELECTRIC EQUIPMENT ROOM
SHIP SHORE LINK ENCLOSURE
CARGO CONTROL CONSOLE
CARGO CONTROL ROOM SHIP SIDE PORT ON DECK FR100
SHIP SIDE STBD ON DECK FR100
220VAC
1X2X1.0
PSU
PSU
MODEM
MLM DESKTOP PC
JB-INT
HOTLINE TELEPHONE
GENERAL ALM
PABX
TELEPHONE
PUBLIC
TELEPHONE
RJ11 BOXES
PORT SHIP SIDE
FO CONNECTION BOX
STBD SHIP SIDE
FO CONNECTION BOX
HONEYWELL IAS AND CARGO ESD SYSTEM
ELECTRIC ESD SHIP SHORE/SHORE-SHIP
OPT ESD SHIP SHORE/SHORE-SHIP
OPT/EL SYSTEM SELECTION (VOLT FREE CONTACTS)
COMMON ABNORMAL ALARM
AC 220V MAIN NORMAL POWER
24V DC BACKUP SUPPLY, 8A MAX
220VAC
1X2X1.0
SERIAL
C/O
SWITCH
RJ11
RJ45
POWER SUPPLY MODULE
FO & EL SYSTEM SELECTOR MODULE
FO PORT STARBOARD SELECTOR MODULE
FO CONTROL & ALARM MODULE
ELECTRIC SYSTEM CONFIGURATION MODULE
A C
B
SW 1
A C
B
SW 2
A C
B
SW 3
A C
B
SW 4
A C
B
SW 5
ESD SHORE-SHIP ESD SHIP-SHORE SYSTEM SELECT TELEPHONES HOTLINE PHONE
NORMAL
TRIPS ACTIVE SHIP TO SHIP REVERSE CONNECTION
AC MAINS SUPPLY ABNORMAL
PRESS TO TEST
LAMP TEST
PORT STBD
HEALTHY
PRESS TO TEST
LAMP TEST
PRESS TO TEST
AUDIO ALARM
PRESS TO TEST
CIRCUIT TEST
SYSTEM FAULT
SELECTED
FIBRE OPTIC SYSTEM
NORMAL
NORMAL SHIP -> SHORE
SHORE -> SHIP
ABNORMAL
NORMAL
ABNORMAL
ESD
CH 1 CH 2 CH 3 CH 4
SIGNAL FAULT
ESD SYSTEM TELEPHONE SYSTEM
HEALTHY ESD HEALTHY
LOADING ARM TRIP 1 HEALTHY
LOADING ARM TRIP 2 HEALTHY
SHORE RECEIVING HIGH LEVEL HEALTHY SELECTED
ELECTRICAL SYSTEM TRIP INPUTS
"D" TYPE
CONNECTOR
TELEPHONE
SPACE
SPEAKER


Illustration 8.6b Ship-Shore Optic Fibre Transmission and ESD Link System Schematic

IAS AND MLM
SYSTEM
(MARIMATECH)
HOTLINE PHONE
ALARMS
TEL I/F
UNIT
CH 1
TEL I/F
UNIT
CH 2
MULTIPLEX UNIT
ELECTRICAL/OPTICAL
INTERFACE
MULTIPLEX UNIT
ELECTRICAL/OPTICAL
INTERFACE
CARRIER DETECT
EMERGENCY SHUTDOWN
MODULE
POWER SUPPLY UNIT
CONTROL ALARM MODULE
CARRIER DETECT LEDS
CARGO EMERGEMCY
SHUTDOWN CONTROL
SYSTEM SIMULATION
ALARM SYSTEM
SIMULATION
CONTROL ESD
SWITCHING
PORT STBD
SELECTOR UNIT
ESD
TEL/
AGC
EMERGENCY SHUTDOWN
UNIT WITH E/O INTERFACE
POWER SUPPLY UNIT
CONTROL ALARM MODULE
CARRIER DETECT LEDS
PLANT EMERGENCY
SHUTDOWN CONTROL
SYSTEM
TEL I/F
UNIT
CH 3
TEL I/F
UNIT
CH 4
TEL I/F
UNIT
CH 4
TEL I/F
UNIT
CH 2
TEL I/F
UNIT
CH 3
TEL I/F
UNIT
CH 4
RJ45
SKT
RJ11
SKT
RJ11
SKT
MOORING LOAD DATA
MLM
MODEM
CABLE REEL
SHORE SYSTEM
SHIP SYSTEM
PLANT
EXCHANGE
PORT SIDE BOX
MARIMATECH MLM NOTEBOOK
HOTLINE PHONE
MODEM
EXCHANGE PHONE
PSTN PHONE
STBD SIDE BOX
PLANT TELEPHONES
EXTERNAL
PSTN LINE


8.6 Ship Shore Link

Linked ship-shore emergency shutdown systems have been required by SIGGTO
since the early days of LNG loading and discharge installations. They minimize
the consequences of an accident or, if abnormal conditions arise, they allow the
process to be shut down with minimum spillage of liquid. Thus consequent risk
to jetty and ships structures and escape of flammable vapour is avoided.

Since both the ship and the shore exchange liquid and vapour, the shipside and
shore-side Emergency Shutdown (ESD) must be linked.

This is to avoid:

Excessive pressure on the loading arm connection causing damage, should the
upstream valve be closed first.

Overfilling ship or shore tanks.

Risk of damage or spillage due to excessive movement of ship with respect to
berth.

In addition to safety requirement for ESD, the ship to shore link has been
extended to handle communications by telephone.

The ship-shore links are implemented on the ship as follows:

Electric Link
The Ship-Shore Link Control Panel, for Emergency Shut Down System (ESDS)
& Communications, is proposed for complete compatibility with the Middle
Eastern and Atlantic Basin import LNG Terminals. These systems are used in
30% of all LNG terminals as either a main system or as a back-up system. The
system handles;

4 telephone channels and from single ship-shore and
Shore-ship ESD voltfree contact signals

The main Fibre optic Ship shore Link system(FO-SSL) is used in conjunction
with this Electric ESD system (PNC).

The system relies on Pyle National Exd flameproof connectors for connection of
the shore cable the ship shore interface and, once connected to the ship, at the
shore receptacle at the shore cable reel. The system uses a 37 way Pyle National
telecommunications and ESD digital and a 420 mA ship analogue process
signal. The 37 pin connector is fitted to the end of a cable reel on which the
shore end is provided with a second connector provided by NFI. The telephones
on the ship are connected to the shore and are not powered from shipboard
supplies.
There is a 4 way earth connector fitted from ship-shore as used on some
European terminals (but this contravenes current OCIMF and SIGGTO
regulations) and is not recommended unless insisted upon by the terminal.

A 50 m umbilical is fitted to enable ship-to shore linking. Ship supply is required
by some terminals.

Configuration of 37-way connector

An additional feature specified by experienced LNGC operators to ensure safe
functioning during emergency breakaway requires all ESD circuits to be
protected by intrinsically safe (Exia) techniques. The standard telephone
circuits which cannot be passed through Exia certified barriers are powered
from shore and isolated by Exia relays on shore which are switched by
continuity loops on board. The principal certification and protection is however
Exd.

Telephone circuits are isolated by most shore systems via relay contacts,
normally open.

The ship is fitted with one 37-way Pyle Receptacle for the comms/ESD circuits
and one 4-way Pyle Receptacle whose pins are grounded to the ships structure.

Umbilical cable Pyle-Pyle
It is a Requirement of some terminals that the ship provided the ship-shore
umbilical cable, which is fitted at each end with 37-way Pyle National Plugs.

Electric Systems Explosion Proof (Exd;) Pyle National Connector-type
A 37-way Pyle National Connector system is fitted at port and starboard
manifold area under. The main protection is made by a single explosion proof
connector for both ISESD and non-IS telephone circuits. These circuits are
mixed in a single multicore cable.

Warning
4 way earth bonding connectors are provided but not used due to SIGTTO
regulations prohibiting their use.
Control Enclosure

The NFI-Seatechnik system is installed in Electric equipment room in
Accommodation B deck.

This standard unit is an IP55 steel enclosure with part glazed front door panel.
The internal equipment includes:
Power supply module
Control & alarm module
ESDS module
TEL/IF module
FO connection box
Port starboard selection module
Terminal rail and connection

The system is designed for ship or shore use, and complies with IEC-945 for
shipboard equipment. The equipment complies with SIGTTO July 1987
recommendations.

a) TEL/IF Module

The TEL/IF module provides four full duplex telephone communication
channels, which are modulated and multiplexed for transmission over the fibre
optic link

Telephone Channel allocation
CH1 : MLM Modem signal Rx(Receiver) data only
CH2 : Interphone audio signal (Hotline telephone)
CH3 : PSTN Public telephone audio signal
CH4 : PABX Plant telephone audio signal
Functionality
A receive function, which accepts signals from the optical transducer and
demodulates the four telephone channels.
A transmit (Tx) fuction which, interfaces to the four communication
channels on the ship. The channels are modulated and multiplexed and
outputted as a signal capable of driving the optical transmitter.
A carrier detect, test function, which detects the presence of each Tx and
Rx carrier frequency signal. The Tx or Rx test function is controlled and
displayed on the C & A module as follows

Carrier Signal Detected Normal (Green) LED
Carrier Signal Missing Fault (Amber) LED

Channel
Ship-Shore Receive
carriers
Ship-Shore Transmit
carriers
1-Data Channel 18 kHz 78 kHz
2-Hot line phone 30 kHz 90 kHz
3-Public phone 42 kHz 102 kHz
4-Internal phone 54 kHz 114 kHz

b) ESDS Module
The ESD signal functionality is divided into three operating regions :

Normal (Healthy) ; This condition exists when the frequency tone emitted
from the shore to ship and received by shop from shore is in the region 10
kHz +/- 1kHz.
Signal Fault ; This condition exists of no tone is received or if the signal is
outside the Normal and ESD conditions. This may occur if the FO
connector is removed or a core is broken.
ESD (Trip) ; This condition exists when the frequency tone emitted from
the shore to ship and received by ship from shore is in region 5 kHz +/-
1kHz.

For the three ESD operation states, the ESD module produces the appropriate
outputs as shown in the table below.

Condition Input Output
Normal Close Close
ESD Open Open
Signal Fault Disconnection or out of
frequency range
Open

c) Control & Alarm Module
The Control & Alarm module (CAM) performs the following functions :
Monitors signal status information from the fiber optic ESD and
Telephone circuits. The module then controls appropriate signals to the
shipside and shorside.
Provides visual and audio indicators of the telephone carrier frequency
circuits and ESD circuit status.
Implements loop-back test modes for the telephone circuits using
passive loopback connector.
Provides volt-free contacts for external annunciators and DCS
interfaces. These contacts are normally connected in series and brought out on
one pair of terminals as a single common alarm on terminals B9 & B10

e) Power Supply Module
The Power Supply module (PSM) is connected to a primary AC supply between
90 and 260VAC 50/60Hz on socket AC1. The internal power supply boards have
universal inputs and therefore do not require any selectable link for voltage
selection. A secondary back up supply of the same AC value or 24VDC can also
be connected to the module.

The supply voltage is stepped-down and rectified by twoisolated switch-mode
power supply units in dual-redundant connection to provide +24V DC supply
voltages for the control system circuits.

The Module is provided with 6 off independently fused 24V DC outputs for the
system units (CON 1-6). Fuses are 20mm type installed in the rear panel of the
unit, below the connectors. Fuses are 2A AT Slow-blow type.
The supply connections are via 2 IEC chassis plugs (AC!, AC2) and screw
terminals for DC.

e) Port/Starboard Selector Module
This 1U module switches the FO ESD and telecommunications channels
between the port and starboard fibre optic shipside connectors to the SSL
cabinet. The ESD tone signals and multiplexed telecommunication signals, to
and from the FO connection box E/O interfaces, are switched internally
through this module, and it provides a switching voltage to the PCBs to change
from port to starboard. Port is
the default setting with relays de-energised. The module has a PCB with
embedded microcontroller
to monitor the switch selection and control the signal switching and routing.
There are no user settings
required in this module.

f) FO Connection Box
The 6-way FO cable from the cable reel is terminated within this box which is
located in the lower rear section of the enclosure. The unit carries:
1 Rx Tel/IF E/O module
1 Tx Tel/IF E/O module
1 (2) Rx ESD E/O module
1 (2) Tx ESD E/O module

2 Rx & Tx ESD PCBs are used in a dual SSB system.

The PCBs use ST fibre optic bayonet connectors for termination. These employ a
spring-loaded glass/ceramic ferrule ground perfectly flat at the mating face.
Normally these connections introduce a small insertion loss of 0.2 to 0.5 dB into
the fibre optic path, but if any dust, or dirt, or surface scratches are introduced,
losses can increase to several dB or more, rendering the FO signal path
ineffective.

Testing of the signal requires specialised equipment but a patch lead is supplied
with the spares kit and can be used to directly loop-back Tx to Rx circuits for
faultfinding purposes.

The complete FO box or PCBs may be replaced with aspare part or parts. LEDS
are provided to indicate the signal path selected and presence of supply feed. The
FO Connection Box receives a 24V DC feed from a fused 24V terminal rail.

g) Terminal Rail and Connections
The SSL cabinet has a chassis plate fitted to the rear of the cabinet on which are
fitted the terminal blocks, FO box and zener barriers if an electric system is also
integrated.

The incoming 6-core FO cables from the ship side boxes are connected to the FO
connection box within the SSL. See the latest drawing FOB-8080-nnn-n-n for
further details on the FO box layout and wiring.
The electrical signal wiring between the SSL and the control room DCS is
connected to the appropriate terminal blocks on the rear chassis plate.

FO System Operation

Description

The SSL control system converts and monitors the electrical and optical
communication signals employed in OFT system.

From the monitored signal information, the control system produces appropriate
module indication, and outputs the status to the ship and shore.

The system communication signals consist of audio signals and volt-free contact
signals.

The Audio Signals permit communication between the shipside &
shoreside telephone systems (e.g. Telephone PSTN & Interphone PABX),
as well as the MLM modem signals.
The contact signals communicate all Emergency shut down (ESD) status
signals between the ship and shore.

The communication signals are transmitted via 6 core FO cable.

Operation

a) ESD Operation
ESD operation is by means of a 5 kHz or 10kHz signal.
Operation of the ESD system front panel status lamps are as follows.
ESD Status Lamp Operation
Normal Green
Fault (Abnormal) when no ship Yellow
Fault (Abnormal) with ship Yellow & Red
ESD Red
No operator actions are required during system operation between the ship &
shore.

b) Fault Alarm Output
A fault alarm output is issued in the following situations :
Supply Voltage Abnormal
Optical failure
TEL I/F module operation faulty, i.e. Tx or Rx carrier frequency failure
on any channel ship or shore
ESD module faulty
No ESD carrier signal from shipside


c) Fail-Safe Features
For Fail-Safe operation, the control system includes the following features :
Incorporated spare photo-couplers
Frequency checking circuits
Ship side output circuit has double output contacts available
ESD signal (panel output contacts : open) is issued in the case of failure
mode
All outgoing contacts fail open in a control system fault condition of the
following :
Cable failure
System failure
Power loss
Optical plug disconnected

d) Telephone Operation
During normal operation the indicators display the status of each telephone
channel received from the ship and shore as follows;

Green Indicator : Frequency carrier present
Amber Indicator : Frequency carrier missing or faulty

Fibre Optic & Electric SSL/ESD SHIP SIDE BOX

The connection box includes a hinged lockable door and is made entirely from
316 stainless steel.

The following connectors are included intry connection box :

Pyle 37-way receptacle 1set
Pyle 4-way receptacle 1set
Miyaki 6-way 3sets
FO receptacle (NFI FURUKAWA) 1set
Strainstall connector 1set

Loop-Back Connector (Check Plug)
The loop-back connector is used to carry out local functional test of the system.
It allows a full test to be carried out from the electrical telephone and ESD inputs
via the cable, up to the shipside combination connector, mounted in the
connector box, without the need for the vessel to be along side a jetty.

Hotline Telephone unit
The dial-less version of the CTS-HP-3 uses two push buttons, Call and Signal.

The SeaTechnik Hotphone consists of the telephone body and handset, an
external power-supply and an external speaker.
The SeaTechnik Hotphone supports the following functionality for a maximum
of 3 inter connected Hotphones :

Call The terminal Hotphone(s) are called by lifting the handset
and pressing the call button whilst the caller speaks into the mouth
piece. These actions result in the caller being heard at the called hones
and a visual indication. A two way conversation can commence when
the handset on one of the called phones is lifted.

Signal The terminal Hotphone(s) are signaled by lifting the handset
and pressing the signal button. These actions result in an audible
tremolo sound and a visual indication at the signaled phones. A two
way conversation can commence when the handset on one of the
signaled pones is lifted.

PABX/Public Telephones

Standard type European telephones for 48 V DC operation with ohm, on hook
line impedance 6,000 ohm will be supplied. Line termination shall be by RJ11
standard type socket outlet (USA/International). The telephones may be mounted
on the console. They will be connected into the Fibre optic ship-shore link
cabinet and switched by internal circuitry within the Fibre optic ship-shore link
cabinet. The electric system selector is controlled by a yard supplied FO-EL
selector switch fitted to the Cargo Control console.

Pneumatic Systems

Two quick-connect male/female umbilical pneumatic connectors are provided at
main deck level underneath the manifolds for use with the similar systems used
at Ras Laffan and other terminals. These directly trip the loading valves on
pressure loss and are sensed by the Yuken ESD system.


8.7 Mooring Load Monitoring System

Winches

Spool Specification and Performance

The LP hydraulic mooring winches and combined Windlass/Mooring Winches
are fitted with split spools designed to handle either a synthetic soft rope of 85
mm diameter or a steel wire rope of 42 mm diameter. The spools are designed to
take 4 layers of soft rope and 5 layers of wire. The spools are split into a storage
and a working area to avoid the wire becoming buried in the stowed layers.
Operators should ensure at least three turns have been placed on the working
section before applying a load. Failure to comply with this will lead to rapid
deterioration in wire condition.

Spool
Diameter 672 mm
Storage length 532 mm
Working length 420 mm

First layer performance
Rated speed under load (245 kN) 15 m/min Rated speed no load
Winding pull 300 kN. Drum end diameter 2050 mm
Length 982 mm

Precautions before using.

a) Check the correct function of clutches, gear change mechanism
and safety contacts. Equipment should operate smoothly without
undue effort being applied.

b) Check brakes are free to operate and that the bands release evenly
from all contact areas.

c) Check the heave in and pay out controls for correct function.
Controls should return to the neutral position when released.

d) Verify that all lubrication routines have been carried out.

e) Check hydraulic feeder lines for signs of leakage.

Operating Procedure

a) The drum end is keyed directly on to the drive shaft and always
turns whenever the winch is in use.

b) Personnel and loose gear should be kept well clear. To use the
drum end, ensure wire spool has been taken out of gear and the
brake applied.
c) Smoothly and slowly adjust the heave in or pay out control until
the desired operating speed is achieved.

d) To cease heaving return the control to the neutral position.
Whenever a winch is in use, a clear view of the overall task in
hand is essential. If the winch operator cannot clearly see the entire
operation from the control position then a responsible man must be
positioned to guide him.

Internationally recognised signals for the visual guidance of winch operators can
be found in the Code of Safe Working Practice for Merchant Seaman.

Sunken Bitts

The ship is provided with 16 sunken bitts 4.5~4.8 m above the loaded and
lightship condition waterline respectively.

The SWL is 150 tonnes.

Yokugawa YEWMAC System

The Yokugawa YEWMAC data is transmitted via the channel 1 of the fibre optic
ESD Ship Shore Link system.

The computer in the CCR, when switched on, displays the load data from shore.
There is no operator input required.

Strainstall System

This uses a notebook PC in the CCR and modem. Data is transmitted from the
shore computer via EXia intrinsically safe interfaces and a connector midships.

8.7.1 MLM (Mooring Load Monitor) System

The terminals at which the ship berths are fitted with MLM/Mooring Tension
Monitor systems. These include quick release mooring hooks which have load
cells which monitor the mooring line tension accurately.

The analysis of tensions is carried out by a shore-based computer.

In each case, the shore system relays data to the shipboard repeater and displays
graphically the tensions on a screen in the CCR.

Monitoring Line Monitoring Vessel Repeater

General

Shore based Mooring Line Monitoring Systems (MLMS) are present at many
cargo ports. Mooring data is provided from the MLMS via an RS232 serial
communications port to the Ship-to-Shore Link (SSL). Some jetties provide a
direct serial interface SSL cable, others multiplex/demultiplex signals onto a
telephone channel of a common carrier. The common carrier may use a cable
SSL or Fibre Optic (FO) SSL.
This software (MLM Vessel Repeater) assumes the serial connection is
established from the local RS232 connection to the remote serial port at the
MLMS, either via a leased line modem and SSL or the jettys direct serial
interface SSL cable. The MLM Vessel Repeater accepts mooring data from the
MLMS and presents it on the Graphical User Interface (GUI).
MLM Vessel Repeater includes a database of the vessel information, a table of
port specifications as per the SIGTTO data CDROM (March 2000) supplied by
Seatechnik and a table to store mooring patterns for each jetty. The database is
customised for each vessel by HME.

Computer System Hardware Requirements

The following hardware is a minimum specification for the Workstation PC.

CPU : 1 Ghz Pentium III or Pentium 4
Ram : 256Mb
HardDisk 100Mb (available space)
Serial Ports: 2 x RS232 (9 pin)
Display: 1024 x 768 Pixels 256 Colour
Operating System: NT4, MS-2000 or Windows XP
Modem Requirements
NEC LSI DATAX 1200 2/4 wire leased line modem

Selecting a Jetty

To establish communication with the shore-based MLMS and commence a
vessel mooring monitoring session, a jetty must be selected from the list of
available jetties.

Dock Select Window

Load Monitoring Graphics

Note!
The graphical images contained in this document are indicative only and the
Delivered Software Graphics may vary.

Load Monitoring

The operator interface to the Mooring Line Monitoring System displays the data
in a separate window.
Figure 2 shows a typical screen layout.
Mooring load monitoring is always active once a jetty has been selected. The
load-bar graphs show the current line loads, without further operator intervention.

MLM Vessel Repeater Window

Load Histograms

The mooring line loads are displayed graphically as histograms. The histograms
are grouped by dolphin and are individually labelled.
Histogram Colour Coding
The histograms change colour according to the status of the hook loads.
The colour scheme is:

Green Line tension is acceptable.
Red Line tension is beyond High or Low alarm point
Grey Shore side MLMS has flagged illegal data.
These loads are also crossed out with red
Navy Old data is indicated, after a loss of two data
packets, by navy blue histograms

Numerical Load Display
The line tension can be viewed numerically on the pedestal. The readout in a
pedestal, below the histograms, can be toggled on and off by left-clicking the
pedestal with the mouse.

Histograms with numerical load readout on and off

Mooring Patterns
A graphical representation of the preferred mooring pattern may be created,
saved edited, recalled or deleted for each jetty.
Dragging a line from a hook to a fairlead position draws a mooring line. Right-
clicking on the fairlead allows a choice of which line to remove.
Continue drawing or deleting lines for each active hook until the mooring pattern
is completed. Once complete the pattern can be saved for this jetty

Creating and Saving a Mooring Pattern
Communications Status
Communication between the Shore Data Monitoring System and the Mooring
Line monitoring system is via the serial port.

Communication Status

The communications status indicator will change from a Red Not Connected to
a Green Connected when a valid data packet is received from the shore-based
system. If the connection to shore is lost the status will return to a red Not
Connected. Data will be marked as bad (grey) or old (navy) depending on the
condition of the last packet received.


Index of LNG Terminals and Emergency Shutdown Systems and
Ship-Shore Link Systems fitted

Terminal
Name
Country
Import/
Export
ESD-SSL
Electric
ESD-SSL
Fibreoptic
Other MLM
Arun Indonesia Export ITT Cannon Pneumatic Umbilical Strainstall / YEWMAC
Badak Indonesia Export ITT Cannon Pneumatic Umbilical
Earth Bonding
Strainstall / YEWMAC
Bintulu Malaysia Export Miyaki System Furukawa Strainstall / YEWMAC
Bonny Nigeria Export (Pyle National
System Aug
2001)
Sea Technik / NFI Marimatech a/s
Cartagena Spain Import Pyle National Strainstall / YEWMAC
Chita Japan Import Miyaki System Furukawa Pneumatic umbilical Strainstall / YEWMAC
Chita Joint (II) Japan Import Miyaki System Furukawa Pneumatic umbilical Strainstall / YEWMAC
Dahej

India Import Pyle national Furukawa Pneumatic umbilical Strainstall / YEWMAC
Das Island UAE Export Sea Technik / NFI Marimatech a/s via
FO Channel 1
Futtsu Japan Import Miyaki System Furukawa Pneumatic Umbilical Strainstall / YEWMAC
Hatsukaichi Japan Import Miyaki System Furukawa Pneumatic Umbilical Strainstall / YEWMAC
Higashi-
Ohgishima
Japan Import Miyaki System Furukawa Pneumatic Umbilical Strainstall / YEWMAC
Himeji

Japan Import Furukawa Pneumatic Umbilical Strainstall / YEWMAC
Incheon 1 Korea Import Miyaki System Furukawa Strainstall on Inchon
1 by direct Plug
Incheon 2 Korea Import Miyaki System Marimatech a/s via
Radio link on Inchon 2
Kagoshima Japan Import Furukawa Pneumatic
Umbilical
Earth Bonding
Strainstall / YEWMAC
Kawagoe Japan Import Miyaki System Furukawa Pneumatic Umbilical Strainstall / YEWMAC
Lake Charles USA Import Pyle national
Lumut Brunei Export Furukawa Strainstall / YEWMAC
Montoir
Upstream
France Import Pyle National
Montoir
Downstream
France Import Pyle National Pneumatic Umbilical
Negishi Japan Import Miyaki System Furukawa Pneumatic Umbilical Strainstall
Niigata Japan Import Miyaki System Furukawa Pneumatic Umbilical YEWMAC
Ohgishima Japan Import Miyaki System Furukawa Pneumatic Umbilical Strainstall / YEWMAC
Olta Japan Import Furukawa Pneumatic Umbilical Strainstall / YEWMAC
Pyeongtaek 1 Korea Import Miyaki System Furukawa Pneumatic Umbilical Strainstall / Furukawa
Pyeongtaek 2 Korea Import Miyaki System Furukawa Pneumatic Umbilical
Qalhat Sultante of Oman Export Pyle National Sea Technik / NFI Marimatech a/s
Data via radio
provided by terminal
Ras Laffan 1 Qatar Export Miyaki System Furukawa Strainstall / YEWMAC
Ras Laffan 2 Qatar Export Miyaki System Furukawa Strainstall / YEWMAC
Senboku 1 Japan Import ITT Cannon Furukawa Pneumatic Umbilical Strainstall / YEWMAC
Senboku 2 Japan Import ITT Cannon Furukawa Pneumatic Umbilical Strainstall / YEWMAC
Sendai Japan Import Miyaki System Furukawa Pneumatic Umbilical Strainstall / YEWMAC
Shimizu Japan Import Miyaki System Furukawa Pneumatic Umbilical Strainstall / YEWMAC
Sodegaura Japan Import Furukawa Pneumatic Umbilical Strainstall / YEWMAC
Yanai Japan Import Furukawa Pneumatic Umbilical Strainstall / YEWMAC

Index of Developing Terminals

Terminal Name Country
Import/
Export
ESD-SSL
Electric
ESD-SSL
Fibreoptic
Other MLM Other
Dabhol 2002 India Import Pyle National
for ESD only
Sea Technik/
NFI
Pneumatic
Umbilical
Marimatech a/s FO System


Details of Ship-Shore Connectors

SHIP

Items Ship Specification Remarks
Emergency Shut Down System

1. Optical Fiber System
(1) Manufacture
(2) Connector Type
(3) Connection Box Position
(4) Cable Length

2. Pneumatic System
(1) Manufacture
(2) Connector Type
(4) Air Pressure
(5) Cable Length

3. Electric System
(1) Manufacture
(2) Connector Type
(4) Cable Length

(1) Seatechnik
(2) ST Connector(6 cores)
(3) Upper Deck below Manifold Platform
(4) Nil

2. Pneumatic System
(1) NITTA MOORE
(2) SNAP-TITE 1/2" SVHN8-8F, SVHC8-8F
(4) 450~550 kPag
(5) Nil

3. Electric System
(1) Seatechnik/PCS Seatechnik/Miyaki
(2) HDE-B1716-621SL-AG (Female) 21E-P-T
(Pyle-National Connector AF-series Compatible)

Communication System

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

(2) Manufacture
(3) Connector Type

2. Electric System
(1) Syetem

(2) Manufacture
(3) Connector Type

3. Radio System
(1) System

(1) Telephone
- Hot Line
- Internal (PABX)
- Public Line
(2) Refer Item 1-1)
(3) Refer Item 1-1)
(4) Refer Item 1-1)

2. Electric System
(1) Telephone
PCS Miyaki #1 Miyaki #2 Miyaki #3
Interphone Telephone Interphone ESD Signal
Internal(PABX)
Public Line
(2) Refer Item 1-3)
(3) Refer Item 1-3)
(4) Refer Item 1-3)

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

(2) Manufacture
(3) Connector Type
- Receive : 155.00 to 159.50 MHz (Simplex)
160.60 to 163.50 MHz (Duplex)
(2) JRC
Tension Monitoring System

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

(1) SeaTechnik
(2)
(3) Via optic

Bonding Cable & Connector

(1) Position

(2) Connector Type

(3) Cable
1) Size
2) Length
Bonding Plate(Fig.):

(1) Upper deck below
manifold platform
9.5 m aft from Vapour
Line Center (P&S)
- Material: SUS304
(2) GD-B1716-23SL-AG,
Female (Fixed)
- GD-1716-23PL-16
compatible
(Ex plugs), Male(portable)
(3) 35m Flexible link cable with above connector(Male)



Items
Shore Specification
(to be confirmed)
Remarks

(1) Manufacture
(2) Connector Type
(4) Cable Length

2. Pneumatic System
(1) Manufacture
(2) Connector Type
(4) Air Pressure

(5) Cable Length

3. Electric System
(1) Manufacture
(2) Connector Type
(4) Cable Length

(1) Furukawa
(2) FC-type
(3) Loading Platform
(4)

2. Pneumatic System
(1) NITTA MOORE
(2) SNAP-TITE 1/2" SVHC8-8F (MALE)
(4) Normal Press = 5.0 kg/cm
2

Trip Press. = 2.5 kg/cm
2

(5) Supply from Shipside

3. Electric System
(1) MIYAKI
(2) 21E-P-T
(4) 50 m

Pin Function
1,2 ESD

(1) Syetem

(2) Manufacture
(3) Connector Type

2. Electric System
(1) Syetem

(2) Manufacture
(3) Connector Type

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

(1) Telephone
- Hot line
- PABX tel.
- Public phone
(2) Furukawa
(3) FC-type

2. Electric System
(1) Telephone
- Hot line
- PABX tel
- Public phone
(2) Miyaki
(3) 21E-P-T

3. Radio System
(1) N.A
(2)
(3)
(4)

Items
Shore Specification
(to be confirmed)
Remarks
(1) Manufacture
(2) System Type
(3) Connection Type
(5) Cable Length

(1) Strainstall / Furukawa
(2)
(3) SB-M4 / Optic connector
(4)
(5)

(1) Position
(2) Connector Type
(3) Cable

(1)
(2)
(3)



Items
Shore Specification
(to be confirmed)
Remarks

(1) Manufacture
(2) Connector Type
(4) Cable Length

2. Pneumatic System
(1) Manufacture
(2) Connector Type
(4) Air Pressure

(5) Cable Length

3. Electric System
(1) Manufacture
(2) Connector Type
(4) Cable Length

(1) FURUKAWA
(2) FC-TYPE
(3)
(4)

2. Pneumatic System
(1) NITTA MOORE
(2) SNAP-TITE 1/2" SVHC8-8F (FEMALE)
(4) Normal Press = 5.0 kg/cm2
Trip Press. = 2.5 kg/cm2
(5) Supply from Shipside

3. Electric System
(1) MIYAKI
(2) 21E-P-T
(4)


(1) Syetem

(2) Manufacture
(3) Connector Type

2. Electric System
(1) Syetem

(2) Manufacture
(3) Connector Type

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

(1) Telephone
- HOT LINE
- PABX TEL
- PUBLIC PHONE
(2) FURUKAWA
(3) FC-TYPE
(4)

2. Electric System
(1) Telephone
- HOT LINE
- PABX TEL
- PUBLIC PHONE
(2) MIYAKI
(3) 21E-P-T
(4)

3. Radio System
(1) NA
(2)
(3)
(4)

Items
Shore Specification
(to be confirmed)
Remarks

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

(1) STARINSTALL / FURUKAWA
(2)
(3) SB-M4(FEMALE), OPTIC CONNECTOR
(4)
(5)


(1) Position
(2) Connector Type
(3) Cable
1) Size
2) Length

(1)
(2)
(3)



Items
Shore Specification
(to be confirmed)
Remarks

(1) Manufacture
(2) Connector Type
(4) Cable Length

2. Pneumatic System
(1) Manufacture
(2) Connector Type
(4) Air Pressure
(5) Cable Length

3. Electric System
(1) Manufacture
(2) Connector Type
(4) Cable Length

(1) FURUKAWA
(2) FC-TYPE
(3)
(4)

3. Electric System
(1) MIYAKI
(2) 21E-P-T
(3)
(4)
Pin Allocation (Miyaki connector)
for ESD : Connector A (red)
Pin 01/02
for Telephone: Connector B (Yellow)
Pin 01/02 : Hot line
Pin 03/04 : Internal Phone
Pin 05/06 : Public Phone

(1) Syetem

(2) Manufacture
(3) Connector Type

2. Electric System
(1) Syetem

(2) Manufacture
(3) Connector Type

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

(1) Telephone
- HOT LINE
- PABX TEL
- PUBLIC PHONE
(2) FURUKAWA
(3) FC-TYPE
(4)

2. Electric System
(1) Telephone
- HOT LINE
- PABX TEL
- PUBLIC PHONE
(2) MIYAKI
(3) 21E-P-T
(4)

3. Radio System
(1) N.A
(2)
(3)
(4)

Items
Shore Specification
(to be confirmed)
Remarks

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

(1) STRAINSTALL / FURUKAWA
(2)
(3) SB-M4(FEMALE) / OPTIC CONNECTOR
(4)
(5)


(1) Position
(2) Connector Type
(3) Cable
1) Size
2) Length

(1) Loading/Unloading Platform
(2) NAM-BUK ELECT.(Holder type)
(3) Supplied by shore terminal



Items
Shore Specification
(to be confirmed)
Remarks

(1) Manufacture
(2) Connector Type
(4) Cable Length

2. Pneumatic System
(1) Manufacture
(2) Connector Type
(4) Air Pressure
(5) Cable Length

3. Electric System
(1) Manufacture
(2) Connector Type
(4) Cable Length

(1)
(2)
(3)
(4)

2. Pneumatic System
(1)
(2)
(3)
(4)
(5)

3. Electric System
(1) MIYAKI
(2) 21E-P-T
(4) 50 m
Pin Allocation :
(Miyaki-Pyle Adapter, Appendix 4.)
for ESD : Connector A (red)
Pin 01/02
for Telephone: Connector B (Yellow)
Pin 01/02 : Hot line
Pin 03/04 : Internal Phone
Pin 05/06 : Public Phone

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

2. Electric System
(1) Syetem

(2) Manufacture
(3) Connector Type

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

(1)
(2)
(3)
(4)

2. Electric System
(1) Telephone
- HOT LINE
- PABX TEL
- PUBLIC PHONE
(2) MIYAKI
(3) 21E-P-T
(4)

3. Radio System
(1)
(2)
(3)
(4)

Items
Shore Specification
(to be confirmed)
Remarks

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

(1) MARIMATECH
(2) CARRY-ON DISPLAY
(3) RADIO FREQUENCY
(4)
(5)


(1) Position
(2) Connector Type
(3) Cable
1) Size
2) Length

(1) Loading/Unloading Platform
(2) NAM-BUK ELECT.(Holder type)
(3) Supplied by shore terminal



Items
Shore Specification
(to be confirmed)
Remarks

(1) Manufacture
(2) Connector Type
(4) Cable Length

2. Pneumatic System
(1) Manufacture
(2) Connector Type
(4) Air Pressure
(5) Cable Length

3. Electric System
(1) Manufacture
(2) Connector Type
(4) Cable Length

(1)
(2)
(3)
(4)

2. Pneumatic System
(1)
(2)
(3)
(4)
(5)

3. Electric System
(1)
(2)
(3)
(4)


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

2. Electric System
(1) Syetem
(2) Manufacture
(3) Connector Type

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

(1) Telephone
(2)
(3)
(4)

2. Electric System
(1) Telephone
(2)
(3)
(4)

3. Radio System
(1)
(2)
(3)
(4)


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

Items
Shore Specification
(to be confirmed)
Remarks

(1) Position
(2) Connector Type
(3) Cable
1) Size
2) Length


DAHEJ - INDIA LNG Terminal

Items
Shore Specification
(to be confirmed)
Remarks

(1) Manufacture
(2) Connector Type
(4) Cable Length

2. Pneumatic System
(1) Manufacture
(2) Connector Type
(4) Air Pressure(Normal/Trip)
(5) Pneumatic Hose Length

3. Electric System
(1) Supplier/Manufacture
(2) Connector Type

(4) Cable Length
(5) Pin Allocation


2. Pneumatic System
(1) NITTA-MOORE
(2)
(3)
(4) Normal : 5.5 bar, Trip : 2.0 bar
(5) Approx. 50 m

3. Electric System
(1) PCS or VANTAGE
(2) HDE-1016-621 (Male)
(Pyle National Connector)
(3)
(4) Approx. 50 m
(5) Refer to Remark

* Pin Allocation (Pyle National)
Pin No. 7 x 8 Telephone
Pin No. 13 x 14 ESD (Shore to Ship)
Pin No. 15 x 16 ESD (Shore to Ship)

5 & 6 Hot Line
7 & 8 Telephone Line (Public & Plant
Line)
13 & 14 ESD (Shore to Ship)
15 & 16 ESD (Ship to Shore)
31, 32, 33 & 34 Mooring Tension Monitor

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

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

3. Radio System
(1) System
(2) Manufacture


2. Electric System
(1) Interphone in jetty Substation
(2) Refer Item Emergency Shut Down System-3

3. Radio Communication
(1) Operating frequency for VHF 147~175 MHZ
(2)


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

Items
Shore Specification
(to be confirmed)
Remarks

(1) Position
(2) Connector Type

(3) Cable
1) Size
2) Length
(4) Bolt & Nut

(1)
(2) Clamp type
(flameproof switch to be connected to the ground)
(3) Flexible copper cable (Reel type)
1) 35 sq mm
2) Approx. 50 m
(4) M 8 x 25 mm long nut bolts



Items
Shore Specification
(to be confirmed)
Remarks

(1) Manufacture
(2) Connector Type
(4) Cable Length

2. Pneumatic System
(1) Manufacture
(2) Connector Type
(4) Air Pressure
(5) Cable Length

3. Electric System
(1) Manufacture
(2) Connector Type
(4) Cable Length
(5) Pin Allocation

(1) FURUKAWA ELECTRIC CO.,LTD
(2) C-411 (6 Pins)
(3) 8.5m to the Stern from Vapor Arm
(4) 50 m

2. Pneumatic System
(1) NITTA MOORE
(2) SVHC8-8F (Female)
(3) 7.0 m to the Stern from vapor Arm Center
(4) Normal Pressure : 5.0
(5) 22m Hose Length

3. Electric System
(1) MIYAKI
(2) 21E-P-T
(3) 14.5m to the Stern from Vapor Arm center
(4) 80 m
(5) Refer to remark
* Pin Allocation (Miyaki)

- Miyaki #1 (RED)
1 & 2 ESD From Shore
4 & 5 ESD From shore

- Miyaki #2 (BLUE)
1 & 2 PABX Telephone 1
3 & 4 PABX Telephone 2
5 & 6 Spare

- Miyaki #3 (WHITE)
1 & 2 Hot Line
3 & 4 Power of Hot Line

(1) Syetem

(2) Manufacture
(3) Connector Type

2. Electric System
(1) Syetem
(2) Manufacture
(3) Connector Type

3. Radio System
(1) System
(2) Manufacture

(1) Telephone
- Hot line
- Intercom
- Public line
(2) FURUKAWA Electric CO., LTD
(3) C-411 (6 Pins)
(4) 8.5 m to the Stern from Vapor Arm

2. Electric System
(1) Telephone
(2) MIYAKI
(3) 21E-P-T

3. Radio System
(1)
(2)

Items
Shore Specification
(to be confirmed)
Remarks

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

(1) YOKOGAWA Electric Corporation
(2) YEWMAC 530
(3) Via Optic fibre connector (C-411) / Strainstall
(5) 50 m


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

(1) 9m to the Stern from Vapor Arm
(2) G-Clamp
(3) 1) 60 mm
2

2) 80 m



Items
Shore Specification
(to be confirmed)
Remarks

(1) Manufacture
(2) Connector Type
(4) Cable Length

2. Pneumatic System
(1) Manufacture
(2) Connector Type
(4) Air Pressure
(5) Cable Length

3. Electric System
(1) Manufacture
(2) Connector Type
(4) Cable Length
(5) Pin Allocation

(1)
(2)
(3)
(4)

2. Pneumatic System
(1)
(2)
(3)
(4)
(5)

3. Electric System
(1)
(2)
(3)
(4)
(5)
* Pin allocation(Pyle National)

Cable pair Pins Assignment
Pr1 1,2 telephone hot line ; shore
MCR and ship CCR
Pr2 3,4 unused spare
Pr3 5,6 dial telephone to ship CCR
Pr6 11,12 4-20 ma pressure signal
ship vapor header
Pr7 13,14 ship ESD from shore
Pr8 15,16 shore ESD from ship
Pr10 19,20 continuity spare

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

2. Electric System
(1) Syetem
(2) Manufacture
(3) Connector Type

3. Radio System
(1) System
(2) Manufacture

(1)
(2)
(3)
(4)

2. Electric System
(1) Telephone
(2)
(3)
(4)

3. Radio System
(1) Portable backup is available VHF
Ch.12, 16 or 16A
(also SSB 4419.4 kHz)
(2)

Items
Shore Specification
(to be confirmed)
Remarks

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


(1) Position
(2) Connector Type

(3) Cable
1) Size
2) Length

(1) Unloading platform manifold
(2) Burndy Type GIE Connector
(Manufacturer : Westinghouse
Explosionproof 100 ampere
disconnects switch)
(3) 1) #10AWG Ground Cable in
1" conduit with bolt clamp
2) 3.5 meter (Distance to ship's rail)


FRANCE - MONTOIR, DOWNSTREAM BERTH LNG TERMINAL

Items
Shore Specification
(to be confirmed)
Remarks

(1) Manufacture
(2) Connector Type
(4) Cable Length

2. Pneumatic System
(1) Manufacture

(2) Connector Type


(4) Air Pressure
(5) Cable Length

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


(4) Cable Length
(5) Pin Allocation

(1)
(2)
(3)
(4)

2. Pneumatic System
(1) NITTO KOHKI, SNAPP TITE : Two style of
coupling
(2) NITTO KOHKI 1/2" SS316 reference 400SF
SNAPP TITE 1/2" SS316 SVHC-8-8F
(3) Connection available on the platform nearby
PYLE shore receptacle
(4) 4 barg
(5) 1/2" reinforced rubber with male connector
style 400 PH or SVNH-8-8H (60m Length)

3. Electric System
(1) Pyle-National
(2) Female AF B1716-621SL-AG
(shore receptacle)
(3) Unloading platform, 10m about forward and
10m after the vapor arm
Provided by ship - cable type PNC 20033
115EPN
+ connector AF-1016-621PL-12 (Male)
(4) Cable Length 35 m
(5) Refer to remark

Pair Pins Function
Pr1 1, 2 Hot Line
Pr2 3, 4 Spare Unused
Pr3 5, 6 Dial tel with CCR
from/to Terminal
Pr4 7, 8 Shore tel line 1
Pr5 9,10 Shore tel line 2
Pr6 11,12 Spare Unused
Pr8 15,16 Ship ESD : Signal
(Alarm) to shore of ship's
pump
Pr9 17,18 stop Continuty loop test
Pr11 21,22 High level shore tanks :
Automatic stops ship's
pump and shuts
manifold's valves
Pr12 23,24 Terminal ESD : Stops
ship's pumps and shuts
manifold's valves by
Terminal
Pr13 25,26 Safety arms 1st step,
ESD1. Stops ship's
pumps and shut's
manifold's valves
Pr14 27,28 Safety arms 2nd step,
ESD2. Ditto as Pr13 and
activate arms
disconnection
Pr17 33,34 Spare Unused Not
connected
connected

Items
Shore Specification
(to be confirmed)
Remarks

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

2. Electric System
(1) Syetem

(2) Manufacture
(3) Connector Type

3. Radio System
(1) System
(2) Manufacture

(1) Telephone
(2)
(3)
(4)

2. Electric System
(1) Telephone
- Hot line
- Telephone(Internal)
- Telephone(Public)
(2) Pyle National
(3) AF B1716-621SL-AG/AF-1016-621PL-12
10m after

3. Radio System
(1) Walkie-Talkie
(2) Motorola
(3) MHz 457.550, 457.575, 457.525, 457.600,
161.350, 161.450


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


(1) Position

(2) Connector Type

(3) Cable
1) Size
2) Length

(2) Pyle-National(Primary), Ground cable(2ndary)
with "C" shape clamp
(3)
1)
2) 35m


FRANCE - MONTOIR, UPSTREAM BERTH LNG TERMINAL

Items
Shore Specification
(to be confirmed)
Remarks

(1) Manufacture
(2) Connector Type
(4) Cable Length

2. Pneumatic System
(1) Manufacture

(2) Connector Type


(4) Air Pressure
(5) Cable Length

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


(4) Cable Length

(1)
(2)
(3)
(4)

2. Pneumatic System
(1) NITTO KOHKI, SNAPP TITE : Two style of
coupling
(2) NITTO KOHKI 1/2" SS316 reference
400SF
SNAPP TITE 1/2" SS316 SVHC-8-8F
(3) Connection available on the platform nearby
PYLE shore receptacle
(4) 4 barg
(5) 1/2" reinforced rubber with male connector
style 400 PH or SVNH-8-8H (60m Length)

3. Electric System
(1) Pyle-National
(2) Female AF B1716-621SL-AG (shore
receptacle), AF-1016-621PL-12 (Male)
Provided by ship - cable type PNC 20033 -
115EPN
+ connector AF-1016-621PL-12 (Male)
(4) Cable Length 35 m
Pair Pins Function
Pr1 1, 2 Hot Line
Pr2 3, 4 Spare Unused
Pr3 5, 6 Dial tel with CCR from/to
Terminal
Pr4 7, 8 Shore tel line 1
Pr5 9,10 Shore tel line 2
Pr8 15,16 Ship ESD : Signal (Alarm)
to shore of ship's pump
Pr9 17,18 stop Continuty loop test
Pr11 21,22 High level shore tanks :
Automatic stops ship's
pump and shuts
manifold's valves
Pr12 23,24 Terminal ESD : Stops
ship's pumps and shuts
manifold's valves by
Terminal
Pr13 25,26 Safety arms 1st step,
ESD1. Stops ship's
pumps and shut's
manifold's valves
Pr14 27,28 Safety arms 2nd step,
ESD2. Ditto as Pr13 and
activate arms
disconnection
connected
connected

Items
Shore Specification
(to be confirmed)
Remarks

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

2. Electric System
(1) Syetem

(2) Manufacture
(3) Connector Type

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

(1) Telephone
(2)
(3)
(4)

2. Electric System
(1) Telephone
- Hot line
- Telephone(Internal)
- Telephone(public)
(2) Pyle National
(3) AF B1716-621SL-AG/AF-1016-621PL-12
10m after

3. Radio System
(1) Walkie-Talkie
(2) Motorola
(3) MHz 457.550, 457.575, 457.525, 457.600,
161.350, 161.450

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


(1) Position

(2) Connector Type

(3) Cable
1) Size
2) Length

(2) Pyle-National(Primary), Ground cable
(2ndary) with "C" shape Clamp
(3)
1)
2) 35m
3) 2nd: Grounding cable with "C" shape
clamp



Items
Shore Specification
(to be confirmed)
Remarks

(1) Manufacture
(2) Connector Type

(4) Cable Length

2. Pneumatic System
(1) Manufacture
(2) Connector Type

(4) Air Pressure
(5) Cable Length

3. Electric System
(1) Manufacture
(2) Connector Type
(4) Cable Length
(5) Pin Allocation

(1) Furukawa Electric Co., Ltd.
(2) Manufacture standard FC-type (6 Pin)
(3) Control booth middle stage (QNHD+14.7m)
(21.5m aft from spotting line)
(4) 50m

2. Pneumatic System
(1) NITTA MOORE
(2) SVHC8-8F (female)
(3) Loading arm platform
(14.5m aft from spotting line)
(4) Norminal 4.0 barg , Trip 2.0 barg
(5) 50 m

3. Electric System
(1)
(2)
(3)
(4)
(5) Refer to remark
Pin Cable Function
05/06 Pair 03 Interphone(Hot line)
07/08 Pair 04 Public phone #1
09/10 Pair 05 Public phone #2
(Internal Phone/PABX)
13/14 Pair 07 ESD from shore
15/16 Pair 08 ESD from ship
17/18 Pair 09 Continuity loop check
19/20 Pair 10 Continuity loop check

Items
Shore Specification
(to be confirmed)
Remarks

(1) Syetem

(2) Manufacture
(3) Connector Type

2. Electric System
(1) Syetem
(2) Manufacture
(3) Connector Type

3. Radio System
(1) System
(2) Manufacture

(3) Connector Type

(1) Telephone
- Hot Line
- Intercom
- Public line
(2) Furukawa Electric Co., Ltd.
(3) Manufacture Standard FC-type(6 Pin)
(4) Control booth mid. stage(QNHD+14.7m)
(21.5m aft spotting line)"

2. Electric System
(1) Telephone
(2) Pyle-National
(3)
(4)

3. Radio System
(1) VHF radio system
(2) Private frequency in Qatar/Ras-Laffan Terminal
158.375 MHz
(3)
(4)


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

(5) Cable Length

(1) YOKOGAWA ELECTRIC CORPORATION
(2) Yamatake Harmonas
(3) Furukawa Standard FC Type (6 Pin)
(4) Control booth mid. stage (QNHD +14.7m)
(21.5m aft spotting line)
(5) 50 m


(1) Position
(2) Connector Type

(3) Cable
1) Size
2) Length

(1) Loading platform manifold (14.5m aft from S.L)
(2)
(3) 1) 35mm2
2) 35m
3) M12 x L30 hexagonal head

13.2
19.8
(unit:mm)
46.4

RAS LAFFAN NO.2 BERTH, QATAR LNG TERMINAL

Items
Shore Specification
(to be confirmed)
Remarks

(1) Manufacture
(2) Connector Type
(4) Cable Length

2. Pneumatic System
(1) Manufacture
(2) Connector Type
(4) Air Pressure
(5) Cable Length

3. Electric System
(1) Manufacture
(2) Connector Type
(4) Cable Length
(5) Pin Allocation

(1)
(2)
(3) Accommodation Ladder Platform
(4)

2. Pneumatic System (primary)
(1)
(2)
(3)
(4)
(5)

3. Electric System (Future Installation)
(1)
(2)
(3)
(4)
(5)


(1) System

(2) Manufacture
(3) Connector Type

2. Electric System
(1) System

(2) Manufacture
(3) Connector Type

3. Radio System by Radio Link
(1) System
(2) Manufacture

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

2. Electric System

(1) - Hot line
- PABX line 1
- PABX line 2
(2) Miyaki
(3) 21E-P-T
(1) Future Installation
- Hot line
- Telephone
(2) Pyle-National
(3) Pyle-Connector

3. Radio System
(1) Operating frequency for VHF 158.375 MHZ
(2)

Items
Shore Specification
(to be confirmed)
Remarks

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

(Optical Fiber)
(1) Marix. K.K
(2) Yamatake Harmonas
(3) Ref. Item VII-1 (2)
(4) Ship side
(5) 50 m


(1) Position
(2) Connector Type
(3) Cable
(4) Bolt & Nut

(1) Bonding cable with clamp type connector on
cable reel mounted on gangway
(2) 100 amp universal jaw type grounding clamp.
(3) Cable
1) #14 copper cable/rubber-covered
2) 30 meter on grounding reel
(4) N.A

Disha-Cargo Operating Manual

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Disha-Cargo Operating Manual

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Cargo Operating Manual

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