AL SAHLA Cargo Manual PDF

Al Sahla Cargo Operating Manual
CARGO OPERATING MANUAL Section 2: Properties of LNG 3.2.2a DACS Operator Station Panel
3.2.2b Input Panel
LIST OF CONTENTS 3.2.3a DACS Example Screen Display
2.1 Properties of LNG
ISSUE AND UPDATE CONTROL 3.2.3b Valve Symbols
2.1.1 Physical Properties and Composition of LNG 3.2.3a Pump and Motor Symbols
equipment SYMBOLS AND COLOUR SCHEME
Illustrations 3.2 4a Extension Alarm Control Panel System Architecture
ELECTRICAL AND INSTRUMENTATION SYMBOLS 3.2 4b Watch Call Panels
international gas code 2.1.1a Physical Properties of LNG
INTRODUCTION 2.1.1b Composition of Typical LNG
2.1.1c Variation of Boiling Point of Methane with Pressure 3.3 Custody Transfer System (CTS)
2.1.1d Properties of Methane 3.3.1 Radar Primary System (Radar Gauges and Custody
Section 1: Design Concept of the Vessel 2.1.1e Relative Density of Methane and Air Transfer System)
3.3.2 Float Level Gauge
1.1 Principal Particulars 3.3.3 Independent High Level Alarm System
2.2 Characteristics of LNG
1.1.1 Principal Particulars of the Ship 3.3.4 Trim and List Indicator
2.2.1 Flammability of Methane, Oxygen and Nitrogen Mixtures 3.3.5 Loading Computer
1.1.2 Principal Particulars of Cargo Equipment and Machinery
2.2.2 Supplementary Characteristics
1.1.3 General Arrangement Illustrations
1.1.4 Tanks Capacity Plans Illustrations
3.1.1a Radar Gauge System
Illustrations 2.2.1a Flammability of Methane, Oxygen and Nitrogen Mixtures 3.3.1b Cargo Tank Level
2.2.2a Structural Steel Ductile to Brittle Transition Curve 3.3.1c Certificate of Loading
1.1.3a General Arrangement
1.1.3b Accommodation Deck D and Navigation Deck 3.3.1d Example of Custody Transfer Data (Certificate of
Arrangement 2.3 Health Hazards Measurements)
1.1.3c Accommodation Deck C Arrangement 3.3.1e CTS Flow Diagrams
1.1.3d Accommodation Deck B Arrangement Illustrations 3.3.2a Whessoe Gauge System
1.1.3e Accommodation Deck A Arrangement 3.3.2b Whessoe Float Level Gauge
2.3a Methane Safety Card 3.3.3a High Level and Overfill Alarm System
2.3b Nitrogen Safety card 3.3.4a Trim and List Indicator
1.2 Rules and Regulations 3.3.5a Loading Computer Screen Shots
3.3.5b Loading Computer Screen Shots
1.3 Cargo System Technology

Section 3: Distributed Alarm and Control System (DACS)
1.3.1 Cargo Containment System Principle
3.1 Cargo Control Room Arrangement
Section 4: Cargo and Ballast System
1.3.2 GTT Mark III Cargo Containment
Illustrations Illustrations 4.1 Cargo Manifold
1.3.1a Cargo Tank Lining Reinforcement 3.1a Cargo Control Room Arrangement 4.1.1 Cargo Manifold System
1.3.2a Membrane Cargo Containment (GTT Mark III) 3.1b Cargo Control Console 4.1.2 Cargo Strainers
1.3.2b Triplex Membrane
1.3.2c Interbarrier Space (IBS) - Insulation Space (IS) Flat Panel Illustrations
Junction 3.2 Main Machinery Control System
4.1.1a Cargo Manifold System
1.3.2d Pump Column Base Support 3.2.1 Distributed Alarms and Control System Overview 4.1.2a Cargo Strainer
1.3.2e IBS IS Section of Longitudinal Corner 3.2.2 DACS Operator Station
1.3.2f Hull Steel Grades 3.2.3 Screen Displays
4.2 Cargo Piping System
3.2.4 Extension Alarm System
1.4 Hazardous Areas and Gas Dangerous Zone Plan 4.2.1 Cargo Piping
Illustrations
4.2.2 Cargo Pipe Insulation
Illustrations 3.2.1a Distributed Alarms and Control System Overview
Illustrations
3.2.1b Distributed Alarms and Control System Overview
1.4a Gas Hazard Area Plan 3.2.1c Distributed Alarms and Control System Overview 4.2.1a Cargo Piping System (With Reliquefaction Plant)
3.2.1d Distributed Alarms and Control System Overview 4.2.1b Cargo Piping System
Issue: 1 - March 2009 IMO No: 9360855 Front Matter - Page 1 of 12

Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
4.2.1c No.4 Cargo Tank Arrangement 4.7h Reliquefaction Nitrogen Compander 4.12 Emergency Shutdown Systems
4.2.1d Spiral-Wound Jointing 4.7i Reliquefaction Plant Cold Box and Separator
4.12.1 Emergency Shutdown and Tank Protection Systems
4.2.2a Pipe Insulation 4.7j Nitrogen Booster Compressors
4.12.2 Pneumatic Emergency Shutdown System
4.7k Nitrogen Compander Lubricating Oil System
4.7l Cause and Effect Page 1 of 3 Illustrations
4.3 Cargo Pumps
4.7m Cause and Effect Page 2 of 3 4.12.1a Emergency Shutdown Block Diagram
4.3.1 Main Cargo Pumps 4.7n Cause and Effect Page 3 of 3 4.12.1b Emergency Shutdown System Architecture
4.3.2 Stripping/Spray Pumps
4.12.1c Emergency Shutdown Control Panels (i)
4.3.3 Emergency Cargo Pump
4.8 Nitrogen Generator 4.12.1d Emergency Shutdown Control Panels (ii)
Illustrations 4.12.1e Emergency Shutdown Panel on Cargo Control Room
Illustrations Console
4.3.1a Main Cargo Pumps
4.12.1f Emergency Shutdown Screen Shot
4.3.1b Start One Cargo Pump Sequence 4.8a Nitrogen Generator Screen Shot
4.12.1g Ship-Side Connector Box
4.3.1c Start Two Cargo Pump Sequence 4.8b Nitrogen Generator
4.12.1h Emergency Shutdown System Telephone
4.3.2a Stripping/Spray Pumps
4.12.2a Emergency Shutdown Pneumatic System
4.3.2b Spray Pump Start Sequence
4.9 Inert Gas System 4.12.2b Control Flow Chart For Pneumatic Ship/Shore Link
4.3.3a Emergency Cargo Pump
4.9.1 System Description
4.9.2 Operation of the Main System 4.13 Cargo Relief Valves
4.4 Cargo Compressors
Illustrations 4.13.1 Cargo Tank Relief Valves
4.4.1 High Duty Compressor
4.9.1a Inert Gas System in the Engine Room 4.13.2 Insulation Space Relief Valves
Illustrations 4.13.3 Pipeline Relief Valves
4.9.1b Inert Gas System on Deck
4.4.1a No.1 HD Compressor Screen Shot 4.9.1c Oxygen Analyser Illustrations
4.9.2a Inert Gas Generator Touch Screen Control Panel
4.13.1a Pressure Relief Valve Operation
4.9.2b Inert Gas Generator Sea Water Supply System
4.5 Boil-Off/Warm-Up Heaters 4.13.2a Pilot Operated Safety Relief Valve
4.9.2c Inert Gas Generator Dryer Control Panel
4.5.1 High Duty and Boil-Off Gas Heaters 4.13.2b IBS and IS Pressure Control Table
4.5.2 Vent Gas Heater 4.13.2c Cargo Tank Pressure Table
4.10 Fixed Gas Sampling and Gas Detection Systems 4.13.3a Typical Pipeline Relief Valve
Illustrations
Illustrations
4.5.1a No.1 HD Compressor Screen Shot 4.14 Ballast Level and Ship’s Draught Gauging System
4.5.1b Gas Management Screen Shot 4.10a SW2020 Gas Sampling Panels
4.5.2a Vent Gas Control Screen Shot 4.10b Gas Detection System 4.14.1 Ballast Piping System
4.10c Deck Area Gas Detection System 4.14.2 Remote Level and Draught Indicating System
4.10d Cargo Area Gas Detection System 4.14.3 Ballast Exchange System
4.6 LNG Vaporiser
4.10e CS3000 Gas Detection Panels Illustrations
Illustrations 4.10f Fire and Gas Detection Screen Shot
4.14.1a Ballast System
4.10g A Deck Gas Detection Screen Shot
4.6a LNG Vaporiser Screen Shot 4.14.1b Ballast Pumps Screen Shot
4.14.1c Ballast Tank Alarm Levels
4.11 Valve Remote Control System 4.14.1d Ballast Operation Screen Shot
4.7 Reliquefaction Plant 4.14.2a Remote Level and Draught Indicating System
4.11.1 Cargo, Ballast, Bunkering and Ship Side Valve Remote
Control System 4.14.3a Ballast Exchange Flow Chart
Illustrations
4.14.3b Ballast Start Permissives Screen Shot
4.7a Reliquefaction System Illustrations 4.14.3c Ballast Exchange Planning Screen Shot
4.7b Pre-cooler Assembly 4.11.1a Cargo Valve Remote Control System 4.14.3d Ballast Exchange Operation Screen Shot
4.7c Reliquefaction in Free-Flow Mode 4.11.1b Flow Chart for Hydraulic Pump Operation
4.7d Cold Box With Separator 4.11.1c Ballast, Bilge and Fuel Oil Valve Remote Control
4.7e Reliquefaction in Normal Operating Mode System
4.7f Reliquefaction Plant Fresh Water Cooling System 4.11.1d Hydraulic Power Pack Starter Panels
4.7g Reliquefaction Plant (No.1 Compander in use)

Section 5: Cargo Auxiliary and Deck System 5.5 Reliquefaction Plant Fresh Water Cooling System 6.3.3 Loading Cargo with Vapour Return to Shore via the High
Duty Compressor
Illustrations 6.3.4 Draining and Inerting Manifold Pipes and Loading Arms
5.1 Temperature Monitoring System
5.5a Cargo Machinery Fresh Water Cooling System 6.3.5 Deballasting
Illustrations Illustrations
5.1a Temperature Sensors in Secondary Barrier 5.6 Passageways and Forward Bilge Systems 6.3.1a Preparations for Loading
5.1b Cargo Tank No.1 Temperature Screen Shot 6.3.2a Cargo Lines Cooling Down
Illustrations 6.3.2b Cooling Down and Loading Flow Chart
5.2 Interbarrier Space and Insulation Space Pressure Control 5.6a Passageways and Forward Bilge System 6.3.3a Loading With Vapour Return to Shore
6.3.3b Cargo Loading
Illustrations 6.3.4a Manifold - Shore Lines Draining
6.3.5a Deballasting
5.2a Cargo Barrier Space Pressure Control Screen Shot Section 6: Cargo Operations 6.3.5b Deballasting - Educting
5.2b Nitrogen Pressurisation and Control System (Tank No.5)
6.1 Insulation Space Pressurising 6.4 Loaded Voyage with Boil-off Gas Reliquefaction
5.3 Cofferdam Heating System
6.1.1 Insulation Space Inerting 6.4.1 Loaded Voyage with Boil-Off Gas Reliquefaction
5.3.1 Cofferdam Heating and Control 6.1.2 In-Service Test
5.3.2 Hull Ventilation Illustration
Illustrations
Illustrations 6.4.1a Loaded Voyage with Boil-Off Gas Reliquefaction
6.1.1a Nitrogen System 6.4.1b Loaded Voyage with Boil-Off Gas Reliquefaction - Excess
5.3.1a Glycol Water Heater System 6.1.1b Cargo Barrier Space Pressure Control Screen Shot BOG
5.3.1b Cofferdam Heating System 6.1.1c Insulation Spaces Evacuation
5.3.1c Cofferdam Glycol Heater Screen Shot 6.1.1d Nitrogen Pressurisation and Control System (Tank No.5)
5.3.1d Cofferdam Heating Control Screen Shot 6.1.2a IBS and IS Piping Arrangement on Liquid Dome 6.5 Discharging
5.3.2a Hull Dry-Air System 6.5.1 Preparations for Discharging
5.3.2b Hull Ventilation 6.5.2 Liquid Line Cooldown Before Discharging
6.2 Post Dry Dock and Pre-loading Operations
6.5.3 Arm Cooldown Before Discharging
6.2.1 Drying Cargo Tanks 6.5.4 Discharging With Vapour Return From Shore
5.4 Fire Fighting Systems
6.2.2 Inerting Cargo Tanks 6.5.5 Discharging Without Vapour Return From Shore
5.4.1 Engine Room and Deck Fire Main Systems 6.2.3 Gassing-Up Cargo Tanks 6.5.6 Ballasting
5.4.2 Water Spray System 6.2.4 Cooling Down Cargo Tanks
5.4.3 Deck Dry Powder System Illustrations
Illustrations
5.4.4 FM200 and NOVEC 1230 Fire Extinguishing Systems 6.5.1a Preparations for Discharging
5.4.5 Fire Detection System 6.2.1a Drying Cargo Tanks (Summer) 6.5.2a Liquid Line Cooldown Before Discharge
6.2.1b Drying Cargo Tanks (Winter) 6.5.3a Arms Cooling Down Before Discharge
Illustrations
6.2.2a Inerting Cargo Tanks Prior to Gas Filling 6.5.4a Discharge With Vapour Return From Shore
5.4.1a Fire Hydrant System in the Engine Room 6.2.2b Inerting Cargo Tanks with Nitrogen 6.5.5a Discharge Without Vapour Return From shore
5.4.1b Deck Fire Main System 6.2.3a Gassing-Up Cargo Tanks - Venting 6.5.6a Ballast System Screen Shot
5.4.1c Accommodation Area Fire Main System 6.2.3b Gassing-Up Cargo Tanks - To Shore 6.5.6b Ballasting
5.4.1d Emergency Fire Pump Arrangement 6.2.3c Gassing-Up Cargo Tanks - To GCU
5.4.2a Water Spray System 6.2.4a Cargo Plant Screen Shot
5.4.2b Fire Main System in the Engine Room 6.2.4b Initial Cooldown - Return to Shore 6.6 Ballast Passage
5.4.3a Dry Powder System 6.2.4c Cooldown - GCU 6.6.1 Ballast Voyage with Reliquefaction
5.4.4a Typical FM200 Fire Extinguishing System and Instruction 6.6.2 Cooling Down Cargo Tanks Prior to Arrival
Plate 6.6.3 Sloshing Inside the Cargo Tanks
6.3 Loading and Deballasting
5.4.4b NOVEC 1230 Fire Extinguishing Systems
5.4.4c NOVEC 1230 Release Cabinet 6.3.1 Preparations for Loading Illustrations
5.4.5a Fire Detection Panel 6.3.2 Cargo Lines Cooldown 6.6.1a Ballast Voyage with Reliquefaction - Start
5.4.5b Engine Room Fire Alarm Repeater Panel 6.6.1b Ballast Voyage with Reliquefaction

6.6.1c Spraying During Ballast Voyage 7.2 LNG Liquid Leakage into the Interbarrier Spaces (IBS)
6.6.1d Ballast Voyage with Free-Flow
6.6.2a Cooling Down Cargo Tanks Prior to Arrival Illustrations
7.2a LNG Liquid Leakage to IBS
6.7 Pre Dry Dock Operations 7.2b Interbarrier Space Stripping
7.2c Portable Liquid Level Gauge
6.7.1 Stripping and Line Draining
6.7.2 Tank Warm-Up
6.7.3 Gas Freeing 7.3 Water Leakage to Insulation Space (IS)
6.7.4 Aerating
Illustrations
Illustrations
7.3a Cofferdam/Insulation Space Bilge System
6.7.1a Stripping and Line Draining 7.3b Leakage Pipe
6.7.1b Manifold Draining
6.7.2a Tank Warming-Up
6.7.3a Gas Freeing - At Sea or to Shore 7.4 Emergency Cargo Pump Installation
6.7.3b Gas Freeing - Through the GCU
6.7.3c Gas Freeing - Spray Line Illustrations
6.7.3d Gas Freeing - Machinery Room 1st Step 7.4a Emergency Cargo Pump Davit Assembly
6.7.3e Gas Freeing - Machinery Room 2nd Step 7.4b Emergency Cargo Pump Installation Sequence
6.7.4a Aerating
7.5 Fire and Emergency Breakaway
6.8 One Tank Operations
6.8.1 Warm-Up
7.6 Ship-to-Ship Transfer
6.8.2 Gas Freeing
6.8.3 Aerating 7.6.1 General Safety
6.8.4 One Tank Drying/Inerting 7.6.2 Pre-Mooring Preparations
6.8.5 One Tank Gassing-Up and Cooling Down 7.6.3 Mooring
7.6.4 Transfer Operations
Illustrations
7.6.5 Unmooring
6.8.1a One Tank Warming-Up - Step 1
6.8.1b One Tank Warming-Up - Step 2
6.8.2a One Tank - Gas Freeing 7.7 Cold Spots on Inner Hull
6.8.3a One Tank - Aerating
6.8.4a One Tank - Drying
6.8.4b One Tank - Inerting 7.8 LNG Jettison
6.8.5a One Tank Gassing-Up - Venting/GCU
6.8.5b One Tank - Cooldown Illustrations
7.8a LNG Jettison
Section 7: Emergency Procedures 7.9 Vent Mast on Fire
7.1 LNG Vapour Leakage into Barrier Spaces
Illustrations
7.1a Interbarrier Space Purge

Issue and Update Control This manual was produced by: Item Issue 1 Issue 2 Issue 3
ISSUE AND UPDATE CONTROL March 2009
This manual is provided with a system of issue and update control. WORLDWIDE MARINE TECHNOLOGY LTD. equipment SYMBOLS AND COLOUR SCHEME March 2009
ELECTRICAL AND INSTRUMENTATION SYMBOLS March 2009
Controlling documents ensures that: For any new issue or update contact: international gas code March 2009
INTRODUCTION March 2009
• Documents conform to a standard format; The Technical Director Text
Dee House 1.1 Principal Particulars March 2009
• Amendments are carried out by relevant personnel;
Zone 2 1.1.1 Principal Particulars of the Ship March 2009
• Each document or update to a document is approved before Parkway 1.1.2

Principal Particulars of Cargo Equipment and
March 2009
Machinery
issue; Deeside Industrial Park
1.1.3 General Arrangement March 2009
CH5 2NS 1.1.4 Tanks Capacity Plans March 2009
• A history of updates is maintained; UK Illustrations
1.1.3a General Arrangement March 2009
• Updates are issued to all registered holders of documents; E-Mail: manuals@wmtmarine.com Accommodation Deck D and Navigation Deck
1.1.3b March 2009
Arrangement
• Sections are removed from circulation when obsolete.
1.1.3c Accommodation Deck C Arrangement March 2009
1.1.3d Accommodation Deck B Arrangement March 2009
Document control is achieved by the use of the footer provided on every page
1.1.3e Accommodation Deck A Arrangement March 2009
and the issue and update table below.
Text
1.2 Rules and Regulations March 2009
In the right-hand corner of each footer are details of the pages section number
1.3 Cargo System Technology March 2009
and title followed by the page number of the section. In the left-hand corner of
1.3.1 Cargo Containment System Principle March 2009
each footer is the issue number.
1.3.2 GTT Mark III Cargo Containment March 2009
Details of each section are given in the first column of the issue and update Illustrations
control table. The table thus forms a matrix into which the dates of issue of the 1.3.1a Cargo Tank Lining Reinforcement March 2009
original document and any subsequent updated sections are located. 1.3.2a Membrane Cargo Containment (GTT Mark III) March 2009
1.3.2b Triplex Membrane March 2009
The information and guidance contained herein is produced for the assistance 1.3.2c
Interbarrier Space (IBS) - Insulation Space (IS)
March 2009
of certificated officers who by virtue of such certification are deemed Flat Panel Junction
competent to operate the vessel to which such information and guidance refers. 1.3.2d Pump Column Base Support March 2009
Any conflict arising between the information and guidance provided herein and 1.3.2e IBS IS Section of Longitudinal Corner March 2009
the professional judgement of such competent officers must be immediately 1.3.2f Hull Steel Grades March 2009
resolved by reference to the Technical Operations Office. Text
Hazardous Areas and Gas Dangerous Zone
1.4 March 2009
Plan
Illustrations
1.4a Gas Hazard Area Plan March 2009
Text
2.1 Properties of LNG March 2009
2.1.1 Physical Properties and Composition of LNG March 2009
Illustrations
2.1.1a Physical Properties of LNG March 2009
2.1.1b Composition of Typical LNG March 2009
Variation of Boiling Point of Methane with
2.1.1c March 2009
Pressure
2.1.1d Properties of Methane March 2009

Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3
2.1.1e Relative Density of Methane and Air March 2009 3.3.3 Independent High Level Alarm System March 2009 4.4 Cargo Compressors March 2009
Text 3.3.4 Trim and List Indicator March 2009 4.4.1 High Duty Compressor March 2009
2.2 Characteristics of LNG March 2009 3.3.5 Loading Computer March 2009 Illustrations
Flammability of Methane, Oxygen and Nitrogen Illustrations 4.4.1a No.1 HD Compressor Screen Shot March 2009
2.2.1 March 2009
Mixtures 3.1.1a Radar Gauge System March 2009 Text
2.2.2 Supplementary Characteristics March 2009 3.3.1b Cargo Tank Level March 2009 4.5 Boil-Off/Warm-Up Heaters March 2009
Illustrations 3.3.1c Certificate of Loading March 2009 4.5.1 High Duty and Boil-Off Gas Heaters March 2009
Flammability of Methane, Oxygen and Nitrogen Example of Custody Transfer Data (Certificate 4.5.2 Vent Gas Heater March 2009
2.2.1a March 2009 3.3.1d March 2009
Mixtures of Measurements) Illustrations
Structural Steel Ductile to Brittle Transition 3.3.1e CTS Flow Diagrams March 2009 4.5.1a No.1 HD Compressor Screen Shot March 2009
2.2.2a March 2009
Curve 3.3.2a Whessoe Gauge System March 2009 4.5.1b Gas Management Screen Shot March 2009
2.3 Health Hazards March 2009 3.3.2b Whessoe Float Level Gauge March 2009 4.5.2a Vent Gas Control Screen Shot March 2009
Illustrations 3.3.3a High Level and Overfill Alarm System March 2009 4.6 LNG Vaporiser March 2009
2.3a Methane Safety Card March 2009 3.3.4a Trim and List Indicator March 2009 Illustrations
2.3b Nitrogen Safety card March 2009 3.3.5a Loading Computer Screen Shots March 2009 4.6a LNG Vaporiser Screen Shot March 2009
3.1 Cargo Control Room Arrangement March 2009 3.3.5b Loading Computer Screen Shots March 2009 4.7 Reliquefaction Plant March 2009
Illustrations Text Illustrations
3.1a Cargo Control Room Arrangement March 2009 4.1 Cargo Manifold March 2009 4.7a Reliquefaction System March 2009
3.1b Cargo Control Console March 2009 4.1.1 Cargo Manifold System March 2009 4.7b Pre-cooler Assembly March 2009
Text 4.1.2 Cargo Strainers March 2009 4.7c Reliquefaction in Free-Flow Mode March 2009
3.2 Main Machinery Control System March 2009 Illustrations 4.7d Cold Box With Separator March 2009
Distributed Alarms and Control System 4.1.1a Cargo Manifold System March 2009 4.7e Reliquefaction in Normal Operating Mode March 2009
3.2.1 March 2009
Overview 4.1.2a Cargo Strainer March 2009 Reliquefaction Plant Fresh Water Cooling
4.7f March 2009
3.2.2 DACS Operator Station March 2009 Text System
3.2.3 Screen Displays March 2009 4.2 Cargo Piping System March 2009 4.7g Reliquefaction Plant (No.1 Compander in use) March 2009
3.2.4 Extension Alarm System March 2009 4.2.1 Cargo Piping March 2009 4.7h Reliquefaction Nitrogen Compander March 2009
Illustrations 4.2.2 Cargo Pipe Insulation March 2009 4.7i Reliquefaction Plant Cold Box and Separator March 2009
Distributed Alarms and Control System Illustrations 4.7j Nitrogen Booster Compressors March 2009
3.2.1a March 2009
Overview Cargo Piping System (With Reliquefaction 4.7k Nitrogen Compander Lubricating Oil System March 2009
4.2.1a March 2009
Distributed Alarms and Control System Plant) 4.7l Cause and Effect Page 1 of 3 March 2009
3.2.1b March 2009
Overview 4.2.1b Cargo Piping System March 2009 4.7m Cause and Effect Page 2 of 3 March 2009
Distributed Alarms and Control System 4.2.1c No.4 Cargo Tank Arrangement March 2009 4.7n Cause and Effect Page 3 of 3 March 2009
3.2.1c March 2009
Overview 4.2.1d Spiral-Wound Jointing March 2009 4.8 Nitrogen Generator March 2009
Distributed Alarms and Control System 4.2.2a Pipe Insulation March 2009 Illustrations
3.2.1d March 2009
Overview Text 4.8a Nitrogen Generator Screen Shot March 2009
3.2.2a DACS Operator Station Panel March 2009 4.3 Cargo Pumps March 2009 4.8b Nitrogen Generator March 2009
3.2.2b Input Panel March 2009 4.3.1 Main Cargo Pumps March 2009 Text
3.2.3a DACS Example Screen Display March 2009 4.3.2 Stripping/Spray Pumps March 2009 4.9 Inert Gas System March 2009
3.2.3b Valve Symbols March 2009 4.3.3 Emergency Cargo Pump March 2009 4.9.1 System Description March 2009
3.2.3a Pump and Motor Symbols March 2009 Illustrations 4.9.2 Operation of the Main System March 2009
Extension Alarm Control Panel System 4.3.1a Main Cargo Pumps March 2009 Illustrations
3.2 4a March 2009
Architecture 4.3.1b Start One Cargo Pump Sequence March 2009 4.9.1a Inert Gas System in the Engine Room March 2009
3.2 4b Watch Call Panels March 2009 4.3.1c Start Two Cargo Pump Sequence March 2009 4.9.1b Inert Gas System on Deck March 2009
Text 4.3.2a Stripping/Spray Pumps March 2009 4.9.1c Oxygen Analyser March 2009
3.3 Custody Transfer System (CTS) March 2009 4.3.2b Spray Pump Start Sequence March 2009 4.9.2a Inert Gas Generator Touch Screen Control Panel March 2009
Radar Primary System (Radar Gauges and 4.3.3a Emergency Cargo Pump March 2009 4.9.2b Inert Gas Generator Sea Water Supply System March 2009
3.3.1 March 2009
Custody Transfer System) Text 4.9.2c Inert Gas Generator Dryer Control Panel March 2009
3.3.2 Float Level Gauge March 2009

Fixed Gas Sampling and Gas Detection 4.13.2c Cargo Tank Pressure Table March 2009 5.4.5 Fire Detection System March 2009
4.10 March 2009
Systems 4.13.3a Typical Pipeline Relief Valve March 2009 Illustrations
Illustrations Text 5.4.1a Fire Hydrant System in the Engine Room March 2009
4.10a SW2020 Gas Sampling Panels March 2009 Ballast Level and Ship’s Draught Gauging 5.4.1b Deck Fire Main System March 2009
4.14 March 2009
4.10b Gas Detection System March 2009 System 5.4.1c Accommodation Area Fire Main System March 2009
4.10c Deck Area Gas Detection System March 2009 4.14.1 Ballast Piping System March 2009 5.4.1d Emergency Fire Pump Arrangement March 2009
4.10d Cargo Area Gas Detection System March 2009 4.14.2 Remote Level and Draught Indicating System March 2009 5.4.2a Water Spray System March 2009
4.10e CS3000 Gas Detection Panels March 2009 4.14.3 Ballast Exchange System March 2009 5.4.2b Fire Main System in the Engine Room March 2009
4.10f Fire and Gas Detection Screen Shot March 2009 Illustrations 5.4.3a Dry Powder System March 2009
4.10g A Deck Gas Detection Screen Shot March 2009 4.14.1a Ballast System March 2009 Typical FM200 Fire Extinguishing System and
5.4.4a March 2009
Text 4.14.1b Ballast Pumps Screen Shot March 2009 Instruction Plate
4.11 Valve Remote Control System March 2009 4.14.1c Ballast Tank Alarm Levels March 2009 5.4.4b NOVEC 1230 Fire Extinguishing Systems March 2009
Cargo, Ballast, Bunkering and Ship Side Valve 4.14.1d Ballast Operation Screen Shot March 2009 5.4.4c NOVEC 1230 Release Cabinet March 2009
4.11.1 March 2009
Remote Control System 4.14.2a Remote Level and Draught Indicating System March 2009 5.4.5a Fire Detection Panel March 2009
Illustrations 4.14.3a Ballast Exchange Flow Chart March 2009 5.4.5b Engine Room Fire Alarm Repeater Panel March 2009
4.11.1a Cargo Valve Remote Control System March 2009 4.14.3b Ballast Start Permissives Screen Shot March 2009 Reliquefaction Plant Fresh Water Cooling
5.5 March 2009
4.11.1b Flow Chart for Hydraulic Pump Operation March 2009 4.14.3c Ballast Exchange Planning Screen Shot March 2009 System
Ballast, Bilge and Fuel Oil Valve Remote 4.14.3d Ballast Exchange Operation Screen Shot March 2009 Illustrations
4.11.1c March 2009
Control System 5.1 Temperature Monitoring System March 2009 5.5a Cargo Machinery Fresh Water Cooling System March 2009
4.11.1d Hydraulic Power Pack Starter Panels March 2009 Illustrations 5.6 Passageways and Forward Bilge Systems March 2009
Text 5.1a Temperature Sensors in Secondary Barrier March 2009 Illustrations
4.12 Emergency Shutdown Systems March 2009 5.1b Cargo Tank No.1 Temperature Screen Shot March 2009 5.6a Passageways and Forward Bilge System March 2009
Emergency Shutdown and Tank Protection Interbarrier Space and Insulation Space Text
4.12.1 March 2009 5.2 March 2009
Systems Pressure Control 6.1 Insulation Space Pressurising March 2009
4.12.2 Pneumatic Emergency Shutdown System March 2009 Illustrations 6.1.1 Insulation Space Inerting March 2009
Illustrations Cargo Barrier Space Pressure Control Screen 6.1.2 In-Service Test March 2009
5.2a March 2009
4.12.1a Emergency Shutdown Block Diagram March 2009 Shot Illustrations
4.12.1b Emergency Shutdown System Architecture March 2009 Nitrogen Pressurisation and Control System 6.1.1a Nitrogen System March 2009
5.2b March 2009
4.12.1c Emergency Shutdown Control Panels (i) March 2009 (Tank No.5) Cargo Barrier Space Pressure Control Screen
6.1.1b March 2009
4.12.1d Emergency Shutdown Control Panels (ii) March 2009 Text Shot
Emergency Shutdown Panel on Cargo Control 5.3 Cofferdam Heating System March 2009 6.1.1c Insulation Spaces Evacuation March 2009
4.12.1e March 2009
Room Console 5.3.1 Cofferdam Heating and Control March 2009 Nitrogen Pressurisation and Control System
6.1.1d March 2009
4.12.1f Emergency Shutdown Screen Shot March 2009 5.3.2 Hull Ventilation March 2009 (Tank No.5)
4.12.1g Ship-Side Connector Box March 2009 Illustrations 6.1.2a IBS and IS Piping Arrangement on Liquid Dome March 2009
4.12.1h Emergency Shutdown System Telephone March 2009 5.3.1a Glycol Water Heater System March 2009 Text
4.12.2a Emergency Shutdown Pneumatic System March 2009 5.3.1b Cofferdam Heating System March 2009 6.2 Post Dry Dock and Pre-loading Operations March 2009
Control Flow Chart For Pneumatic Ship/Shore 5.3.1c Cofferdam Glycol Heater Screen Shot March 2009 6.2.1 Drying Cargo Tanks March 2009
4.12.2b March 2009
Link 5.3.1d Cofferdam Heating Control Screen Shot March 2009 6.2.2 Inerting Cargo Tanks March 2009
Text 5.3.2a Hull Dry-Air System March 2009 6.2.3 Gassing-Up Cargo Tanks March 2009
4.13 Cargo Relief Valves March 2009 5.3.2b Hull Ventilation March 2009 6.2.4 Cooling Down Cargo Tanks March 2009
4.13.1 Cargo Tank Relief Valves March 2009 Text Illustrations
4.13.2 Insulation Space Relief Valves March 2009 5.4 Fire Fighting Systems March 2009 6.2.1a Drying Cargo Tanks (Summer) March 2009
4.13.3 Pipeline Relief Valves March 2009 5.4.1 Engine Room and Deck Fire Main Systems March 2009 6.2.1b Drying Cargo Tanks (Winter) March 2009
Illustrations 5.4.2 Water Spray System March 2009 6.2.2a Inerting Cargo Tanks Prior to Gas Filling March 2009
4.13.1a Pressure Relief Valve Operation March 2009 5.4.3 Deck Dry Powder System March 2009 6.2.2b Inerting Cargo Tanks with Nitrogen March 2009
4.13.2a Pilot Operated Safety Relief Valve March 2009 FM200 and NOVEC 1230 Fire Extinguishing 6.2.3a Gassing-Up Cargo Tanks - Venting March 2009
5.4.4 March 2009
4.13.2b IBS and IS Pressure Control Table March 2009 Systems 6.2.3b Gassing-Up Cargo Tanks - To Shore March 2009

6.2.3c Gassing-Up Cargo Tanks - To GCU March 2009 6.5.6b Ballasting March 2009 LNG Liquid Leakage into the Interbarrier
7.2 March 2009
6.2.4a Cargo Plant Screen Shot March 2009 Text Spaces (IBS)
6.2.4b Initial Cooldown - Return to Shore March 2009 6.6 Ballast Passage March 2009 Illustrations
6.2.4c Cooldown - GCU March 2009 6.6.1 Ballast Voyage with Reliquefaction March 2009 7.2a LNG Liquid Leakage to IBS March 2009
Text 6.6.2 Cooling Down Cargo Tanks Prior to Arrival March 2009 7.2b Interbarrier Space Stripping March 2009
6.3 Loading and Deballasting March 2009 6.6.3 Sloshing Inside the Cargo Tanks March 2009 7.2c Portable Liquid Level Gauge March 2009
6.3.1 Preparations for Loading March 2009 Illustrations 7.3 Water Leakage to Insulation Space (IS) March 2009
6.3.2 Cargo Lines Cooldown March 2009 6.6.1a Ballast Voyage with Reliquefaction - Start March 2009 Illustrations
Loading Cargo with Vapour Return to Shore via 6.6.1b Ballast Voyage with Reliquefaction March 2009 7.3a Cofferdam/Insulation Space Bilge System March 2009
6.3.3 March 2009
the High Duty Compressor 6.6.1c Spraying During Ballast Voyage March 2009 7.3b Leakage Pipe March 2009
Draining and Inerting Manifold Pipes and 6.6.1d Ballast Voyage with Free-Flow March 2009 7.4 Emergency Cargo Pump Installation March 2009
6.3.4 March 2009
Loading Arms 6.6.2a Cooling Down Cargo Tanks Prior to Arrival March 2009 Illustrations
6.3.5 Deballasting March 2009 Text 7.4a Emergency Cargo Pump Davit Assembly March 2009
Illustrations 6.7 Pre Dry Dock Operations March 2009 7.4b Emergency Cargo Pump Installation Sequence March 2009
6.3.1a Preparations for Loading March 2009 6.7.1 Stripping and Line Draining March 2009 Text
6.3.2a Cargo Lines Cooling Down March 2009 6.7.2 Tank Warm-Up March 2009 7.5 Fire and Emergency Breakaway March 2009
6.3.2b Cooling Down and Loading Flow Chart March 2009 6.7.3 Gas Freeing March 2009 7.6 Ship-to-Ship Transfer March 2009
6.3.3a Loading With Vapour Return to Shore March 2009 6.7.4 Aerating March 2009 7.6.1 General Safety March 2009
6.3.3b Cargo Loading March 2009 Illustrations 7.6.2 Pre-Mooring Preparations March 2009
6.3.4a Manifold - Shore Lines Draining March 2009 6.7.1a Stripping and Line Draining March 2009 7.6.3 Mooring March 2009
6.3.5a Deballasting March 2009 6.7.1b Manifold Draining March 2009 7.6.4 Transfer Operations March 2009
6.3.5b Deballasting - Educting March 2009 6.7.2a Tank Warming-Up March 2009 7.6.5 Unmooring March 2009
Text 6.7.3a Gas Freeing - At Sea or to Shore March 2009 7.7 Cold Spots on Inner Hull March 2009
Loaded Voyage with Boil-off Gas 6.7.3b Gas Freeing - Through the GCU March 2009 7.8 LNG Jettison March 2009
6.4 March 2009
Reliquefaction 6.7.3c Gas Freeing - Spray Line March 2009 Illustrations
Loaded Voyage with Boil-Off Gas 6.7.3d Gas Freeing - Machinery Room 1st Step March 2009 7.8a LNG Jettison March 2009
6.4.1 March 2009
Reliquefaction 6.7.3e Gas Freeing - Machinery Room 2nd Step March 2009 7.9 Vent Mast on Fire March 2009
Illustration 6.7.4a Aerating March 2009
Loaded Voyage with Boil-Off Gas Text
6.4.1a March 2009
Reliquefaction 6.8 One Tank Operations March 2009
Loaded Voyage with Boil-Off Gas 6.8.1 Warm-Up March 2009
6.4.1b March 2009
Reliquefaction - Excess BOG 6.8.2 Gas Freeing March 2009
Text 6.8.3 Aerating March 2009
6.5 Discharging March 2009 6.8.4 One Tank Drying/Inerting March 2009
6.5.1 Preparations for Discharging March 2009 6.8.5 One Tank Gassing-Up and Cooling Down March 2009
6.5.2 Liquid Line Cooldown Before Discharging March 2009 Illustrations
6.5.3 Arm Cooldown Before Discharging March 2009 6.8.1a One Tank Warming-Up - Step 1 March 2009
6.5.4 Discharging With Vapour Return From Shore March 2009 6.8.1b One Tank Warming-Up - Step 2 March 2009
6.5.5 Discharging Without Vapour Return From Shore March 2009 6.8.2a One Tank - Gas Freeing March 2009
6.5.6 Ballasting March 2009 6.8.3a One Tank - Aerating March 2009
Illustrations 6.8.4a One Tank - Drying March 2009
6.5.1a Preparations for Discharging March 2009 6.8.4b One Tank - Inerting March 2009
6.5.2a Liquid Line Cooldown Before Discharge March 2009 6.8.5a One Tank Gassing-Up - Venting/GCU March 2009
6.5.3a Arms Cooling Down Before Discharge March 2009 6.8.5b One Tank - Cooldown March 2009
6.5.4a Discharge With Vapour Return From Shore March 2009 7.1 LNG Vapour Leakage into Barrier Spaces March 2009
6.5.5a Discharge Without Vapour Return From shore March 2009 Illustrations
6.5.6a Ballast System Screen Shot March 2009 7.1a Interbarrier Space Purge March 2009

Equipment Symbols and Colour Scheme
Systems Colour Scheme

Globe Valve M
Electric Motor Driven Sounding Head with Cap/ Scupper for Indooor Part Connected Crossing Pipe
Deck Stand Type
LNG Liquid
Angle Globe Valve Pressure Control Sounding Head U Ullage Stand Flexible Hose Joint
with Self-Closing Device LNG Vapour
Nitrogen
Gate Valve Hydraulic Control Sounding Head Air Filter / Regulator Tank Penetration
(Deck Flush Type) Inert Gas
Gas Line
Butterfly Valve Hydraulic Control (Air) HB Fire Hose Box Duplex Strainer Blind (Blank) Flange
BOG
Screw-Down Non-Return Hydraulic Cylinder Rose Box Observation Glass Spool Piece Stripping* and Spray Line
Valve Type Actuator
Mud Box Spectacle Flange Domestic Fresh Water

Non-Return Valve Hydraulic Control (Air) Flow Meter
( Open, Shut)
Fresh Water Cooling

Swing Check Valve Intermediate Position Box Type Strainer Sight Glass Orifice
Control Valve Actuator
Sea Water
A A
Swing Check Valve (Flap) Auto Control Valve Y-Type Strainer Y Piece Centrifugal Pump
Actuator Ballast Water
Needle Valve Surface Valve Steam Trap Sight Glass Gear or Screw Type Pump Hydraulic Oil
Lubricating Oil
Safety / Relief Valve Vapour Control Valve Steam Trap with Strainer Drain Trap A Air Operated Pump
Saturated Steam
Self-Closing Spring Valve Breather Valve Hand Pump Steam Trap Foot Valve Condensate
Hand Operated Feed Water

Hose Valve Locked Open Ejector (Eductor Injector) Dry Powder Monitor Drain Cock
Locked Shut Fuel Oil
Pressure Reducing Valve Deck Stand Overboard Discharge Pressure/Vacuum Marine Diesel Oil
Quick-Closing Valve
Relief Valve
Liquid Refrigerant
Three-Way Valve Manual Hydraulic Operated Discharge/Drain A Air Purge Tank Level Gauge Non-Return Ball Valve
Deck Stand
Gas Refrigerant
3-Way Cock Air Vent Pipe Flame Screen Hydrant Pressure Reducer Air Horn Fire/Deck Water
Sludge/Waste Oil
Ball Valve Float Type (Disk) Air Vent Silencer 3-Way Control Valve
Head without Fire Screen
Air
S Float Type (Disk) Air Vent

Solenoid Driven Suction Bellmouth Air Separator Bilges/Drains
Head with Fire Screen
Electrical Signal
A Not Connected
Air Motor Driven Filling Cap Open Scupper
Crossing Pipe
Instrumentation

Electrical and Instrumentation Symbols
6600V AC Inverter Making Contact

Auxiliary DP Differential Pressure VI Vacuum Indication
Relay DPS Differential Pressure Switch VX Vacuum Transmitter
Contact DPX Differential Pressure Transmitter VR Viscosity Indication
440V AC Earth Breaking DPI Differential Pressure Indicator VC Viscosity Controller
DIS Displacer VAH Viscosity Alarm (High)
EM Electromagnetic Flow Meter VAL Viscosity Alarm (Low)
220V AC Transformer Making Contact FA Flow Alarm
With Time FC Flow Controller
Limit in FX Flow Transmitter Function is Locally
Closing XXX
P Direct On-line ZBK Zener Barrier Box FI Flow Indication Available
Breaking
Motor Starter (with UVP) FS Flow Switch
FCO Flow Counter XXX Functions are Available
R Direct On-line BZ FLG Float Type Level Gauge XXXX in Control Room
Buzzer Making Contact
Motor Starter (with UVR) With Time HY Hydrazine Detector/Meter
Limit in H2O Hydrometer
S Opening LAH Level Alarm (High) XXX Functions are Available
AT R Auto Transformer Starter Solenoid Valve Breaking XXXX on a Local Panel
LAL Level Alarm (Low)
LC Level Controller
LCG Local Content Gauge H
Soft Starter Trip Automatic Trip Making Contact LI Level Indication XXX Letters outside the circle
SFT
Flicker LR Level Recorder XXXX of an instrument symbol
Relay L indicate whether high (H),
VCS LS Level Switch/Limit Switch
200A Vacuum Contact Switch Breaking MS Microswitch high-high (HH), low (L)
Overcurrent Relay
with Fuse or low-low (LL) function
PAH Pressure Alarm (High)
is involved
PAL Pressure Alarm (Low) O = Open
Gas Circuit-Breaker Pushbutton Switch PAHLI Pressure Alarm High/Low Indicator C = Closed
Normally Open Switch
GCB (Draw-out Type) (Alternative) PX Pressure Transmitter
PC Pressure Controller
Air Circuit-Breaker Pushbutton Switch PR Pressure Recorder
Normally Closed Switch
(Draw-out Type) (Alternative) PI Pressure Indication
PS Pressure Switch
Air Circuit-Breaker PD Pressure Displacement Meter
(Fixed Type) 10A Fuse PH PH Detector/Meter
RI RPM Indicator
RCO RPM Counter
Moulded Case
RL Indicator Lamp RX Revolution Transmitter
Circuit-Breaker
RC Revolution Controller
DS SA Salinity Alarm
Disconnecting Switch Variable Resistor SI Salinity Indication
SX Salinity Transmitter
SM Smoke Indication
Resistor
DG Diesel Generator SMX Smoke Transmitter
TR Temperature Recorder
TC Temperature Control
Emergency Stop
TG Pushbutton Box TI Temperature Indication
Turbine Generator
TAH Temperature Alarm (High)
TAL Temperature Alarm (Low)
Pushbutton TAHLI Temperature Alarm High/Low Indicator
EG Emergency Generator (Start/Stop/Running) TS Temperature Switch
TH Turbine Meter
Pushbutton (Start/Stop) TM Torque Meter
Battery
VA Vacuum Alarm
Rectifier Equipment
Battery Charger (Rectifier)

International Gas Code IGC Code Corresponding IGC Code Corresponding
Section Section
IGC Code Corresponding
13.6 (94/96 amend): Gas detection requirements 4.10
Section
Chapter 7: Cargo pressure/temperature control
Chapter 1: General
7.1 (IGC 83/90 amend): General 5.1/6.4 Chapter 14: Personnel protection
1.2 (IGC 83/90 amend): Hazards 1.4
7.2 (IGC 83/90 amend): Refrigeration systems 1.3/4.7 14.1 (IGC 83/90 amend): Protective equipment 3.3 Bridge
1.5 (IGC 82/90 amend): Surveys and certification
14.2 (92 amend): Safety equipment 3.3 Bridge
Chapter 8: Cargo tank ventilation systems 14.3 (00 amend): First aid equipment 3.3 Bridge
Chapter 2: Ship survival capability and location of cargo
tanks 8.2 (00 amend): Pressure relief systems 4.13
2.1 (IGC 83/90 amend): General 1.3 8.4 (IGC 83/90 amend): Vacuum protection systems 4.13 Chapter 15: Filling limits for cargo tanks
2.2 (IGC 83/90 amend): Flooding and intact stability 3.3 8.5 (IGC 92 amend): Size of valves 4.13 15.1 (94/96 amend): General 1.3/3.3
2.3 (94/96 amend): Flooding assumptions 5.1 Machinery 15.2 (94/96 amend): Information to be provided to the 1.3/3.3
Chapter 9: Environmental control master
2.4 (IGC 83/90 amend): Conditions of loading 1.1.6
9.1 (IGC 83/90 amend): Environmental control within 6.6.3 15.3 (94/96 amend): Chapter 15 applies to all ships 1.3/3.3
2.5 (IGC 83/90 amend): Damage assumptions 1.1.5/1.3
cargo tanks and piping systems regardless of the date of construction
2.6 (IGC 83/90 amend): Location of cargo tanks 1.1.4
9.2 (IGC 83/90 amend): Environmental control within 6.1.1/5.2
the hold spaces (cargo containment systems other than Chapter 16: Use of cargo as fuel
Chapter 3: Ship arrangement type C independent tanks) 16.1 (92 amend): General 6.4
3.1 (IGC 83/90 amend): Segregation of cargo tanks 1.3 9.4 (IGC 83/90 amend): Inerting 4.9/4.10/6.2.2 16.2 (92 amend): Gas fuel supply 6.4
3.4 (IGC 83/90 amend): Cargo control room 3.1 /6.6.3
3.7 (00 amend): Bilge, ballast and fuel oil arrangements 4.14/5.6 9.5 (IGC 83/90 amend): Inert gas production on board 4.9/4.10 Chapter 17: Special requirements
17.2 (92 amend): Materials of construction 1.3
Chapter 4: Cargo containment Chapter 10: Electrical installations 17.3 (92 amend): Independent tanks 1.1.4
4.2 (94/96 amend): Definitions 1.3.1 10.1 (04 amend): General 2.12 Machinery 17.5 (IGC 83/90 amend): Deck cargo piping 4.2
4.3 (926 amend): Design loads 1.3 10.2 (04 amend): Types of equipment 2.13 Machinery 17.9 (IGC 83/90 amend): Permanently installed toxic gas 4.10
4.4 (942 amend): Structural analysis 1.3 detectors
4.5 (IGC 83/90 amend): Allowable stresses and corrosion 1.3 Chapter 11: Fire protection and fire extinction 17.11 (IGC 83/90 amend): Maximum allowable quantity 6.3
allowances 11.2 (06 amend): Fire water main equipment 5.1 of cargo per tank
4.6 (IGC 83/90 amend): Supports 1.3 11.3 (92 amend): Water spray system 5.4.3 17.12 (IGC 83/90 amend): Submerged electric cargo 4.3
4.7 (92 amend): Secondary barrier 1.3 11.4 (IGC 83/90 amend): Dry chemical powder fire 5.4.4 pumps
4.8 (00 amend): Insulation 1.3 extinguishing systems 17.19 (IGC 83/90 amend): Nitrogen 4.8
4.9 (92 amend): Materials 1.3
Chapter 12: Mechanical ventilation in cargo area Chapter 18: Operating requirements
Chapter 5: Process pressure vessels and liquid, vapour 12.2 (IGC 83/90 amend): Spaces not normally entered 6.7 18.1 (92 amend): Cargo information 2.1
and pressure piping systems 18.5 (IGC 83/90 amend): Carriage of cargo at low 2.2/6.1
5.2 (IGC 83/90 amend): Cargo and process piping 4.2 Chapter 13: Instrumentation (gauging, gas detection) temperatures
5.4 (IGC 94/96 amend): Piping fabrication and joining 4.2.1 13.1 (IGC 83/90 amend): General 4.10 18.7 (IGC 83/90 amend): Systems and controls 3.2/4.12
details 18.8 (IGC 83/90 amend): Cargo transfer operations 6.3/6.5
13.2 (IGC 83/90 amend): Level indicators for cargo 3.3
5.8 (IGC 83/90 amend): Cargo transit methods 7.6 tanks
5.9 (IGC 83/90 amend): Vapour return connections 6.3/6.4 13.3 (00 amend): Overflow control 3.3
13.4 (IGC 83/90 amend): Pressure gauges 3.3
Chapter 6: Materials of construction 13.5 (IGC 83/90 amend): Temperature indicating 5.1
6.1 (IGC 83/90 amend): General 4.2 devices

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

Section 1: Design Concept of the Vessel
1.1 Principal Particulars
1.1.1 Principal Particulars of the Ship
1.1.2 Principal Particulars of Cargo Equipment and Machinery
1.1.3 General Arrangement
1.1.4 Tank Capacity Plans
1.2 Rules and Regulations
1.3 Cargo System Technology
1.3.1 Cargo Containment System Principle
1.3.2 GTT Mark III Cargo Containment
1.4 Hazardous Areas and Gas Dangerous Zone Plan

1.1 Principal Particulars Draught Freeboard Displacement Deadweight Main Machinery
LOADLINE
Metres Metres Tonnes Tonnes Main engine
1.1.1 Principal Particulars of the Ship
Lightship 3.970 41981.3 manufacturer: Hyundai-MAN B & W
Ship’s name: AL THUMAMA Tropical (FW) 12.856 9.001 150,027 108,046 Model: 6S70ME-C MK7
Shipbuilder: Hyundai Heavy Industries Co Ltd. Fresh 12.600 9.257 146,689 104,708 Number of engines: 2
Yard number: 1862 Tropical 12.580 9.277 150,089 108,108 Type: Electronically controlled, two-stroke, single-acting,
Year built: 2008 Summer 12.324 9.533 146,682 104,701 direct reversible, crosshead diesel engine operating
Flag: Marshall Islands Winter 12.068 9.789 143,292 101,311 on uniflow scavenging with constant pressure
turbocharging and air cooler
Official number: 3018 TCP = 132.75 at SDWT FWA = 276mm
Number of cylinders: 6
Port of registration: Majuro
Cylinder bore: 700mm
Call sign: V7NU3 Manifold
Stroke: 2,800mm
Type of ship: Twin slow speed diesel LNG carrier with Bow - Manifold C/L 158.08 Bridge - Stern 57.45
reliquefaction plant (No.3 Liquid) Output (MCR): 23,530 bhp at 85 rpm
Type of cargo: LNG Manifold 16” - Rail 3.010 Bridge - Bow 257.71 Mean effective pressure: 1.89MPa at MCR
Cargo tanks: 5 GTT Mark III Manifold - Upper Deck 5.951 Manifold - Tray 1.5 Output (CSR): 20,000 bhp at 80.5 rpm
Stem: Bulbous bow and raked soft-nosed stem Manifold - Keel 32.951 Centre - Centre 3.50 Mean effective pressure: 1.7MPa at continuous service rating (CSR)
Stern: Transom Direction of rotation: Port: Clockwise looking from aft
Gross tonnage: 136,355 Starboard: Anti-clockwise looking from aft
Cargo Tanks
Net tonnage: 40,907 Minimum rpm: 21.0 rpm
Classification: Det Norske Veritas, 1A1 tanker for Liquefied Gas, Type: GTT Mark 3L CP speed loaded: 19.0knts
Ship Type 2G, (-163°C, 500kg/m3, 0.25 barg), Cargo capacity: 216,235.2m3 at 100% CP speed ballast: 19.5knts
NAUTICUS (newbuilding), PLUS-2, COAT-3, Cargo capacity: 212,991.7m3 at 98.5% Fuel oil: Maximum specific gravity 0.991 at 15°C
CSA-2, HMON-1, F-AMC, OPP-F, EO, NAUT-OC, Lower calorific value 42,700kJ/kg
TMON, Machinery PMS, Machinery CM, BIS Manifold Fuel consumption: 121.4g/bhp per hour at NCR (161 tonnes per day)
Ballast deadweight: 69282 tonnes at draught 9.60m
Cargo Shore Connections
Ballast displacement: 111263 tonnes at draught 9.60m Steering Gear
Length OA: 315.16m 5 pieces 20"/20", 10 pieces 20"/16", 4 pieces 16"/8"
Length BP: 303.0m Manufacturer: Yoowon Industries, Ltd.
Breadth moulded: 50.0m Bunker Tanks Type: YDFT-335-2, 4-cylinder, 2-ram
Depth moulded: 27.0m Quantity: 2 sets
Heavy fuel oil capacity: 8,621.3m3 at 100%
Depth (Trunk): 35.1m (Moulded) Main pump type: 3V-FH2B-MK (variable displacement Janney type)
Heavy fuel oil capacity: 8190.24m3 at 95%
Draught (Design): 12.0m (Moulded) Flow rating: 370 litres/minute per pump
Diesel oil capacity: 1,030.0m3 at 100%
Draught (Summer): 12.3m (Moulded Motor rating: 440V, 80kW, 60Hz, 1,200 rpm
Diesel oil capacity: 978.5m3 at 95%
Draught (Scantling): 13.0m Auxiliary pump type: TOP 340 FBN
Tiller type: Solid, keyed
Bunker Shore Connections Rudder angle: 45° maximum operation
2 pieces 12"/10", 2 pieces 12"/8", 2 piece 12" x 6", 2 piece 12" x 6", 2 piece Limit rudder angle: 47.5° maximum
6" x 4", 2 piece 4" x 3"
Issue: 1 - March 2009 IMO No: 9360855 Section 1.1 - Page 1 of 15

Propellers Exhaust Gas Economiser Emergency Generator Engine
Manufacturer: Hyundai Manufacturer: KangRim Industries Co. Ltd. Manufacturer: STX-Cummins
Type: Keyless, FPP No. of sets: 2 No. of engines: 1
Made of: Ni, Al, Bronze Type: Exhaust gas economiser Model: KTA38DMGE
Number of blades: 5 Model: EB150120 Type: Four-stroke, 60° V-type, 12 cylinder, turbocharged
and after-cooled
Diameter: 7600 Evaporation: 1,500kg/h
No. of turbochargers: 2
Pitch: 7679mm Working pressure: 1.0MPa
Output: 1,007kW
Quantity: 2 Feed water temperature: 80°C
Speed: 1800 rpm
Exhaust gas temperature: 220°C typical value at 1,500kg/h evaporation
Direction of rotation: Clockwise viewed from the front
Exhaust gas temperature: 196°C typical value at 1,500kg/h evaporation
Auxiliary Boilers Engine capacity: 37.8 litres
Max. pressure drop: 120mmAq
Manufacturer: KangRim Industries Co. Ltd. Oil capacity: 114 litres
No. of sets: 2 Cylinder bore: 159mm
Type: Oil-fired vertical water tube marine boiler Main Electrical Generator Engines Cylinder stroke: 159mm
Model: MBO106DS26 Manufacturer: STX - MAN B&W Exhaust gas temperature: 524°C
Evaporation: 8,000kg/h Type: 8L32/40 Compression ratio: 13.9:1
Steam condition: 1.0MPa at 183.3°C No. of sets: 4 Mean piston speed: 9.5m/s
Feed water temperature: 80°C No. of cylinders: 8 in-line Fuel oil: Marine diesel oil
Burner stop pressure: 1.08MPa Cylinder bore: 320mm Coolant capacity: 124 litres
Burner start pressure: 0.75MPa Cylinder stroke: 400mm
Slave burner start: 80% load Speed: 720 rpm Emergency Alternator
Slave burner stop: 25% load Piston speed: 9.6m/s Manufacturer: Newage
High water level alarm: +150mm Mean effective pressure: 25.9 bar Type: PM734C1
Low water level alarm: -120mm Cylinder pressure: 190 bar (maximum) Capacity/rating: 450V, 3ph, 60Hz, 910kW, 1,137.5kVA, 0.8pf, IP23
Low water level shutdown: -145mm Rotation: Clockwise from flywheel end Speed: 1,800 rpm
Steam high pressure: 1.17MPa (alarm and burner shutdown) Firing order: 1-4-7-6-8-5-2-3 Space heater: 220V, 210W, 1-phase, 60Hz
Steam low pressure: 0.5MPa (alarm) Exhaust gas temperature: 320~370°C after turbocharger Cooling method: Air-cooled
Steam dump valve opening: 1.13MPa Output: 4,000kW at 720 rpm Excitation: Self-excited, brushless
Fuel oil consumption: 185g/kWh Insulation class: H
LO consumption: 0.8g/kWh
Overload capacity: 110%
Main Alternators
Manufacturer: HHI EES
No. of sets: 4
Capacity/rating: 6,600V, 3-phase, 60Hz, 3,800kW, 378A, 4,750kVA
0.8pf, 10-pole, IP44
Speed: 720 rpm
Cooling: Closed air circuit with water-cooled air cooler
Heating: 230V, 1,440W

1.1.2 Principal Particulars of Cargo Equipment Motor rating: 429.8kW, 440V, 60Hz, 2-pole Ballast Stripping Eductor
and Machinery Motor speed: 3,600 rpm Manufacturer: Ki-Won Industrial Co.
Starting method: Direct on-line No. of sets: 2
Main Cargo Pumps Current: 52A (full load) Type: Water jet
Manufacturer: Ebara International Corporation 342A (starting load) Driving pressure: 0.9MPa
Type: 12EC-24, fixed vertical Starting method: Direct on-line Driving capacity: 450m3/h
Operating temperature: -163°C Suction capacity: 300m3/h
Specific gravity: 0.500 Emergency Cargo Pump
Rated flow: 1,400m3/h at 165m differential head
Manufacturer: Ebara International Corporation High Duty Compressors
Best efficiency point
Type: 8ECR-12, fixed vertical Manufacturer: Cryostar
(BEP): 1,460m3/h at 162m differential head
Operating temperature: -163°C No. of sets: 2
Minimum flow: 511m3/h (continuous)
Specific gravity: 0.500 Model: CM 400/55
Power required: 395kW (rated)
Rated flow: 550m3/h at 165m differential head Type: Centrifugal, single-stage, fixed speed with adjustable
404kW (best efficiency point)
Best efficiency point: 533m3/h at 169m differential head inlet guide vanes
443kW (maximum, 120% rated flow)
Minimum flow: 187m3/h (continuous) Flow: 35,000m3/h
NPSHR at rated flow: 0.50m
Power required: 168kW (rated) Inlet gas pressure: 103kPa(A)
No. of stages: 1
166kW (best efficiency point) Outlet gas pressure: 200kPa(A)
No. of sets: 10 (2 per cargo tank)
184kW (maximum, 120% rated flow) Inlet gas temperature: -140°C
Motor rating: 484.7kW, 6,600V, 60Hz, 4-pole
NPSHR at rated flow: 0.80m Outlet gas temperature: -108.3°C
Motor speed: 1,800 rpm
No. of stages: 1 Shaft speed: 11,200 rpm
Starting method: Soft start
No. of sets: 1 Capacity of oil reservoir: 400 litres
Current: 52A (full load)
Motor rating: 223.8kW, 440V, 60Hz, 2-pole Type: Single speed, asynchronous, 3-phase, water-cooled
304A (starting load)
Motor speed: 3,600 rpm No. of poles: 2
Starting method: Direct on-line Insulation: F class
Spray/Stripping Pumps Current: 348A (full load) Motor speed: 3,580 rpm
Manufacturer: Ebara International Corporation 2234A (starting load) Rated motor power: 1,110kW, 6,600V, 60Hz
Type: 2EC-12, fixed vertical Starting method: Direct on-line
Operating temperature: -163°C Boil-Off Gas Compressors
Specific gravity: 0.500 Ballast Pumps Manufacturer: Atlas Copco Energas GmbH
Rated flow: 65m3/h at 145m differential head
Manufacturer: Shinko Industries Ltd Type: GT 026 T2 K2
Best efficiency point
Type: Vertical, centrifugal Quantity: 2
(BEP): 61m3/h at 151m differential head
Quantity: 3 Mass flow: 6,885kg/h
Minimum flow: 21m3/h (continuous)
Model: CAD450-12V48 Design pressure: 1MPa
Power required: 23.8kW (rated)
Capacity: 3,000m3/h at 0.3MPa Design temperature: -170/+100ºC
23.2kW (best efficiency point)
Rotation: Clockwise viewed from the coupling Motor rated duty: 460kW
25.8kW (maximum, 120% rated flow)
Maximum power output: 400kW
Speed: 1,200 rpm
No. of stages: 1 LNG Vaporiser
Starting method: Direct on-line
No. of sets: 5 (1 per cargo tank) Manufacturer: Cryostar
Type: 65-UT-38/34-5.9
No. of sets: 1

High Duty Heaters 1st Stage inter-cooler: 0/150ºC (design temperature) Nitrogen Reservoir
Manufacturer: Cryostar 2nd Stage compressor: 3.96MPa (design pressure) Manufacturer: SB Verksted AS
Type: 108-UT-38/34-4.6 2nd Stage compressor: 150ºC (design temperature) Type: Horizontal
Design temperature: -196°C/+220°C (tube), +220°C (shell) 2nd Stage inter-cooler: 1,522kW (rated duty) Volume capacity: 3m3
Design pressure: 1MPa (tube and shell) 2nd Stage inter-cooler: 4.0MPa (design pressure) Design pressure: 4.4MPa
No. of sets: 1 2nd Stage inter-cooler: 0/150ºC (design temperature) Design temperature: -20°C/+75°C
3rd Stage compressor: 6.6MPa (design pressure)
3rd Stage compressor: 150ºC (design temperature)
Boil-Off Gas (BOG) Heater Nitrogen Booster Compressors
After-cooler: 2,280kW (rated duty)
Type: 21-UT-38/34-2.2 After-cooler: 6.6MPa (design pressure) Manufacturer: ComprAir, UK
Design temperature: -196°C/+220°C (tube), +220°C (shell) After-cooler: 0/150ºC (design temperature) Quantity: 2 (100% rating each)
Design pressure: 1MPa (tube and shell) Expander: 6.6MPa (design pressure) Rated volume duty: 120m3/h
No. of sets: 1 Expander: -198ºC/+120ºC (design temperature) Design pressure: 4.4MPa
Motor rated duty: 5,400kW Design temperature: 200ºC
Reliquefaction Plant
Cryogenic Heat Exchanger LNG Transfer Pumps Vent Gas Heater
Manufacturer: Nordon Cryogenie SAS Manufacturer: Cryomec Manufacturer: Vanterus

Material: 3003 aluminium Model: VSMP 170-4-SC Type: PSHE 2HH-44/1/1
Duty N2 Pass 1: 7,633kW Quantity: 2 Rated duty: 114 kW
Duty N2 Pass 2: 6,330kW Type: Vertical motor pump Volume capacity: 0.1m³
Duty LNG Pass 3: 1,303kW Fluid: LNG Design pressure: 1MPa
Design pressure: 1.0/6.3/4.0MPa Number of stages: 1 Design temperature: -196/+260ºC
Design temperature: -196°C/+65ºC Flow rate: 250 litres/minute No. of sets: 1
Suction pressure: 350kPa(g)
Separator
Discharge pressure: 520kPa(g) Glycol Water Heaters
Pump speed: 3,540 rpm Steam Glycol Heaters
Manufacturer; Nordon Cryogenie SAS
Absorbed power: 1.38kW
Material: 5083 aluminium Manufacturer: DongHwa Entec
Installed power: 4.0kW
Volume capacity: 0.89m3 No. of sets: 2
NPSH: 0.2m with supercharger included in scope
Design pressure: 1.0/6.3/4.0MPa Type: Shell and tube
Design temperature: -196°C/+65ºC Capacity: 3.56m3
Pre-Cooler Model: BEU
Manufacturer: Deca
Nitrogen Companders
Heat exchanger medium: LNG/Methane Vapour Glycol Water Circulating Pumps
Manufacturer: Atlas Copco Energas
Heat exchange rate: 147kW
Type: GT032 N3 D0 + ETI 150MS Manufacturer: Shin Shin
Heat exchange surface: 105.37m2
Quantity: 2 No. of sets: 2
Capacity: 3650/41 litres (vapour/liquid)
Mass flow: 118,000kg/h Type: RVP100MH
Design pressure: 0.57MPa(g)
1st Stage compressor: 3.45MPa (design pressure) Capacity: 33m3/h at 410kPa
Design temperature: -196ºC/+80ºC
1st Stage compressor: 150ºC (design temperature) Motor rating: 11kW
1st Stage inter-cooler: 1,942kW (rated duty) Motor speed: 1800 rpm
1st Stage inter-cooler: 3.45MPa (design pressure)

Glycol Water Pneumatic Pump Fuel Oil Pump Unit Safety Valves
Manufacturer: Wilden Pump &Engineering Co. Ltd. Manufacturer: Allweiler
Cargo Tanks
No. of sets: 1 No. of sets: 1
Manufacturer: Fukui Seisakusho
Type: Wilden P200 Type: Positive displacement, screw
Type: PORV 10 *12
Capacity: 2m3/h x 100kPa Capacity: 1,9000kg/h at 25 bar
Model: PSL-MD13-131-NS1(B)
Motor rating: 4.6kW, 440V, 60Hz, 3,450 rpm
Tag No: CGR101//501,102//502
Diesel oil consumption: 1,830kg/h
Nitrogen Generator No. of units: 10
Manufacturer: Air Products No. per tank: 2
Model: NC1-1612P-WKP-145-970 Refrigeration/Cooling Plant Set pressure: 25kPa(g)
Type: Membrane Manufacturer: Hamworthy Moss AS Closing pressure: 22kPa(g)
No. of sets: 2 No. of sets: 1 Blowdown pressure: 3kPa
Capacity: 2 x 145m3/h at 97% nitrogen Compressor type: HSO 2024, screw-type Blowdown %: 12%
Nitrogen dew point: -65°C at atmospheric pressure Cooler type: Shell and tube Flow rate per valve: 23,840Nm3/h
Discharge pressure: 0.9MPa Cooling medium: Brine (20% ethylene glycol/water) Vacuum setting: -1kPa(g) ±25%
Heater: 5kW Gas inlet condition: 37°C at 100% relative humidity (maximum)
Power supply: 440V, 60Hz, 3-phase Gas outlet condition: 5°C at 100% relative humidity (maximum)
Interbarrier Spaces (IBS)
Control supply: 0.5kW Refrigerant: R404a
Power supply: 220V, 60Hz, 1-phase
Type: PORV 2*3
Air Dryer Unit
Model: PSL-MD13-131-S1(B)
Manufacturer: Hamworthy Moss AS
Inert Gas / Dry-Air Generator Tag No: NC102//502,103//503
No. of sets: 1
Manufacturer: Hamworthy Moss AS Number of units: 10
Heater type: Finned coil (steam), tube element (electric)
No. of sets: 1 Number per tank: 2
Electric heater capacity: 380kW
Type: Moss High Turbulent Set pressure: 3.0kPa(g)
Medium: Air
Gas delivery rate: 21.000Nm³/h Closing pressure: 1.8kPa(g)
Operating pressure: 0.03~0.14 bar (air)
Gas delivery pressure: 0.25 bar Blowdown pressure: 1.2kPa
Steam pressure: 10 bar (design)
Scrubber type: Triplex 3-stage with mesh demister Blowdown %: 40%
Outlet temperature: 150~170°C (steam)
Flow rate per valve: 398Nm3/h
160~190°C (electric)
Air Blower Unit Vacuum block: -80kPa(g) (no leakage for 1 minute)
Manufacturer: Flebu Dew Point Meter

No. of sets: 4 (mounted as 2 x two-stage) Insulation Spaces (IS)
Type: DRYCAP 180M
Type: Centrifugal, single-stage Manufacturer: Fukui Seisakusho
Capacity: 1,980m3/min Type: PORV 2*3
Motor: 185kW, 440V, 60Hz, 3,600 rpm, 230kW Oxygen Analyser Model: PSL-MD13-131-S1(B)
Manufacturer: Hamworthy Moss AS Tag No: NC101//501,104//504
Type: SBS3500-IG-M-AX4-HM Number of units: 10
Measurement system: Heated zirconia type sensor Number per tank: 2
Measurement range: 0.2 - 21% Set pressure: 3.5kPa(g)
Probe flow rate: 200ml/min Closing pressure: 2.1kPa(g)
Blowdown pressure: 1.4kPa
Blowdown %: 40%

Flow rate per valve: 481Nm3/h Tag No: CR601 Closing pressure: 900kPa(g)
Vacuum block: -80kPa(g) (no leakage for 1 minute) Set pressure: 1,000kPa(g) (1MPa) Blowdown pressure: 100kPa
Closing pressure: 900kPa(g) Blowdown %: 10%
Blowdown pressure: 100kPa Flow rate per valve: 2,958Nm3/h
Insulation Space Pressurisation Header
Blowdown %: 10% Manufacturer: Fukui Seisakusho
Type: Conventional 1.1/2*F*2
Flow rate per valve: 2,958Nm3/h Type: Conventional 2*J*3
Model: REC131-S1(N)
Model: REC131-S1(E)
No. of units: 1
LNG Return Main No. of units: 1
Tag No: NG109
Tag No: CLR602/707
Set pressure: 60kPa(g) Manufacturer: Fukui Seisakusho
Set pressure: 1,000kPa(g) (1MPa)
Closing pressure: 40kPa(g) Type: Conventional 2*J*3
Closing pressure: 900kPa(g)
Blowdown pressure: 20kPa Model: REC131-S1(E)
Blowdown pressure: 100kPa
Blowdown %: 33.3% No. of units: 1
Blowdown %: 10%
Flow rate per valve: 237Nm3/h Tag No: CRR413
Flow rate per valve: 1,399m3/h
Type: Conventional 2*J*3 Set pressure: 1,000kPa(g) (1MPa)
Type: Conventional 1*E*2
Model: REC131-S1(E) Closing pressure: 900kPa(g)
Model: REC131-S1(N)
No. of units: 2 Blowdown pressure: 100kPa
No. of units: 1
Tag No: CSR704, 705 Blowdown %: 10%
Tag No: CSR872
Set pressure: 1,000kPa(g) (1MPa) Flow rate per valve: 7,419Nm3/h
Blowdown pressure: 100kPa Cargo Machinery Space Blowdown pressure: 100kPa
Blowdown %: 10%
Reliquefied Return To Tanks Blowdown %: 10%
Flow rate per valve: 7,419Nm3/h
Manufacturer: Fukui Seisakusho Flow rate per valve: 1,399Nm3/h
Type: Conventional 2*J*3
Tank Spray Lines Model: REC131-S1(E) Fixed Gas Sampling System
Manufacturer: Fukui Seisakusho No. of units: 1
SW2020 System
Type: Conventional 1.1/2*G*3 Tag No: CRR803
Model: REC131-S1(N) Manufacturer: Consilium Marine AB
No. of units: 5 System: Salwico
Tag No: CSR111, 211, 311, 411. 511 Salwico model: SW2020
Set pressure: 1,000kPa(g) (1MPa) Type: Sample draw, continuous 21 minute cycle
Blowdown %: 10%
Closing pressure: 900kPa(g) Cargo part: 35 - Infrared detectors
Blowdown %: 10% GS3000 System
LNG Vaporiser
Flow rate per valve: 2,958Nm3/h Manufacturer: Consilium Marine AB
Salwico model: GS3000
Type: Conventional 1.1/2*G*3
Vent and Relief Main Model: REC131-S1(N)
Detectors: 6 - Infrared FGD-3, EEx iad llC T4
Manufacturer: Fukui Seisakusho 2 - Infrared Bucom ST600EX-IR EEx d llC T6
No. of units: 1
Type: Conventional 1.1/2*G*3 33 - Catalytic combustible ST600EX EEx d llC T6
Tag No: CGR871
Model: REC131-S1(N) Sampling range: 0-100% LEL (0-5% vol.) methane + 100%
No. of units: 1 4.- Electro chemical ST400EX, EEx ia llC T6

Sampling range: 0 to 25% vol. oxygen Provisions Cranes Anchor
Self-test: Continuous Manufacturer: Oriental Type: HD14 high holding power
Model: HPC-617 No. of sets: 2
Deck Equipment No. of sets: 2 Weight: 17,250kg each
SWL: 6.5 tonnes
Hose Handling Cranes
Radius maximum: 17.0m
Manufacturer: Oriental Cable Chains
Radius minimum: 4.7m
Model: HHC-1025 No. of sets: 2
Hook travel: 45m
No. of sets: 2 Diameter: 117mm
Hoisting speed at SWL: 10m/min approximately
SWL: 10.0 tonnes Length: 14 shackles each side
Slewing sector: 300 degrees (port)
Radius maximum: 25.0m Special quality: Steel grade U3
301 degrees (starboard)
Radius minimum: 5.5m Slewing speed: 0.5 rpm approximately
Hook travel: 60.0m Luffing up/down: 95 seconds approximate average Mooring Winches (M1, M2, M3, M4, M5 M6 and M7)
Hoisting speed, no load: 20m/min approximately Heel/trim limits: 5/2 degrees Manufacturer: TTS Kocks GmbH
Hoisting speed at SWL: 10m/min approximately Weight of crane: 9.98 tonnes approximately Mooring winch type: 5530, each with 2 or 3 mooring drums and 1 warping
Slewing sector: 360 degrees Steel wire rope: 16mm diameter, galvanized non-rotating end
Slewing speed: 0.5 rpm approximately Electric motor model: 250 M
Luffing up: 140 seconds approximately Rating: 99kW
Luffing down: 115 seconds approximately Moorings
Heel/trim limits: 5/2 degrees Mooring Winches
Combined Anchor Windlass/Mooring Winches
Weight of crane: 24.6 tonnes approximately
Combined Anchor Windlass and Mooring Winches (W1 and W2) Manufacturer: TTS Kocks GmbH
Steel wire rope: 18mm diameter, galvanized non-rotating
Manufacturer: TTS Kocks GmbH Type: 1910-5530
Type: 1910-5530, each with 2 mooring drums and 1
Cargo Machinery Room Crane warping end
Capstans
Manufacturer: Oriental Electric motor model: 280 M
Model: HPC-1017 Rating: 188kW Manufacturer: Shin Myung Tech Co., Ltd.
No. of sets: 1 Type: Fixed air motor-driven, vertical
SWL: 10 tonnes No. of capstans: 4
Performance of Mooring Drum
Radius maximum: 17.0m Rope: 95mm diameter
Nominal load: 300kN Winding load: 2000kg
Radius minimum: 3.9m
Winding speed: 15m/minute Winding speed: 15m/min
Hook travel: 60.0m
Light line speed: 45m/minute
Hoisting speed at SWL: 10m/min approximately
Brake holding load: 1,075kN (110t, 80% MBL)
Slewing sector: 360 degrees Air Motor
Slewing speed: 0.6 rpm approximately Type: SMP-12P-750S
Luffing up: 105 seconds approximately Performance of Warping Drum
Capacity: 12hp x 750 rpm
Luffing down: 90 seconds approximately Nominal load: 300kN Air pressure: 588.5kPa
Heel/trim limits: 5/2 degrees Winding speed: 15m/minute Total weight: 500kg/set approximately
Weight of crane: 13.6 tonnes approximately Light line speed: 45m/minute
Steel wire rope: 18mm diameter, galvanized non-rotating

Accommodation Ladder Weight: 3,854kg, light load with all equipment and fuel Davit
Manufacturer: Samgong Co. Ltd 7,604kg, total davit load for launching Manufacturer: Davit International
Length: 20.69m Engine manufacturer: Hyundai Lifeboat, Korea Type: D-CRm 11 3,5
Number of steps: 59 Model: HB29D1 Radius: Fixed, 3.5m
Ladder weight: 1120kg each Engine type: Diesel, water cooled via external keel cooler SWL (rescue boat): 11.0kN
Ladder winch: Type CPAS-25-264 Starting system: 2 independent rechargeable batteries Heel/trim limits: 20/10 degrees
Winch motors: Air operated Rating: 29hp at 2,800 rpm
Winch motor type: SAM-4.5PE-450DA Speed: At least 6 knots
Winch speed: 450 rpm Fuel tank capacity: 150 litres for 24 hours full speed running Liferafts
Air pressure: 6kg/cm2 Manufacturer: Viking
Lifeboat Davit Type: 25 man (4 sets)
Pilot Ladder Manufacturer: Oriental 6 man (1 set)
Manufacturer: Sung Mi Co. Ltd, Korea Model: HGD-082-30 (davit), BWE-15-030/030 (winch)
Length: 17.0m Type: Hinged gravity Hydrostatic Units
Safe working load: 7,911kg Manufacturer: Hammar
Lowering speed: 78m/min, maximum (fully loaded) Type: H20
Pilot Access Doors
Hoisting speed: 3m/min (minimum)
Manufacturer: Sung Mi Co. Ltd, Korea Winch motor rating: 5.5kW
Type: Folding Type Pilot Door Breathing Air Compressor
Lowering height: 31m (maximum)
No. of sets: 2 Manufacturer: Bauer
Dimensions: 2.0m x 2.0m (coaming size) No. of sets: 1
Operating unit: Electric Hydraulic Rescue Boat and Davit Model:
Rescue Boat Capacity: 200 litre/minute
Pilot Ladder Reel Manufacturer: Fr. Fassmer GmbH & Co. KG Operating pressure: 300kg/cm2 and 200kg/cm2
Type/model: Rigid rescue boat, RR 4.2
Manufacturer: Sung Mi Co. Ltd, Korea
Length overall: 4.23m Self-Contained Breathing Apparatus
Type: Overhead Stowage Reel
Beam: 1.75m
No. of sets: 2 Manufacturer: Unitor
Height: 0.82m
Length overall: 17.0m Model: UNIPAK
Capacity: 6 persons Number on board: 8
Stepped length: 12.7m
Boat weight: 310kg (with equipment)
Operating unit: Electric hydraulic
Hoisting speed: 10-15m/min approximately
Hoisting load: 200kg Engine
Manufacturer: Tohatsu
Lifeboats Model: M 40 EPL
Type: Petrol outboard
Manufacturer: Hyundai Lifeboats Co., Ltd
Rating: 40hp
No. of sets: 2
Fuel tank capacity: Approximately 24 litres
Model: HDL85CF
Dimensions (LxBxDxH): 8.50m x 3.0m x 1.35m x 2.95m
No. of persons: 50

1.1.3 GENERAL ARRANGEMENT

Illustration 1.1.3a General Arrangement
Profile
13 13
13
13 13
30 29 24
25
31 28 22 18 12
15
2
32 5
42 27 21 17 11
50 49 44
45 23 19 9
33 4
43 7
48 46 41 40 26 20
34 16 14 10
6 3 1
39
8
47 38
35
37 36
A.P 10 20 30 40 50 60 70 75 80 85 90 95 100 105 110 115 120 130 140 150 160 F.P
H H H
H H
H
Upper Deck
Up
Up
Dn
Dn Up
Up
Up
Dn
Up
Dn Up Up Up
Dn
Up
Up
H
H H H H H
Midship Section
Key
1. Fore Peak Void 21. No.3 Cargo Tank 41. Heavy Fuel Oil Serving Tank (Port and Starboard)
‘Compass’ Deck 2. Bosun Store 22. No.3 Trunk 42. Heavy Fuel Oil Bunker Tank (Port and Starboard)
‘Nav’ Deck 3. Forward Water Ballast Tank (Central) 23. No.4 Cofferdam 43. Cofferdam (Port and Starboard)
4. Bilge Well 24. Dry Powder Room 44. Low Sulphur Heavy Fuel Oil Bunker Tank
‘D’ Deck
5. Cleaning Locker 25. Cargo Gear Locker 45. Main Marine Diesel Oil Serving Tank (Starboard)
‘C’ Deck 6. Forward Heavy Fuel Oil Tank (Port and Starboard) 26. No.4 Water Ballast Tank (Port and Starboard) 46. Engine Room
‘B’ Deck 7. No.1 Cofferdam 27. No.4 Cargo Tank 47. Central Water Tank
‘A’ Deck
52 8. Forward Heavy Fuel Oil Pump Room 28. No.4 Trunk 48. Aft Peak Tank
and Emergency Fire Pump Room 29. Motor Room 49. Fresh Water Tank (Starboard) Principal Dimensions
‘Upper’ Deck 9. No.1 Cofferdam 30. Cargo Compressor Room 50. Steering Gear Room
10. No.1a Water Ballast Tank (Port and Starboard) 31. No.5 Tank 51. Lifeboat (42 Person) Length O.A 315.16m
11. No.1 Cargo Tank 32. No.5 Cargo Trunk 52. Trunk (Void) Length B.P 303.0m
12. No.1 Trunk 33. Pilot Door (Port and Starboard) 53. Cargo Tank
13. Vent Mast 34. No.5 Water Ballast Tank (Port and Starboard) 54. Water Ballast Tank Breadth Moulded 50.0m
53 14. No.1b Water Ballast Tank (Port and Starboard) 35. Low Sea Chest 55. Pipe Trunk Depth Moulded 27.0m
15. Light Post and Side Lights (Port and Starboard) 36. High Sea Chest 56. Water Ballast Tank Depth (Trunk) Moulded 35.1m
16. No.2 Water Ballast Tank (Port and Starboard) 37. Main Lubricating Oil Sump Tank Draught (Design) Moulded 12.0m
17. No.2 Cargo Tank 38. High Sea Chest Draught (Summer) Moulded 12.3m
18. No.2 Trunk 39. Heavy Fuel Oil Overflow Tank Draught (Scantling) 13.0m
19. No.3 Cofferdam 40. Heavy Fuel Oil Settling Tank (Port and Starboard)
54 55 56 20. No.3 Cargo Tank

Illustration 1.1.3b Accommodation Deck D and Navigation Deck Arrangement
D Deck Navigation Deck
Dn
1st Chief
Up Engineer’s Engineer’s
1st Bedroom Bedroom Chief
Engineer’s
Engineer’s
Day Room
Day Room
Engine Room Casing D Deck Lobby
Lobby
Electrical
Dn
and Pipe
Ducts
2nd Gas Engineer’s
Engineer Day Room
Cleaning
Gear
Locker
Gas Battery
Pilot
Night Engineer’s Room
Public
Pantry Bedroom
Toilet Dn Up Navigation Dn
Lobby Locker Wheelhouse
Clean
Linen 1st
2nd Locker Elevator Officer’s
Fan Condenser
Dn Officer Bedroom
Room Unit Room Elevator
Machinery Room
Up Public
Lobby Toilet
Locker
Owner 1st Officer’s
Up Day Room
Dn
Lobby Electrical
and Pipe Ducts
Captain’s
Chief Day
Officer’s Room
Day Room
Lobby Chief Captain’s Lobby
Officer’s Bedroom
Bedroom
Dn

Illustration 1.1.3c Accommodation Deck C Arrangement
C Deck
Lobby
Dn Up
Lobby
Spare Officers’ Fire Control
Officer (C) TV Room Station
Engine Room Casing C Deck
Electrician
Fan
Room Cargo
(Port) Control
Officers’ Dry
Room
Laundry Room
Dn
3rd Engineer
Cleaning
Locker Electrical
and Pipe Ducts
Gas
Combustion
Unit Training
Room
Dn Up
Telephone
Electrical
Booth
Equipment
Room
Rest
Spare Area
Officer (B)
Elevator
Up
Entertainment
Library
Spare
Officer (A) Conference
Dn
Room
Fan Electrical
Technical
Room and Pipe Ducts
Library
(Starboard)
Chief Public
Steward Toilet
Night
Pantry
Central
3rd Reception Office
Officer Room
Bonded
Store
Dn Up

Illustration 1.1.3d Accommodation Deck B Arrangement
B Deck
Engine Room Casing B Deck
Lobby
Up Dn
Dn
Dn
Oiler (D) Treatment/ Hospital Cadet (B) Cadet (A)
Dispensary
Oiler (E)
Electrical and
Fan Room (Port) Pipe Ducts
Crew’s Dry
Crew (P) Laundry Room Fitter
Up Dn
Oiler (C)
Locker Public Public
Crew’s Toilet Toilet
TV Room
Oiler (B)
Dn Up
Locker
Gymnasium
Oiler (A)
Elevator
Central
Cooling Fresh Water Electrical and
Expansion Tank Able Pipe Ducts
(Starboard) Messman
Seaman
Up Dn
(A)
Clean Dirty Able

Linen Linen Seaman
Cook (B)
Fan Room (Starboard) Locker Locker (B)
Cleaning Gear
Locker
Cook (A)
Ordinary Able Able Able Able Boatswain

Seaman Seaman Seaman Seaman Seaman
(F) (E) (D) (C) Dn
Dn Up Dn
Lobby

Illustration 1.1.3e Accomodation Deck A Arrangement
A Deck
Engine Casing Room A Deck
Lobby
Cleaning Gear Locker Up
Dn
Dn Up Up
Locker Safety
Equipment
Gas Combustion Locker
Unit Fan Room Suez Suez Public Crew’s
Worker Worker Toilet Recreation
(4-P) (4-P) Room
Electrical and Pipe Ducts

Vent Vent
Trunk Trunk Crew’s
Crew’s
Duty Change
Dn
Mess Room
Up Room
Crew’s
Mess Room
Crew’s Distributed
Pantry Dn Up Alarm and
Control System
(DACS)
Cabinets
Galley Elevator
Dn Electrical and Pipe Ducts

Gas Combustion
Unit Vent Hood Room
Up
Dn Officers’
Changing
Vent Vent Room
Public
Trunk Trunk
Toilet
Incinerator Waste
Oil Service Tank (Lower) Incinerator
Room Officers’
Officers’ Pantry
Incinerator Waste Mess Room Officers’
Oil Service Tank (Upper) Waste Officers’ Fire Recreation
Management Duty Equip’t Room
Room Mess Room Store
Incinerator Marine Diesel Oil

Tank (Lower) Dn Up Up Lobby
Dn
Up
Lobby Womens’
Changing Room

1.1.4 Tank Capacity plans
CARGO TANKS FRESH WATER TANKS SG: 1.000

Compartment Location Capacities 98.5% Full Max. Compartment Location Capacities 100% Full Max.
Free Free
Frame Surface Frame Surface
Volume Volume LCG VCG Moment of Moment of
Volume Weight LCG VCG
100% 98.5% from AP From BL Inertia Inertia
100% 100% from AP From BL
m3 m3 m m m4 m4
m3 mt m m
No.1 Cargo Tank (C) 112 - 120 24875.9 24500.2 95.902 19.278 101633 Drinking Water Tank (P) 9 - 17 231.2 231.2 -140.988 19.889 399
No.2 Cargo Tank (C) 101 - 111 47847.6 47125.0 57.488 17.760 291146 Fresh Water Tank (S) 9 - 17 231.2 231.2 -140.988 19.889 399
No.3 Cargo Tank (C) 90 - 100 47831.4 47109.1 13.463 17.760 291146 TOTAL 462.4 462.4 -140.988 19.889 798
No.4 Cargo Tank (C) 79 - 89 47827.0 47104.8 -30.562 17.760 291146
No.5 Cargo Tank (C) 68 - 78 47853.3 47130.6 -74.588 17.760 291146
TOTAL 216235.2 212991.7 3.461 17.934 1266217
WATER BALLAST TANKS SG: 1.025 HEAVY FUEL OIL TANKS SG: 0.980
Compartment Location Capacities 100% Full Max. Compartment Location Capacities 95% Full Max.
Free Free
Moment of Volume Volume Weight LCG VCG Moment
Volume Weight LCG VCG of Inertia
100% 100% from AP From BL Inertia 100% 90% 0.99 from AP From BL
m4 m 3 m3 mt m m m4
m3 mt m m
Forward WB Tank (C) 141 - 153 2571.7 2636.0 133.891 12.894 9816 Forward HFO Tank (P) 121 - 141 3007.4 2706.7 2679.6 121.439 18.032 3102
No.1A WB Tank (P) 116 - 121 2893.5 3006.8 103.425 12.186 3717 Forward HFO Tank (S) 121 - 141 3475.6 3111.8 3080.7 120.751 17.028 3367
No.1A WB Tank (S) 116 - 121 2893.5 3006.8 103.425 12.186 3717 HFO Bunker Tank (P) 55 - 67 608.2 547.4 541.9 -103.285 20.672 125
No.1B WB Tank (P) 111 - 116 4846.3 4967.5 86.625 11.862 9169 HFO Bunker Tank (S) 55 - 67 608.2 547.4 541.9 -103.285 20.672 125
No.1B WB Tank (S) 111 - 116 4846.3 4967.5 86.625 11.862 9169 HFO Settling Tank (P) 63 - 67 111.1 100.0 99.0 -99.500 14.446 42
No.2 WB Tank (P) 100 - 111 6350.1 6508.8 55.56 8.499 36840 HFO Settling Tank (S) 63 - 67 111.1 547.4 541.9 -103.285 20.672 42
No.2 WB Tank (S) 100 - 111 6350.1 6508.8 55.56 8.499 36840 HFO Service Tank (P) 59 - 63 94.8 100.0 99.0 -99.500 14.446 42
No.3 WB Tank (P) 89 - 100 6575.1 6739.5 11.962 8.298 40117 HFO Service Tank (S) 59 - 63 94.8 100.0 99.0 -99.500 14.446 42
No.3 WB Tank (S) 89 - 100 6575.1 6739.5 11.962 8.298 40117 Low Sulphur HFO Bunker 47 - 55 528.1 475.3 470.5 -110.672 19.324 83
No.4 WB Tank (P) 78 - 89 6574.9 6739.3- 32.062 8.299 40115 Tank (S)
No.4 WB Tank (S) 78 - 89 6574.9 6739.3- 32.062 8.299 40115 TOTAL 8621.3 7759.2 7681.6 64.615 17.919 6968
No.5 WB Tank (p) 67 - 78 5761.9 5905.9 -74.808 8.321 32206
No.5 WB Tank (S) 67 - 78 5761.9 5905.9 -74.808 8.321 32206
Aft Peak Tank (C) -6 - 17 3334.0 3417.3 -145.690 14.601 57401
TOTAL 71989.3 73788.9 12.283 9.950 391546

DIESEL OIL TANKS SG: 0.850 MISCELLANEOUS TANKS

Compartment Location Capacities 95% Full Max. Compartment Location Capacities Centre of Gravity Max.
Free Free
Volume Volume Weight LCG VCG Moment Volume LCG VCG Moment
100% 90% 90% from AP from of Inertia 100% from AP from BL of Inertia
m3 m3 mt m BL m4 m3 m m m4
m Bilge Tank (S) 59 - 67 57.2 -100.890 2.048 72
Main MDO Service Tank (S) 43 - 47 250.6 225.5 191.7 -115.487 19.648 42 Bilge Separated Oil Tank (P) 59 - 63 18.6 -102.700 2.192 34
Main MDO Service Tank (P) 43 - 55 459.4 413.5 351.5 -111.048 17.350 125 Clean Drain Tank (P 63 - 67 31.4 -99.403 2.116 38
GCU MDO Service Tank (P) 43 - 45 14.0 12.6 10.7 -116.300 24.674 1 HFO Overflow Tank (S) 63 - 67 35.9 -99.500 9.048 5
IGG MGO Service Tank (P) 43 - 47 145.9 131.3 111.6 -115.423 22.197 42 Fuel Oil Sludge Tank (S) 25 - 34 11.7 -127.900 10.691 3
G/E MDO Service Tank (P) 47 - 51 160.0 144.0 122.4 -112.300 22.414 42 LO Sludge Tank (P) 25 - 34 11.7 -127.900 10.691 3
TOTAL 1030.0 926.9 788.0 -113.014 19.482 250 Cooling Water Tank (P) 9 - 17 52.7 -139.796 4.206 13
Cooling Water Tank (S) 9 - 17 52.7 -139.796 4.206 13
TOTAL 271.9 -118.071 4.572 182
LUBRICATING OIL TANKS SG: 0.900
Compartment Location Capacities 95% Full Max.
Free
Frame Surface
Volume Volume Weight LCG VCG Moment
100% 95% 95% from AP from BL of Inertia
m3 m3 mt m m m4
LO Sump Tank (P) 46 - 58 32 28.8 25.9 -109.537 1.541 25
LO Sump Tank (S) 46 - 58 32 28.8 25.9 -109.537 1.541 25
Main LO Settling Tank (P) 63 - 67 30.3 27.3 24.5 -99.50 19.076 12
Main LO Settling Tank (S) 63 - 67 30.3 27.3 24.5 -99.50 19.076 12
Main LO Storage Tank (P) 63 - 67 30.7 27.6 24.8 -99.50 19.076 12
Main LO Storage Tank (S) 63 - 67 30.7 27.6 24.8 -99.50 19.076 12
Cylinder Oil Storage Tank (S) 63 - 67 30.5 27.5 24.7 52.00 19.076 12
- for Low Sulphur
Cylinder Oil Storage Tank (P) 63 - 67 30.5 27.5 24.7 -99.50 19.076 12
- for Low Sulphur
Cylinder Oil Storage Tank (P) 63 - 67 30.6 27.5 24.7 -99.50 19.076 12
Cylinder Oil Storage Tank (S) 63 - 67 30.6 27.5 24.7 -99.50 19.076 12
Generator LO Storage Tank (P) 25 - 27 23.0 20.7 18.6 -124.30 19.076 5
Generator LO Purifier Tank (P) 27 - 29 8.6 7.7 7.0 -120.90 19.076 2
Generator LO Settling Tank (P) 27 - 29 8.6 7.7 7.0 -120.90 19.076 2
TOTAL 348.4 313.5 282.0 -104.07 15.855 157

1.2 Rules and Regulations Gas Carriers Built Between 1976 and 1986 (the GC Code) ‘Liquefied gas’ is changed from the codes definition of ‘a product having
a vapour pressure of 2.8 bar abs at 37.8°C’ to the proposed definition of ‘a
The regulations covering gas carriers built after 1976 but before 1st July 1986
product having a vapour pressure of 1.76 bar abs at 37.8°C’. This is a change
Introduction is the ‘Code for the Construction and Equipment of Ships Carrying Liquefied
in the definition from a Reid vapour pressure of 40 psi abs. to 25 psi abs. The
Gases in Bulk’ known as the Gas Carrier Code or GC Code and adopted under
change in the Reid vapour pressure includes the ‘certain other substances’
Since the introduction of liquefied gas carriers into the shipping field, it was assembly resolution A328 (IX).
referred to in para. 1.2 of the Code, but does not include any product in IMO’s
recognised that there was a need for an international code for the carriage of Chemical Code except ethylene, which is presently listed in the Code and the
liquefied gases in bulk. Since 1975 the MSC has approved four sets of amendments to the GC Code,
Chemical Code. The change in the Reid vapour pressure was proposed by the
the latest in June 1993.
US delegation to the IMO but the change was not adopted, although there was
At the beginning of the 1970s, the Marine Safety Committee (MSC) of apparently no objection to it. The change, however, does not affect the list of
the International Maritime Organisation (IMO), known then as the Inter- Gas Carriers Built Before 1977 (the Existing Ship Code) regulated cargoes.
Governmental Maritime Consultative Organisation (ICMO), started work
The regulations covering gas carriers built before 1977 are contained in the
on a gas carrier code with the participation of the major country delegations Chapter 4 of the Code includes a provision for the evaluation of the insulation
‘Code for Existing Ships Carrying Liquefied Gases in Bulk’ first advertised
representing gas carrier owners, the International Association of Classification and hull steel assuming, for the purpose of design calculations, that the cargo
under assembly resolution A 329 (IX). Its content is similar to the GC code,
Societies, the United States Coast Guard and several other international tanks are at the design temperature and the ambient outside air and sea design
though less extensive.
associations. temperatures as follows:
The existing ship code was completed in 1976 and remains as an IMO
The result of this work was the ‘Code for the Construction and Equipment of
recommendation for all gas carriers in this fleet of ships. General Worldwide
Ships Carrying Liquefied Gases in Bulk’ introduced under assembly resolution
A328 (IX) in November 1975.
The IGC code requires that a certificate (International Certificate of Fitness Still air: +5°C (41°F)
for the Carriage of Liquefied Gases in Bulk) must be issued to all new gas
This was the first code developed by the IMO having direct applicability to Sea water: 0°C (32°F)
carriers. The certificate should comply to a pro-forma, as set out in ‘Model
gas carriers.
Form’ attached as an appendix to the code and should be available on board
Chapter 4 also provides that each administration may set higher or lower ambient
all new gas carriers.
The intention was to provide ‘a standard for the safe bulk carriage of liquefied design temperatures. This document proposed the following temperatures:
gases (and certain other substances) by sea by prescribing design and
The basic philosophy behind the code is summarised in the International Code
constructional features of ships and their equipment, so as to minimise risks to Any Waters in the World, Except Alaskan Waters
for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk
ships, their crew and the environment’.
which is readily available on board in the ship’s library.
Air (at 5 knots): -18°C (0°F)
The GC code has been adopted by most countries interested by the transport
of liquefied gases by sea, as well as all classification societies, and is now part Preamble Still sea water: 0°C (32°F)
of SOLAS. Most of the provisions in the IMO code are covered by the Classification
Society’s rules and regulations, however, attention must be drawn to the fact Alaskan Waters
The USCG have added some extra requirements to the GC code for ships that it contains requirements that are not within the scope of classification as
trading in the USA’s waters. defined in the society’s rules, for example, chapter II Ship Survival Capability, Air (at 5 knots): -29°C (–20°F)
chapter XIV Personnel Protection and chapter XVII Operating Requirements. Still sea water: - 2°C (28°F)
The applicability of the code is as follows:
However, where the societies are authorised to issue the International
Gas Carriers Built After June 1986 (the IGC Code) Certificate of Fitness, these requirements, together with any amendments or
interpretations adopted by the appropriate national authority, will be applied
The code which applies to new gas carriers (built after June 1986) is the
where applicable.
‘International Code for the Construction and Equipment of Ships carrying
Liquefied Gases in Bulk’ known as the IGC code.
Since the IMO recommendations defer some matters to the discretion of each
administration, and in other matters are not specific enough for Coast Guard
At a meeting of the MSC in 1983 approving the second set of amendments to
regulatory purpose, several major changes have been introduced from the
SOLAS, the requirements of the IGC Code become mandatory with almost
code in the proposed Coast Guard Rules. These changes are discussed in the
immediate effect.
following paragraphs.

The proposed regulations specify enhanced grades of steel for crack arresting The latest version of the following regulations and recommendations l) ILO convention concerning crew accommodation on board
purposes in the deck stringer, sheer strake and bilge strake. The minimum incorporating all subsequent additions and amendments currently in force, or ships, No.92 and 133.
acceptable grade for the deck stringer and the sheer strake is Grade E or an agreed between the owner and the builder, but awaiting ratification, enactment
equivalent steel that is specially approved by the Commandant (G-MMT). The or implementation at the time of signing of the contract shall be applied. m) ILO Guide to Safety and Health in Dock Work, 1977 and
minimum acceptable grades for the bilge strake are Grade D, or Grade E or an 1979.
equivalent steel that is specially approved by the Commandant (G-MMT). a) Maritime Rules and Regulations of Korea, Indonesia, Malaysia,
Oman, Australia, Japan and Qatar for entry into those ports. n) SOLAS 1994 Chapter V, Emergency Towing Arrangements for
The Code allows pressure and temperature control of cargoes by venting cargo Tankers.
vapours to the atmosphere when the vessel is at sea and in port if accepted by b) International Convention on Loadlines, 1966, amendments
the receiving administration. It is proposed to prohibit normal venting of cargo 1971,1975, 1979 and 1983 and Protocol of 1988 as amended by o) ICS guide to helicopter / ship operations.
into the atmosphere in many ports. Resolution A513(XIII) / A514(XIII).
p) OCIMF Recommendations on Equipment for the Towing of
The Code requires the cargo system to be designed to withstand the full vapour c) International Convention for the Safety of Life at Sea, 1974 with Disabled Tankers, September 1981.
pressure of the cargo under conditions of the upper ambient design temperature, Protocol of 1978 and Amendments of 1981, 1983, 1989, 1990,
or have other means to maintain the cargo tank pressure below the maximum 1991, 1992 and 1994 and 1998. GMDSS amendments including q) OCIMF Standardisation of Manifold for Refrigerated Liquefied
allowable relief valve setting (MARVS) of the tank. These regulations propose International Code for the Construction and Equipment of Ships Gas Carriers (LNG).
that when the cargo carried is a liquefied gas, the cargo tank pressure must be Carrying Liquefied Gases in Bulk (IGC-code) (herein called
maintained below the design vapour pressure indefinitely, the pressure on the ‘SOLAS’). r) OCIMF Guidelines and Recommendations for the Safe Mooring
LNG tank would be maintained below the design pressure for a period of not of Large Ships at Piers and Sea Islands (except special conditions
less than 21 days. Cargo tank pressure may be maintained below the design d) International Convention for the Prevention of Pollution from of the intended terminal).
pressure by several methods including refrigeration systems, burning boil-off Ships, 1973 (Annex I, IV &V), as modified by the Protocol
in waste heat or catalytic furnaces, using boil-off as fuel, or a combination of 1978 relating thereto (herein called ‘MARPOL 73/78’) and s) OCIMF Ship to Ship Transfer Guide (Liquefied Gases) 1995.
these methods. Using the boil-off as a fuel for propulsion is limited to a vessel amendment 1987, 1989, 1991 and 1992.
carrying LNG. t) SIGTTO Recommendations for Emergency Shut Down Systems
e) Convention on the International Regulations for Preventing 1997.
The proposed regulations also include the following: Collisions at Sea, 1972 with Amendments of 1981, 1987 and
1989 as amended by resolution A493(XII) and A494(XII). u) SIGTTO Recommendations for the Installation of Cargo
1. Transfer requirements for vinyl chloride. Strainers.
f) International Convention on Tonnage Measurement of
2. Loading requirements for methyl acetylene propadiene mixture. Ships, 1969, as amended by IMO Resolution A493(XII) and v) IMO Resolution A708(17) Navigation Bridge Visibility and
A494(XII). Function.
3. Additional operating requirements.
g) International Telecommunication convention, 1973 with annex w) International Electro-technical Commission (IEC).
4. Requirements for inspection or re-inspection of US flag vessels at intervals
and revisions 1974, 1982 and 1983/87.
that are the same as for vessels inspected under Sub-chapter D. Inspection
x) IMO Publication No.978 Performance Standards for Navigational
for certification would be required every 2 years and re-inspection would be
h) IMO Resolution A343(IX) Recommendation on method of Equipment (1988 edition).
required between the 10th and 14th month following the issue of a Certificate
measuring noise levels at listening posts.
of Inspection.
y) ISO 8309-1991 Refrigeration Light Hydrocarbon Fluids.
i) IMO Resolution A468(XII) Code on Noise Levels Onboard Measurement of liquid levels in tanks containing liquefied gases
5. Requirements for the initial and periodic inspections and tests of the cargo
Ships. electric capacitance gauges.
containment system, cargo and process piping, and hull heating and cold
spots.
j) USGG for foreign flag vessels operating in the navigable waters z) IMO Resolution A601(15) Provision and display of manoeuvring
of the United States except Alaskan waters (CFR Title 33- information on board ships.
The proposed Coast Guard regulations and the Classification Society’s rules
have cross-references showing the corresponding IMO code numbers to allow Navigation and Navigable Waters, Part 155, 156, 159 and 164
identification of the required paragraph. and CFR Title 46-Shipping, Part 154) and Public Law 95-474,
1978 ‘Port and Tanker Safety Act 1979’.
k) ISO draft proposal No.6954 ‘Guidelines for Overall Evaluation

of Vibration in Merchant Ships, 1984’.

1.3 Cargo System Technology Illustration 1.3.1a Cargo Tank Lining Reinforcement
1.3.1 Cargo containment System principle
The cargo containment system consists of five double insulated cargo tanks
encased within the inner hull and situated in-line from forward to aft. The Void Area
containment system serves two purposes:
• To contain LNG cargo at cryogenic temperature (-163°C)
• To insulate the cargo from the hull structure
The spaces between the inner hull and outer hull are used for ballast and will Cofferdam
also protect the tanks in the event of an emergency situation, such as collision
or grounding. 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 underdeck
pipe passage.
The cargo tanks are separated from other compartments, and from each other,
by six transverse cofferdams which are all dry compartments. The LNG to
be transported is stored in the five cargo tanks numbered 1 to 5, from fore to
aft. All cargo tanks have an octagonal transverse section matching with 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:

• One flat bottom, parallel to the keel plate raised along the ship’s
plating by two inclined plates, one on each side.
• 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.
• One flat top parallel to the trunk bottom.
The materials used for the hull structure are designed to withstand varying
degrees of low temperature. At temperatures below their specified limits, these
steels will crystallise and embrittle. The materials used for the containment
system are required to reduce the heat transfer from the hull structure to
minimise the boil-off gas from the cargo, as well as to protect the hull structure
Key
from the effects of cryogenic temperature. The inner hull is lined with the GTT
Mark 3L integrated tank system, consisting of a thin and flexible membrane, Ballast
called the primary barrier, which bears against a supporting insulation structure
embodying a secondary barrier and further secondary insulation bolted Void
and glued to the inner hull. This construction ensures that the entire cargo
Cofferdam
hydrostatic load is transmitted through the membrane and insulation to the Ballast Tank
steel plating of the inner hull structure and thereby to the hull plating of the Pipe Duct
vessel. Pipe Duct

Illustration 1.3.2a Membrane Cargo Containment (GTT Mark III)
Plywood
Stainless Steel Primary Barrier Secondary Barrier

Plywood Corner 304 SS 1.2mm Thick (Triplex, 0.7mm Thick) Plywood
Plywood Flat Joint
PUF Packing
R-PU Foam 100mm
R-PU Foam
Glass Wool 170mm
12.5mm
Cylindrical Plug Level Wedge Mastic

1.3.2 GTT Mark III Cargo Containment Insulating Foam Insulating sandwich panels, composed of an outer plywood face, onto which is
bonded the membrane sheets and two layers of insulating foam, form the actual
Material: Load bearing fibreglass reinforced polyurethane
The Mark3L is an extension of Mark III technology and has been developed interbarrier and insulation space barrier. Between the IBS and IS foam layers
foam (RPUF)
due to the increase in the size of the ships. This mainly consists of the there is a triplex membrane (scab) bonded onto the IS foam and forms the
reinforcement of the membrane at the high part of the tanks by increasing the Density: Approximately 120kg/m3 (10% fibreglass) impervious barrier to the nitrogen circulation, known as the secondary barrier.
number of ribs between the corrugation pitch and also for the low/high corner Close cell content: 95%
and bottom/top of the tanks by reducing the mastic bead pitch from 140mm to Thickness: 170mm below the secondary barrier The insulating sandwich panels are assembled by bonding with polyurethane or
100mm. 100mm above the secondary barrier epoxy glue. Insulation continuity between the panels is assured by glass wool
(flat joint) which is sandwiched between PVC films. Tightness and continuity
of the secondary barrier is achieved by means of a bonded scab-splice made of
Membrane or Primary Barrier Secondary Barrier prefabricated ridged polyurethane foam with reinforcing glass fibres.
The membrane is an assembly of corrugated sheets 1.2mm thick, made of For the corners of the tank, the sandwich panels are cut and assembled to form
AISI 304L stainless steel. The sheets, lap-welded together, have two sets of Material: Composite material made out of a 80 microns aluminium
dihedral and trihedral corners, the joints between the panels of these corners
orthogonal corrugations of ogival shape, where the nominal pitch is equal to foil bonded in between two glass cloth layers (overall
being formed of pre-compressed expanded PVC.
340mm by 340mm. The corrugations cross each other by means of geometrical thickness ~ 0.7mm)
surfaces which are termed knots. The insulation dimensions have been determined to ensure that:
So that the elongation of the sheets in the two directions of the corrugations Illustration 1.3.2b Triplex Membrane • The heat flow into the tank is limited to such an extent that the
will be the same for the same applied load, it is necessary to give different evaporation, or boil-off rate, is less than 0.15% per day.
dimensions to the corrugations of the two sets. Consequently, there is one set • The inner hull steel does not attain a temperature below its
of large corrugations, parallel to each other, and one set of small corrugations, minimum design value, even in the case of failure of the primary
also parallel to each other but at right-angles to the first set. Each sheet is barrier.
formed on an automatic folding machine using special tools.
• Any deflections resulting from applied strains and stresses are
On each of the tank walls, the corrugations present a pattern of squares, with Glass Cloth Aluminium acceptable by the primary barrier.
Foil
each set of corrugations being parallel to one of the axes of the vessel.
In addition to these requirements, the insulation acts as a barrier to prevent any
Along the edges of the tank the joining of the corrugations on two adjacent contact between ballast water and the primary barrier, in the event of leakage
walls takes place by means of angle pieces, each one formed by folding through the inner hull.
corrugation into a specially designed knot.
The insulation system is designed to maintain the boil-off losses from the
The sheets are fixed to the supporting insulation along half their perimeter by cargo at an acceptable level and to protect the inner hull steel from the effect of
welding them onto small stainless steel strips solidly fixed in the insulation excessively low temperature. If the insulation efficiency should deteriorate for
structure. This anchoring has three purposes; it takes up the unbalanced forces any reason, the effect may be a lowering of the inner hull steel temperature, ie,
set up by non-uniform or transient temperature conditions, it supports the a cold spot and an increase in boil-off from the affected tank. Increased boil-off
weight of the sheets on the vertical walls and roof of the tank, and it allows a is of no direct consequence to the safety of the vessel, as any excess gas may
small vacuum in the tank. The half perimeter is overlapped by, and lap-welded be burnt as BOG and as a last resort vented to atmosphere via the forward riser
to, the adjacent sheet, the overlap being 30mm. Along the edges and corners of Bonding Compound Glass Cloth at No. 1 tank. The inner hull steel temperature must, however, be maintained
the tank, the sheets are anchored to rigid stainless steel corner pieces, and the Bonding
within acceptable limits to prevent possible brittle fracture.
corners in turn are secured onto the insulation by hardwood keys. Compound
Thermocouples are distributed over the surface of the inner hull, but unless a
The welding process is Tungsten Inert Gas (TIG) without filler metal. cold spot occurs immediately adjacent to a sensor, these can only serve as a
The insulation and secondary barrier assembly is as shown in illustrations general indication of steel temperature. To date, the only sure way of detecting
1.3.2a and 1.3.2c and composed of the following elements. cold spots is by frequent visual inspection of the ballast spaces on the loaded
voyage.
Level wedges, fixed to the inner hull and forming a rectangular pattern, serve
as a support for the insulation panels bonded to them. The plywood panels
of the insulation barrier are secured to the inner hull by studs. The level
wedge thickness are individually calculated to take into account any slight
irregularities in the inner hull surface.

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 the primary barrier, the stainless steel membrane, has failed, so that
the LNG is in contact with the secondary barrier.
In addition to failure of the membrane, local cold spots can occur due to failure
of the insulation.
While the inner hull steel quality has been chosen to withstand the minimum
temperature likely to occur in service, prolonged operation at steel temperatures
below 0°C will cause ice build-up on the plating, which in turn will cause a
further lowering of steel temperature due to the insulating effect of the ice. To
avoid this, glycol heating coils are fitted in each cofferdam space, of sufficient
capacity to maintain the inner hull steel temperature at 5°C 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 immediate action is required. If the cold spot
is extensive, or tending to spread rapidly, flooding of the ballast space should be
carried out. The thermal capacity of the water, plus the improved heat transfer
from outside, should maintain the steel temperature at, or near, the ambient sea
water temperature. 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 portable nozzle fitted
to one of the midships liquid manifolds, using a single main cargo pump.
Mark III Cargo Tank Internal Structure.

Cargo Tank Construction Details and the Pump Column Base

Illustration 1.3.2c Interbarrier Space (IBS) - Insulation Space (IS) Flat Panel Junction
Fitting Components
For Flat Panel
Cylindrical Plug
Top Bridge Pad
Cylindrical Plug
Nut HM 10
Washer LL 10 Stud
Level Wedge
Mastic Strip Secondary Barrier

(Triplex Scab) Flat Panel
Secondary Barrier
Anchoring Strip
Inner Hull
Flat Joint

Cargo Tank Outfitting Illustration 1.3.2d Pump Column Base Support
A vapour dome is located near the geometrical centre of each cargo tank
Pump Support Bracket
ceiling. Each vapour dome is provided with:
• A vapour supply/return line to supply vapour to the tank when Main Pump
discharging, vent vapour from the tank whilst loading, and also
vent the boil-off when the tank contains cargo.
• Pick-up for pressure sensors.
In addition, each cargo tank has a liquid dome located near the ship’s centre
line at the aft part of the tank and includes the following:
• Liquid line safety valves exhaust.
• Spray line arrangement for cooldown purposes.
• Two pressure/vacuum relief valves set at 25kPa(g) and -1kPa(g)
vacuum, venting to the nearest vent mast riser.
The liquid dome also supports a tripod mast made of stainless steel (316L),
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,
float gauge column and the filling line are also located in the liquid dome.
The five cargo tanks are connected with each other by the liquid, vapour and
stripping/spray headers which are located on the trunk deck. The nitrogen
mains supplying the primary and secondary insulation spaces, and other
services directly associated with the cargo system, are also located on the trunk
deck together with the fire main and deck spray main.

Illustration 1.3.2e IBS IS Section of Longitudinal Corner
Flat Panel
PUF Packing
Mastic
Stainless Steel Flat Panel Primary Barrier

Corner Temperature 304 SS 1.2mm Thick Knot
Sensor Pocket Flat Joint
Teflon Block Plywood

Flat Panel
R-PU Foam 100mm
Plywood R-PU Foam 170mm
Glass Wool
12.5mm
Sensor
Secondary Barrier
(Triplex, 0.7mm Thick)
Cylindrical Plug
Level Wedge Mastic
Flat Panel

Illustration 1.3.2f Hull Steel Grades
Grade A Grade E(5) Grade E(4)
Grade E
Grade A
Grade E(4)
Grade A Ambient conditions for determining material grade of the hull structures are
based on the worldwide service except Alaskan water as follows:
Grade E - Air temperature (at 5 knots) : -18 degrees C
- Sea water temperature : 0 degrees C
Grade E(5)
- LNG supposed on secondary barrier
Grade E(4) The hull structure complies with requirements from Class Society, IGC- code
requirements and USCG regulation for worldwide use except Alaska (46 CFR 154,
Statement of Compliance issued).
Grade E(5)
LONGITUDINALS ATTACHED TO INNER HULL:- SAME GRADE AS PER ATTACHED PLATE

Grade A LONGITUDINALS ATTACHED TO OUTER HULL:- GRADE A
MEMBERS CONNECTED TO BOTH THE INNER AND OUTER HULLS SHALL BE SUITABLE
WITH THE MEAN LINEAR TEMPERATURE OF THE INNER AND OUTER HULL
Grade E(5)
Cofferdam Bulkhead Grade A
Key
Grade A (1) Grade A for thickness up to and including 15mm, for higher thickness up to and including 25mm grade B or DH,
for thickness up to 30mm use of grade D.
Grade D(4)
(2) Grade B or AH for thickness up to and including 25mm, for thickness up to 30mm use of grade D necessary.
Grade D(4) (3) Grade B or AH for thickness up to and including 20mm, for higher thickness up to and including 25mm grade D,
for thickness up to 40mm use grade DH.
Grade B(3)
(4) Grade D for thickness up to and including 20mm, for higher thickness up to and including 30mm grade DH,
Grade B(2) for thickness up to 50mm use grade E or EH.
Grade A (5) Possibility to apply grade DH for thickness up to and including 20mm instead of grades E or EH.
Grade B(3)
Grade A(1)
Grade B(2)
Grade D
Grade A(1) Grade A

Illustration 1.4a Gas Hazard Area Plan
10m 6m
Profile
25m
H H H
H H
H
Upper Deck
Up
Up
Dn
Dn Up
Up
Up
Dn
Up
Dn Up Up Up
Dn
Up
Up
H
H H H H H

1.4 Hazardous Areas and Gas Dangerous
Zone plan
Introduction
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 3.0m 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 3m forward and aft of
the cargo area on the open deck up to a height of 2.4m above the weather deck,
and a zone within 2.4m 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.
All electrical equipment used in these zones, whether a fixed installation or

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

Section 2: Properties of LNG
2.1 Properties of LNG
2.1.1 Physical Properties and Composition of LNG
2.2 Characteristics of LNG
2.2.1 Flammability of Methane, Oxygen and Nitrogen Mixtures
2.2.2 Supplementary Characteristics
2.3 Health Hazards

Illustration 2.1.1a Physical Properties of LNG
Methane CH4 Ethane C2H6 Propane C3H8 Butane C4H10 Pentane C5H12 Nitrogen N2
Molecular Weight 16.042 30.068 44.096 58.120 72.150 28.016
Boiling Point at 1 bar absolute (ºC) -161 -88.6 -42.1 -0.5 36.1 -195.8
Liquid Density at Boiling Point (kg/m3) 426 544.1 580.7 601.8 610.2 808.6
Vapour SG at 15ºC and 1 bar absolute 0.553 1.04 1.55 2.00 2.49 0.97
Gas Volume/Liquid Ratio at

619 431 311 222 205 694
Boiling Point and 1 bar absolute
Non-
Flammable Limits in Air by Volume (%) 5.3 to 14 3.1 to 12.5 2.1 to 9.5 1.8 to 8.5 3 to 12.4
flammable
Auto-Ignition Temperature (ºC) 595 510 468 365/500
Gross Heating Normal: 55,550 51,870 50,360 49520 49010

Value at 15ºC (kJ/kg) Iso: 49404 48944
Vaporisation Heat at Boiling Point (kJ/kg) 510.4 489.9 426.2 385.2 357.5 199.3

2.1 Properties of LNG purging is continued until the O2 content is below 2%. This safety aspect is It is normally safe to assume that the flammable range of vapour-air mixture
explained in detail later in this section. does not extend significantly beyond the perimeter of the white cloud. The
2.1.1 Physical Properties and Composition of auto-ignition temperature of methane, ie, the lowest temperature to which the
LNG The boil-off vapour from LNG is lighter than air at vapour temperatures above gas needs to be heated to cause self-sustained combustion without ignition by
-100°C or higher depending on the LNG composition, therefore when vapour a spark or flame, is 595°C.
LNG results from a liquefaction process which consists in removing, by means is vented to atmosphere, the vapour will tend to rise above the vent outlet
of condensation-vaporisation cycle, the sensible and latent heats of natural and will be rapidly dispersed. When cold vapour is mixed with ambient air
gas. the vapour-air mixture will appear as a readily visible white cloud due to the
condensation of the moisture in the air.
Compared to natural gas, the volume of LNG is reduced by a factor of
approximately 600. Illustration 2.1.1b Composition of Typical LNG
Except nitrogen, the components of LNG are hydrocarbons whose molecules

contain only hydrogen and carbon atoms. Their general formula is CnH2n+2;
Methane CH4 Ethane C2H6 Propane C3H8 Butane C4H10 Pentane C5H12 Nitrogen N2 Density (kg/m3)
they are ‘saturated’ since the hydrogen atoms are singly united with carbon
atoms.
Arun 89.33 7.14 2.22 1.17 0.01 0.08 N/A
LNG is chemically non-reactive. It does not present compatibility problems
with air, water, materials commonly used in the cargo tanks and handling Arzew 88.0 7.95 2.37 1.05 0.03 0.60 466.9
installations. In the presence of moisture, however, LNG may form hydrates.
Bintulu 91.23 4.3 2.95 1.4 0 0.12 457
Liquefied Natural Gas (LNG) is a clear, colourless, odourless liquid. The LNG
is usually transported and stored at a temperature very close to its boiling point Badak 91.09 5.51 2.48 0.88 0 0.03 N/A
at atmospheric pressure which is approximately –160°C. Its density (less than
half as dense as water), the heating value and other properties depend on its Bonny 90.4 5.2 2.8 1.5 0.02 0.07 453
composition.
Das Island 84.83 13.39 1.34 0.28 0 0.17 465
The actual composition of the LNG will vary depending on its source and
on the liquefaction process, but the main constituent will always be methane. Egypt 96.1 2.9 0.57 0.40 0.006 0.01 435
Other constituents will be small percentages of heavier hydrocarbons such as
ethane, propane, butane, pentane and possibly a small percentage of nitrogen. Equitorial Guinea 92.1 3.9 0.03 0 0.01 0 443
A typical composition of LNG is given in illustration 2.1.1b, and the physical Lumut 89.4 6.3 2.8 1.3 0.05 0.05 463
properties of the major constituent gases are given in illustration 2.1.1a.
Marsa el Braga 70 15 10 3.5 0.6 0.9 531
During a normal sea voyage, heat is transferred to the LNG cargo through
the cargo tank insulation, causing part of the cargo to vaporise, ie, ‘boil-off’. Point Fortin 96.2 3.26 0.42 0.07 0.01 0.008 433
The composition of the LNG is changed by this boil-off because the lighter
components which have lower boiling points at atmospheric pressure, vaporise Ras Lafan 89.5 6.33 2.49 1.26 0.08 0.34 463.7
first. The discharged LNG therefore has a lower percentage content of nitrogen
and methane than the LNG that was loaded, and a slightly higher percentage Withnell 89.02 7.33 2.56 1.03 0 0.06 460
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 oxygen content is reduced to 2%,
using inert gas from the inert gas generators, prior to loading after dry dock.
In theory, an explosion cannot occur if the O2 content of the mixture is below
13% regardless of the percentage of methane, but for practical safety reasons,

Illustration 2.1.1c Variation of Boiling Point of Methane with Pressure
Temperature (OC)
-165 -160 -155 -150 -145 -140 -135 -130 -125 -120 -115 -110 -105 -100 -95 -90 -85 -80 -75 -70 -65 -60 -55 -50 -40 -30 -20 -10 0 25 50 75 100
60
50
40
30
20
Propane
2mol % Ethane
10
9
8
7
Methane Ethylene Ethane Propylene Propane bar
6
5
Butadrene
N. Butane
1.3
4
ata
3
1
0.9
0.8
0.7
0.6
-165 -160 -155 -150 -145 -140 -135 -130 -125 -120 -115 -110 -105 -100 -95 -90 -85 -80 -75 -70 -65 -60 -55 -50 -40 -30 -20 -10 0 25 50 75 100
Temperature (OC)

Variation of Boiling Point of Methane with Pressure Illustration 2.1.1e Relative Density of Methane and Air
Illustration 2.1.1c above shows the vapour pressure diagram of liquid cargoes.
The boiling point of methane increases with pressure and this variation is
shown in the diagram for pure methane over the normal range of pressures on
board the vessel. The presence of the heavier components in LNG increases the
+20
boiling point of the cargo for a given pressure.
0
The relationship between boiling point and pressure of LNG will approximately
follow a line parallel to that shown for 100% methane. Lighter than Air
- 20
Illustration 2.1.1d Properties of Methane - 40
- 60
Boiling Point at 100kPa absolute -161°C Methane Vapour
Temperature
- 80
426.0kg/m3 °C
Liquid Density at Boiling Point
-100
Vapour SG at 15°C and 100kPa absolute 0.554
-120
Gas Volume/Liquid Volume Ratio at -161.5°C at 100kPa absolute 619
Heavier than Air
Flammable Limits in Air by Volume 5.3 to 14% -140
Auto-Ignition Temperature 595°C -160
Higher Specific Energy (Gross Heating Value) at 15°C 5550kJ/kg
Critical Temperature -82.5°C

1.5 1.4 1.3 1.2 1.1 1.0 0.9 0.8 0.7 0.6 0.5
Critical Pressure
4.3MPa a
Density of Methane Vapour
Ratio =
Density of Air
(Density of air assumed to be 1.27 kg/m3 at 15°C)

Illustration 2.2.1a Flammability of Methane, Oxygen and Nitrogen Mixtures
Mixtures of Air and Methane

Area EDFE Cannot be Produced Above
Flammable Line BEFC
B
21
E CAUTION
20 This diagram assumes complete mixing
which, in practice, may not occur.
19
F
18
17
16 Y
M
15
N
14
G X
13
D
12
11
Oxygen %
10
4
Area HDFCH
Capable of Forming Flammable
3
Mixtures with Air, but Containing too
much Methane to Explode by itself
2
A Z C
10 H 20 30 40 50 60 70 80 90 100
0
Methane %
Area ABEDHA
Not capable of forming
flammable mixture with air

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

2.2.2 Supplementary Characteristics pool. The cold vapour has a higher density than air and thus, LNG is a mixture of several components with different physical properties,
at least initially, hugs the surface. Weather conditions largely particularly the vaporisation rates; the more volatile fraction of the cargo
determine the cloud dilution rate, with a thermal inversion greatly vaporises at a greater rate than the less volatile fraction. The vapour generated
Introduction lengthening the distance travelled before the cloud becomes non- by the boiling of the cargo contains a higher concentration of the more volatile
flammable. fraction than the LNG.
When LNG is spilt onto water or into the atmosphere, it exhibits the following
characteristics: 2) The major danger from an LNG vapour cloud occurs when The properties of the LNG, ie, the boiling point and density have a tendency to
it is ignited. The heat from such a fire is a major problem. A increase during the voyage.
When Spilt on Water deflagrating (simple burning) is probably fatal to those within
the cloud and outside buildings, but is not a major threat to
Properties of Nitrogen and Inert Gas
1) The boiling of LNG is rapid due to the large temperature those beyond the cloud, though there will be burns from thermal
difference between the product and the water. radiation. Nitrogen
2) LNG continuously spreads over an indefinitely large area, Nitrogen is used on board for the pressurisation of the cargo tank wedge
Reactivity and insulation spaces, the purging of cargo pipelines and heaters, boiler gas
and it results in a magnification of its rate of evaporation until
vaporisation is complete. lines and Whessoe gauges, and for the sealing of the LNG compressors. It is
Methane is an asphyxiant in high concentrations because it dilutes the amount
produced by the nitrogen generators whose principle is based on hollow fibre
of oxygen in the air below that necessary to support life. Due to its inactivity,
3) No coherent ice layer forms on the water. membranes to separate air into nitrogen and oxygen.
methane is not a significant air pollutant and, due to its insolubility, inactivity,
and volatility, it is not considered to be a water pollutant.
4) Under particular circumstances, with a methane concentration
Physical Properties of Nitrogen
below 40%, flameless explosions are possible when the LNG
strikes the water. It results from an interfacial phenomenon in Cryogenic Temperatures Nitrogen is the most common gas in nature since it represents 79% in volume
which LNG becomes locally superheated at a maximum limit of the atmospheric air.
until a rapid boiling occurs. However, commercial LNG is far Contact with LNG or with materials chilled to its temperature of about -160°C
richer in methane than 40% and would require lengthy storage will damage living tissue.
At room temperature, nitrogen is a colourless and odourless gas. Its density is
before ageing to that concentration. near that of air, 1.25kg/m3 under the standard conditions.
Most metals lose their ductility at these temperatures; LNG may cause the
5) The flammable cloud of LNG and air may extend for large brittle fracture of many materials. In the case of LNG spillage onto the ship’s
When liquefied, the temperature is -196°C under atmospheric pressure, density
distances downward (only methane when warmer than -100°C deck, the high thermal stresses generated from the restricted possibilities of
of 810kg/m3 and a vaporisation heat of 199kJ/kg.
is lighter than air) because of the absence of topographic contraction of the plating will result in the fracture of the steel.
features which normally promote turbulent mixing.
Properties of Nitrogen
Behaviour of LNG in the Cargo Tanks
When Agitated By Water Molecular weight: 28.016
When loaded into the cargo tanks, the pressure of the vapour phase is Boiling point at 1 bar absolute: –196°C
6) For example, if a flange drip tray becomes filled with LNG as
maintained substantially constant at slightly above atmospheric pressure.
a result of a leaking flange, under no circumstances should a Liquid SG at boiling point: 0.8086
water jet be directed into the drip tray. Such action will cause
The external heat passing through the tank insulation helps generate convection Vapour SG at 15°C and 1 bar absolute: 0.97
a severe eruption and a rapid expansion/boiling of the LNG
currents within the LNG tank causing warmer LNG to rise to the surface where
within the tray, resulting in LNG and ice particles being blasted Gas volume/liquid volume ratio at –196°C: 649
it then boils-off. The heat necessary for vaporisation comes from the LNG. As
outwards. The LNG should be allowed to boil-off naturally or
long as the vapour is continuously removed by maintaining the pressure as Flammable limits: None
the drip tray warmed with water spray on the sides or base.
substantially constant, the LNG remains at its boiling temperature.
Dew point of 100% pure N2: Below –80°C
Vapour Clouds 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
1) If there is no immediate ignition of an LNG spill, a vapour cloud
corresponding to its temperature, the vaporisation of LNG is accelerated,
may form. The vapour cloud is long, thin, cigar-shaped and, under
resulting in an increased heat transfer from LNG to vapour.
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 travelling back towards the originating

Chemical Properties Avoidance of Cold Shock to Metal In order to avoid brittle fracture occurring, measures must be taken to ensure
Illustration 2.2.2a Structural Steel Ductile to Brittle Transition Curve
that LNG and liquid nitrogen do not come into contact with the steel structure
Nitrogen is considered as an inert gas, it is non-flammable and without of the vessel. In addition, various equipment is provided to deal with any
chemical affinity. However, at high temperatures, it can be combined with other Notched
bar Test
leakages which may occur.
gases and metals. Energy
Absorbed
The manifold areas are equipped with a stainless steel drip tray, which collects
any spillage and drains it overboard. The ship, in way of the manifolds, is
Hazards Fracture Transition
Ductile
provided with a water curtain from the deck and down the ship’s side with water
fracture
Range (Mixed Fracture
Appearance)
supplied from the fire and wash deck main. The deck fire main must always
WARNING Brittle
be available and the manifold water curtain in operation when undertaking any
Due to the absence or to the very low content of oxygen, nitrogen is an fracture cargo operation. Additionally, fire hoses must be laid out to each liquid dome
asphyxiant. to deal with any small leakages which may develop at valves and flanges.
Permanent drip trays are fitted underneath the items most likely to cause
For a Typical Mild Steel:
In a liquid state, its low temperature will damage living tissue and any spillage T1 Might be -30; problems and portable drip trays are available for any other requirements.
T2 Might be +15.
of liquid nitrogen on the ship’s deck will result in metal failure (as for LNG). Although this Depends
on Composition, Heat During any type of cargo transfer and particularly whilst loading and
Treatment etc. The Curve
can Shift to Left or Right. discharging, constant patrolling on deck must be conducted to ensure that no
Inert Gas leakages go undetected.
Inert gas is used to reduce the oxygen content in the cargo system, tanks, In the event of a spillage or leakage, water spray should be directed at the
piping, void spaces and compressors. This is in order to prevent an air/CH4 spillage to disperse and evaporate the liquid and to protect the steelwork. The
mixture prior to aeration post-warm-up, before refit or repairs and prior to the leak must be stopped, suspending cargo operations if necessary.
T1 T2
gassing-up operation post-refit before cooling down.
In the event of a major leakage or spillage, the cargo operations must be
Inert gas is produced on board using an inert gas generator supplied by Smit stopped immediately, the general alarm sounded and the emergency deck water
Gas System, which produces inert gas at 15,000nm3/h with a -45°C dew point spray system put into operation.
burning low sulphur content gas oil. This plant can also produce dry-air at Structural steels suffer brittle fracture at low temperatures. Such failures can be
15,000nm3/h and -45°C dew point (see Section 4.9 for more details). 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
The inert gas composition is as follows: necessary to propagate a crack will be insufficient to sustain it when it runs into
Oxygen: < 2.5% in volume sufficiently tough material.
Carbon dioxide: < 15% in volume Plain carbon structural steels have a brittle to ductile behaviour transition
Carbon monoxide: < 65 ppm by volume which occurs generally in the range -50°C to +30°C. This, unfortunately,
precludes their use as LNG materials (carriage temperature -162°C). The effect
Sulphur oxides (SOx): < 1 ppm by volume is usually monitored by measuring the energy absorbed in breaking a notched
Nitrogen oxides (NOx): < 65 ppm by volume bar and a transition curve, as shown in illustration 2.2.2a, is typical for plain
carbon steels.
Nitrogen: Balance
Dew point: < -45°C 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
Soot: Complete absence
for use in cryogenic situations in general and particularly in liquid methane
carriers, for example, invar (36% nickel-iron alloy), austenitic stainless steel,
The inert gas is slightly denser than air: 1.35kg/m3 abt at 0°C.
9% nickel steel and some aluminium alloys such as 5083 alloy. All of these
materials behave in a ductile manner at -162°C, so that the chance of an
WARNING unstable brittle fracture propagating, even if the materials were overloaded, is
Due to its low oxygen content, inert gas is an asphyxiant. negligible.

2.3 HEALTH HAZARDS
Illustration 2.3a Methane Safety Card FIRE AND EXPLOSION DATA
Flash Point -175ºC approximately Explosive Hazards
Auto-Ignition Temperature -175ºC approximately Vapour can form a flammable mixture with air which, if ignited,
METHANE/LNG SYNONYMS may release explosive force causing structural damage.
Flammable Limits -5-16% by volume
Appearance: Colourless Carburetted Hydrogen
THE MAIN HAZARD Firedamp
Odour: Very faint, nearly Hydrogen Bicarbide
odourless FLAMMABLE Liquefied Natural Gas
UN Number: 1972/1971 LNG CHEMICAL DATA
Marsh-Gas
MFAG Table: 620
Methyl-Hydride Formula - CH4 Chemical Family - Hydrocarbon
MTH
EMERGENCY PROCEDURES
STOP GAS SUPPLY. Do not extinguish flame until gas or liquid supply has been shut off, to avoid
Fire possibility of explosive re-ignition. Extinguish with dry powder, halon or carbon dioxide. REACTIVITY DATA
Cool tanks and surrounding areas with water.
Water, Fresh or Salt - No dangerous reaction; Other Liquids or Gases
Liquid DO NOT DELAY. Flood eye gently with clean fresh water. Force eye open if necessary. Do not rub may freeze to form ice or hydrates No dangerous reaction; may freeze to form ice or hydrates
in Eye the affected area. Continue washing for at least 15 minutes. Obtain medical advice as soon as possible.
Air - No reaction
DO NOT DELAY. Remove contaminated clothing. Flood affected area with water. Handle patient gently.
Liquid
Do not rub affected area. Immerse frost-bitten area in warm water until thawed. Obtain medical advice or
on Skin assistance as soon as possible.
REMOVE VICTIM TO FRESH AIR. Remove contaminated clothing. If breathing has stopped or is weak
PHYSICAL DATA
Vapour or irregular, give mouth to mouth/nose resuscitation or oxygen as necessary. Obtain medical advice or
Inhaled assistance as soon as possible
Boiling Point at Coefficient of Cubic Expansion Enthalpy (kJ/kg)
Atmospheric Pressure -161ºC 0.0026 per ºC -165ºC Liquid 29.3 at -165ºC 285.5 at -100ºC
STOP THE FLOW. Avoid contact with liquid or vapour. Extinguish sources of ignition. Flood with large
Vapour 545.1 at -165º 588.3 at -100ºC
Spillage amounts of water to disperse spill, and to prevent brittle fracture. Inform port authorities or coastguard Vapour Pressure Bar (A)
Freezing Point -182ºC
of spill. Relative Vapour Density Latent Heat of Vaporisation
See graph in Figure A1.2
0.55 (kJ/kg)
Specific Gravity See graph in Figure A1.2
Molecular Weight
See graph in Figure A1.2 16.04kg/kmole Electrostatic Generation
HEALTH DATA TVL 1000 ppm ODOUR THRESHOLD 200 ppm
ON EYES.Tissue damage due to frost-bite.

Effect of ON SKIN. Tissue damage due to frost-bite. CONDITIONS OF CARRIAGE
Liquid BY SKIN ABSORPTION. Not absorbed through skin.
BY INGESTION. Not pertinent. No hazard in normal industrial use. Normal Carriage Condition Control of Vapour within Vapour Detection
Fully refrigerated Cargo Tank Flammable
ON EYES. No hazard in normal industrial use. May be tissue damage due to frost-bite. Fully inerted with zero oxygen
Ship Type 2G Gauging Closed or Indirect
content
ON SKIN. No hazard in normal industrial use. May be tissue damage due to frost-bite.
Effect of Independent Tank Required No
WHEN INHALED
Vapour Acute Effect. Vapour has narcotic effect. Because of very rapid evaporation rate, there is possibility
of total air replacement and danger of asphyxiation.
Chronic Effect. No chronic effect known.
Personal Protection MATERIALS OF CONSTRUCTION

Protective clothing covering all parts of the body, gloves, boots, goggles or face shield,
all insulated against cold temperature attack.
Unsuitable Mild Steel Suitable Stainless steel, aluminium, copper, 9% or 36% nickel steel

Illustration 2.3b Nitrogen Safety Card

FIRE AND EXPLOSION DATA
Flash Point - Non-flammable Explosive Hazards
Auto-Ignition Temperature - Non-flammable None
NITROGEN SYNONYMS
Appearance: Colourless LN2 Flammable Limits - Non-flammable
THE MAIN HAZARD Liquid Nitrogen
Odour: Odourless NXX
FROST-BITE
UN Number: 1977
MFAG Table: 620 CHEMICAL DATA
Formula - N2 Chemical Family - Noble gas
EMERGENCY PROCEDURES
Fire NOT FLAMMABLE. Cool nitrogen tanks with water spray in the event of fire near to them.
REACTIVITY DATA
Liquid DO NOT DELAY. Flood eye gently with clean fresh water. Force eye open if necessary. Do not rub
in Eye the affected area. Continue washing for at least 15 minutes. Obtain medical advice as soon as possible. Water, Fresh or Salt - No reaction; Other Liquids or Gases
nitrogen does not dissolve in water No reaction
DO NOT DELAY. Remove contaminated clothing. Flood affected area with water. Handle patient gently. Air - No reaction
Liquid
Do not rub affected area. Immerse frost-bitten area in warm water until thawed. Obtain medical advice or
on Skin assistance as soon as possible.
REMOVE VICTIM TO FRESH AIR. Remove contaminated clothing. If breathing has stopped or is weak
Vapour or irregular, give mouth to mouth/nose resuscitation or oxygen as necessary. Obtain medical advice or PHYSICAL DATA
Inhaled assistance as soon as possible
Boiling Point at Freezing Point -210ºC Enthalpy (kJ/kg)
STOP THE FLOW. Avoid contact with liquid or vapour. Extinguish sources of ignition. Flood with large Atmospheric Pressure -196ºC Liquid 30.7 at -196ºC 145.3 at -150ºC
Spillage amounts of water to disperse spill, and to prevent brittle fracture. Inform port authorities or coastguard Relative Vapour Density Vapour 229.0 at -196º 588.3 at - 150ºC
of spill. Vapour Pressure Bar (A) 0.97
Latent Heat of Vaporisation
1.96 at -190ºC 9.87 at -170º Molecular Weight (kJ/kg)
Specific Gravity 28.01kg/kmole 198.9 at -196ºC 72.4 at -160ºC
0.807 at -196ºC Electrostatic Generation
Coefficient of Cubic Expansion None
TVL Simple Asphyxiant Non Toxic 0.005 per at ºC -198ºC
HEALTH DATA ODOUR THRESHOLD Odourless
ON EYES.Tissue damage due to frost-bite.
Effect of ON SKIN. Tissue damage due to frost-bite.
Liquid BY SKIN ABSORPTION. Nil.
CONDITIONS OF CARRIAGE
BY INGESTION. Not pertinent.
Normal Carriage Condition Control of Vapour within Vapour Detection
Fully refrigerated Cargo Tank None required. Oxygen meter needed
ON EYES. Cold vapour could cause damage. prevent asphyxiation
No
ON SKIN. Cold vapour could cause damage. Ship Type 3G
Gauging Closed or Indirect
WHEN INHALED
Effect of Independent Tank Required No
Acute Effect. Asphyxiation. Headaches, dizziness,unconsciousness or even death could result.
Vapour
Chronic Effect. Nil.
Personal Protection MATERIALS OF CONSTRUCTION

Safety glasses or face shield, insulated gloves and boots. Long sleeves worn outside boots to
shed spilled liquid. Self-contained breathing apparatus where insufficient air is present.
Unsuitable Mild Steel Suitable Stainless steel, copper, aluminium

Section 3: Distributed Alarm And Control System (Dacs)
3.1 Cargo Control Room Arrangement

Illustration 3.1a Cargo Control Room Arrangement
25 15 12
14 11
6
16
Cargo Control Room
22
5
23 24 23 23
13
17
2 10 10
3
1 19
9 4
21
20 8 18
7
Key
1. 5kg CO2 Portable Fire Extinguisher 6. LCD Overhead Screen 11. CCTV Monitors 16. Cargo Control Console 21. Cupboard
2. Hull Stress Monitoring 7. Alarm 12. First Aid 17. Load Computer 22. Table
3. Refrigerator 8. VHF Battery Charging Unit 13. Calendar 18. Whiteboard 23. Smoke Detector
4. Photocopier 9. Dry Powder Remote Control Panel 14. CTS 19. Noticeboard 24. Gas Detector
5. Air Conditioning Unit 10. Ship Network Workstations/Printers 15. Inclinometer 20. Portable Gas Analysers 25. Clock

3.1 Cargo Control Room Arrangement • Emergency stop pushbutton No.4 for the GCU fans and oil
pumps
Introduction • Emergency stop pushbutton for the GCU

• Trim/list indicator
The cargo control room (CCR) is situated on the port side of deck level C on • Wind speed/direction indicator
the forward side of the accommodation block and has a forward-facing view
over the cargo tanks. Here, all the necessary equipment and controls are located • Receiver for Whessoe float level gauge
to permit the centralised supervision of the cargo operations during the loading • Port, starboard, forward and aft draft indicators
and discharging of a cargo.
• UHF main unit and microphone
The main control console is shown in illustration 3.1b and contains a number • VHF main unit and microphone
of workstations which are used for the operation of the cargo machinery and
associated equipment through the DACS. The workstations are complete with • Auto telephone and directory
keyboard, trackball and colour flat-screen monitors. • Hotline telephone
• Common battery telephone
The console also contains the following equipment:
• VHF local handset
• 23” TFT monitors for the DACS
• Inmarsat-F remote telephone
• DACS operating control panels with trackballs
• Talk-back remote controller with microphone
• 23” TFT monitor (CCTV)
• PA remote controller with microphone
• CCTV keyboard
• Fire repeater panel
• Ship/shore link selector switch
• Fire alarm pushbutton
• Ship/shore link selector switch optical
• General alarm pushbutton
• Ship/shore link selector switch electric
• Speaker volume control box
• Ship/shore link selector switch pneumatic
• Ceiling light switch
• Pneumatic pressure setting switch normal
• PA control cabinet
• Pneumatic pressure setting switch trip
• Shore signal healthy lamp
Also located in the CCR but not fitted on the main console are the following
• Ship/shore link switch inhibit lamp items of equipment:
• Ship/shore link switch wrong position • Deck dry powder fire fighting release cabinets
• Pneumatic link bypass SW wrong position • DACS extension alarm panel
• ESDS manual switch with lamp • Hull stress monitoring equipment
• ESDS reset switch • Load computer
• ESDS test switch • Various printers
• ESDS inhibit switch
• Emergency stop pushbutton No.1 for the cargo oil pumps and There are also desks, working tables, cupboard space and general notice boards
vent fans provided around the room.
• Emergency stop pushbutton No.2 for the cargo oil pumps and
vent fans
• Emergency stop pushbutton No.3 for the GCU fans and oil
pumps

Illustration 3.1b Cargo Control Console
1 47
Key
1. DACS 23” TFT Monitor
2. DACS Operating Control Panel with Trackball
3. Auto Telephone
4. Telephone Directory
5. 23” TFT Monitor (CCTV)
6. Emergency Stop Pushbutton No.1
Cargo Oil Pumps and Vent Fans
1 1 1 1 1 Cargo Oil Pumps and Vent Fans
GCU Fans and Oil Pumps
GCU Fans and Oil Pumps
10. UHF Main Unit and Microphone
11. VHF Main Unit and Microphone
12. Emergency Stop Pushbutton for the GCU
13. Hotline Telephone
14 14. Common Battery Telephone
3 4 15. Plant Telephone
16. Ship/Shore Link Selector Switch
2 2 2 17. Ship/Shore Link Selector Switch Optical
18. Ship/Shore Link Selector Switch Electric
19. Ship/Shore Link Selector Switch Pneumatic
20. Pneumatic Pressure Setting Switch Normal
21. Pneumatic Pressure Setting Switch Trip
22. Shore Signal Healthy Lamp
23. Ship/Shore Link Switch Inhibit Lamp
24. Ship/Shore Link Switch Wrong Position
25. Pneumatic Link Bypass SW Wrong Position
26. ESDS Manual Switch with Lamp
27. ESDS Reset Switch
5 5 28. ESDS Test Switch
29. ESDS Inhibit Switch
30. CCTV Keyboard
31. Trim / List Indicator
32. Wind Speed / Direction Indicator
33. Receiver for Whessoe Float Level Gauge
33 32 34. Port Draft Indicator
16 17 18 19 20 21 35 0
48 0
43
35. Fwd Draft Indicator
50 50 50 50
34 37 100 100 100 100
36. Aft Draft Indicator

000 000 rpm rpm
36
6 7 12 38 37. Starboard Draft Indicator
22 23 24 25 44 45
1 38 1 38. SP Volume Control Box
31 38 39. VHF Local Handset
26 27 28 29 46 40. Inmarsat-F Remote Telephone
41. Talk-back Remote Controller with Microphone
8 9
42. PA Remote Controller with Microphone
43. Fire Repeater Panel
44. Fire Alarm Pushbutton
45. General Alarm Pushbutton
46. Ceiling Light Switch
13 47. Overhead DACS monitor
15 3 39 4
2 40 48. RPM indicators404040
11 38 30
10 4

3.2 Main Machinery Control System
3.2.1 Distributed Alarms and Control System Overview
3.2.2 DACS Operator Station
3.2.3 Screen Displays
3.2.4 Extension Alarm System

Illustration 3.2.1a Distributed Alarms and Control System Overview

Alarm Printer
OS
Br
-1
idg
To
O eD
S-3 ec
Colour Printer
Laser Printer
2
SV
k
OS C
31
CC
CT C 10 Part of INS Console
SO / C 50” Plasma Screen
S CC
9 CC SVC OS 51 in CCR
Gas Combustion Unit C
OS 8/
(Engine Control Room) 34 CC
C
OS 7/
34 CC CC
Patrol Alarm System Cargo C6 R
2 x Start/Stop Panels C-
PS
2 x Reset Panels CC De
24
0
C5 ck
-R C Side Passageway CC
PS 1 2 x FS (IS) Port C
71 OS 4/
33 CC
C
IS OS 3/
SS 32 CC
Firewall/Router FS C
33 OS 2/
To SMS -x 32 CC
ND C1
To Satellite B1 U
/C
Watch Call
Communications PD 1 4 FS
Panels x 24 Alarm Printer U 00C F
2-2
R - 40 S
Net B FS1 0C F
OS
34 R1 - 40 S
-1
Net C FS 0C F
To
Colour Printer O 33 R1 - 40 S N DAC Input/
S-3 FS 0C D Output Room
5 32 R1 - A U
Laser Printer FS 1
Engine Room 31 PDU
Floor 1 x FS 1-2
UPS 6
FS (IS) IS 0 IS Side Passageway
FS SS
FS 3 x FS (IS) Starboard
Battery 33
-x FS 31 CTS System
CC 60 -x
C9 IS
Patrol Alarm System
EC FS Cargo Motor
x 2 Start/Stop Panels C UPS No.2 Main UPS x 2 33
Re OS 8/ (15kVA) -x Room
-37
Ca lique EC
C
OS 7/
1 x FS 60 Port
rg
o M facti -37
EC EC
oto on P C6
R UPS
r R lan
oo t EC
m C5 Battery
EC Laser Printer
ND C UPS No.1
OS 4/
xx N2 No.2 U -36 E (15kVA)
B2 F CC
PD 4 S OS 3/
U 00C FS -35 EC
2-1 R - 4 C Net A
PS 1
00 OS 2/ GLN100/806
C 35 EC
xx N2 No.1 44 R1 LV C1
FS Po Ro
FS 43 rt om
FS
44
-x FS CC
F/C A-Deck F C
x 1 FS (Port)
FS 40 S CT 10/
44 0C F S
-x FS R - 40 S N
Engine Room FS FS 1 0C D
42 R1 - A U
Ca x 2 FS (Port) 43 FS 2 LV
rgo FS
-x
41 PDU
Ro Com 40 1-1 St Ro
om 0 Engine Room arb om
p -R C oa
Zo ress
x 3 FS (Port) FS
FS 1 rd
ne CTS Console
o 61 FS
1 r 42
-x
Re Engine Room FS
l
Ca ique x 3 FS FS
41
rgo fac (Starboard) -x FS
Mo tion FS
tor Pl FS 41
xx BOG No.2 Ro ant FS Engine Room -x
om -61
x 2 FS
(Starboard)
Engine Room
xx BOG No.1 x 1 FS Key
(Starboard)
Electrical Signal

3.2 Main Machinery Control System History Station The operator panel is used to interact with the display and control the process.
This is achieved by the use of the trackball and buttons to point and click on
A history station is a specific computer on the network which runs the operator
Manufacturer: Kongsberg Maritime AS symbols and menus.
station software. It also contains the historical database, storing an historical
Type: Vessel Control System (SVC) (time/date) series of process (samples). These series are used to produce trends
and reports at the operator and history stations. Displays and Views
3.2.1 Distributed Alarms And Control System The system is made up of the following types of views:
Overview Communication Network
• Process
The network used is a dual Local Area Network (LAN) connecting the operator,
The Distributed Alarms and Control System (DACS) is a machinery monitoring • Flow
history and process stations. All the communication between the operator and
and control system which covers all the important plant on board the vessel the controlled/monitored equipment takes place on this network. • Event
such as propulsion, power generation, boilers, auxiliary machinery and cargo/
ballast systems etc. • Trends
Network Distribution Units • Equipment
The basic functions include: The network distribution units are network hubs for LAN A or LAN B. Each
• Process and system monitoring NDU is in its own cabinet housing multi-port repeaters and patch panels. The Display and Control of System Processes
• Event logging and monitoring The number of views in a system depends upon the equipment under system
Process Stations control. The operator can select views with varying levels of detail.
• Control functions (motor control, valve control and PIDs)
The process stations are interface and processing units. They are related to
The main applications to which these functions are applied are: particular pieces of equipment, or plant, and provide the interface between the When a view is selected showing an overall process, there may not be enough
DACS system and the actual plant or equipment. Process stations also contain room to display all the detail on a single view. To account for this, the system
• Power management the operating software for the associated equipment. will therefore have a number of views, accessed from the main view, that show
• Propulsion plant these details.
The DACS system on board is called a distributed processing system, because
• Gas handling Operators must fall in to one of three user groups to access the DACS
the process control functions are defined locally in the process stations and not
• Cargo and ballast control in the operator stations. The operator stations function independently, so they system:
• Watch call system can be located at the ship control centres. This also means that each station is • Users - system operation and/or monitoring of the system.
capable of controlling any process, provided it has control of the appropriate
command group and the user is logged on with the correct access code. • Power users - senior personnel with additional control to allow
Main Components changes of limits and parameters.
Each station computer has a hard disk containing the software files for the • Administrators - full access.
The DACS system is made up of operator and history stations connected by a fitted equipment. Process values to be displayed at the operator stations are
dual redundant bus to the Network Distribution Units (NDUs) and the process generated in the process stations and transferred to each station as required. There is also a Guest category within the user group which allows monitoring
stations. The process stations contain the input/output cards to and from the of the system data only.
equipment controlled and/or monitored. Use is made of UPS to reduce the
Watch Alarm Panels
incidence of supply loss. These UPS units are configured as shown in the
System Topology window and illustration 3.2.1a. There are 24 watch call panels located around the vessel which are used to alert System Peripheral Equipment
staff to any system anomalies during periods of Unmanned Machinery Space Printers
(UMS).
Operator Stations Certain operator stations are connected directly to a dedicated printer for
The operator stations are the main interface between the operator and the printing out events and may be interfaced to one or more network printers for
The Operator Interface event and report printing. Two printers are located in the CCR and two in the
processes under the operator’s control. The operator station has a colour
monitor, an operator panel with buttons and trackball and a controller computer. The graphic displays are shown on the monitor of the operator stations. These ECR.
These are installed in the cargo control room (OS32, 33, 34), the engine control displays show all or part of a system or process using standard symbols to
room (OS35, 36, 37), the bridge (OS31) and cargo motor room (OS61). represent the actual plant/equipment (valves, motors etc). Events (alarms and Additionally, the ECR and CCR also have the facility to print to a colour
messages) are also shown on the displays. printer, providing colour screen dumps.

Illustration 3.2.1b Distributed Alarms and Control System Overview

Illustration 3.2.1c Distributed Alarms and Control System Overview

Illustration 3.2.1d Distributed Alarms and Control System Overview

Monitoring and Control
PIDCS-150 X
Control and monitoring is performed from the CCR with the option to transfer
responsibility to the bridge or ECR.
Setpoint
A load and stability computer is interfaced with the DACS system. Both on and
off-line operations are available for cargo planning.
Up
The tank level radar system and CTS is interfaced with the DACS, compensation
for trim and list are carried out within the CTS. A tank high level of 95%
(LAH) and a high high level of 99% (LAEH) detectors are hard-wired to the
Down
DACS control system.
External
The in port and at sea levels of 98.2% (LAHH) and 98.42% No.1 tank and
98.49% No.2 ~5 tanks (LAVH) respectively will automatically close the
filling, spray, return condensate and return stripping valves independent of the
DACS.
Internal
Monitoring and control is performed by software modules. The basic modules Manual
are:
• Buttons
Auto
• Analogue measurement modules
• Digital measurement modules
Manual Output
• Pulse measurement modules
• Motor/pump control modules
Inhibit On
• Valve control modules
• PID controller modules Inhibit Off
All display views are made up from a set of standard modules. The symbols
on the screen are the symbols associated with these modules, valves, motors, Acknowledge
measurements, etc.
Symbols
The symbols indicate the operational mode and status of the represented
equipment (motor/pump etc) by means of tag mark characters and changes in
colour and appearance.

Illustration 3.2.2a DACS Operator Station Panel

Home Page - Showing Alternative Option for Views Selection
Ras Gas III 01/01/08
1 Feb 2008, 21:16:10
01/01/08
Kongsberg Operating Panel
VIEWS FAULT
POWER FAULT
HOME M/E M/E MACH.
POWER 1 2
PAGE PORT STBD MAIN
COMMAND
BALLAST BILGE IGG N2 GEN 3 4 TAKE GIVE STATUS
GAS ALARMS
CARGO RELIQ. GCU CTS 5 NAV
MANAG.
ALARM
FIRE 7 PATROL ALARM

KYMA SYSTEM ACK
GAS MAN PREV NEXT VIEW
Buttons to Access
Sub-systems Views
Ras Gas III 1 Feb 2008, 21:16:10
01/01/08
INPUT
2 3 PAGE HOME
1
abc def UP
4 5 6 PAGE ESC
ghi jkl mno DOWN
7 8 9
pqrs tuv wxyz
- 0 . abc...
a/A _
]

3.2.2 Dacs Operator Station The left button is used to select symbols, open and operate menus and click This group contains three buttons on the lower right of the panel that are used
buttons in the views and dialogue boxes displayed on the screen. The right to display a map of the existing views and select previous views or related
button is used to open pop-up context menus. The middle button is not views. The NAV button displays the navigator dialogue box. The LEFT
Operator Panel used. These buttons are similar in action to those in a standard mouse button ARROW button returns the operator to the view displayed before the current
configuration. one. The RIGHT ARROW button displays the next view listed in the history
The system’s operator/user interface is the monitor screen, control panel and navigator dialogue box.
alphanumeric keyboard. The screen displays the system views and the operator Four navigation keys are placed around the circumference of the bezel.
panel is used to interact with those views. The alphanumeric keyboard is used There are several different ways to navigate through the views of the DACS
for set-up and configuration purposes. The operator panel is used to interact system:
with the views on the screen, display a new view or to act upon an element Views Group
within a view. • Using the views buttons on the operator panel
The buttons of the views group select and display the views representing the
various process areas. The most important and commonly used views are • Using the previous view and next view buttons on the toolbar
The layout of the pushbuttons, lamps and controls on the operator panel are assigned to these buttons so that they are instantly accessible from the operator
divided into functional groups, as shown in illustration 3.2.2a. • Using the history navigator which records the last 10 screens
panel. Each button is labelled with the name of the view. To display the views
viewed
assigned to these buttons, the operator should press the appropriate button.
Input/Trackball Group • Using the navigator
Located above each button is a red status LED which will flash when any • Using the context menu of a module
This is an alphanumeric section which allows the operator to make parameter unacknowledged alarms are active in the view assigned to that button. When all
changes and enter values. This group also contains the cursor control buttons the active alarms in the view are acknowledged, the LED illuminates steadily.
(HOME, END, ARROWS etc) which can be used to move between fields in If there are no active alarms in the view, the LED will be off. Alarms Group
dialogue boxes and to scroll through lists.
This group contains an alarm indicator lamp and three buttons that are used to
indicate, acknowledge and handle alarms and events. (The COMPUTER and
The trackball group consists of three unannotated buttons and a trackball. The
POWER lamps are not used.) The ALARM lamp flashes when unacknowledged
trackball is used to position the cursor on the screen.
alarms are active in the system. When all the active alarms in the system
are acknowledged, the lamp becomes steadily illuminated. If there are no
Illustration 3.2.2b Input Panel
active alarms in the system, the lamp will be off. The ACK button is used to
acknowledge alarms.
The silence button (speaker symbol) is used to stop the audible alarm that
INPUT sounds when alarms are raised while the ALARM VIEW button is used to
4 2
display the alarms event window.
2 2
1 2 3 PAGE HOME
UP 3
abc def
Command Group
Key This group contains the TAKE, GIVE and STATUS buttons. The TAKE and
4 5 6 PAGE ESC 1 GIVE buttons allow the operator to transfer command control between the
ghi jkl mno DOWN 1. Roller Ball operator stations. Above each of these buttons there is a green status LED that
2. Mouse Buttons
3 indicates control transfer status. The STATUS button allows the operator to
3 3. Arrow Keys
view the current status of the command control.
4. Alphanumeric Input Keys
7 8 9
pqrs tuv wxyz 5. Toggle Key
6. Light Sensor
- 0 . abc...
3
_
5 1

Illustration 3.2.3a DACS Example Screen Display
Trend Command Date and Time

Graph Controls Mimic Name
01/01/08
1 Feb 2008, 21:16:10
House Page
01/01/08
Previous Page
Parent Page
Most Recent Alarm
History Navigator
Navigator
(All System Available)
Report Manager
Message Manager
Event List
Event Pop-Up
System Station
Process Bus I/O Image
Pump Not Running

3.2.3 Screen Displays Both process and flow types of view can display the same information. Cargo TK Pump Start Permissive
Normally, process views are used by the system. The system can also present
Cargo Pump Common Operation
detailed information regarding a single component, for example, a motor, valve
Displays and Views Cargo Manifold
or pump. This information is then displayed via dialogue boxes.
Various areas for display are selected from the views panel on the operator Cargo Manifold Valve Line up
console. The screen toolbar functions are as shown in illustration 3.2.3a.
Cargo Barrier Space Pressure Control
The home page primary screen shows the ship mimic and buttons are displayed Cargo Cofferdam Heating
(systems as shown below) which can also be used to select the area required by Available Screens
the operator. Some of these areas are again sub-divided and may have another Cargo Glycol Heating
Cargo
ship mimic screen showing further buttons to select these sub-areas. Cargo Emergency Pump
• Ballast - 12 views Cargo Plant
Cargo Miscellaneous
• Cargo - 41 views Cargo Loading
Cargo Vent Mast
• Power Management - 13 views Cargo Loading Permissive
Cargo Bilge
• CTS (Custody Transfer System) - 16 views Cargo Loading Sequence
Cargo Gas Flow
• Gas Manag. (Gas Management) - 6 views Cargo Unloading
Cargo ESDS
• IGG (Inert Gas) - 1 view Cargo Tank Cooldown
• Reliq. (Reliquefaction Plant) - 14 views Cool Down Sequence Other screens are relevant to the cargo system such as the Ballast, CTS and
Cargo Tank 1 Gas systems.
• GCU (Gas Combustion Unit) - 3 views
• N2 Gen (Nitrogen Generator) - 1 view Cargo Tank and Cofferdam 1 Temperature
• Machinery Main - 37 views Cargo CT1 Cargo PP Sequence
• Bilge - 1 view Cargo CT1 Spray PP Sequence
• Fire and Gas - 14 views Cargo Tank 2
• Port Main Engine - 3 views Cargo Tank and Cofferdam 2 Temperature
• Starboard Main Engine - 3 views Cargo CT2 Cargo PP Sequence
• System (DACS Topology) - 4 views Cargo CT2 Spray PP Sequence
• KYMA (Performance) - 1 view Cargo Tank 3
• Patrol Man (Watch Panels, Machinery and Cargo) - 1 view Cargo Tank and Cofferdam 3 Temperature
Cargo CT3 Cargo PP Sequence
The system is made up of the following types of views:
Cargo CT3 Spray PP Sequence
• Process: Showing the process equipment under system control
Cargo Tank 4
• Flow: Showing the process equipment under system control
Cargo Tank and Cofferdam 4 Temperature
for software configuration
• Event: Showing process events and events generated by the
system Cargo CT4 Spray PP Sequence
• Trends: Showing historic trend curves for process variables Cargo Tank 5
• Station Status: Showing the status of the process and operator Cargo Tank and Cofferdam 5 Temperature
control units Cargo Tank 5 Barrier Pressure
Cargo CT5 Spray PP Sequence

Mode Indication The standard Kongsberg symbol and pipe colours used to indicate status and Valve Module Symbols
fluids carried is listed as follows:
Process elements can be operated in various modes. To reflect the mode that Valve symbols will indicate the type of valve (open/close or variable flow)
a process element is in, a tag mark character is displayed next to its module and will carry a symbol representing the type of actuator fitted whether this
symbol. The characters used and their colours are as follows: Pipe Colour Fluid be pneumatic, hydraulic or hand operated. The latter will be indicated on the
Blue Fresh water screen mimics, but the DACS system will have no control over the valve. A
No. Tag Meaning Used by Colour Condensate numeric value next to the valve symbol will indicate the percentage the valve
Mark Brown Steam is open if it is a proportional (variable flow) valve. A coloured letter symbol
Heavy fuel oil will indicate the valve status, whether in automatic (a), manual (m) or local
01 “” Detached PID Motor Cyan
Valve Nitrogen control (L).
Circuit-Breaker Green Sea water Illustration 3.2.3b Valve Symbols
02 L Local Motor Black Ballast water
Valve Yellow Lubricating oil
Circuit-Breaker
Hydraulic oil
03 ! Error Motor Red Analogue Valve - Manual Control (Open) Analogue Valve (Shut)
Valve White Chemicals
Circuit-Breaker Inert gas
04 S Shutdown Motor Magenta Grey Compressed air
Valve, etc m
Black Bilge water m
05 O Override PID Motor Black Red Fuel oil
Valve etc MDO
Digital Valve - Automatic (Open) Hand Operated Valve (Shut)
06 i Inhibit PID Motor Cyan Condensate vapour

Valve etc
07 ! Override Motor Cyan The colour intensity will vary according to an RGB code in order to further a
Interlock Valve differentiate services within any colour.
Circuit-Breaker etc
08 I Interlock Motor Black
Valve Measurement Symbols
Circuit-Breaker etc When the valve is closed the valve symbol will carry no colour, but when open
Various symbols may be used to display analogue values of temperature and
09 F Follow & Freeze PID Black pressure etc. These can take the form of a graphic display such as a pump it will carry the colour of the service in which it is being used.
10 e External PID Black RPM, a valve position in %, a bar to indicate a value or a representation of an
11 m Manual PID Motor Black analogue meter.
Illustration 3.2.3c Pump and Motor Symbols
Valve, etc
Measurement Display Examples
12 a Auto Motor Black
Valve, etc
13 i Internal PID Black Pump, Manual Mode (Stopped) Electrical Motor, Local Mode (Stopped)
14 ““ Not Mark
The dynamics of a process are shown by changes in the colour of the symbols Windings pump 1 Eng. Speed
S T m L
in a view. For example, the colour of a motor symbol will be grey (background) R
when it is stopped, yellow when it is starting up or shutting down (transient 100 Pump, Manual Mode (Running) Electrical Motor, Manual Mode (Running)
state), and green when running and fully operational.
Symbol Grey Yellow Green Blue Red m m

Motor Stopped Transient. Running Standby Alarm Ventilation Fan, Local Control Mode
Pump Stopped Transient Running Standby Alarm

Valve Closed Transient Open Standby Alarm -63 -63 -63 0
Generator Stopped Transient Running Standby Alarm L
°C °C °C -100 RPM
Circuit-breaker Open Transient Closed Standby Alarm

0.0 Kg/h
Pump and Motor Module Symbols Standby/Start Configuration • ACKNOWLEDGE - This will only become available (with
black button text) when an unacknowledged alarm is active for
Pump symbols will contain an arrow indicating the direction of flow while The control modules can be connected in one of two configurations:
the module concerned. All the alarms are acknowledged when
motor symbols carry the letter M, and as with the valves a letter indicator shows
1) Duty pump is in manual mode and the standby pump is in this button is pressed.
if the pump or motor is in local (L), manual (m) or automatic (a) mode.
automatic mode. The duty pump is running and the logic will
start the other automatically if the output falls below a preset
Configuration Options
limit.
Basic Operating Procedure During system configuration one or more of the following functions may have
2) Both pumps are set to automatic and the pump changeover is
been configured for the motor/pump control modules:
Many functions carried out by the DACS are automatic, based on sensors selected on a toggle button where one pump will be running and
and detectors which identify changes in liquid levels and pressures, etc, these the other off. • LOCAL/REMOTE MODE - All the motor/pump control modes
changes will be addressed by the system logic. have a local/remote function which allows the motor to be
started either from the local panel or from the DACS. Transfer
Cargo Pumps
Manual intervention is carried out when required via the mimic screens by between local and remote control is performed at the local
Each tank has two cargo pumps which can be run singly or simultaneously, panel.
opening valves, starting and stopping pumps etc. Automatic sequences can also
with one being powered from the starboard switchboard and the other from the
be initiated from the mimic screens. Symbols indicate which components can • CONTROL LOGIC INTERLOCKS - These functions prevent
port switchboard. After starting the pump the soft start will prevent the pump
be controlled from the mimic. the motor/pump from being damaged. For the electrical
from being re-started for 1.5 minutes. One or both pumps can be started before
motors the interlock functions inhibit the starting and stopping
the branch valve is opened.
Duty/Standby Pumps commands or execute the starting and stopping commands of
the motors. For hydraulic pumps the interlock functions inhibit
Critical service pumps have a main/standby pump arrangement. The standby These pumps can be started/stopped by initiating the cargo unloading/loading
all commands.
pump has an automatic start should the main pump fail. Some pumps will have sequence in the cargo unloading/loading view or by the start/stop button on the
an automatic start which is controlled by, for example, liquid levels. cargo tank view (CT1 - 5) dialogue box. The sequence will also control the • POWER DEMAND - The motor/pump control modules for the
position of the load/unload valves. The pumps may also be started manually heavy consumers have a power interlock function that prevents
There are 3 types of standby pump control: by opening the pump menu and clicking on the pump mimic, or by starting the the motor/pump from being started if there is insufficient power
pump from the switchboard. available.
• Type 1 - The chosen pump will run until stopped by the
operator • STANDBY START - The motor/pump control modules have a
The name of the item of equipment that the module controls is displayed in the
standby start function that allows a maximum of three electrical
• Type 2 - When the standby pump has been started the other title bar of the module operation menu. This menu is used to operate the module
motors to be defined as part of a duty/standby sequence. They
(duty) pump will be automatically stopped and the commands on the menu reflect the actions that can be performed.
include:
• Type 3 - The pumps are interlocked to prevent them both The following operating buttons are available on the menu for a single speed 1) A motor continuing to run when put into automatic mode
running at the same time electrical motor-driven pump: after initially starting in the manual mode.
The normal operating procedure for duty/standby pumps is to start the pump • STOP - This stops the motor and is only available in the 2) A motor automatically starting if another in the sequence
intended to be the duty pump and placed in AUTO mode using the pump MANUAL mode. stops due to a failure.
faceplate (see illustration 3.2.3a). The second pump which is intended as • START - This starts the motor and is only available in the 3) A motor automatically starting if, for example, a pressure
the standby pump is now placed in the automatic mode to allow automatic MANUAL mode. switch is used to start an additional LO pump if the LO pressure
switchover should the duty pump fail. is too low in a generator.
• RESET - This command resets the appropriate time-out
counters and can be used to recover from a failed start or stop • BLACKOUT RESTART - This function causes a motor to
If the main pump is put in local or manual mode while running in DUTY/
operation. restart automatically when power is re-established after a
STBY/AUTO function, there will be a duty/standby pair alarm. This is shown
blackout, provided that the motor was running before the
on the alarm page and on the duty/standby dialogue as ‘Error’. The system will • AUTO - This command selects the automatic mode and cancels
blackout occurred. A start delay is provided on each motor to
not start if the standby pump is in local, has an error or is interlocked. the MANUAL mode. When in automatic mode the motor/pump
prevent too many motors starting at the same time.
is controlled by an output signal from another module and not
The standby pump will still start if there is a fault on the duty pump or low via the operation menu. In this case the STOP and START • SHUTDOWN - The control modules have a shutdown function
pressure is detected. The duty pump will then stop when the standby pump run buttons will become blank. that overrides all other control inputs to the module and provides
signal has been confirmed. an emergency stop facility.
• MANUAL - This command cancels the automatic mode and
allows the motor/pump to be controlled via the operation menu. • DUTY/STANDBY - The control modules may be connected in
In the case of a blackout on the 440V switchboards, the pumps will be restarted different duty/standby configurations.
Selection of the manual mode is not possible if the Lock in Auto
when normal power has been recovered. The initial pump situation will
Mode parameter is set to 1 during the system configuration.
normally be restored.

Basic Operation Procedure for Valves command has no effect on a fully opened valve and is only alarm will be both audio and visual. The alarm is required to be acknowledged
available in manual mode. in order to silence the audible indication.
There are three types of valves used: • RESET - This command resets the appropriate time-out
The most recent alarm will be displayed across the top of the screen as shown
• Throttle valve - Hydraulically operated, multi-position with counters and can be used to recover from a failed start or stop
in illustration 3.2.3a.
feedback and stops at each position. operation.
• Control valve - Pneumatically operated, with a PID control • AUTO - This command selects the automatic mode and cancels Alarms are displayed with a colour code to indicate priority and these are:
connection and may or may not have a position feedback. the manual mode. In this mode the valve is controlled by an
• Low - Yellow
output signal from another module and not from the module
• Digital valve - May be pneumatically or hydraulically operated,
operation menu. • High - Red
but only opens or closes as commanded.
• MANUAL - This command selects the manual mode and cancels • Critical - Magenta
All the valves on the DACS screen mimics are supported by operation the automatic mode. If the ‘Lock in Auto Mode’ parameter is
modules. Move the cursor over the module symbol to be operated and press the set to position 1 during system configuration, the selection of Alarms will be used to alert the duty engineer via the extension alarm panels
left trackball button to open the symbol operation menu. the manual mode is not possible. The valve is controlled via the during periods of UMS operation.
module operation menu when in the manual mode.
The menu is used to operate the module and the commands on the menu reflect • ACKNOWLEDGE - This will only become available (with Status Indicators
the actions that can be performed. black button text) when an unacknowledged alarm is active for
A small coloured disc within the text or within the symbol indicates the alarm
the module concerned. All the alarms are acknowledged when
Control valve menus allow a set point to be input and is only available in status. An alarm state will show the colour of the alarm level for that module,
this button is pressed.
manual mode. any suppressed or inhibited alarms, inputs or outputs will show the colour
cyan.
Control Valve Menu
Throttle Valve Menu Analogue measurement levels commonly have associated limits as follows:
The close, open, reset, automatic, manual and acknowledge commands on the
The commands on the operation menu of a throttle valve are as follows: operation menu of a control valve are similar to those on the throttle valve. The • HH - High High
• CLOSE - This command causes the valve to close until it exception is the set point command which allows the operator to specify the
• H - High
reaches a position that is below the predefined close limit. This position set point for the valve. When the command is selected, it displays the
command can be used to cancel an open position but has no numerical input dialogue box. The displayed numeric value is the current value • L - Low
effect on a closed valve. If a valve close operation fails, the set point in % terms. A new value is entered either using the INC (increase) or • LL - Low Low
RESET command recovers the alarm situation. The command DEC (decrease) buttons, or typing directly into the NUMERIC INPUT field
is only available in manual mode. using the operator panel keyboard and clicking the OK button. The position of When set limits (which can be enabled or disabled) are exceeded, the system
the valve opening changes to the new set point. This command is only available can be configured to alert the operator. The alarms are suppressed by the
• STOP - The stop command causes a moving valve to stop
in manual mode. operator where equipment which is not running, may generate spurious alarms
operating and remain at the current position. This command can
be used to cancel an open or close position but has no effect on through, for example, low pressure. When an alarm is suppressed, the status
a stationary valve. The command is only available in manual Digital Valve Menu indicator colour changes to cyan.
mode. The close, open, reset, automatic, manual and acknowledge commands on the
• OPEN - The open command causes the valve to operate until operation menu of a digital valve are similar to those on the throttle valve.
it reaches the fully open position. This command can be used
to cancel a close position but has no effect on an open valve.
If a valve open operation fails, the RESET command recovers Alarm Handling
the alarm situation. The command is only available in manual Alarms
mode.
The alarm and monitoring is an integrated function within the DACS. Alarms
• STEP DOWN - This command closes the valve by a predefined from sub-systems, propulsion, power, etc, are collated via the redundant
amount, as defined by the configuration pulse length. This network to form a uniform alarm system for the vessel. Alarms and events are
command has no effect on a fully closed valve and is only logged by the system and printed out on the alarm printer.
available in manual mode.
• STEP UP - This command opens the valve by a predefined Should any system send a fail signal to the DACS or the operation of that
amount, as defined by the configuration pulse length. This system falls outside preset parameters, the DACS will indicate an alarm. The

Illustration 3.2.4a Extension Alarm Control Panel System Architecture
Engine Control Room

SVC OS-35 Key
Electrical Signal
Junction Junction Junction Junction Junction Junction Junction Junction

Box 01 Box 02 Box 03 Box 04 Box 05 Box 06 Box 07 Box 08
Engine Control Room WATCH BRIDGE UNIT WATCH CABIN UNIT ON DUTY WATCH CABIN UNIT ON DUTY WATCH CABIN UNIT WATCH CABIN UNIT WATCH CABIN UNIT WATCH CABIN UNIT WATCH CABIN UNIT
SVC OS-37
Wheelhouse Extension Extension Alarm Panel 2 Extension Alarm Panel 3 Extension Alarm Panel 4 Extension Alarm Panel 5 Extension Alarm Panel 6 Extension Alarm Panel 7 Extension Alarm Panel 8
Alarm Panel 1 Captain’s Day Room (513) Chief Officer’s Day Room (512) 2nd Officer’s Room (520) 3rd Officer’s Room (521) 3rd Engineer’s Room (523) 2nd Engineer’s Day Chief Engineer’s
Master Machinery and Cargo Room (501) Day Room (506)
Captain’s Bedroom Buzzer Chief Officer’s Buzzer 2nd Engineer’s Buzzer Chief Engineer’s Buzzer
(515) Bedroom (516) Bedroom (502) Bedroom (504)

ON DUTY WATCH CABIN UNIT ALARMS ON DUTY WATCH CABIN UNIT ALARMS ON DUTY WATCH CABIN UNIT ALARMS ON DUTY WATCH CABIN UNIT ALARMS ON DUTY WATCH CABIN UNIT ALARMS ON DUTY WATCH CABIN UNIT ALARMS ON DUTY WATCH CABIN UNIT ALARMS WATCH CABIN UNIT
CHIEF ESD CHIEF ESD CHIEF CHIEF ESD CHIEF ESD CHIEF ESD
CHIEF ESD
ENG. ENG. ENG. ESD ENG. ENG. ENG. ENG.
2ND MACHINERY 2ND MACHINERY 2ND MACHINERY 2ND MACHINERY 2ND MACHINERY 2ND MACHINERY 2ND MACHINERY
ENG. ENG. ENG. ENG. ENG. ENG. ENG.
3RD CARGO 3RD CARGO 3RD CARGO 3RD CARGO 3RD CARGO 3RD CARGO 3RD CARGO
ENG. SCREEN MENU ENG. SCREEN MENU ENG. SCREEN MENU ENG. SCREEN MENU ENG. SCREEN MENU ENG. SCREEN MENU ENG. SCREEN MENU
4th BRIDGE 4th BRIDGE GAS 4th BRIDGE 4th BRIDGE 4th BRIDGE GAS 4th BRIDGE 4th BRIDGE
SELECT GAS SELECT SELECT GAS SELECT GAS SELECT SELECT GAS SELECT GAS
ENG. WATCH FIRE ENG. WATCH FIRE ENG. WATCH FIRE ENG. WATCH FIRE ENG. WATCH FIRE ENG. WATCH FIRE ENG. WATCH FIRE
CHIEF CCR SYSTEM CHIEF CCR SYSTEM CHIEF SYSTEM CHIEF CCR SYSTEM CHIEF CCR SYSTEM CHIEF CCR SYSTEM CHIEF CCR SYSTEM
TAG TAG CCR TAG TAG TAG TAG TAG
OFF. OFF. WATCH OFF. OFF. OFF. WATCH OFF. OFF.
WATCH DETAILS DETAILS WATCH DETAILS WATCH DETAILS DETAILS WATCH DETAILS WATCH DETAILS
PATROL PATROL PATROL PATROL PATROL PATROL PATROL
CARGO MAN CARGO MAN CARGO MAN CARGO MAN CARGO MAN CARGO MAN CARGO MAN
ENG. ALARM ENG. ALARM ENG. ALARM ENG. ALARM ENG. ALARM ENG. ALARM ENG. ALARM
ECR ECR ECR ECR ECR ECR ECR
WATCH WATCH WATCH WATCH WATCH WATCH WATCH
2ND/3RD 2ND/3RD 2ND/3RD 2ND/3RD 2ND/3RD 2ND/3RD 2ND/3RD
OFF. OFF. OFF. OFF. OFF. OFF. OFF.
4TH/ LAMP SOUND 4TH/ LAMP SOUND 4TH/ LAMP SOUND 4TH/ LAMP SOUND 4TH/ LAMP SOUND 4TH/ LAMP SOUND 4TH/ LAMP SOUND
UNIT UNIT UNIT UNIT UNIT UNIT UNIT
SPARE 1 TEST OFF FAIL SPARE 1 TEST OFF FAIL SPARE 1 TEST OFF FAIL SPARE 1 TEST OFF FAIL SPARE 1 TEST OFF FAIL SPARE 1 TEST OFF FAIL SPARE 1 TEST OFF FAIL
SPARE 2 SPARE 2 SPARE 2 SPARE 2 SPARE 2 SPARE 2 SPARE 2
Extension Alarm Panel 16 Extension Alarm Panel 15 Extension Alarm Panel 14 Extension Alarm Panel 13 Extension Alarm Panel 12 Extension Alarm Panel 11 Extension Alarm Panel 10 Extension Alarm Panel 9
Conference Room (406) Central Office (407) 4th Officer’s Room (414) Spare Officer’s Room (416) Spare Officer’s Room (417) 4th Engineer’s Room (419) Cargo Engineer’s Room (421) Officers’ TV Room (401)

WATCH CABIN UNIT WATCH CABIN UNIT WATCH CABIN UNIT WATCH CABIN UNIT WATCH CABIN UNIT WATCH CABIN UNIT WATCH CABIN UNIT WATCH CABIN UNIT
Extension Alarm Panel 17 Extension Alarm Panel 18 Extension Alarm Panel 19 Extension Alarm Panel 20 Extension Alarm Panel 21 Extension Alarm Panel 22 Extension Alarm Panel 23 Extension Alarm Panel 24
Gymnasium (338) Crew’s TV Room (324) Crew’s Mess Room (225) Crew’s Duty Mess Room (226) Crew’s Reception Room (208) Officers’ Reception Room (212) Officers’ Duty Mess Room (216) Officers’ Mess Room (217)

3.2.4 Extension Alarm system • ON DUTY indicators with buttons that show and select on-duty Machinery Alarms
officers.
The engineer on duty is selected from the DACS operator station in the ECR.
Introduction When the green LED in the top right-hand corner is lit it
indicates that the officer on the label is on duty. When the LED When the watch responsibility has been transferred to the bridge, any engine
The alarm extension system will alert the duty engineer in the event of any flashes it indicates that a call has been made and when the call is room alarm will be enunciated on the bridge and also in the engineer ‘on duty’
monitored parameter exceeding its set value as monitored by the alarm and accepted the flashing LED changes to a steady light. These also cabin, as well as on the mess and day room panels.
monitoring system. The system comprises a number of self-contained, wall- act as watch buttons that transfer watch responsibility between
mounted watch call panels that are installed at selected locations. The panels the bridge and the engine control room. They have a yellow The buzzer is reset by pressing ‘sound off’ on the panel. The ‘On Duty’
are controlled from operator stations and are used to warn the bridge and on- LED located next to the top right corner of the button label that engineer lamp will stop flashing on the duty panel, and the group alarm lamps
duty officers of alarm conditions. flashes to indicate a responsibility transfer request has been will stop flashing upon acknowledgement of alarm from the DACS operator
made. When the transfer request is accepted, by pressing the station in ECR. If the engineer on duty fails to acknowledge the alarm from
The system has two main functions: BRIDGE WATCH or ECR WATCH button, the flashing LED ECR within LIMIT 1, 3 minutes (adjustable), the alarm will be repeated to the
changes to a steady light. bridge and to the public panels.
• Alarm Extension
• ALARM indicators that show in which process area there are
This is a group alarm status and on-duty officer indication If again, the engineer on duty fails to acknowledge the alarm from ECR
active alarms.
facility with a built-in on-duty acceptance, fault indication and within LIMIT 5, 3 minutes (adjustable), all engineers with the qualification for
test facilities. • When the Patrol Man system is active, a green LED illuminates ‘Machinery Alarm’ will be alerted on their cabin duty panels, as well as on the
in the top right corner of the button. mess and day room panels.
• Officer Call
• An LCD screen with a 40-character by 4-line display, which is
This is an individual and general calling facility for officers that used to show the date and time or an alarm summary. It is possible to set an engineer on duty without setting the bridge watch
can be activated from selected vessel control locations. active.
• A LAMP TEST button which is used to check the serviceability
of the indicator, button LEDs and the buzzer. It is also used, All machinery alarms will be enunciated in the duty cabin as well as in the
Watch Call Panels in conjunction with the up and down and SELECT buttons, to mess and day room panels, but not in the bridge.
There are two types of watch call panels: adjust the light intensity of the LCD screen, indicator and button
LEDs and the background lighting.
• Watch bridge unit - for use on the bridge Manual Engineer Call
• When an alarm summary is displayed, the up and down buttons
• Watch cabin unit - for use in cabins and public areas A call facility is available to duty panels and mess/day room panels from one
are used to scroll the list shown on lines two to four on the LCD
screen. of three dedicated buttons on the panel in each control room area, or from the
There are seven categories of alarm as follows: watch call mimic of the operator stations.
• The SELECT button is used to choose the type of information
• ESD
shown on the LCD screen. Pressing the button for the first time The watch panel LCD will display the source of the call.
• Machinery displays the Alarm Summary. Repeated pressing of the button
cyclically displays the Alarm Summary and the date and time.
• Cargo
• When the Alarm Summary is displayed on the LCD screen, the
• Gas fire
TAG DETAILS button is pressed to show (on lines three and
• System four) the details of the alarm shown on line two.
• Patrol man alarm • The SOUND OFF button is pressed to stop the buzzer from
• Unit fail sounding and acknowledging group alarms and officer calls.
The alarms will be routed to the engineer on duty as appropriate, for example, When an engine room alarm is activated, it is sounded in the duty engineer’s
cargo alarms will be routed to the cargo engineer when a cargo system alarm cabin, on the bridge and the public rooms. The buzzer can be acknowledged
is activated and machinery alarms will be routed to the engine room duty at any panel.
engineer.

Illustration 3.2.4b Watch Call Panels
Wheelhouse Extension Alarm Panel
ON DUTY WATCH BRIDGE UNIT ALARMS

CHIEF ESD
ENG.
2ND MACHINERY
ENG. DACS Patrol Man Display
Ras Gas III 1 Feb 2008, 21:16:10

3RD CARGO
ENG. SCREEN MENU
01/01/08
PATROL MAN
4th BRIDGE
SYSTEM SELECT GAS
ENG. IS ACTIVE WATCH FIRE
CHIEF CALL DUTY CCR SYSTEM

TAG
OFF. OFFICERS WATCH
CARGO DETAILS
PATROL
CARGO MAN
ENG. ALARM
CALL DUTY ECR
OFFICERS
ENGINE
WATCH
2ND/3RD
OFF.
4TH/ LAMP SOUND

UNIT
SPARE 1 TEST OFF FAIL
SPARE 2
Cabin Extension Alarm Panel
ON DUTY WATCH CABIN UNIT ALARMS

CHIEF
ENG. ESD
2ND MACHINERY
ENG.
3RD CARGO
ENG. SCREEN MENU
4th BRIDGE
SELECT GAS
ENG. WATCH FIRE
CHIEF CCR SYSTEM

TAG
OFF.
WATCH DETAILS
PATROL
CARGO MAN
ENG. ALARM
ECR
WATCH
2ND/3RD
OFF.
4TH/ LAMP SOUND

UNIT
SPARE 1 TEST OFF FAIL
SPARE 2

Patrol Man
Patrol Man is a facility for safe lone man visits to machinery spaces when
responding to watch alarms. Points around the machinery space must
acknowledged within a given time in order to prevent the Patrol Man alarm
being generated.
This facility can be set from the watch panel inside the ECR/CCR or
automatically from the alarm extension system when an alarm is activated.
The reset period is 27 minutes with a pre-warning alarm 3 minutes before the
dead man alarm is set. The status display is shown on the Patrol Man primary
window as shown in illustration 3.2.4b.

3.3 Custody Transfer System (CTS)
3.3.1 Radar Primary System (Radar Gauges and Custody Transfer System)
3.3.2 Float Level Gauge
3.3.3 Independent High Level Alarm System
3.3.4 Trim and List Indicator
3.3.5 Loading Computer

Illustration 3.3.1a Radar Gauge System Cabinet

Cargo Control Console DACS Network Switches GLN100/206UPS
Section 10 NDU A1 Cabinet
230V AC from Ship’s Emergency Switchboard
Instant Level Monitor
A HIGH LEVEL AND OVERFILL ALARM SYSTEM
96 % CARGO TANK NO. 1


230V AC
96 % CARGO TANK NO. 4 99 % CARGO TANK NO. 4
96 % CARGO TANK NO.5 99 % CARGO TANK NO.5
LOOP FAILURE HIGH LEVEL LOOP FAILURE OVERFILL
SYST./POWER FAIL. HIGH LEVEL SYST./POWER FAIL. OVERFILL
ALARM ACCEPTED
To ESDS Panel
LOOP FAILURE ACCEPTED
BUZZER ACCEPT/ ALARM LAMP

SILENCE RESET BUZZER HOLD TEST ON/OFF
220V AC 99 %
OVERRIDE
CT 1.
99 %
OVERRIDE
CT 2.
99 %
OVERRIDE
CT 3.
99 %
OVERRIDE
CT 4.
OMICRON
TONSBERG - NORWAY
99 %
OVERRIDE
CT 5.
AT
SEA
NDU B1/C1 Cabinet To ESDS Panel

Omnicron High
Level Alarm To Master Clock Interface
B
Panel
To Trim/List Meter (Duct Keel in Hazardous Area).
CTS Monitor
C Trim/List
Duct Keel
220V AC
NL-296 Display
hp
Cargo Control Console
NL-296 Display
Bridge Control Console
Colour Laser Printer
WS Key
220V AC CTS Electrical Signal
Hazardous Area
Vapour Vapour Vapour Vapour Vapour

Passageway Pressure Passageway Pressure Passageway Pressure Passageway Pressure Passageway Pressure
Transmitter Transmitter Transmitter Transmitter Transmitter
Node Cabinet Node Cabinet Node Cabinet Node Cabinet Node Cabinet
Radar Radar Radar Radar Radar
Node Node Node Node Node
LAEH LAEH LAEH LAEH LAEH
LAH LAH LAH LAH LAH
Cargo Tank No.5 Cargo Tank No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1

3.3 Custody Transfer system (CTS) Tank Radar Gauges Trim/List Measurement
The radar tank gauges GLA100/5SSN6 measure the distance to the product A two axis Sensorex inclinometer is used to input the trim and list of the vessel.
3.3.1 Radar Primary System (Radar Gauges and surface by transmitting a microwave pulse in a still pipe. This is reflected from This is located in the pipe duct space and as near to the ship’s centre line as
Custody Transfer System) the surface of the cargo and the process unit for the radar antenna calculates possible. The list is displayed as 1/10º, while the trim is displayed as ‘metres’
the level in the tank. measured to two decimal points. The manual input of trim and list is also
possible using the ship’s draught information if necessary.
Tank Level Measurement System Reference data related to the calibration of the radar unit, including the
processing unit and reference signatures in the still pipe, are stored in the system Trim/list displays are mounted on the cargo control console and on the bridge
Manufacturer: Kongsberg memory and is taken into consideration when the tank level is calculated and console.
Type: AutroCARGO 2000 CTS presented as a value. The level is stored in the system and the arithmetic mean
System: GL-100/5 of the last five measurements within a 15 second time interval is then displayed Workstation
Displays: 1 x 23 inch Instant Level Monitor as the average level in the tank.
1 x 23 inch CTS Monitor The workstation can be used by the operator for monitoring the tank liquid
The measurement level is compensated with a temperature correction factor levels (ullage), liquid and vapour average temperatures, cargo volumes at
1 x NL-296 (BA688C BEKA) graphic display units for the still pipe. The level is then corrected for trim and list values obtained average temperatures, and all the other data that is handled by the tank radar.
from the inclinometer, calculated from the vessel’s draught system or inserted The workstation takes care of the alarm handling of the measured values and
manually. the transfer of all requested data to the DACS.
General Description of the Tank Radar System
All correction factors used are printed on the CTS report. The workstation comprises a HP Compac MP7600 unit with a 23 inch monitor
The radar transmitters on the top of each cargo tank emit microwaves, directed
and is operated with a mouse/trackball and keyboard to activate various
by an antenna, towards the surface of the tank contents. The antenna then
Temperature Measurement functions. The display works under the Windows-XP environment.
picks up the echo from the surface and the difference in frequency between
the transmitted and reflected signal is directly proportional to the measured Two sets of temperature sensors, one main and one back-up, are mounted on Different windows can be opened and displayed simultaneously, and can be
distance, ie, the ullage. the tank adapter flange with the level gauge. There are two connection boxes at moved on the screen by pointing at the top on the title bar of the window
the tank adapter flange for the connection of the temperature sensors. Signals and dragging them to a new position. A Laserjet 2550 has been provided for
The tank radar system, which is the main part of the cargo tank control system from the connection boxes are sent via LON nodes mounted in the trunk deck printing the CTS reports.
is made up of the following units: passageway to the level unit cabinet for processing.
• Level Unit
These sensors are mounted at different levels within the tank, each in an open Operation
• Transmitters pipe except the bottom sensor which is mounted on a special bracket:
• Workstation a) Move the trackball (mouse) pointer to the area on the screen to
• Top
be activated or selected.
• 85% level
Level Unit Cabinet
• 50% level b) Select the area to be activated, then click on with the left-hand
Located in the DACS cabinet room, the level unit cabinet contains terminals button. This registers a ‘hit’ and activates the function of the
for the intrinsically safe connection of the radar transmitters, temperature and • 25% level area where the cursor was positioned.
pressure sensors, as well as the independent high level alarm unit. It contains the • Bottom
electronics used for processing the signals from the transmitters for calculating c) If the trackball (mouse) should fail, it is possible to move the
the tank parameters, average cargo temperature, and for communicating with The operator can select from the display unit which sensor is to be used for cursor with the arrow keys on the keyboard.
the workstation. Signals from the high level alarm unit are also processed and measurement at each level (main or back-up), but it should be noted that it is
sent to the workstation display and the DACS alarm unit. not possible to access two sensors at the same level. It is also possible to input d) Press an arrow key once to move it just slightly, or keep it
manual temperature values for use in the calculation if necessary. pressed to move the cursor quickly.
Transmitters
Pressure Measurement e) To activate a function, once the cursor has been positioned
Mounted on the tank dome are the units required for the measurement and correctly, press the CONTROL key and the RETURN key at the
calculation of the the tank contents. Signals from the various units are sent back A pressure transmitter of the absolute type is installed on each tank dome to same time, this corresponds to a ‘hit’ by the trackball.
to the level unit where they are used to calculate the tank contents, and then monitor the vapour pressure in the tank. The tank pressure is displayed in the
displayed at the workstation and NL296 graphic displays. system and on the CTS report. The outlets from the vapour pressure outlet are
connected to the pressure gauge board on deck and are also displayed in the
CTS system.

Illustration 3.3.1b Cargo Tank Level At Sea Only

Cargo Tank Protection System
-Close Spray Valves (CSn01/n02)
-Close Return Condensate and
Return Stripping Valves of
Concerned Tank (CSn11)
No.1 Tk 98.42%
At Port Only
No.2~5 Tk 98.49%
Cargo Tank Protection System
LAVH LAHH
CTS CTn27 -Close Filling (CLn14) & Spray Valves (CSn01/n02)
At Sea
98.2% -Close Return Condensate and
LAHH LAH -Close Spray (CSn51/n52), Return
CTS CTn26 Return Stripping Valves of
Condensate and Return Stripping
Cargo Pump Stop LAL 0.37m Concerned Tank (CSn11)
LAL Valves of Concerned Tank No.1~3
(Blocking) CTn25 CTS
1.2m : Cargo Pump Start-Interlock (CSn54), No.4~5 (CRn60)
Spray Pump Stop LALL 0.2m LALL LAEH 95% Selector
0.5m : Spray Pump Start-Interlock -Stop Reliquefaction Plant
(Blocking) CTn24 CTS CTn29 Switch
and Trip BOG Compressors.
1.2m : Emergency Pump Start-Interlock LAEH 99%
Emergency Pump Stop : 0.49M LI SI
CTS CM004 CTn29
(Blocking) At Port
Serial Emergency Shutdown
Interface
LT LI LI SI LALL LAH LAHH
F FLG CM006 IAS IAS IAS
Low Current Trip
Cargo Pump : 24A
Spray Pump : 18A
Emergency Pump : 76A CFn00
Trunk Deck
IS
Pipe Underdeck IBS Pipe Underdeck
Passageway Passageway
Radar Beam Type Float Level Gauge

Level Gauge
Cargo Tank
Pipe Duct
Water Ballast Tank Water Ballast Tank

Alarms • To enable the generation of reports at the start and end of cargo • Gas officer/chief officer (inserted by the operator before the
loading report is started)
The tank radar system together with the Omicron High Level Alarm System
raises alarms at different levels within the DACS system. These are as • To enable the generation of reports at the start and end of cargo • Date format (YY/MM/DD) default can be changed
follows: discharging
• Time format (hours/minutes) default can be changed
• Extreme high alarm: 99% volume - ESDS, (Omicron level • To allow the operator to enter values manually
sensor) Normally three sheets are generated for one report:
• Very high level alarm: No.1 tank 98.42% volume, Nos.2~5 tank CTS Operation • Measured data, quantity before loading/unloading
98.49% - Spray valve and condensate/spray return valves, (radar
• Measured data, quantity after loading/unloading
at sea only) The CTS reporting system automatically creates the report print-out when the
operator activates the CTS function, based on the following information: • Transfer document of loading/unloading
• High high level alarm: 98.2% volume - Tank fill, spray,
condensate and spray return valve closes, (radar in port only)
Unloading: Measured Data, Quantity Before Loading/Unloading
• High level alarm: 95% volume (Omicron level sensor)
Transfer liquid volume: When the custody transfer operation is activated by the operator, the system
• Pre-Low Level alarm: 1.5m (radar)
starts to log the actual measured and calculated values. After it has taken five
• Low level alarm: 0.37 metre (radar) • Total corrected volume before unloading readings at intervals of 15 seconds, 80 seconds in total, the system prints the
• Total corrected volume after unloading first report sheet. The values presented are the condition stored as start values.
• Low low level alarm: 0.2 metre (radar)
The system will continue to log and memorise all of the data as long as the
Independent High Level Alarm Before unloading: operation is active.
Each tank is fitted with an independent high level and overfill float alarm, • Total corrected volume is corrected by the average liquid
Section 3.3.3 of this manual refers. temperature Measured Data, Quantity After Loading/Unloading
When the transfer operation is complete, the operator has to stop the logging
NL-296 (BA688C BEKA) Graphic Display Units After loading: function in the system. With the function terminated the system prints the
The NL-296 graphic display unit consists of a 120 x 64 pixel LCD display with • Total corrected volume is corrected by the average liquid second report sheet. The values presented are the condition stored as stop
semi-graphic characters for the bar graphs, a processor board, six operator keys temperature which is used before unloading values.
and a display housing. A high contrast LCD incorporates a green backlight,
allowing the display to be read in all light conditions. Loading: Transfer Document Of Loading/Unloading
Transfer liquid volume: This is a print-out of the third sheet and completes the report. The report
The unit is used to display the measured values for trim and list.
presents the calculated values based on the two previous sheets and summarises
• Total corrected volume before loading
the total quantity loaded.
The graphic display unit is located in both the cargo control console and the
• Total corrected volume after loading
bridge control console.
Snapshot Report
Before loading:
Note: No alarm handling on measured values (except for the extreme IG During the transfer operation the operator can generate a snapshot report.
pressure alarm) is done in the level unit. All such alarm handling is done in • Total corrected volume is corrected by the average vapour
This report has a fixed format and presents the actual condition at the time of
the workstation. temperature
printing.
Temperature and pressure within the tanks for use in the CTS calculations is After loading:
obtained from the temperature and pressure monitoring system as detailed in • Total corrected volume is corrected by the average liquid Failure of the CTS Equipment
Section 5.1 of this manual. temperature
If the CTS equipment should fail in one tank during custody transfer, the levels
The report headings contain the following information: for that tank would have to be measured using the Whessoe float gauge. The
Custody Transfer System volume calculations and corrections then have to be made by hand, using the
• Ship’s name (fixed in the report) hard copy of the tank gauge tables.
The CTS process image can be accessed via the drop-down menu by selecting • Port name (inserted by the operator before the report is started)
WINDOW, then CTS DATA. The display has the following main purposes: The float gauges must be kept blocked at their top stored position when at sea.
• Cargo number (inserted by the operator before the report is In port, during cargo operations, the floats should be manually lowered to the
• To display the measured values relating to the CTS started)

liquid level. The float will then automatically rise and lower with the liquid Illustration 3.3.1c Certificate of Loading
level.
After the cargo operations have been completed, the floats should be returned
to their raised stored position before the vessel leaves the port.
CERTIFICATE OF QUANTITY TRANSFERRED DURING LOADING
In this case a Cargo Record Report Sheet is manually completed using the
SHIP NAME
gauging tables. These contain the correction figures for trim, list, and thermal PORT/BERTH NAME
value (level gauge) of each individual tank in order to give the corrected level VOYAGE/CARGO NO. 02
CHIEF OFFICER
and volume in each cargo tank.
BEFORE LOADING
DATE (DD/MM/YYYY) 03-04-2007
LOCAL TIME (HH:MM) 10:50
TRIM (METRES) 0.94 BY STERN
LIST (DEGREES) 0.65 PORT
TANK 1 TANK 2 TANK 3 TANK 4 TANK 5

AVG LEVEL MEASUREMENT (M)
TRIM CORRECTION (M)
LIST CORRECTION (M)
CORRECTED LEVEL (M)
AVG VAPOUR TEMP (°C)
AVG VAPOUR TEMP SHIP (°C)
AVG LIQUID TEMP (°C)
AVG LIQUID TEMP SHIP (°C)
AFTER LOADING
DATE (DD/MM/YYYY) 03-04-2007
LOCAL TIME (HH:MM) 11:01
TRIM (METRES) 1.65 BY STERN
LIST (DEGREES) 1.01 STARBOARD
TANK 1 TANK 2 TANK 3 TANK 4 TANK 5

AVG LEVEL MEASUREMENT (M)
TRIM CORRECTION (M)
LIST CORRECTION (M)
CORRECTED LEVEL (M)
AVG VAPOUR TEMP (°C)
AVG VAPOUR TEMP SHIP(°C)
AVG LIQUID TEMP(°C)
AVG LIQUID TEMP SHIP(°C)
SUMMARY
TOTAL LIQUID VOLUME TRANSFERRED ROUNDED
Company Name (Print) Signature
RECEIVER REP
SHIPPER REP
MASTER/CHIEF OFF
SURVEYOR(S)

Illustration 3.3.1d Example of Custody Transfer Data (Certificate of Measurements)
Before loading After loading

SHIP NAME SHIP NAME
DATE DATE
TIME TIME
PORT NAME PORT NAME
VOYAGE NO. VOYAGE NO.
CARGO/CHIEF OFFICER CARGO/CHIEF OFFICER
TRIM (METRES) 1.17 BY HEAD TRIM (METRES) 0.00 BY HEAD
LIST (DEGREES) 0.36 PORT LIST (DEGREES) 0.00 PORT
TANK 1 TANK 2 TANK 3 TANK 4 TANK5 TANK 1 TANK 2 TANK 3 TANK 4 TANK5
LEVEL MEASUREMENT (M) LEVEL MEASUREMENT (M)
NO. 1 2.327 0.207 0.221 0.212 0.212 NO. 1 28753 28.347 28.344 28.350 28.340
NO. 2 2.327 0.204 0.226 0.214 0.214 NO. 2 28753 28.347 28.344 28.350 28.340
NO. 3 2.333 0.208 0.229 0.216 0.216 NO. 3 28753 28.347 28.344 28.350 28.340
NO. 4 2.329 0.214 0.222 0.214 0.214 NO. 4 28753 28.347 28.344 28.350 28.340
NO. 5 2.328 0.212 0.219 0.212 0.212 NO. 5 28753 28.347 28.344 28.350 28.340
AVERAGE LEVEL (M) 2.329 0.209 0.223 0.214 0.214 AVERAGE LEVEL (M) 28753 28.347 28.344 28.350 28.340
TRIM CORRECTION (M) -0.068 -0.089 -0.089 -0.080 -0.080 TRIM CORRECTION (M) 0.000 0.000 0.000 0.000 0.000
LIST CORRECTION (M) -0.003 -0.003 -0.003 -0.003 -0.003 LIST CORRECTION (M) 0.000 0.000 0.000 0.000 0.000
CORRECTED LEVEL (M) 2.258 0.177 0.131 0.131 0.131 CORRECTED LEVEL (M) 28753 28.347 28.344 28.350 28.340
LIQUID VOLUME (CUB. M) 1,629.053 135.469 153.321 136.317 136.317 LIQUID VOLUME (CUB. M) 24493.657 47125.119 47106.036 47100.623 47112.076
TOTAL LIQUID VOLUME (CUB. M) 2,054.160 TOTAL LIQUID VOLUME (CUB. M) 212,937.513
TEMPERATURE (DEG. C) TEMPERATURE (DEG. C)
T5 -148.09 V -148.09 V -148.09 V -148.09 V -148.09 V T5 -148.09 V -148.09 V -148.09 V -148.09 V -148.09 V
T4 -152.59 V -152.59 V -152.59 V -152.59 V -152.59 V T4 -162.59 L -162.59 L -162.59 L -162.59 L -162.59 L
T3 -154.36 V -154.36 V -154.36 V -154.36 V -154.36 V T3 -164.36 L -164.36 L -164.36 L -164.36 L -164.36 L
T2 -154.97 V -154.97 V -154.97 V -154.97 V -154.97 V T2 -164.97 L -164.97 L -164.97 L -164.97 L -164.97 L
T1 -158.37 L -158.37 L -158.37 L -158.37 L -158.37 L T1 -165.37 L -165.37 L -165.37 L -165.37 L -165.37 L
-152.50 -150.80 -151.94 -152.09 -152.09 -148.09 -148.09 -148.09 -148.09 -148.09
AVG. VAPOUR TEMP. (DEG. C) AVG. VAPOUR TEMP. (DEG. C)
AVG. VAPOUR TEMP. SHIP (DEG. C) -158.37 -158.40 -158.29 -158.18 -158.18 AVG. VAPOUR TEMP. SHIP (DEG. C) -148.09
AVG. LIQUID TEMP. (DEG. C) -152.50 -150.80 -151.94 -152.09 -152.09 AVG. LIQUID TEMP. (DEG. C) -164.97 -164.97 -164.97 -164.97 -164.97
AVG. LIQUID TEMP.SHIP (DEG. C) -158.18 AVG. LIQUID TEMP.SHIP (DEG. C) -164.97
VAPOUR PRESS. mbar(a)) 1152 1152 1152 1152 1152 VAPOUR PRESS. (mbar(a)) 1152 1152 1152 1152 1152
1152 1152
COMPANY NAME COMPANY NAME
BUYERS REP BUYERS REP

SHIPPERS REP SHIPPERS REP
MASTER/CHIEF OFF MASTER/CHIEF OFF
SURVEYOR SURVEYOR

Illustration 3.3.1e CTS Flow Diagrams
CTS Calculation Flow Diagram CTS Report Printout Flow Diagram
Read Observed Level Operator’s Active Printouts

Printouts
(Every Fifteen Seconds) Workstation of Data
Start CTS Report Logging
Average Level
(Based Upon the
Last Five Readings) Average Average Vapour Average Liquid
Level Level Trim List Temperature Temperature
Average Level Average Level Calculation Trim List Pipe

Trim Correction Trim Correction Table Correction Correction Correction
Correction of Five Measurements
Table Table Table
Trim/List from Sensor
List Correction List Correction Table

Correction of
Level
Pipe Correction Pipe Correction Table
Volume
Temperature Sensor
at -160°C
Corrected Average Level
Average Vapour Temperature
Temperature Sensor
Retrieve Volume Volume Table Add Volume

from Corrected Level at -160°C Volume from Other Tanks
from all Tanks
Adding Volume Volume from Other Tanks After Eighty Seconds Quantity of Measurement
from all Tanks The First Page Prints Out Before Loading/Unloading
Snapshot Report
Sorting of Snapshot Report
Stored Data Activated with
Measured Data
Corrected Liquid Volume Defined Printing Intervals
at Observed Average
Temperature
Quantity of Measurement Transfer Document of

Stop CTS Report Logging
After Loading/Unloading Loading/Unloading
End

Illustration 3.3.2a Whessoe Gauge System
1084 Receiver
Hazardous Area
1084 Receiver
Transmitter Fig. 2047MT Transmitter Fig. 2047MT WHESSOE
(Tank1) (Tank2)
VAREC
Control Room MAIN MENU

OPERATION
CONFIGURATION
PRINTER
Output to Ship’s IAS / Host Computer
HELP
3304 Gauge 3304 Gauge
IAS
MAINTENANCE
Transmitter Fig. 2047MT Transmitter Fig. 2047MT

(Tank4) (Tank3)
Key
This is the enter or validate key and is used to confirm a selection, command an action or to
validate data.
3304 Gauge 3304 Gauge
Move cursor right key. In user mode this is used to continue to the next screen. In configuration
Transmitter Fig. 2047MT mode it is used to continue to the next tank.
(Tank5)
1761 Move cursor left key. In user mode this is used to return to the previous screen. In configuration
Power Supply mode it is used to return to the previous tank.
Intrisically
Safe
Move cursor down key. This is used to select a line or to scroll through available choices.
In user mode it is used to continue to the next tank.
220V AC 50Hz Move cursor up key. This is used to select a line or to scroll through available choices.
In user mode it is used to return to the previous tank.
3304 Gauge
Exit without validating key. This is used to quit a menu or to return to a higher level.

3.3.2 float level gauge The accurately perforated tape transmits float movement to a sprocket wheel, A float lock-up arrangement provides removal of the level gauge float from the
which in turn drives a counter mechanism providing local digital read-out, tank when in the stored position. It also provides a gauge datum reference and
Manufacturer: Whessoe visible through a window in the counter housing. a means of locking the float in the storage position.
Gauge type: Figure 3304
The shrinkage of the float invar tape in LNG vapour at -140°C is about 1mm
Transmitter type: 2047MT
when the tank is full and about 8mm when the tank is empty. The still well is Operation: Gauging
Quantity: 5 (1 per tank) installed 75mm above the tank bottom and the minimum level which can be
Accuracy: ±7.5mm (gauging LNG over 54m range at -163°C read from the gauge is 181mm. a) Open the gauge isolating valve fully (it is normally left open),
using a 255mm diameter pan float) then put the crank handle in the STORED position, ie, with the
handle towards the gauge cover.
Repeatability: ±4.0mm CAUTION
Operating range: 0 to 44 metres To reduce the risk of tape failure and wear on the gauging mechanism, b) Put the spring-loaded automatic float lock-up and the datum
Ambient temperature to -200°C the floats should be fully stowed when the ship is at sea. Care should plunger up to release the float and allow it to descend at a
22.5° angle to the vertical (maximum) be taken when stowing the float, as excessive tension may cause tape controlled rate to the liquid level.
breakage.
To Return the Gauge to the Stored Position

Introduction The float descends under control to the liquid surface. The rate of descent is an
automatic function made possible by the inclusion of a viscous damper within a) Put the crank to the CRANKING position, ie, with the handle
Each of the five cargo tanks is provided with an approved secondary level the gauge head. The tank sounding may then be taken by observation of the facing outwards.
measurement system via a Whessoe gauge as shown in illustration 3.3.2a. This local mechanical read-outs to provide level indication. The Whessoe gauges
secondary system provides an alternative means of cargo level measurement should be checked against the Custody Transfer System (CTS) during each Note: The cranking handle is designed to drive in one direction only and is
in the event of the failure of the primary radar gauges system. During cargo alternate loading and discharge. spring-loaded by a cam arrangement so that it is not in motion during normal
loading or discharge operations, it is normal to lower the float to the product gauging.
level and allow the float to follow the changing liquid level during these 12" Float Well
operations. At the completion of the operation, and before the vessel departs b) Carefully raise the float by turning the crank slowly in a
the terminal, the float has to be stored in the gauge head to prevent the gauge The float well comprises a 12" (305 mm) nominal bore float well tube installed
vertically within the cargo pump tower. The upper end of the float well counter-clockwise direction, as indicated by the arrow on the
spring, float and tape being damaged by the rapid level changes that would main cover inspection plate. Watch the read-out counter, which
occur when the vessel is at sea. penetrates the top of the tank dome where it terminates in a flange.
will indicate when the float nears the top. When resistance is felt
The lower end extends to within 75mm of the bottom of the tank in the warm by the float touching the cushion spring, continue cranking until
The Whessoe Figure 3304 Marine Liquid level gauge has been designed and the plunger is seated and the automatic float lock-up and datum
developed specifically for low temperature liquefied gas carriers to measure condition, 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 plunger spring fully inward, securing the float.
accurately and continuously the liquid levels in marine cargo tanks during
loading and discharging. The float in each gauge should be lowered to the a sliding connection just below the dome penetration. To avoid level errors
caused by the ‘still well’ effect, there is a 25mm diameter hole spaced every c) Check that the counter reads exactly the same before and after
liquid level after the ship is securely moored at the LNG terminal. The levels
300mm below the sliding connection. use, then put the crank handle in its STORAGE position.
obtained from the floats and from the Kongsberg radar gauges should be
recorded in the cargo log at the start and completion of each cargo loading or
unloading operation. Any deviation over 10mm should be investigated during CAUTION
Isolating Valve and Float Inspection Chamber
the voyage. Do not attempt to turn the crank clockwise or to interfere with the free-
A 300mm gate valve, bolted to the top of the float well, allows the gauge head fall of the float. To do so will severely damage the tape or the tensator
Each gauge is fitted with a 2047MT type transmitter connected to a 1084 to be isolated for maintenance. A stainless steel inspection chamber is mounted spring.
mini receiver located in the CCR. The receiver functions as a mini tank above the isolating valve to provide access to the float and for the connection
gauging system and the data is displayed on an LCD panel on the front of the of special float recovery tools in the event of tape breakage.
instrument. Command entry is by means of a splash-proof membrane keypad. Maintenance
The Whessoe gauge panel is interfaced with the DACS workstation and the Level Gauge Assembly
tank levels are displayed on the DACS tank screen. The levels displayed on the The gauge head is sealed with locking wire and lead seals by the classification
The level gauge assembly comprises the gauge head and float assembly. The society and so it is important to avoid damaging these seals. In the event
LCD and DACS have not been corrected for tape shrinkage.
float is clamped to an accurately perforated tape manufactured from stainless of these seals being broken, the company’s head office should be informed
steel, a viscous damper to control the rate of descent of the float to the cargo immediately so that arrangements can be made for the attendance of a surveyor
The Whessoe gauge is float actuated and employs a tensator spring as a counter-
level, a crank for raising the float to the storage position, and a mechanical to check and re-seal the gauges.
balancing mechanism which maintains a constant tape tension at the float. This
read-out which is observed through the counter window, plus a transmitter for
ensures that the float maintains the same level of immersion irrespective of the
continuous read-out on the DACS during loading and discharging operations. The float must be raised and secured whenever the vessel is at sea.
amount and weight of the tape paid-out.

An inspection housing is provided between the gauge head and the closure Illustration 3.3.2b Whessoe Float Level Gauge
valve on each unit. The closure valve is used to cut off vapour flow to the
inspection housing. The inspection housing is provided with a pipe connection
for inerting the space with nitrogen before inspection or renewal of the tape or Read-out Window Transmitter
float. The nitrogen is supplied from the nitrogen purge valve available at each
tank dome area, and is introduced by means of a flexible hose from an outlet
valve close to the Whessoe unit.
Loss of Float
In the event of a float becoming detached, Whessoe supply a magnetic retrieval Handle to Raise
device that will attach to the metal plates on the top or bottom of the float so the Float
that it can be recovered without the need for gas freeing.
To retrieve a detached float, first ensure the tape and plunger are stored in the
gauge housing, then fully close the gate valve.
Open the inspection hatch and attach the magnetic retrieval device. Close the
inspection hatch. Cushion Spring
Open the gate valve and lower the retriever to the liquid level to pick up
the float. Raise and store the float, close the gate valve, open the inspection
chamber hatch and remove the float. Disconnect the retrieval device.
If the float has simply become detached and the tape remains in good condition,
simply re-attach the float to the tape and check the store position setting. If the
readings are accurate there will be no need to remove the main gauge cover. Cylindrical Float Inspection Hatch
If the tape has been damaged or cut, it will be necessary to rectify the tape and
hence rectify the gauge readings. In order to rectify the readings it is necessary
to remove the main cover to adjust the gauge read-out and gain access to the
tape.
Removal of the main cover will mean the custody seal will be broken. The
custody seal is there to prevent removal of the main cover and adjustment to
the gauge after accuracy tests have been carried out with the surveyor.
300mm Closure Valve
On completion of repairs and readjustment it is good practice to have a surveyor

re-verify the gauge readings and re-seal the main cover. This will ensure no
problems are encountered by surveyors at future loading or discharge ports.

Illustration 3.3.3a High Level and Overfill Alarm System
HIGH LEVEL AND OVERFILL ALARM SYSTEM

Float Switch Arrangement
96 % CARGO TANK NO. 1 99 % CARGO TANK NO. 1 230V AC Supply
Protective Cap
96 % CARGO TANK NO. 2 99 % CARGO TANK NO. 2 High Level System
Test Lift Button 230V AC Supply

Overfill System
96 % CARGO TANK NO.5 99 % CARGO TANK NO.5
LOOP FAILURE HIGH LEVEL LOOP FAILURE OVERFILL
SYST./POWER FAIL. HIGH LEVEL SYST./POWER FAIL. OVERFILL

Connection
Box ALARM ACCEPTED
LOOP FAILURE ACCEPTED
Cargo Tank Dome Shell BUZZER ACCEPT/ ALARM LAMP

SILENCE RESET BUZZER HOLD TEST ON/OFF
OMICRON
TONSBERG - NORWAY
99 % 99 % 99 % 99 % 99 %
OVERRIDE OVERRIDE OVERRIDE OVERRIDE OVERRIDE
CT 1. CT 2. CT 3. CT 4. CT 5.
Float Guide
High High (99%) AT

Low Density Float SEA
Sensor Switch
Intrinsically Safe Inputs
Safe Area
Hazardous Area
High (96%)
Level Sensor Level Sensor Level Sensor Level Sensor Level Sensor
Tank No.5 Tank No.4 Tank No.3 Tank No.2 Tank No.1

3.3.3 Independent High Level Alarm System Note: Any loop/wiring or system faults must be rectified as soon as possible, If, prior to loading, the ALARM HOLD button has already been activated, it
as a sensor with a loop failure will not alarm. must be released and reactivated. This will then clear any previous alarms.
Manufacturer: Omicron
Model: OAS-5.5 If the ALARM HOLD button is on, the first alarm from each tank activates the
Testing alarm horn and light on deck, the buzzer on the control panel and the DACS
Sensor: HHL 8903A
alarm. The appropriate LEDs on the control panel and the intrinsically safe
Number: 5 alarm module will also flash. If one of the level switches that is already in an
Each level switch is equipped with a mechanical testing device. The testing
device is located under a protective screw cap on top of the level switch’s alarm condition, is deactivated and then reactivated because of movement on
Introduction junction box. By lifting the testing device slowly, the HIGH LEVEL alarm the cargo liquid surface, the alarm will not be repeated due to the ALARM
(95%) for that particular tank will be raised. Lifting the device further will HOLD function.
The vessel’s cargo tank high level alarm system is fitted to comply with the cause the OVERFILL alarm (99%) to be raised.
IMO, USCG and Classification societies’ requirements. To comply with these, Override Facility
the high level alarm and overfill alarms are completely separate from any other When testing is complete, the test device should be pressed back down and the
In addition to the above normal alarm functions, there is also an OVERRIDE
alarms raised by the custody transfer measurement system. protective screw cap replaced.
function for the 99% ESD level. This function handles all of the tanks
separately and independently and is selected by pressing the OVERRIDE
The HHL 8903A level switch has two floats with built-in permanent magnets Note: The high level and overfill alarms must be tested before each cargo button on the alarm panel. The function remains in operation as long as the
in each float. As the float moves upwards, a reed switch inside the housing is loading. button is activated. The override facility operates as follows:
deactivated and an alarm is raised. When the float moves downward, the reed
switch is closed again. This is the non-alarm position so the alarm loop fails-
Alarm Panel If, prior to loading, the OVERRIDE pushbutton has already been activated, it
safe (ie, alarms) in the event of any open circuits/wire breaks.
must be released and reactivated. This will then clear any previous alarms.
Two resistors are connected to the reed switch inside the sensor. One is in series The alarm panel has a BUZZER SILENCE, ACCEPT/RESET, ALARM
and one is in parallel with the switch contacts. This enables the detection of HOLD, LAMP TEST and ON/OFF pushbuttons. There are also LED indicators Note: If the OVERRIDE button for the 99% level is on, the system WILL
broken or shorted alarm circuits. for all of the tank alarms and also loop and power/system failure LEDs. NOT automatically operate the ESD. This must be activated from the
DACS.
All of the inputs from the level switches are connected directly to the input
sides of intrinsically safe alarm units. These alarm units are bus wired to one
Operation The alarm from each tank activates the alarm horn and light on deck, the buzzer
common output unit which interfaces with the DACS. Separate outputs for on the control panel and the DACS alarm. The appropriate LEDs on the control
When a cargo tank float moves upwards, the relevant LED (orange for 95% and panel and the intrinsically safe alarm module will also flash.
alarms and indication are available at the alarm/control panel mounted in the
red for 99%) on the intrinsically safe alarm module and the alarm panel will
DACS room on A deck.
start to flash. Pressing the BUZZER SILENCE button will cause the common When the override buttons are switched on, a visual and audible alarm will
alarms (horn and lamp) to stop. The LEDs on the intrinsically safe alarm unit come up on the DACS.
In addition to the tank alarms, the system also indicates and raises separate
and the alarm panel will continue to flash. The operator should then press the
alarms if a loop fails for the level switches and their associated wiring, or if a
ACCEPT/RESET button and the flashing LED(s) will illuminate steadily.
processor or a power failure occurs. At Sea Button
The common alarm unit is configured to raise different alarms for either the When the vessel has completed loading and in order to stop any further alarms
Loop Failure Alarm 95% HIGH LEVEL or the 99% OVERFILL alarm. This unit pulses the exterior being raised due to the cargo movement while the vessel is under way, the AT
horn and illuminates the yellow lamp for high level or sounds continuously and SEA button must be pressed. The high level alarms will then be blocked and
When the loop failure alarm occurs the LOOP FAILURE LED will flash illuminates the red lamp for the overfill alarm. the overfill alarms delayed for 45 seconds. (The unit must be in constant alarm
slowly, together with the respective alarm LED. The alarm LED will flash for 45 seconds for the overfill alarm to be activated.)
quickly to indicate which channel has the loop failure. Note: The 99% OVERFILL alarm causes an emergency shutdown (ESD).
Pressing the BUZZER SILENCE pushbutton silences the audible alarm and
when the ACCEPT/RESET button is pressed, the respective alarm LED on Alarm Hold Facility
the panel and on the OAU-01A/Ex unit inside the panel will flash in slow In addition to the normal alarm functions detailed above, there is also an
motion. ALARM HOLD button fitted. This function handles all of the tanks separately
and independently and is selected by pressing the ALARM HOLD button on
The alarm LED will continue to flash in slow motion until the loop failure has the alarm panel. The function remains in operation as long as the button is
been repaired. activated. The alarm hold function operates as follows:

3.3.4 Trim and list indicator Illustration 3.3.4a Trim and List Indicator
Manufacturer: Kongsberg
Model: Display BEKA BA688C (NL296)
Sensor: Sensorex GL2263
Number: 1
A two axis Sensorex inclinometer is used to input the trim and list of the vessel.
This is located in the pipe duct space and as near to the ship’s centre line as
possible. The list is displayed as 1/10º, while the trim is displayed as ‘metres’
measured to two decimal points. The manual input of trim and list is also
possible using the ship’s draught information if necessary.
A dual axis high precision inclinometer consisting of a closed loop

instrumentation transducer, which can measure angles along two perpendicular
directions. The sensing element is a galvanometer pendulum associated with
an optical position sensor. The signal outputs are proportional to the sine of
the angles (component for the gravity acceleration). When the instrument
is submitted to a certain angle, alpha, the pendulous mass tends to move in
the direction of the inclination. The position is detected and converted into a
current, which feeds back to the galvanometer in order to bring back the initial
position. This current is proportional to the measured gravity, passes through
a precision resistor and provides the output signal. An output amplifier allows
low output impedance.
Trim/list displays are mounted on the cargo control console and on the bridge
console, in addition the trim and list is displayed on numerous screens both on
the bridge and in the CCR.
The data is displayed on the BEKA BA688C unit (NL296) graphic display
unit.

Illustration 3.3.5a Loading Computer Screen Shots

3.3.5 Loading Computer File Menu Communications Menu
As the name suggests the FILE menu contains functions for opening and
Manufacturer: Techmarine Ltd. • On-line - Select on-line mode between the cargo monitoring
saving condition files, printing and exiting the Ship Manager 88. By clicking
Model: Ship Manager - 88 ver 4.1 system and the loading computer
onto FILE in the main toolbar the following options are available:
• Off-line - Select off-line mode between the cargo monitoring
• Voyage Description - The details of the voyage are entered here,
The ship Manager 88 system is a windows based computer program for the system and the loading computer
Operator, Date, Loading, Discharge Ports and any remarks
calculation of the various aspects of cargo calculation and damage stability. • Line Setup - Select menu ON or OFF on on-line status
• New Plan - Create a new loading condition, the lightship
The main functions of the Ship Manager loading program is as follows: condition is created ready to receive input from the operator • Connection - Configure communication characteristics
• Automatic calculation • Open Plan - Read a loading plan currently saved as a *LDP file
in the LOADPLAN directory Utility Menu
• Displacement and dead weight calculation
• Recent Loading Plan - Read a recent loading plan • Calculator - Leads the operator to the MS windows calculator
• Trim and draught (fore, aft and mean) calculation
• Save Plan - Save the current loading condition to the LOADPLAN • Control Panel - Leads the operator to the control panel where it
• Draught (fore, aft and mean) correction due to the difference in directory
the sea water density is possible to change colours, printer attributes etc
• Save as - Save the current loading condition to the LOADPLAN • Shifting - Shift a load from one compartment to another
• Heeling angle calculation directory as a different file name
• Trim and heeling adjustment by using two pair of forward and • Trimming - Carry out adjustment trim by adding cargo/ballast to
• Delete Plan - Delete the current loading plan two designated compartments:
aft tanks
• File Explorer - File explorer can be used to format discs, make • Trim with Cargo add - Control trim by adding weight
• Propeller immersion calculation back-ups and get an overall view of the file system
• Shear force and bending moments at the prescribed frame points • Trim with Cargo shift - Control trim by moving a weight
• Print - Print out the selected item
with visual • Rolling Period - Show and calculate the rolling period
• Print setup - Print set-up
• Maximum values of bending moments and shear forces with • Propeller Immersion - Shows information of propeller
their actual position • Exit - Exit the Ship Manager 88 session immersion
• Displacement and deadweight calculation based on actual • Hydrostatics - Shows following information:
draughts physically measured on the draught marks Result Menu
• Displacement, draught equivalent, LCG, LCB, MTC, LCF
• Static stability (KTM, KG, GGo, GoM) calculation • Intact Stability Results - Data and graph calculated by IMO TKM, KG etc.
• Intact stability calculation including GoM according to IMO A.749(18) criteria
A.749(18) • SF/BM Result - Table of actual shear force and bending Option Menu
• Free surface moment (Maximum /Actual) moments on each bulkhead:
• Constants - Inquiry or change deadweight constants
• SWBM and SF in the hold flooded condition cargo hold acc.to • Graph of actual value on each bulkhead
• Sea Water Density - Inquiry or change sea water density
IACS UR S17 • The ratio of shear force and bending moments ( allowable
shear force and bending moments on each bulkhead at sea • Load Limitation - Inquiry or change limitation of cargo tanks
• Damage stability according to Marpol 73/78
or in port) • Cargo Grade - Enter the name and API, density or SG of the
• Trend curve
• Maximum shear force and bending moment and their cargo (Speed button)
position • FS Moment - Inquiry or change maximum or actual inertia
• Damage Stability - Data calculated by MARPOL 73/78 criteria moment
Menu System
• Loading Status - The operator can see an image outline of the • Unit Selection - Select units for cargo calculation and others
The loading condition files are managed by use of the file menu. This menu loading status of the vessel which consists of profile, tank top • Calculation Mode - Select volume calculation before or after
contains several sub-menus and each menu function is as follows. plan and midship section loading
• Configuration - Ship Manager 88 allows the user to configure
screen set-up to individual choice

Illustration 3.3.5b Loading Computer Screen Shots

Help Menu WARNING PANEL e) Using the work tabs, select the window required, eg, Cargo Oil
• Approved Test Conditions - These conditions are approved Where the program calculates a situation that is not within the limits of the Tanks and enter the cargo grade for each tank to be loaded.
by Class. Users cannot modify or delete these conditions and stability or strength parameters an indication is illuminated on the warning
should submit them for regular inspection. panel. Where the limits are met the LED shows a steady green and turns to a f) Using the work tab, select other tanks to input the ballast, bunker
flickering red if the results are outside the limits. and miscellaneous tanks, enter the SG for each tank contents.
• General Particulars - Shows information on LBP, LOA , breadth,
depth etc. g) Once all the details have been entered into the two windows the
WORK TAB on-line mode, if connected to the cargo monitoring device, can
• Contents - Click the contents menu to browse through the topics
by category. The various tabs allow the operator direct access to the window where the be selected, quantities for those tanks being monitored will be
changes can be made to the loading condition. automatically updated. Where off-line is used the data must be
• About Ship Manager 88 - Gives information about Ship entered manually.
Manager 88 version.
The tabs are:
h) From the Speed Button toolbar select the ‘Constant Table’. Here
• Load Plan - Cargo tanks, water ballast tanks including the fore
Function Keys are the lightship weight, plus the weights for stores, crew etc,
and aft peak, bunker fuel oil tanks, fresh water tanks and all
The function keys are set up to assist the operator without having to go to the and any other weight not covered by the two main windows.
other engine room tanks.
pull-down menus and are as follows:
• Loading Status - Here the operator is given a visual view of Once all the cargo, ballast, bunker etc, data has been entered the operator can
the loaded status of the vessel. The operator can select cargo then use the pull-down menus, speed buttons or function keys to access the
F1 Help
tanks, ballast tanks or hull only, and either port or starboard side other windows to obtain the relevant information on the status of the vessel.
F2 Save plan
views.
F3 Open plan
• Intact Stability - GZ curve graph, comparison table for angles of This information can be printed off for recording purposes.
F4 Intact stability results
F5 SF/BM result heel and KN table.
F6 Damage stability • Longitudinal Strength - SF and BM graph and tables. Print a Report
F7 Rolling period It is possible to produce a report with the details of the current loading condition
F8 Propeller immersion • Damage Stability.
in the form of a loading plan, a loading condition summary, GZ summary with
F9 Hydrostatic table graph, SF/BM with graph and a hold flooding condition summary. Selecting
STATUS PANEL the speed button Print on the toolbar or from the File menu will open this
Ship Manager Screen window, the operator can then select which report is required from the pop-up
When any window is open, the results table giving the displacement, draught menu. The report can then be previewed by using the Preview button or printed
and list, stability and maximum SF and BM percentages with the frame by using the Print button.
The screen is classified into PULL DOWN MENU, SPEED BUTTON MENU, numbers, is constantly displayed on the right side of the screen. This results list
WARNING PANEL, WORK TAB and STATUS PANEL. is constantly updated as the data in the tanks change. The manufacturers provides a series of approved test conditions which are
By using one or a combination of these the operator can carry out all the accessed via the Help menu. The Class Surveyor will compare actual conditions
necessary calculations to carry out the cargo operations safely. Operation with these to determine the accuracy of the equipment.
a) From the file pull-down menu the operator selects Voyage Full details of the operation and use of the Ship Manager 88 are contained in
PULL DOWN MENU the user’s manual and should be studied before using the equipment.
Description and enters the relevant details.
This controls the loading program, all main menus can be accessed by the pull-
down method. b) From either the pull-down menu or a speed button open a new
loading condition or one from the stored examples.
SPEED BUTTON MENU
c) Using the function key F2 or the pull-down menu, save the file
On the toolbar there are a series of speed buttons that have the same function giving it a name. Where the plan is an old example the Save As
as the pull-down menus, by clicking on the appropriate button the respective
menu would be used with a new name.
menu is displayed.
d) From the speed button toolbar select ‘Grade’. Enter the grade
and either the API, density or specific gravity into the relevant
column. The table automatically updates the other two columns
and selects the correct PM table.

Section 4: CArgo and Ballast Systems
4.1 Cargo Manifold
4.1.1 Cargo Manifold System
4.1.2 Cargo Strainers

Illustration 4.1.1a Cargo Manifold System
Ship Side
Key
LNG Liquid*
Gas Line*
Spray Line
3,360mm or 3010 from 16” flange
Heavy Fuel Oil
Diesel Oil 3400mm
4" 12" 20" 20" 20" 20" 20" 12" 4"
25mm
80mm 80mm 80mm 80mm
500mm 500mm 500mm
100mm 300mm 500mm 500mm 300mm 100mm
125mm
Heavy LNG Vapour LNG Spray Line Heavy Diesel Oil

Diesel Oil
Fuel Oil Fuel Oil
700mm 650mm 700mm 125mm
750mm 2000mm 3500mm 3500mm 3500mm 3500mm 2000mm 750mm

4.1 Cargo Manifold The cargo manifold is used for the loading and discharging of the liquid LNG
and the transfer of LNG vapour to and from the shore terminal during cargo
4.1.1 cargo Manifold system operations.
The cargo manifold system is situated in the area between No.3 liquid dome
The principal particulars are as follows:
and No.3 vapour dome, and comprises two 700mm branch liquid headers
extending out to the port and starboard from the main fore and aft liquid header
Manifolds towards the ship’s sides. Each liquid branch header reduces down and splits
to provide two 500mm liquid connections, two forward and two aft of the
Manifold height above waterline at design draught 20.951m
vapour manifold to which the portable reducer/spool connection piece, with the
12.0m
strainers in position, are connected and ultimately the cargo arms.
Spacing between liquid line and vapour line 3.50m
Distance between ship manifold QCDC spool piece and 3.01m The 650mm vapour branch header extends from the 700mm fore and aft
ship side main vapour header towards each ship side, it also reduces to provide a single
Distance between centre of manifold flange and working 1.6m 500mm connection with a portable reducer/spool connection piece, port and
platform starboard.
Distance between working platform and upper deck 4.351m
Each liquid manifold has a manual shut-off and an automatic valve, whereas
Distance between centre of manifold flange and upper 5.951m
the vapour manifold has an automatic valve only, the manual shut-off valve is
deck
located on the inboard side of the automatic valve. The automatic valve (ESD
Rail height 1.14m valve) is connected to the ESD system on board, and in the event of an ESD
situation occurring can be closed either from the ship or shore.
Reducers/Spool Piece
Cargo Manifold and Spray Header Connection
QCDC connection piece Liquid 4 pieces 20"/20"
length 350mm 8 pieces 20"/16" On each liquid manifold are connections into the spray header, located between
Vapour 1 piece 20"/20" the ESD valve and the manual shut-off valve. These connections, together with
2 piece 20"/16" the respective cooldown valves, can be used by the operator to cool down or
Reducer for STS Liquid/Vapour 4 pieces 16"/8" drain the main liquid header and shore arms.
Bunkering connections JPI 150PSI 2 pieces 12"/10"
Each liquid manifold is provided with two pressure relief valves, located
2 pieces 12"/8" inboard and outboard of the ESD valve, which in the event of a pressure build-
2 piece 12" x 6" up between the manual shut-off valve and the ESD valve or the ESD valve and
2 piece 6" x 4" the blank flange, would drain back to No.4 or No.5 cargo tank liquid dome.
2 piece 4" x 3" At the top of each liquid manifold is a pressure gauge connection and sample
Nozzle for cargo jettison 16" flange reducing to 8" outlet, to extend not vent with a quick connection for a nitrogen purge, there is also a drain cock on
approx 6.5 metre length less than 3 metres outboard of ship’s side. the bottom of the line outboard of the ESD valve.
On the vapour manifold there is no manual shut-off valve, only the automatic
Bi-Directional Conical Strainers
ESD valve with a small 25mm bypass line and valve for purging purposes.
Stowed in box on manifold deck for each ship’s side 8 sets x 60 mesh
There is also a pressure gauge connection, drain cock and sample vent with a
quick connection.
Each manifold is also provided with a small davit for use during the connection
or disconnection of the spools and reducers and for inspection of the
strainers.

4.1.2 Cargo Strainers Illustration 4.1.2a Cargo Strainer
Manufacturer: Korea Filter Co.Ltd

865mm
Strainer: 865mm x 429mm x 250mm

Flange size: 20 inch
Mesh and No: 60
Design flow rate: 5833m3/h
Design pressure: 1MPa
Design temperature: +80°C to -196°C A
Bi-Directional Flow
Weight: 79.8kg
Before arriving at the LNG terminal, ensure that the 60 mesh strainers in the
liquid manifolds are clean and securely bolted in place by the QCDC spool
pieces, to ensure that no debris can enter the cargo tanks or be discharged to
the receiving terminal during the cargo loading or discharge.
1020mm 584mm 495mm 483mm 393mm 470mm
The strainer is constructed and designed for bi-directional flow so that it can be
left in place after inspection without having to be turned round 180 degrees.
After the flow rates have stabilised, the deck watch should periodically notify
the CCR of the pressure on each of the four liquid manifold gauges and the
pressure on the liquid crossover gauges.
A 42mm
60mm
Section A-A
Outer Strainer
Support
Inner Strainer
Support
(Typical For Both

Inner and Outer Cones)

4.2 Cargo Piping System
4.2.1 Cargo Piping
4.2.2 Cargo Pipe Insulation

Illustration 4.2.1a Cargo Piping System (With Reliquefaction Plant) RR601

To No.5 N2 Vent Mast
Port Manifold Starboard
From Nitrogen Purging/ RN601
RR824 CR
Sealing Line
RN602 CR004 001
RN832
CR
CG811 CN951 RR822
002
RN846 RN847 RN848 RN849

CR003
RN843 RN844 RN845

CR802 CR801
CG817 No.2 H/D CG803 CG805 RN839 RN880 CR
Locked Closed RN830 RN869 RN828 RN826 RN824 RN822
CS806 Compressor Oil Separator No.2 CL012 703 CL011
CL014 CL013
CS805 CG822 Dryer Separator
CR803
CR863 RN841
LNG Vaporiser RN867
RL820
CG821 CG810 CS062 CS061 CR
RN836
RN834
CR862 No.1 H/D Demister RN837
CS051
CS804 Pre-Cooler CG816 CG802 CG804 RN871 CR008 005
Compressor Vessel CR
CS803 CR007 006
RN802
CG818 CG819
RN835
RR823 RN870
RG816 RG810 RN801
RR813
CG840 CG834 High Duty
RN831
RR820 CL022 CL024 CL023 CL021
RR821
RN865
RL816 Heater CG826
CG841
CS052
RG822 1 st
2 nd RG802 RG804
CG832 RN838 CS064 CS063
RL819 RL818 RL817
RN842
RN879 RN829 RN868 RN827 RN825 RN823 RN821
No.2 BOG Compressor No.1
CS801 CG833 BOG Heater
RN840 Oil Separator Dryer Separator
RR809
RL827 CG825 CG072 CG071
RG815 RG809 RN833 RN866
CG839 CG831
RL829
CG078 CG077
RL805 RL832
RL806 RL831
CG820
RN809 RN810
RN806
RR811
RG821 RG801 RG803 CS066 CS065

RL821
RL823 RL824
1st 2nd RN814

RR804 RR802
LNG Transfer CL032 CL034 CL033 CL031
RR812
No.1 BOG Compressor

RL812
Vent RG843
RN804
Pumps RG827
Gas CR011 CR010
Heater RN820 RN819 RN816
RG846
RG845 RG826 RG844
RL810 RL848 RG849 RG825 CG CR012 CR009
RL808
RR810
No.1 Cold Box 900 RC812 RC811 No.2 Nitrogen

EXP 3rd 2nd 1st CS068 CS067
Compressor /
RL811
RL822
RC804
RG850
RG847
No.2 Separator Expander Module
RG851
RR808 RC808 RC807 CL042 CL044 CL043 CL041

RL809
RN807 RN808
RN805
RL849
RL815
RL807
RG842
RG848 RN813 CR015 CR014

To Separator
Cryogenic Heat RR803 RR801 CR016 CR013
RL830 RL813 RN863 RN851 RN850 Exchanger
RN803
To Gas
Combustion CG900 RN864 RN818 RN817 RN815
Unit
CG901 RC810 RC809
EXP 3rd 2nd 1st
No.1 Nitrogen Key
RC803 Compressor /
Expander Module LNG Liquid*
CG604
RC806 RC805
650 Vapour Return to Shore LNG Vapour*
650 Cargo Vapour
From Inert Gas Dryer Cargo Liquid
Nitrogen*
CG001 700
and Plant CG 700 Cargo Liquid
CG702
CG608 CG607 079 125 Spray Main
CG606
CG605
CG610
CL601
CR602
CR706
CG611
CG609
CR CR CS750 150 Vent and Relief Main

CR601 705 704
CL701
CG703
CG701
CR701
CL757 CS756 CS752 CS751
GCU N2
Vent Line CG171
CR702
CR CR
CL310
CL110
CL510
SAS551
707
SAS151
SAS451
CL210
413
SAS351
SAS251
CL410
CS155
CS255
CS555
CS355
CS455
CR CR CR CR CR
511 411 311 211 111
CG571
CG471
CG271
CG171
CG371
CR CR CR CR CR
512 412 312 212 112
CS560
CS456
CS460
CS156
CS356
CS556
CGR502 CGR402 CGR302 CS256 CGR202 CGR102

CS354
CS254
CS154
CGR CGR CGR CGR CGR
CR513
CR414
CS557
CS457
CS554
CS454
CL508
CL308
CL501
CL107
CL401
CL301
CL208
CL201
CL101
CS150 CS157
CS350 CS356
CL408
CS250 CS257
501 401 301 201 101
CG570
CG470
CG370
CG270
CG170
CR561
CR461
CR309
CR209
CR109
CS552
CS552
CS551
CS450
CS401
CS402
CS352
CS351
CS252
CS251
CS152
CS151
CL507
CL502
CL500
CL407
CL402
CL400
CL307
CL302
CL300
CL207
CL202
CL200
CL106
CL102
CL100
Port Port Port Port Port
CL504
CL503
CL404
CL403
CL304
CL303
CL204
CL203
CL104
CL103
Starboard Starboard Starboard Starboard Starboard
No.2(P) No.1(S) No.5 Tank No.2(P) No.1(S) No.4 Tank No.2(P) No.1(S) No.3 Tank No.2(P) No.1(S) No.2 Tank No.2(P) No.1(S) No.1 Tank
Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump

4.2 Cargo Piping System The stripping/spray line runs fore and aft with a branch to each cargo tank. It A small 6mm diameter spray nozzle is also fitted at the top of each cargo pump
can be connected to the liquid manifold crossover lines for line cooling and discharge line inside the tank to act against high stresses in the pump tower.
4.2.1 Cargo Piping draining. It is also used to strip or to cool down each cargo tank and to spray
during discharging if the return vapour is insufficient. A small 5mm diameter hole is drilled in the bottom of each cargo pump
The cargo piping system on this vessel has been shown in full in illustration discharge pipe drop leg for draining.
4.2.1a and in a simplified manner in illustration 4.2.1b. Both of these show The spray line on each tank splits into two independent spray headers inside the
the principal features of the system and illustration 4.2.1a includes the tank at the top to distribute the incoming liquid into either the port or starboard
header. The spray headers are fitted with nozzles equally spaced to achieve a Liquid Header Line
reliquefaction plant inside the compressor room.
better cooldown rate.
The system comprises a 700/600/500/450/400mm butt-welded, cryogenic
The schedule (thickness) of the cargo piping used in the systems are based on stainless steel pipeline connecting each of the five cargo tanks to the loading/
the requirements specified in the IGC Code 5.2.2 and the classification society The stripping/spray, liquid and vapour headers have branches to and from
the cargo compressor room with connections to the compressors, heaters and discharge manifolds at the ship’s side by means of a common line.
rules and regulations.
vaporiser for various auxiliary functions. Removable bends are supplied for
fitting where necessary to allow cross-connection between the various pipelines At each tank liquid dome there is a manifold which connects to the loading and
The design pressure of the cargo liquid and vapour piping outside the tanks is discharge lines from the tank to allow for the loading and discharge of cargo.
1000kPa (10 bar) and the design temperature is between -163°C and +80°C. for infrequent uses, such as preparing for dry dock or recommissioning after
The main cargo piping systems on deck are constructed of 316L stainless steel refit.
This manifold on the liquid dome connects to the tank discharge lines from the
schedule 10S (when the nominal bore is greater than 40mm), while the piping port and starboard cargo pumps, the loading line, emergency pump well and
inside the cargo tanks is grade 304L stainless steel. The inert gas and dry-air system (see Section 4.9) located in the engine room, is
used to supply inert gas or dry-air to the cargo tanks via piping which connects spray line.
All of the cargo piping is welded to reduce the possibility of joint leakage. with the main cargo system through a double non-return valve and removable
spool pieces to avoid gas returning to the engine room. At certain points along the liquid line, blank flanges and sample points have
Where this is not possible, then 150# raised face ANSI standard flanges are been fitted to facilitate inerting and aeration of the system during refit.
used. All joints used are to be suitable for 150# ANSI standard and 4.5mm
thick at insertion which compresses to approximately 3mm when properly Both liquid and vapour systems have been designed in such a way that
expansion and contraction are absorbed in the piping configuration. This is All sections of the liquid line outside the cargo tanks are insulated with a rigid
torqued. polyurethane foam covered with a moulded GRP cover to act as a tough water
done by means of expansion loops on liquid piping and loops and expansion
bellows on the vapour piping. Fixed and sliding pipe supports and guides are and vapour-tight barrier.
Liquid cargo is loaded and discharged via the two liquid crossover lines in way
of the No.3 cargo tank (midships), and is delivered to and from each cargo provided to ensure that pipe stresses are kept within acceptable limits.
tank liquid dome via the liquid header which runs fore and aft along the trunk Vapour Header Line
deck. Each crossover line at midships separates into two loading/discharging All sections of liquid piping that can be isolated, and thus possibly trap liquid
connections, port and starboard, making a total of four liquid loading/discharge between closed valves, are provided with safety valves which relieve excess The system comprises a 800/750/700/650/550/450/400mm welded cryogenic
connections on each side of the ship. pressure to the nearest liquid dome. This is a safety measure, although normal stainless steel pipeline connecting each of the five cargo tanks by means of a
working practice is to allow any remaining liquid to warm-up and boil-off common line to the ship side vapour manifold, the compressor room and the
The cargo tank vapour domes are maintained in communication with each other before closing any such valves. forward vent mast.
by the vapour header running fore and aft along the trunk deck. The vapour
main also has a crossover line at the midship manifold for use in regulating All major valves such as the midships manifold (port and starboard) ESD The line to the cargo compressor room allows for the vapour to be used in the
tank pressures when loading and discharging. The vapour header connects valves, individual tank loading and discharge valves are remotely operated following manner:
the vapour domes on each tank for directing the boil-off gas to the cargo from the DACS, so that all normal cargo operations can be carried out from
the cargo control room. • During ballast/loaded voyages the boil-off gas is sent to the
compressor room for reliquefaction, with the condensate being returned to the
cargo compressor room where it is cooled, liquefied and
tanks through the spray header via the LNG transfer pumps and condensate
When an ESD is activated, the manifold valves are closed, discontinuing returned to the cargo tanks.
line. When the boil-off gas cannot be liquefied, provision is made for the excess
gas to be burned in the gas combustion unit, located in the engine room casing. loading or unloading operations. • Sent ashore during cargo loading by means of the HD compressors
In an emergency the vapour header can be used to vent the excess boil-off to in order to control pressure in the cargo tanks.
the atmosphere in a controlled manner via No.1 LNG vent mast. A non-return valve is fitted inside the tank in the discharge pipe of each main
cargo pump. A 6mm hole is drilled in the valve disc to allow the tank discharge • During repair periods, to supply the vaporised gas used to
lines to drain down and be gas freed. Non-return valves are also fitted at the purge-dry/gas-up the cargo tanks.
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 discharge flange of the compressors. The spray/stripping and emergency • The line to the forward riser acts as a safety valve to all tanks
shore installation. When discharging, the vapour header is used in conjunction cargo pump discharge lines have non-return valves located directly after the and can also be used to control the tank pressure during pre and
with either the vapour crossover connected to the shore, or the LNG vaporiser, hydraulically operated discharge valves. post-refits.
to supply gas to the tanks to replace the outgoing liquid cargo.

Illustration 4.2.1b Cargo Piping System

Gas
Combustion
CL012 CL014 CL013 CL011
Unit CG901 RG842 RG843 RG827
Vent Gas Heater Port Manifold Starboard
Safety Valve RR808
Header RG844 RG826 RG845
RL848
RL849
RL813
CS062 CS061
CS051
RG846
To and From RG809 RG815

Reliquefaction LNG Separator
Plant CL022 CL024 CL023 CL021
RG850
RG848
RG849
RG825 RG803 RG801 2nd 1st RG821
Cold Box
CS052
No.1 BOG Compressor
No.1 No.2
LNG Transfer CS064 CS063
CG880
Gas Pumps
RL830
CG852 CG854 RG847
Combustion RG810 RG816 To Separator
Unit CG900
CG072 CG071
CG883
RL810
RL809
BOG Heater RG804 RG802 RG822
2 nd
1 st
CG855 CG851 No.2 BOG Compressor CG078 CG077

CS066 CS065
CG881
CG862 CG864
CG834 RL820 RL815
CG882
CL032 CL034 CL033 CL031

High Duty Heater
RL818 RL819
RL822
CG865 CG861 CG832 CG833 CG831
No.1 HD Compressor Pre-Cooler
CG079
CS750
RL816
RL821
CG821
CS068 CS067
CG844
RL817
RL824 RL823
CL042 CL044 CL043 CL041
LNG Vaporiser
CS871
CS872
CG842 CG843 CG841

Key
No.2 HD Compressor
CS870
CG822
Locked LNG Liquid*

Closed
CG800 LNG Vapour*
Nitrogen*
Vapour Return Line
Inert Gas*
CG807 CG808 Gas Line*
CG809 Spray Line
Dry-Air Supply
CG804
CS757
CG803
CS756
CG801
CG806
CG805
CL702
Inert Gas Dryer

CG802
and Plant from
CR863 Gas Main To Cofferdam
Engine Room
Vapour Main
To Cofferdam
CG721
CG722
Liquid Main
Spray Main CL700
CS752 CS751
CR862
SAS551
SAS451
SAS351
SAS251
SAS151
CG720
CS555
CS455
CS355
CS255
CS155
CL510
CL410
CL310
CL210
CL110
CG571
CG471
CG371
CG271
CG171
CS556
CS456
CS356
CS256
CS156
CR560
CR460
CS554
CS454
CS354
CS254
CS154
CGR502 CGR402 CGR302 CGR202 CGR102
CS550 CS557
CS450 CS457
CS350 CS357
CS250 CS257
CS150 CS157
CL508
CL501
CL408
CL308
CL208
CL401
CL301
CL201
CL108
CL101
CG570
CG470
CG370
CG270
CG170
CS551
CS552
CS451
CS452
CS351
CS252
CS251
CS152
CS151
CL507
CL502
CL500
CL407
CL402
CL400
CL307
CL302
CL300
C3352
CL207
CL202
CL200
CL107
CL102
CL100

Emergency Pump Column

CL504
CL503
CL404
CL403
CL304
CL303
CL204
CL203
CL104
CL103
No.5 Tank No.4 Tank No.3 Tank No.2 Tank No.1 Tank
No.2(P) No.1(S) No.2(P) No.1(S) No.2(P) No.1(S) No.2(P) No.1(S) No.2(P) No.1(S)

• At certain points along the vapour line, blank flanges and sample Condensate Return Line Expansion Bellows
points are fitted to facilitate the taking of readings during pre
and post-refits. During the transportation of the LNG at sea, gas vapour is produced due to Expansion bellows are not used for the liquid lines (except the stripping pump
the transfer of heat from the outside sea and air through the tank insulation. discharge line in the cargo tanks), but are used for the vapour lines, mainly in
All sections of the vapour line outside the cargo tanks are insulated with a rigid Energy is also absorbed by the cargo due to the motion of the LNG caused by the cargo machinery room.
polyurethane foam covered with a moulded GRP cover to act as a tough water the vessel’s movement. Under normal operating conditions, the boil-off gas is
and vapour-tight barrier. passed through the reliquefaction plant and returned to the bottom of the No.4 Bellows are of the multi-layer type: they are made of INCONEL 625 for the
and No.5 cargo tanks, or to the spray header for spaying via the spray rings to outer layer and A240-316 stainless steel for the inner layer.
all of the tanks.
Spray Header Line
The gas vapour is taken from the vapour header via the vapour suction main Joints
The system comprises a 100/80/65/50/40mm butt-welded cryogenic stainless
and passes through the pre-cooler and then on to the BOG compressors. It then
steel pipelines connecting the spray pump in each of the five cargo tanks to the Pipe flanges are generally in accordance with the following standard:
passes through the ‘cold box’ where it is liquefied before going to the LNG
stripping/spray header, and serves the following functions by supplying LNG
transfer pumps to be returned to the bottom of the No.4 or No.5 cargo tanks
to: Liquid and spray lines on deck and in the tanks: Welded neck - raised face.
via the condensate return line.
• Two spray rails in each tank used for tank cooldown and gas Liquid and spray lines in the tanks with open end: Slip on - flat face.
generation. Vapour lines: Welded neck - raised face.
Vent and Relief Main
• Main liquid line used for cooling down lines prior to cargo Cargo tank vent lines: Welded neck - raised face.
operations. During normal operations the pressure in the tanks is controlled by the BOG Cargo pipe vent lines: Slip on - flat face.
• Priming of discharge lines to prevent line surge when starting compressors, with the compressed gas being either reliquefied and returned to
the main cargo pumps. the tanks or burnt-off in the gas combustion unit. The joints between flanges are made of Graphite Vortex or equivalent material
• Supply of LNG to the vaporisers for gas generation. with a thickness of 4.5mm on deck and 1.5mm in the tank.
Note: The pressure can also be controlled via the forward vent mast and the
At certain points along the spray line, blank flanges and sample points are fitted common vapour line, but this is for EMERGENCY USE ONLY.
The joints used in the cargo manifold flanges for mating to the terminal loading
to facilitate the taking of readings during pre and post-refits. arms are the same spiral-wound type. When the shore connection is made onto
Each cargo tank is also fitted with an independent means of protection from
the ship’s manifold it is important that the sealing face of both connections
All sections of the spray line outside the cargo tanks are insulated with a rigid over-pressure, which comprises two lines exiting the gas domes into their own
are inspected and that a new spiral-wound cryogenic joint is used on each
polyurethane foam covered with a moulded GRP cover to act as a tough water pilot-operated relief valves. From here the gas passes through a 250/300/500mm
occasion. These joints, which are of the metaflex design, are based around
and vapour-tight barrier. diameter line into a vent mast where it is vented to atmosphere.
a stainless steel disc with a metal winding into which is secured a flexible
graphite filler.
Gas Main Inerting/Aeration Line
Bolts material used is as follows:
The system comprises a 300mm diameter pipeline which can be connected to The inerting system consists of a line that supplies inert gas or dry-air from
the inert gas generator to the cargo tanks and pipelines. The system is used for Nuts: ASTMA 194 Grade 8 M
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 inerting and drying the cargo tanks, lines and the compressor room machinery Bolts: ASTMA 320 GRB 8 M Class 2
work to be carried out without having to warm-up and inert the whole vessel. during periods of refit and repair. The generating plant is situated in the engine
room. Tightening of any nuts must be done with a torque wrench to get the value in
The connection to each tank is at the vapour dome on the vapour and gas accordance with the ANSI standard.
header and is via a removable spool piece, the vapour header can be isolated by The line can be connected to the gas main and the liquid header by means
means of an isolation valve and spectacle flange. The connection to the forward of a spool pieces. By selective use of these and the use of flexible hoses it is
vent mast is by means of an isolating valve and spectacle flange. possible to inert or aerate all or just a single cargo tank.
During single tank operations it is possible to connect the gas main to the inert The cargo compressor room lines and the vapour return line can also be purged
gas generator by means of a removable bend. with inert gas or air by means of a spool piece and isolation valve on the line
leading to this space. There is also a means to inert the compressor room via
At certain points along the gas main, blank flanges and sample points are fitted its own IG supply line with an isolation valve and spool piece.
to facilitate the taking of readings during pre and post-refits.
The ballast spaces can be also be connected to the IG system through an
isolation valve and spool piece to the ballast main.

Illustration 4.2.1c No.4 Cargo Tank Arrangement
CL CRR CS CG
410 413 455 471
CSR Key
412
LNG Liquid
SAG474 SAG471
CS456 LNG Vapour
No.4
Vent Mast
CL408 CS450 CS457 SAG473 Gas Line
CL CL CL CL CS CR
CSR Spray Line
401 402 400 407 454 460 SAS451 SAG470
411 CGR402
CS
SAL403 413
SAL432
SAL400 SAL431 SAS450 CGR401
SAL402 SAS452 SAG472

CF CR CSR SAL CG
F R A
SA SA SA 401 461 413 430 470
SAL401 SAG475
453 452 451 CF CS CS
400 451 452
99% Liquid Gas

Dome Dome
95%
Port
Float Radar
Type Level Beam Type
Starboard
Gauge Level Gauge
Sprayers
Emergency
CL CL Pump Column
403 404
No.1 Cargo Pump

(Starboard)
Spray
No.2 Cargo Pump
Pump
(Port) Foot Valve No.4 Cargo Tank
CL406

Illustration 4.2.1d Spiral-Wound Jointing Minimum Tightening Torque as Recommended by the Gasket
Manufacturer
Pipe Inside Diameter Bolt Holes Tightening Torque N-M

16ASMMEB1
. G3 6. 15mm 4 x 15.9 17.2
/F 20mm 4 x 15.9 25.7
16
20
25mm 4 x 15.9 30.9
R3
2 -150
3STA
32mm 4 x 15.9 42.6

40mm 4 x 15.9 55.5
163
50mm 4 x 19.0 90.5
65mm 4 x 19.0 108.9
80mm 4 x 19.0 133.3
100mm 8 x 19.0 99.1
125mm 8 x 22.2 151.4
150mm 8 x 22.2 179.8
200mm 8 x 22.2 229.3
250mm 12 x 25.4 258.6
Hoop (Metal Winding) Filler 300mm 12 x 25.4 307.2
350mm 12 x 28.6 413.4
400mm 16 x 28.6 486.3
Graseal Inner Outer
Ring Ring 450mm 16 x 31.7 625.3
Expanded Graphite Filler Vortex Gaskets 500mm 20 x 31.7 609.7
550mm 20 x 35.1 698.2
TOMBO No. - 1839R 600mm 20 x 34.9 809.4
Size - Class 150 2" 650mm 36 x 22.2 186.8
Metal Winding - Stainless Steel 316
700mm 40 x 22.2 203.4
750mm 44 x 22.2 187.9
Filler - Flexible Graphite
800mm 48 x 22.2 172.8
Inner Ring - Stainless Steel 316
Outer Ring - Stainless Steel 316
Standard - ASME B16.20

Illustration 4.2.2a Pipe Insulation
Type 1 ( Cargo Pipelines)
Fibreglass Reinforced
Plastic Protective Layer
PUF
PUF
Pipe 15-700mm
32-100mm
Outer Layer for all Size Pipes 2mm Fibreglass Reinforced Plastic (FRP)
Total Insulation Thickness - 2 layers of PUF
Liquid Pipe 32 to 100mm Pipeline - 25 + 25mm

Liquid Pipe 125mm and Above - 40 + 40mm
Vapour Pipe 32 to 100mm Pipeline - 20 + 20mm
Vapour Pipe 125mm and Above - 30 + 30mm
Fibreglass Reinforced
Plastic Protective Layer
Type 2
PUF
25mm or below Pipe
Outer Layer for all Size Pipes 2mm Fibreglass Reinforced Plastic (FRP)
25mm Pipeline or Below - One Layer of PUF

4.2.2 Cargo pipe Insulation Failure of Insulation
The cargo piping (except valves, flanges and expansion joints) used for
• Inspections for ice should be made during each loading and
handling cryogenic LNG is insulated to reduce the amount of liquid LNG that
discharge operation. Any failures in the insulation will be
is vaporised during loading and discharge operations. The LNG vent masts,
immediately visible by ice forming on the insulation covering
inerting/aeration line and cargo relief and safety valve inlet and outlet pipes are
the pipes and heat exchangers.
not insulated. Two different designs of insulation have been used for the cargo
piping based on where the insulated pipe is installed. • All failures are to be recorded in the Cargo Log Book, complete
with size, location and date, so that it can be determined how
The standard medium density PUF insulation is used on the cryogenic cargo serious the failure is and decisions can be made regarding
piping and cryogenic equipment. The insulation used on the cargo pipe’s repairs, ie, whether they should be immediate or wait for dry
support is a high density closed cell insulation which is more weather-resistant dock.
than the standard PUF.
The cargo pipe insulation used is a medium density PUF insulation. It is

designed for temperatures of between -196°C and +80°C. The insulation for
the liquid pipes is thicker than that used on pipes for vapour service. Three
types of insulation are used on the piping and equipment inside the cargo
machinery room.
Cargo liquid and vapour pipes are insulated and pipes can be easily identified.
Liquid:
• 32 - 100mm diameter pipes: 25 + 25mm thick - two layers
• Above 125mm diameter pipes: 40 + 40mm thick - two layers
• 25mm diameter and under: 30mm thick - single layer
Vapour:
• 32 - 100mm diameter pipes: 20 + 20mm thick - two layers
• Above 125mm diameter pipes: 30 + 30mm thick - two layers
• 25mm diameter and under: 30mm thick - single layer
Type 1
Insulation of type 1 is for large diameter pipes and consists of two layers of
PUF (polyurethane foam) of density 40kg/cm3 on pipes and 300kg/cm3 at
supports. The outer layer is covered by 2mm thick fibreglass reinforced plastic
(FRP). The FRP cover is used to prevent water/vapour from leaking into the
insulation and also protects it from mechanical damage.
Type 2
Insulation of type 2 for pipes of 25mm and below has one layer of PUF and is
covered by a 2mm layer of FRP.

4.3 Cargo Pumps
4.3.1 Main Cargo Pumps
4.3.2 Stripping/Spray Pumps
4.3.3 Emergency Cargo Pump

Illustration 4.3.1a Main Cargo Pumps
Rated Flow: 1400m³/h

Rated Head: 165m Pump Model: 12EC-24
Specific Gravity: 0.500
Impeller Trim: 605mm
200 500
Head
End Bell Assembly 180 450
H
160 400
P
Shaft Power at 0.50 SG
Power (kW) & NPSH/Pumpdown (x100m) Above Datum

Bearing Assembly
140 350
Minimum Continuous Flow (511m3/hr)

Differential Head (m) & Efficiency (%)
MAXIMUM FLOW (1680m3/hr)

120 300
100 250
Housing Assembly
80 Efficiency 200
E
Housing for Motor

60 150
40 100
NPSHR
20 50
0 0
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800
Bearing Assembly
Flow (m³/h)
Impeller Assembly
Inducer
Reference Ebara International Drawing: PPC-408001 Rev. B - Calculated Pump Performance Curves

4.3 cargo pumps Introduction CAUTION
The cargo pumps and pipework can be affected by pressure surges in the
4.3.1 main cargo pumps Each cargo tank is fitted with two main cargo discharge pumps which are
lines during the start-up procedure. This is due to the high velocity of
fixed single-stage vertical centrifugal pumps with one inducer stage. The
the liquid in the discharge pipe and the possibility of a gas build-up and
single-stage design is used to help the pump obtain a very low net positive
Manufacturer: Ebara International Corporation collapse occurring at the discharge valve. This can result in a pressure
suction head (NPSH). The pumps are of the submerged motor type, with the
Type: 12EC-24, fixed vertical surge or liquid hammer effect in the lines, but can be reduced by altering
motor windings being cooled by the pumped LNG. The LNG is also used to
Operating temperature: -163°C the position of the discharge valve.
lubricate and cool the pump and the motor bearings, and because it serves as
Specific gravity: 0.500 both the lubricant and the coolant, it is extremely important for the pump that
the following operational procedure is strictly adhered to. After the pump has started and the discharge lines filled, check the discharge
pressure gauge against the pump flow curves and confirm that they
Capacity correspond.
Cooldown
Rated flow: 1,400m3/h at 165m differential head CAUTION
After each cargo tank has been inerted, the pumps should be cooled down by
Best efficiency point introducing LNG vapour into the tank. The tanks are cooled by the spraying of The pump should not be started or operated against a closed discharge
(BEP): 1,460m3/h at 162m differential head LNG into the tank and this must be continued until the temperature at the mast valve due to potential damage which may result due to insufficient
Minimum flow: 511m3/h (continuous) base, which is where the pump has been installed, has been reduced to -120°C cooling and lubrication for the motor and bearings and excessive
or less. This process will take a minimum of ten hours, and when completed the vibration levels associated with zero flow conditions.
Power required: 395kW (rated)
pumps must be allowed to remain fully submerged in liquid LNG for at least
404kW (best efficiency point) one hour before attempting to start. This ensures that full thermal stabilisation All of the cargo pump motors are 6.6kV, 484.7kW units and receive their power
443kW (maximum, 120% rated flow) has been achieved throughout the whole of the pump and motor assembly. from the cargo switchboards located in the No.1 and No.2 cargo switchboard
NPSHR at rated flow: 0.50m rooms on the accommodation upper deck. The supplies are split between the
CAUTION two as follows:
No. of stages: 1
No. of sets: 10 (2 per cargo tank) Failure to comply fully with the cooling down process before operating
the pumps can result in severe damage. No.1 Cargo Switchboard Room (Starboard)
Motor rating: 484.7kW, 6,600V, 60Hz, 4-pole
Motor speed: 1,800 rpm No.1 cargo switchboard: Main cargo pump 1 in tank No.1
Starting method: Soft start Operating Modes Main cargo pump 1 in tank No.2
Current: 52A (full load) Main cargo pump 1 in tank No.3
The cargo pumps in each tank can only be started and stopped through a DACS Main cargo pump 1 in tank No.4
operator workstation, but only if there are no active interlocks present. These Main cargo pump 1 in tank No.5
interlocks are as follows:
Undercurrent • An emergency shutdown (ESD) has been issued. No.2 Cargo Switchboard Room (Port)
Relay: 24.2 amps • If the pump has been stopped by a low current signal, this is an No.2 cargo switchboard: Main cargo pump 2 in tank No.1
Delay (start-up): 10 secs automatic feature fitted inside the pump’s starter panel. Main cargo pump 2 in tank No.2
Delay (normal): 10 secs • A gas dome low low pressure alarm exists in the pump’s Main cargo pump 2 in tank No.3
associated cargo tank. Main cargo pump 2 in tank No.4
• A gas dome high high pressure alarm exists in the pump’s Main cargo pump 2 in tank No.5
Overcurrent
associated cargo tank.
Relay: 52.3 amps The motors are controlled using soft starters via circuit-breakers. After starting,
Delay (start-up): 5 secs When starting a pump, the discharge valve will have to be opened to between the current should go to the starting value and then decrease to the normal
Delay (normal): 0 secs 15% and 25% (normally 20% from experience), before initiating the start operating current within a period of approximately 3 seconds. If the starting
sequence, with the valve then being controlled through the DACS. The valves current has not decreased to the normal operating value after 10 seconds, the
Low discharge pressure:
are operated in automatic mode where the set point of the valve can be adjusted pump must be stopped and the cause of the high starting current investigated.
Relay setting: 200kPa(g) through the DACS keyboard to a value of between 0% and 100%.
Delay setting: 10 secs Note: The minimum liquid level in a cargo tank to allow the main cargo
pumps to start during bulk cargo operations is 1,000mm, but this figure can
be reduced to 580mm for pump restarts during stripping operations.

Illustration 4.3.1b Start One Cargo Pump Sequence
- No Low Tank Pressure

Start Permissive
10 Step Start - No Shutdown Pressure
Cargo Pump - Soft Start Not Available
- No Low Level Alarm Interlock
Condition for Next Step
Controller No No
Auto First Pump
in Tank?
First Pump No Yes

in Tank?
HOLD
Operator
Yes Input
Open Tank CONTINUE
Valve Position Filling Water No
>95% 100%
CLn00 Yes
Liquid Common Valve

Valve Position>10% =100%
CLn10
Valve Position Liquid Common
>5% Valve
CLn10 Yes
Yes Close Tank

Valve Position>5% Filling Valve
=0%
Open Discharge
No CLn00
Valve Position Valve
>17% 20%
CLn01/02
Give Ready to
Yes Start to Switchboard Stop
Sequence
No
Available Soft Start End
Soft Starter Available
Yes
No
Feedback Start Pump
Pump Running No.1
Yes Stop
Sequence
Release
Controller
for Discharge
Valve

Procedure Before Starting a Cargo Pump Note: When the pump is operating correctly, closing the pump discharge If it is thought that the pump casing has iced-up, it may be possible to break the
valve during the operation will raise the pressure head and consequently rotor free by reversing the motor by changing over two of the supply phases to
a) Carry out and insulation test on the power cable terminal in the reduce the motor’s running current. the pump. These will then have to be reinstated once the freeing operation has
starter panel. been completed.
b) Check the level of the liquid in the tank. The tank liquid level Pump Restarts (Normal)
Overload Starting
must indicate that the pump housing is completely submerged, The restart of any pump during normal operations is restricted, depending on
for an initial start the DACS permissive start level is 1200mm, the liquid level above the submerged electric motor and is normally 1200mm, If the starting current increases to its maximum value but then falls to an
the pump manufacturer’s minimum tank level for a pump start but no pump can be restarted with the tank level below the minimum liquid intermediate level between the starting value and the normal full load current
is 1,000mm. The temperature indicator in the tank must also be level of 580mm. and the pump is known to be turning, check the starting voltage. If the voltage
stable at the specification temperature of the liquid. falls below 10% of the normal value, the problem may be with the power
During a normal restart sequence the following times apply: supply.
c) Before starting the pump, from the DACS graphic display open • 1st restart: minimum 5 minutes after shutdown
the pump discharge valve to between 15% and 25%. If the pump Single-Phase Fault
discharge valve is open less than 20%, the start-up sequence will • 2nd restart: 15 minutes after 1st restart
If the starting current increases to its maximum value and remains high, a
not operate. Conversely, starting the pump with the valve fully • 3rd restart: 15 minutes after 2nd restart single-phase fault in the power supply may exist. Checking the voltages and
open when pumping liquid which has a high specific gravity, current in each phase will determine if this is the case.
will overload the motor. • No more than 4 restarts within one hour (DACS will not permit
more)
d) Start the cargo pump using the DACS by clicking on the PUMP Reversed Rotation
icon in the screen display to bring up the faceplate and clicking The cargo pumps may be restarted consecutively a maximum of 3 times. After
the third time a 30 minute waiting period must be applied and then another 3 If during the start-up procedures, the current falls to around the no-load current
on the RUN soft key. The operator should keep a close watch on value and the discharge pressure is 75% or less than normal, the pump may be
starts can be made. This procedure must be adhered to as heat build-up from
the discharge pressure and the motor current. operating in the wrong direction. To correct this, disconnect the power supply
the high starting current may not be carried away during stripping operations,
which may be due to the lack of liquid flow when (and if) the pump does not at the main isolator and change over two of the phases to the pump. The pump
e) During the starting procedure and while the discharge pipe is can then be restarted and checked for correct operation.
prime, due to the extremely low level of LNG during stripping operations.
being filled, the current may be above the ammeter red line.
After starting, the current should go to the starting value and
The pumps are started and stopped from the CCR via the IAS system, but in an Low Liquid Level
then decrease to the normal operating current within a period
emergency all of the pumps can be stopped by the activation of the emergency
of approximately 3 seconds. If the starting current has not If during the start-up procedures the current falls close to the no-load value and
shutdown system (ESDS).
decreased to the normal operating value after 10 seconds, the the discharge pressure is near to zero, a low suction level may be the cause.
pump must be stopped and the cause of the high starting current As detailed previously, the minimum tank level for a pump start should not be
investigated. Pump Restarts (Emergency) less than 580mm.
If attempting an emergency restart of a cargo pump it is still necessary to
f) When the pump discharge pipe is filled to the discharge check that the minimum level inside the tank is above the 1,000mm level (see Note: The minimum liquid level in a cargo tank to allow the main cargo
valve, a substantial increase in the discharge pressure and a note). The pump can then be started, but a period of a least 30 minutes must pumps to start during (bulk) cargo operations is 1,000mm, but this figure can
corresponding decrease in current should be observed. be allowed to pass before attempting a restart, and then there must be no more be reduced to 580mm for pump restarts during stripping operations (Ebara
than two restarts in an hour. cargo pump manufacturers). On the DACS there is a starting interlock at
g) Once the pump is operating normally, adjust the discharge valve 1200mm.
to obtain the required flow or pressure. The operator should
monitor the pump motor running current, taking care not to Abnormal Starts
exceed the maximum current level. Discharge of Cargo
Locked Rotor
If the starting current increases to its maximum and remains while there is no Operating a pump at, or close to, its design flow capacity of 1,400m3/h is in
CAUTION
evidence that the pump is rotating, it may be because the pump has seized. If the best interests of the pump lifespan and operating performance. However,
The pumps should only ever be operated between their minimum and after investigations it is considered to be a mechanical problem, then the pump operating the pump at flow rates which are less than this cannot be avoided, this
maximum continuous discharge capacities of 511m3/h and 1,400m3/h will have to be removed from the tank for repairs. In the case of a sustained is especially the case when the shore receiving facility cannot accept the rated
respectively. Operating them outside of this range will result in damage locked rotor start, an attempt to restart the pump must only be made after a flow. However, it should be remembered that it is better to operate one pump
to the pump and decreased performance. period of at least 30 minutes has elapsed, and then with no more that two restart at the design flow rather than two pumps running at 50% flow. The pump’s
attempts in total. rated flow should only ever be exceeded during the starting period while the
discharge valve is adjusted.

Illustration 4.3.1c Start Two Cargo Pump Sequence
- No Low Tank Pressure

Start Permissive
5 Step Start - No Shutdown Pressure
Cargo Pump - Soft Start Not Available
- No Low Level Alarm Interlock
Condition for Next Step

Open Tank No
Valve Position
= 20%
15%
Controllers in Auto CLn02
Force Controllers
Give Ready to Start
Switchboard
for Pump 2
Yes
Available Soft Soft Starter
Open Tank No Starter for Available
Valve Position Pump 2 for Pump 2
Filling Valve=100%
95%
CLn00
Yes
Feedback Pump No
Liquid Common Start Pump 2
Valve Position No Running
5% Valve
CLn10
Yes
Open Discharge
Valve Position
Open Discharge Release Controller Valve = 20%
Valve Position No 15%
Valve = 20% CLn02
17%
CLn01
Yes
HOLD
Available Soft Soft Starter No

Starter for Available for
Pump 1 Pump 1
No
Liquid Common
Valve Position
Valve = 20%
Give Ready to Start 10%
CLn10
Yes Switchboard
for Pump 1
Yes
No
Feedback Start Pump
Pump Running No.1 Close Tank No
Valve Position
Filling Valve = 0%
5%
CLn00
Release Yes
Controller
Stop End Stop

Yes Sequence Sequence
HOLD

Stripping or Low Liquid Level Operation • Never blow hot air through a discharge line. This may turn Overcurrent Relay
the impeller and rotor at high speed in the wrong direction,
As the end of a discharge approaches, the pump suction head will approach the The overcurrent relay protection is set at 52.3A and will automatically trip the
damaging the bearings.
net positive suction head (NPSH) for a given flow. At approximately 341mm pump to prevent excessive current flow through the motor windings.
liquid level above the pump inlet bell, the NPSH for the rated capacity will be • Monitor the tank level and never allow the pumps to run dry.
reached. When the amount of liquid falls to this level, the motor ammeter and The device has a timer fitted that will allow the starting current surge to initiate
• Never assume that all of the electrical interlocks and safety
the pump discharge pressure should be monitored continuously by the operator. the pump operation while preventing overcurrent damage.
relays will continuously function correctly. The operator should
The low level alarm is triggered when the liquid level is about 1.0m above the
be ready at all times for any eventuality.
NPSH, the flow should be reduced by use of the throttling valve on the pump
Undercurrent Relay
discharge side. If any fluctuations are observed on the motor ammeter or on the • Do not allow sea water, fresh water, steam or any cleaning agent
pump discharge pressure gauge during final pumping, the discharge flow rate containing water to come into contact with a pump or its cables The undercurrent relay is used to automatically trip the motor in the event that
should be further reduced until the readings stabilise. and connections. the pump has lost its suction. This prevents potentially damaging cavitation
inside the pump casing and the possibility of the pump running dry. The device
When the flow is throttled down to about 511m3/h, the required NPSH will Note: The cargo pump 6.6kV motors have their insulation monitored on a has an adjustable setting and should be set to a value between the no-load
be about 241mm. This level represents the minimum level attainable by continuous basis. Any defects found should be dealt with immediately to current and the zero flow current levels.
pumping. allow time for the implementation of emergency procedures should it be
necessary. Low Discharge Pressure Switch
Note: Current ‘Low Level’ (0.37, cargo pump automatic trip) and ‘Low Low
The low discharge pressure switch is used to automatically stop the pump in
Level’ (0.2m, spray pump automatic trip) can be overridden. The cargo pump
can be stopped manually at 0.26m, the spray pump can be stopped at 0.15m,
Pump Trips and Shutdowns the event that the pump has lost its suction. As with the undercurrent relay, it is
used to prevent the possibility of cavitation inside the pump casing, and should
and the emergency pump can be stopped at 0.49m, with careful attention
To protect the cargo pumps and the cargo tanks, the pumps will be shut down be adjusted to a value between the pump’s maximum flow and cavitation.
being given to the pump discharge and pump electric current.
and a stop sequence activated if any of the following shutdown signals are
activated:
CAUTION
Undercurrent:
It is of the utmost importance that the pumps are never allowed to
run dry, even for short periods, as this will result in motor failure. • Relay: 24.2 amps
A momentary loss of priming during cargo stripping should not be
considered as running a pump dry. Up to 30 seconds of operation with • Delay (start-up): 10 seconds
dry suction but with fluid in the discharge pipe will not damage the • Delay (normal): 10 seconds
pump or the motor.
When the liquid level reaches less than 1m above the pump inlet, avoid Overcurrent:
stopping the pump if at all possible until the cargo has been fully discharged.
• Relay: 52.3 amps
If the shore facility is unable to accept the liquid for intermittent periods, it is
preferable to keep the pump going and recirculate the liquid back into the tanks • Delay (start-up): 5 seconds
until the cargo discharge can be resumed and completed. • Delay (normal): 0 seconds
Points to Remember Low Discharge Pressure:

• Check the cargo liquid level before starting a pump and
maintain a discharge pressure of at least 200kPa. This is to • Relay setting: 200kPa(g)
ensure adequate lubrication and cooling of the bearings on the • Delay setting: 10 seconds
pumps in service.
• Open the discharge valve to 15-25% before starting a pump. Each cargo pump low discharge pressure and low-low discharge pressure
alarms are inhibited when the associated pump is not running.
• Always monitor the motor ammeter and the cargo discharge
pressure gauges and never allow a pump to operate above the
motor ammeter red line. Low Discharge Level:
• Always try to run the cargo pumps at the design flow rate • Relay setting: 0.37m
whenever possible.

Illustration 4.3.2a Stripping/Spray Pumps
Rated Flow: 65m³/h

Rated Head: 145m
Specific Gravity: 0.500 Pump Model: 2EC-12
Housing Assembly 200 30
Bearing Assembly 180 27

Head
160 24
P
Power (kW) & NPSH/Pumpdown (x 10) Above Datum

140 H 21
Shaft Power at 0.50 SG
Maximum Flow (78m3/hr)

120 18
100 15
Housing for
Motor 80 12
60 Efficiency 9
E
40 6
20 3
NPSHR
Bearing Assembly
0 0
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90
Flow (m³/h)
Impeller Assembly
Inducer
Reference Ebara International Drawing: PPC-408002 Rev C - Calculated Pump Performance Curves

4.3.2 stripping/spray pumps Introduction This ensures that full thermal stabilisation has been achieved throughout the
whole of the pump and motor assembly.
Manufacturer: Ebara International Corporation The stripping/spray pumps are intended for use in the cooldown of the cargo
Type: 2EC-12, fixed vertical tanks before loading and after a ballast voyage, and are in principle similar to CAUTION
the main cargo pumps. The spray/stripping pumps can also be used to supply Failure to comply fully with the cooling down process before operating
Operating temperature: -163°C LNG to the LNG vaporiser for the following: the pumps can result in severe damage.
Specific gravity: 0.500
• Gassing-Up - To supply gaseous natural gas (GNG) to the cargo
tanks and displace the inert gas before the initial cooldown/
Capacity: loading operation. Normally this would only be carried out
Operating Modes
during the first cargo after a dry docking, or in the event of a one
Rated flow: 65m3/h at 145m differential head The pumps are started and stopped from the CCR via the DACS, but before
tank gas freeing operation.
Best efficiency point starting the spray pump, discharge valves must be opened approximately 15%.
• LNG Discharge - To supply cold vapour to the cargo tanks The valves are controlled through the DACS screen The pumps are started
(BEP): 61m3/h at 151m differential head
during discharge operations whenever the discharge terminal and stopped from the CCR via the DACS, but before starting the spray pump
Minimum flow: 21m3/h (continuous) return gas blowers are not operative or are not supplying discharge valves must be opened approximately 15%~25%. The valves are
Power required: 23.8kW (rated) sufficient return vapour to the ship. controlled through the DACS screen and have several pushbuttons on the plate
23.2kW (best efficiency point) • To supply cold LNG to the pre-cooler for cooling the natural which include SETPOINT, FULLY OPEN, FULLY CLOSED, PULSE UP,
25.8kW (maximum, 120% rated flow) BOG prior to liquefaction. PULSE DOWN, RESET, AUTO, MANUAL, ACKNOWLEDGE and STOP.
The pumps are of the submerged motor type, similar to the main cargo pumps, CAUTION
No. of stages: 1
with the motor windings being cooled by the pumped LNG. The LNG is also The pump should not be started or operated against a closed discharge
No. of sets: 5 (1 per cargo tank)
used to lubricate and cool the pump and the motor bearings and because it valve due to potential damage which may result due to insufficient
Motor rating: 429.8kW, 440V, 60Hz, 2-pole serves as both the lubricant and the coolant, it is extremely important for cooling and lubrication for the motor and bearings and excessive
Motor speed: 3,600 rpm the pump that the correct operational procedure is strictly adhered to. The vibration levels associated with zero flow conditions.
Starting method: Direct on-line pumps are started and stopped from the CCR via the DACS system, but in an
emergency all of the pumps can be stopped by activation of the emergency The valves are operated in automatic mode, where the valve can be adjusted
Current: 52A (full load)
shutdown (ESD) system trip. through the DACS to a value of between 0% and 100% when the LNG
vaporiser is in operation.
Starting method: Direct on-line The circumstances when these pumps can be used are as follows:
• To cool down the liquid header prior to discharging the cargo. Procedure Before Starting a Stripping/Spray Pump
Undercurrent: • To cool the cargo tank during the ballast voyage prior to arrival
Start-up Operation at the loading terminal by discharging LNG to the spray nozzles a) Check the level of the liquid in the cargo tank. The tank liquid
in the tanks. level must indicate that the pump is submerged for an initial
Relay setting: 18 amps 18 amps
start, and the minimum tank level for a pump normal start is
Delay setting: 10 secs 10 secs • To enable the tanks to be stripped as dry as possible for reasons
such as a cargo tank entry. 500mm (DACS). The temperature indicator in the tank must
also be stable at the specification temperature of the liquid.
Overcurrent: The minimum liquid level in the cargo tank to allow the pump to start during
normal operations is ��
500mm (DACS), but w��
henever possible, the stripping/ b) Before starting the pump, set the pump discharge valve to
Start-up Operation >15% open. Start the stripping/spray pump using the DACS
spray pumps should be started sufficiently early during cargo operations to
Relay setting: 50 amps 50 amps avoid any possible starting problems due to very low tank levels. by clicking on the PUMP icon in the graphic screen display to
Delay setting: 5 secs 0 secs bring up the faceplate and clicking on the RUN soft key. The
operator should keep a close watch on the discharge pressure
Cooldown and the motor current.
Low Discharge Pressure:
The pumps must be cooled by the spraying of LNG into the tank until the
Start-up Operation temperature at the pump has been reduced to -120°C or less. Cooling down c) The current consumption should steady after the motor has been
Relay setting: 200kPa(g) 200kPa(g) to this level should be completed over a minimum timescale of 10 hours, and running for approximately 3 seconds. During the starting, while
when completed the pumps must be allowed to remain fully submerged in the discharge pipe is being filled, the current may be above the
Delay setting: 10 secs 10 secs
liquid LNG for at least one hour before attempting to start. ammeter red line. If the starting current has not reduced after 10

seconds of operation, the pump should be stopped and the cause period of at least 30 minutes has elapsed, and then with no more that two restart Note: The stripping pump motors have their insulation monitored on a
of the high starting current investigated. attempts in total. continuous basis. Any defects found should be dealt with immediately to
allow time for the implementation of emergency procedures should it be
d) When the pump discharge pipe has been filled to the discharge If it is thought that the pump casing has iced-up, it may be possible to break the necessary.
valve, an increase in the discharge pressure and a corresponding rotor free by reversing the motor by changing over two of the supply phases to
decrease in the motor current should be observed. the pump. These will then have to be reinstated once the freeing operation has
been completed. Pump Alarms and Shutdowns
e) Once the pump is operating normally, adjust the discharge valve
to obtain the required flow or pressure. The operator should Overload Starting The stripping/spray pumps will go into alarm on the following conditions:
monitor the pump motor running current, taking care not to • Low pump discharge pressure
exceed the maximum current level. If the starting current increases to its maximum value but then falls to an
intermediate level between the starting value and the normal full load current • Low/low pump discharge pressure
and the pump is known to be turning, check the starting voltage. If the voltage
CAUTION
falls below 10% of the normal value, the problem may be with the power The stripping/spray pumps will be stopped automatically should any of the
The pumps should only ever be operated between their minimum and supply. following occur:
maximum continuous discharge capacities of 18.4m3/h and 60m3/h
respectively. Operating them outside of this range will result in damage • Activation of the ship or shore emergency shutdown (ESD)
to the pump and decreased performance. Single-Phase Fault system
If the starting current increases to its maximum value and remains high, a • Motor single-phasing
Pump Restarts single-phase fault in the power supply may exist. Checking the voltages and
• Low electric motor current (undercurrent) - 18A for 10
current in each phase will determine if this is the case.
The restart of any pump during normal operations is restricted, depending on seconds
the liquid level above the submerged electric motor, but no pump should be • High motor current (overcurrent) - 50A for 0 seconds during
restarted with the tank liquid below the (stripping) minimum level of 180mm. Reversed Rotation
normal running but with a 5 second delay during starting
If during the start-up procedures, the current falls to around the no-load current
During a normal restart sequence with the liquid level above 500mm in the • A discharge low-low pressure alarm is active when the pump
value and the discharge pressure is 75% or less than normal, the pump may be
tank, the following times apply: been running for more than a set period of time
operating in the wrong direction. To correct this, disconnect the power supply
• 1st restart: minimum 5 minutes after shutdown at the main isolator and change over two of the phases to the pump. The pump • Low discharge pressure - 200kPaG for 10 seconds
can then be restarted and checked for correct operation. • Tank low pressure: PALL 2.0kPa
• 2nd restart: 15 minutes after 1st restart
• 3rd restart: 15 minutes after 2nd restart Low Liquid Level Overcurrent Relay
• No more than 4 restarts within one hour If during the start-up procedures the current falls close to the no-load value and The overcurrent relay protection is set at 50A and will automatically trip the
the discharge pressure is near to zero, a low suction level may be the cause. As pump to prevent excessive current flow through the motor windings. The
The pumps are fitted with time delayed switches that operate if a low pressure detailed previously, the minimum tank level for a pump start should not be less
at the pump outlet is detected after the pump has been started. device has a timer fitted that will allow the starting current surge to initiate the
than 350mm (500mm on DACS). pump operation while preventing overcurrent damage.
If attempting a restart during stripping operations it is still necessary to check
that the minimum level inside the tank is above the 180mm level. The pump Starting Interlocks Undercurrent Relay
can then be started, but a period of a least 30 minutes must be allowed to pass The stripping/spray pumps in each tank can only be started and stopped The undercurrent relay is used to automatically trip the motor in the event that
before attempting a restart, and then there must be no more than two restarts manually through a DACS operator workstation and only if there are no active the pump has lost its suction. This prevents potentially damaging cavitation
in an hour. interlocks present. These interlocks are as follows: inside the pump casing and the possibility of the pump running dry. The device
• An emergency shutdown (ESD) has been issued. has an adjustable setting and should be set to a value between the no-load
Abnormal Starts • If the pump has been stopped by a low current signal, this is an
current and the zero flow current levels.
Locked Rotor automatic feature fitted inside the pump’s starter panel.
Low Discharge Pressure Switch
If the starting current increases to its maximum and remains while there is no • A gas dome low-low pressure alarm exists in the pump’s
evidence that the pump is rotating, it may be because the pump has seized. If associated cargo tank. The low discharge pressure switch is used to automatically stop the pump in
after investigations it is considered to be a mechanical problem, then the pump the event that the pump has lost its suction. As with the undercurrent relay, it is
• A gas dome high-high pressure alarm exists in the pump’s
will have to be removed from the tank for repairs. In the case of a sustained used to prevent the possibility of cavitation inside the pump casing and should
associated cargo tank.
locked rotor start, an attempt to restart the pump must only be made after a be adjusted to a value between the pump’s maximum flow and cavitation.

Illustration 4.3.2b Spray Pump Start Sequence
Start Spray Start Permissive No Low Cargo Tank Pressure

Pump No Shutdown Pressent
Controllers
in Auto
Close Spray Error

Valve Position
Master Valve
<5%
CSn65
Open Spray
Error
Valve Position Return Valve=
>95% 100%
CSn64
Yes
Open Spray
Valve Position Return Valve Error
>17% 20%
CSn60
Yes
Error
Pump Running Start Pump
Release Spray
Pump Current
Controller
Release Spray
Line Pressure
Controller
End
Stop Sequence

Illustration 4.3.3a Emergency Cargo Pump
Rated Flow: 550m³/h

Rated Head: 165m
Specific Gravity: 0.500
Pump Model: 8ECR-12
240 192.0
Top Bearing
220 176.0
HEAD
P
200 160.0
180 Shaft Power at 0.50 SG 144.0
Maximum Flow (660m3/hr)

Shaft
Power (kW) & 10X NPSH Above Datum

160 H 128.0

140 112.0
120 96.0
Rotor
100 80.0
Stator
80 Efficieny 64.0
E
60 48.0
40 32.0
20 NPSHR 16.0
0 0.0
0 50 100 150 200 250 300 350 400 450 500 550 600 650 700 750 800
Lower Bearing
Flow (m³/h)
Automatic Thrust
Balancing Device
Impeller
Pump Inlet
Reference Ebara International Drawing: PPC-408003 Rev C - Calculated Pump Performance Curves

4.3.3 emergency cargo pump Low Discharge Pressure: The pump discharge valves CL103, CL203, CL303, CL403 and CL503 are all
controlled manually through the DACS screen, and have three pushbuttons on
Start-up Operation the mimic which include OPEN, CLOSE and STOP. The STOP command is
Manufacturer: Ebara International Corporation
Relay setting: 200kPa(g) 200kPa(g) used to stop the OPEN or CLOSE order when in progress. The valves can also
Type: 8ECR-12, fixed vertical
Delay setting: 70 seconds 10 seconds be operated in a semi-automatic mode where the set point of the valve can be
Operating temperature: -163°C adjusted through the DACS keyboard to a value of between 0% and 100%.
Specific gravity: 0.500
Introduction
CAUTION
Capacity: The emergency cargo pump is used in the unusual event that both of the The emergency cargo pump must not be started or operated against a
main cargo pumps fitted in each tank have failed. When not in use the pump closed discharge valve, due to potential insufficient cooling, lubrication
Rated flow: 550m3/h at 165m differential head and excessive vibration.
is located in the midships starboard deck store and has to be transported to
Best efficiency point: 533m3/h at 169m differential head whichever tank requires its services. The pump is of the submerged motor
Minimum flow: 187m3/h (continuous) type, with the motor windings being cooled by the pumped LNG. The LNG is Procedure Before Starting the Emergency Cargo Pump
Power required: 168kW (rated) also used to lubricate and cool the pump and the motor bearings, and because
166kW (best efficiency point) it serves as both the lubricant and the coolant, it is extremely important for the a) Confirm the gas pressure in the pump column has been
pump that the correct operational procedure is strictly adhered to. equalised with the tank gas pressure. This is necessary for the
184kW (maximum, 120% rated flow)
NPSHR at rated flow: 0.80m initial start, especially at low tank levels when a high column
The pump is fitted into a dedicated emergency pump well which is fitted with
gas pressure may result in liquid displacement from the column
No. of stages: 1 a spring-loaded foot valve that is held in the closed position by highly loaded
and the pumps failure to prime. The pressure equalisation can
No. of sets: 1 springs. Should a failure of either one or both of the main cargo pumps require
be achieved with a temporary connection to vent the column
the use of the emergency pump, it is lowered into the emergency pump well
Motor rating: 223.8kW, 440V, 60Hz, 2-pole pressure which can be closed after a successful start-up.
after the well has first been purged with nitrogen. The weight of the emergency
Motor speed: 3,600 rpm pump then overcomes the compression of the springs to open the foot valve.
Starting method: Direct on-line b) Check the level of the liquid in the cargo tank. The tank liquid
level must indicate that the pump is submerged and the minimum
Current: 348A (full load) During this operation a small flow of nitrogen should be maintained while the
level for a normal start-up is 1200mm. The temperature indicator
2234A (starting load) pump is being installed, but for full details on this operation refer to Section
in the tank must also be stable at the specification temperature
7.4 of this manual, ‘Emergency Cargo Pump Installation’.
Starting method: Direct on-line of the liquid. If the pump is being used for stripping operations,
Note: Before undertaking this operation it is important to reduce the tank the minimum level in the tank can be 500mm.
Undercurrent: pressure to near atmospheric pressure (minimum 0.5kPa) and to keep at this
level throughout the entire operation. c) Before starting the pump, open the pump discharge valve to
Start-up Operation between 15% and 20%. This should correspond to the pump’s
minimum continuous flow of 187m3/h.
Relay setting: 76 amps 76 amps The operator has to assign the emergency pump to the tank that it has been
Delay setting: 10 seconds 10 seconds installed through the DACS in the CCR so that it is possible to start and stop d) Start the emergency cargo pump through the DACS and keep a
the pump through the DACS mimic.
close watch on the discharge pressure and the motor current.
Overcurrent:
The electrical connections are made to the fixed junction boxes which are
e) The current consumption should steady after the motor has been
Start-up Operation located adjacent to each emergency pump well. All of the safety devices are
running for approximately 3 seconds. During the starting, while
Relay setting: 388 amps 320 amps then transferred to the emergency pump when the circuit-breaker is engaged,
the discharge pipe is being filled, the current may be above the
as they are the same for the main cargo pumps.
Delay setting: 5 seconds 0 seconds ammeter red line. If the starting current has not reduced after 10
seconds of operation, the pump should be stopped and the cause
Following the successful installation of the pump into a cargo tank, it is most
of the high starting current investigated.
Low Liquid Level Trip: important that the pump is fully cooled in gas for at least 10 hours before being
used to open the foot valve and submerged in liquid LNG. The pump must then
Start-up Operation f) When the pump discharge pipe has been filled to the discharge
remain in that condition for a minimum of one hour before attempting to start
Relay setting: 2.5 metre 1.2 metre it. This is to ensure thermal stabilisation has taken place and only after this time valve, an increase in the discharge pressure and a corresponding
should the pump be started. Failure to adhere to this timescale may result in decrease in the motor current should be observed.
severe damage to the pump.

g) Once the pump is operating normally, adjust the discharge period of at least 30 minutes has elapsed, and then with no more that two restart • High motor current (overcurrent) - 320A for 0 seconds during
valve to obtain the correct flow conditions. The operator should attempts in total. If it is thought that the pump casing has iced-up, it may be normal running but with a 5 second delay during starting
monitor the pump motor running current, taking care not to possible to break the rotor free by reversing the motor by changing over two of
• Low discharge pressure with time delay during starting - 200kPa
exceed the maximum current level. the supply phases to the pump. These will then have to be reinstated once the
for 70 seconds during start-up and 10 seconds during normal
freeing operation has been completed.
running
CAUTION
• Low tank pressure: PALL = 2.0kPa
The emergency pump should only ever be operated between its minimum Overload Starting
and maximum continuous discharge capacity of 187m3/h and 550m3/h
If the starting current increases to its maximum value but then falls to an
respectively. Operating it outside of this range will result in damage to intermediate level between the starting value and the normal full load current
the pump and decreased performance. Overcurrent Relay
and the pump is known to be turning, check the starting voltage. If the voltage
falls below 10% of the normal value, the problem may be with the power The overcurrent relay protection is set at 320A and will automatically trip
Normal Pump Restarts supply. the pump to prevent excessive current flow through the motor windings. The
device has a timer fitted that will allow the starting current surge to initiate the
The restart of the emergency pump during normal operations is restricted, pump operation while preventing overcurrent damage.
depending on the liquid level above the submerged electric motor. It should not Single-Phase Fault
be restarted under normal operating conditions if the tank liquid level is below If the starting current increases to its maximum value and remains high, a
the minimum level, which for this pump is set at 1,200mm (DACS). Undercurrent Relay
single-phase fault in the power supply may exist. Checking the voltages and
current in each phase will determine if this is the case. The undercurrent relay is used to automatically trip the motor in the event that
During a normal restart sequence the following times apply: the pump has lost its suction. This prevents potentially damaging cavitation
• 1st restart: minimum 5 minutes after shutdown inside the pump casing and the possibility of the pump running dry. The device
Reversed Rotation has an adjustable setting and should be set to a value between the no-load
• 2nd restart: 15 minutes after 1st restart If during the start-up procedures, the current falls to around the no-load current current and the zero flow current levels.
• 3rd restart: 15 minutes after 2nd restart value and the discharge pressure is 75% or less than normal, the pump may be
operating in the wrong direction. To correct this, disconnect the power supply Low Discharge Pressure Switch
• No more than 4 restarts within one hour
at the main isolator and change over two of the phases to the pump. The pump
can then be restarted and checked for correct operation. The low discharge pressure switch is used to automatically stop the pump in
Pump Restarts During Liquid Stripping the event that the pump has lost its suction. As with the undercurrent relay, it is
used to prevent the possibility of cavitation inside the pump casing and should
If attempting a restart during stripping operations it is still necessary to check Low Liquid Level be adjusted to a value between the pump’s maximum flow and cavitation.
that the minimum level inside the tank is above the 500mm level. The pump
If during the start-up procedures the current falls close to the no-load value and
can then be started, but a period of a least 30 minutes must be allowed to pass
the discharge pressure is near to zero, a low suction level may be the cause. As
before attempting a restart, and then there must be no more than two restarts
detailed previously, the minimum tank level for a normal pump start should not
in an hour. The pump is fitted with a time delayed alarm that operates if a low
be less than 1000mm.
pressure at the pump outlet is detected after the pump has been started.
CAUTION Pump Alarms and Shutdowns

If there is a situation of a sustained rotor lock during starting, then a
restart may only be initiated after a period of 30 minutes has elapsed, The emergency cargo pump will go into alarm on the following conditions:
with a total of two restarts allowed under this condition. If icing has • Low pump discharge pressure
occurred, attempt to break the rotor loose by temporarily reversing two
of the supply phases and attempting a restart. • Low/low pump discharge pressure
The emergency pump will be stopped automatically should any of the following
Abnormal Starts occur:
Locked Rotor • Activation of the ship or shore emergency shutdown (ESD)
system
If the starting current increases to its maximum and remains while there is no
evidence that the pump is rotating, it may be because the pump has seized. If • Motor single-phasing
after investigations it is considered to be a mechanical problem then the pump • Low electric motor current (undercurrent) - 76A for 10 seconds
will have to be removed from the tank for repairs. In the case of a sustained during start-up and 10 seconds during normal running
locked rotor start, an attempt to restart the pump must only be made after a

4.4 Cargo Compressors
4.4.1 High Duty Compressor

Illustration 4.5.1a No.1 HD Compressor Screen Shot
1 Feb 2008, 21:16:10

4.4 cargo compressors The compressor motors are limited to three starts per hour when starting in a The temperature sensors that are fitted, monitor the oil outlet temperature of
cold condition or two starts per hour from warm conditions. the gear bearings, but for reference, the nominal operating temperature should
4.4.1 High Duty compressor be between 40°C and 50°C. Should the temperature rise to 55°C, this will
cause the alarm relays to operate.
Compressor Systems
High Duty Compressors Seal Gas System The LO system feeds the following:
Manufacturer: Cryostar The seal gas system prevents LO mist from contacting LNG vapour and • Journal bearing on both sides of the high speed shaft
No. of sets: 2 avoids cold LNG flowing to the gearbox. The carbon ring seal consists of two • Journal bearing on the driven end of the low speed shaft
Model: CM 400/55 chambers, with the first chamber on the impeller side allowing any leak-off
gas to be drawn back to the suction side of the compressor, while the second • Integral thrust and journal bearing on the non-driven end of
Type: Centrifugal, single-stage, fixed speed with adjustable
chamber is fed with dry nitrogen. From the buffer tank the nitrogen pressure is low speed shaft
inlet guide vanes
reduced and regulated by the control valve PCV-8.68 to a nominal pressure of • Sprayers for the gearwheels
Flow: 35,000m3/h
500kPa to the purging and sealing header. The seal gas is injected between the
Inlet gas pressure: 103kPa(A) gear shaft and the compressor wheel, with the nitrogen being produced by the
Outlet gas pressure: 200kPa(A) nitrogen generator on board and supplied to each HD compressor via isolating Surge Control System
Inlet gas temperature: -140°C valves NG100 and NG75. The system is further regulated by the control valve An automatic surge control system is provided to ensure that the compressor
Outlet gas temperature: -108.3°C PCV11, so that the seal gas pressure is a function of the compressor outlet flow rate does not fall below the designed minimum. Below this rate, the gas
pressure. Any seal gas entering the gearbox from the shaft seals is returned to flow will not be stable and the compressor will be liable to surge, causing shaft
Shaft speed: 11,200 rpm
the LO sump where it is separated from the oil and vented to atmosphere via a vibration which may result in damage to the compressor.
Capacity of oil reservoir: 400 litres mist separator and the No.5 vent mast.
Type: Single speed, asynchronous, 3-phase, water-cooled All of the gas compressors are equipped with an automatic surge control
No. of poles: 2 Lubricating Oil System system which consists of the following:
Insulation: F class • A flow transmitter
Lubricating oil in the system is stored in a vented sump tank which has an
Motor speed: 3,580 rpm integral steam immersion heater with thermostatic switch fitted. The heater is • A compressor differential pressure transmitter
Rated motor power: 1,110kW, 6,600V, 60Hz used to maintain the oil at a constant positive temperature of at least +40°C to
• A ratio station
avoid the formation of condensation when the compressors are not running.
• An anti-surge controller
Introduction Lubricating oil is supplied from the sump through separate suction strainers • A recirculating valve on the gas stream
and one of the two LO pumps. The discharge from the pumps is via pressure
Two high duty (HD) compressors have been installed in the cargo machinery relief valves set to operate at 8 bar to a common LO supply line that feeds On the basis of a preset ratio between the gas flow and compressor differential
room and are used for compressing the LNG vapour for return to the shore the gearbox and its bearings. The main operational pump is driven by the pressure signals, the anti-surge controller produces a signal which modulates
terminal during cargo loading, tank purging and tank warming-up. high speed gear shaft of the compressor. Upon failure of the driven pump, the the compressor recirculating valve.
standby electric motor-driven auxiliary pump is automatically started, and an
The compressors are driven by 1,110kW electric motors that are supplied alarm raised to indicate abnormal conditions to the duty engineer. The standby
with power from the 6.6kV cargo switchboards. The No.1 HD compressor is electric auxiliary pump is also used during the starting and shutdown cycles of Inlet Guide Vanes
fed from the No.1 AC 6.6KV switchboard in the starboard cargo switchboard the compressor for a preset period of time. To achieve the required gas flow, the compressors have inlet guide vanes
room, and the No.2 compressor is fed from No.2 AC 6.6KV switchboard in the
fitted at the suction end. The vanes are operated by pneumatic actuators which
port cargo switchboard room. To control the temperature of the oil it is passed through a heat exchanger receive control signals from the flow controller.
where it is cooled. The thermal bypass temperature control valve prevents
The motors are installed in an electric motor room that is segregated from over-cooling and is used to maintain the oil within a range of between 38°C Rotation of the vanes is possible through an indicated angle of 80° to -30°.
the compressor room by a steel gas tight bulkhead. The drive shaft between and 47°C.
the motor and the compressor penetrate the bulkhead via a mechanical seal
operated with a pressurised oil barrier. The oil supply to the bearings is fed via a 25µ duplex filter which has an Axial and Vibration Displacement Monitoring System
automatic continuous flow switch changeover valve. A pressure control valve The compressor rotor is monitored for both vibration and axial displacement
The compressors can be operated either locally from the cargo machinery room then regulates the oil flow to the bearings, with excess oil being bypassed and and the alarm and shutdown is transmitted to the control panel.
or from the cargo control room located on C deck. When in use, the capacity returned to the sump. The pump pressure relief valves act as back-up and are
of the compressors can be regulated and controlled by the inlet guide vane set to lift at a pressure of 800kPa.
opening, with the travel indication being shown on the local and the cargo
control room panels.


Bulkhead Shaft Seals • Motor windings temperatures m) Ensure that the HD Compressor Start Permissives ‘HD Comp
A flow orifice regulates the oil flow and oil pressure to the bulkhead seal. This • High vibrations Start Seq I-lock’ are coloured red as listed in the screen shot
oil is used for the lubrication of the shaft seal and returns back to the oil tank. above.
Operating Procedures n) Start the compressor. The shaft vibration monitoring system is
Capacity Control released after approximately 14 seconds. Check that no alarm or
The compressor controller detects the pressure in the vapour main pipeline To prepare the HD compressors for operation, proceed as follows: trip lamps are on.
and alters the guide vane position to meet the pressure required. It is possible
to change the guide vane control to LOCAL mode if required, but a bumpless a) Check the oil level in the compressor sump tank. o) Check the bearing temperatures and the vibration levels.
transfer is required when returning back to REMOTE operation.
b) Start the LO heater between 1 and 6 hours prior to the expected p) The auxiliary (standby) LO pump should stop after the
compressor start-up, depending on the ambient temperature. compressor-driven pump has run up to speed and is delivering
Compressor Trips
full system pressure.
The following conditions trip the HD compressors: c) Ensure that the nitrogen seal gas supply manual valve is open.
Observe the following parameters:
• The emergency shutdown system (ESD)
d) Open the compressor suction and discharge valves.
• Tank high high level alarm 99% q) The seal gas differential pressure should read 20kPa to 25kPa.
• High high gas discharge temperature e) Run the auxiliary LO pump to warm-up the gearbox and Adjust the supply reducer if required.
bearings. Check the LO system for leaks.
• High high bearing temperature r) The LO supply pressure should read between 150kPa and
• Excessive rotor vibration f) Open the cooling water inlet and outlet valves for the LO cooler 160kPa. Adjust the supply regulator if required.
and ensure cooling water is available.
• Low low pressure - bulkhead
s) The LO supply temperature to the gearbox should be above
• Low low system LO pressure - gearbox g) Ensure that the instrument air supply to the control panel is 30°C.
• High high LO temperature - bulkhead operational.
t) Check the local control panel for alarms.
• Low low gas seal pressure h) Switch on the power to the control cabinet and reset any
• Electrical power failure alarms. u) Check the complete operating system for oil, seal gas, air, water
and product leakage.
Non-trip alarms are indicated on the DACS and are listed as follows: i) Check with the ECR that there is sufficient power available at
the cargo switchboards. To avoid the build-up of pressure inside the compressor, the suction and
• Compressor discharge gas temperature - high
discharge valves should remain open when the machine has been stopped.
• Compressor LO filter differential pressure - high In the cargo control room:
• Compressor gearbox LO pressure low
j) Select the HD compressor DACS screen mimic for the appropriate
• Oil tank level low operation.
• Oil tank temperature high
k) Press the compressor’s RESET button and check if all of the
• Oil tank temperature low alarms and trip lamps are off and if the READY TO START
• Temperature of oil system high lamp is on.
• Temperature of oil bulkhead
Note: Ensure that the anti-surge valve, inlet guide vanes, electric motor-
• LO bulkhead pressure low driven and auxiliary LO pumps are all set to the AUTO mode.
• Oil tank temperature low
l) The inlet guide valve should to be set at 73°, which equates to
• Seal gas pressure low
the minimum open position (0%). The anti-surge controller is
• Motor aft bearing temperature set at minimum, ie, the bypass valve is fully open.
• Motor forward bearing temperature

Compressor Alarms Tag Description Normal Action Set Point
Operation H-HH Type
Each compressor electric motor is fitted with six temperature sensors, type PT-100, with two sensors being fitted per phase.
L-LL
There are also two PT-100 temperature sensors fitted to the motor’s drive end bearing.
TT 8 Temperature oil system TE 8 ~42°C
TSL 8 L Alarm, 12 +20°C
MHD Compressor Electric Motor Temperature Alarms TSH 8 H Alarm +55°C
Tag No. Description Alarm Trip TT 10A Temperature oil bulkhead TE 10A ~60°C
TSHH 10A HH Trip +80°C
No.1 HD motor U winding 135°C 145°C
TT 10B Temperature oil bulkhead TE 10B ~60°C
No.1 HD motor V winding 135°C 145°C
TSH 10B H Alarm +75°C
No.1 HD motor W winding 135°C 145°C
TT 9A Bearing temperature TE 9A ~65°C
No.1 HD motor drive end bearing 80°C 90°C TSHH 9A HH Trip 75°C
No.1 HD motor non-drive end bearing 90°C 85°C TT 9F Bearing temperature TE 9F ~65°C
No.2 HD motor U winding 135°C 145°C TSL 9F L Alarm, 12 15°C
No.2 HD motor V winding 135°C 145°C TSH 9F H Alarm 70°C
No.2 HD motor W winding 135°C 145°C PT 8 Gearbox LO pressure ~160kPa
No.2 HD motor drive end bearing 80°C 90°C PSL 8A L Alarm, 12 100kPa(g)
No.2 HD motor non-drive end bearing 90°C 85°C PSLL 8A Gearbox LO pressure ~150kPa LL Trip 80kPa(g)
PSL 8C LO pressure bulkhead ~110kPa L Alarm, 12 40kPa(g)
HD Compressor Set Points, Alarms and Shutdowns PSLL 8C LO pressure bulkhead ~110kPa LL Trip 20kPa(g)
PCV 11 Seal gas control valve 25kPa - - -
Tag Description Normal Action Set Point PSL 11 Seal gas pressure - L Alarm, 11, 12 20kPa(g)
Operation H-HH Type PSLL 11 Seal gas pressure - LL Trip 15kPa(g)
L-LL
ZT 3 Inlet guide vane position ZE3 +80° 0° - - 100kPa(g)
PT1 Suction gas pressure 3kPa(g) - - -
PCV 3A IP converter control valve 140kPa(g) - - -
PT2 Discharge gas pressure 100kPa(g) - - -
PCV 3B HIC control valve 100kPa(g) - - -
TT1 Suction gas temperature -140°C - - -
PCV 3C Nozzle actuator control valve 600kPa(g) - - -
TT 2A Discharge gas temperature -108.34°C
TSHH 2A TE 2A HH Trip Key:
+100°C
H: High Level
TT 2B Discharge gas temperature -108.34°C HH: High-High Level
TSH 2B TE 2B H Alarm +90°C L: Low Level
ZSL 3 IGV start position - 12 Closed LL: Low-Low Level
ZSH 1 Surge valve position - - 12 Open 11: Start-up interlock LO pump
ZSL 1 12: Start-up interlock machine
PDT 1 Process gas flow 5,663kPa - - -
YET 9 Vibration YE9 10-30µm/s
YSH 9 H Alarm 50µm/s
YSHH 9 HH Trip 75µm/s
PDT 7 Differential pressure oil 50kPa
PDSH 7A filter H Alarm 250kPa
LSL 5 Oil tank level L Alarm, 11 -
TCV 5 Oil heater temperature 40°C - - -
TSL 5 Temperature oil tank 55°C L Alarm, 11 25°C
TSH 5 H Alarm 60°C

4.5 Boil-Off/Warm-Up Heaters
4.5.1 High Duty and Boil-Off Gas Heaters
4.5.2 Vent Gas Heater

Illustration 4.5.1a No.1 HD Compressor Screen Shot
1 Feb 2008, 21:16:10

4.5 Boil-Off/Warm-up Heaters High Duty Heater Model 108-UT-38/34-4.6 Control of Temperature
4.5.1 High duty and boil-off gas heaters Operation Sizing Begin End Emgy
Two temperature control valves are fitted to each heater for controlling the
Warm- Warm- BOG
boil-off gas outlet temperature. One control valve is located on the heater
Up Up Mode Mode
Heaters inlet and the other is on the bypass line. A split range temperature controller
Mode
regulates the two control valves to the desired set point for the heater.
Manufacturer: Cryostar Process Fluid Methane Methane Methane Methane
High Duty Heater Mass flow (kg/h) 37,200 42,700 21,600 6,230 When starting the heater in warm-up mode, the bypass valve should initially
Inlet volume flow (m3/h) 17,394 17,784 16,171 3,868 be fully OPEN and the inlet valve fully SHUT. With the valve controls in the
Type: 108-UT-38/34-4.6
Outlet volume flow (m3/h) 38,346 61,414 32,470 7,906 remote position the temperature can slowly be increased on the DACS panel.
Design temperature: -196°C/+220°C (tube), +220°C (shell)
Inlet temperature -90°C -110°C 20°C -30°C
Design pressure: 1MPa (tube and shell)
Outlet temp; uncontrolled 80°C 65°C 137°C 146°C Condensate Drainage
No. of sets: 1
Outlet temp; controlled 80°C 0°C 80°C 25°C The steam condensate from the heaters is returned to the engine room
Boil-Off Gas (BOG) Heater Supply inlet pressure 100 100 100 100 atmospheric drains tank via the cargo steam drain cooler and a gas vent drains
kPa(g) tank. The gas vent drains tank is constantly monitored by the gas sampling
Type: 21-UT-38/34-2.2
system to prevent the possibility of LNG vapour entering the engine room in
Design temperature: -196°C/+220°C (tube), +220°C (shell) Outlet pressure kPa(g) 75 20 20 20
the event of a failure of any of the tubes within the heater.
Design pressure: 1MPa (tube and shell) Heat exchange (kW) 4,003 4,723 820 217
No. of sets: 1 Steam consumption (kg/h) 7,143 8,428 1,464 387
Steam inlet temp. (°C) 174 Procedure for Preparing the High Duty Heater for Operation
Introduction Steam outlet temp. (°C) 174 approx
a) Ensure that the engine room control air supply valve to the cargo
Inlet pressure kPa(g) 900 control room is open. (Normally never closed.)
There are two steam heated boil-off/warm-up heaters fitted and these are Outlet pressure kPa(g) 900
located in the cargo machinery room on the starboard side of the trunk deck.
b) Set up the valves as in the following table:
The heaters have been provided for use in the following modes: Boil-Off Gas Heater Model 21-UT-38/34-2.2
• BOG Mode - In conjunction with the HD compressors the Position Description Valve
Operation Design Open Engine room main steam isolating valve to T101
heaters can supply heated boil-off gas to the engine room for
burning in the gas combustion unit. Under normal operating Process Fluid Methane the deck
conditions only one heater is used for fuel gas operations and Mass flow (kg/h) 6,230 Open Condensate return valve to the dump T62V
the gas outlet temperature is regulated at 25°C. The high duty Inlet volume flow (m3/h) 3,868 condenser/drain cooler
heater is used for when there are large quantities of gas, eg, Outlet volume flow (m3/h) 5,581 Closed Bypass valve on the dump condenser/drain T61V
where the liquefaction plant is inoperative, and the BOG heater cooler
Inlet temperature -30°C
for operations that require only partial BOG burning.
Outlet temp; uncontrolled 53°C Open Drain cooler for cargo heater inlet valve CS56
• Warm-Up Mode - In conjunction with the HD compressors the Open Drain cooler for cargo heater outlet valve CS57
Outlet temp; controlled 25°C
heaters can be used for warming-up the cargo tanks prior to gas
Supply inlet pressure kPa(g) 100 Closed Drain cooler for cargo heater bypass valve CS55
freeing operations. This will normally only be done prior to a
dry docking or in the event that a one tank warm-up operation Outlet pressure kPa(g) 70 Open Drain cooler for cargo heater FW cooling FC31
has to be carried out for maintenance purposes. The heater gas Heat exchange (kW) 217 inlet valve
outlet temperature is regulated to 0°C for the first stage and Steam consumption (kg/h) 387 Open Drain cooler for cargo heater FW cooling FC32
80°C throughout the warm-up operation, and when used in this outlet valve
Steam inlet temp. (°C) 179
mode both heaters are normally used. Closed Drain outlet valve on the gas vent drain tank CS58
Steam outlet temp. (°C) 179 approx
Closed Drain outlet valve on the condensate return to CS60
Inlet pressure kPa(g) 900
CAUTION the engine room
Outlet pressure kPa(g) 900
When returning heated vapour to the cargo tanks in warm-up mode the Open High duty heater level indicator valves (2)
temperature at the heater outlet should not be allowed to exceed +80°C. Open High duty heater condensate drain trap inlet CS33
Failure to comply with this could result in damage to the cargo tank valve
insulation and safety valves.

Illustration 4.5.1b Gas Management Screen Shot

Position Description Valve Procedure for Shutting Down the High Duty Heater
Open High duty heater condensate drain trap outlet CS35
valve a) Close the LNG inlet valve CG861 to the heater.
Closed High duty heater condensate drain trap CS34 b) Allow the inlet and outlet temperatures to equalise.
bypass valve
c) Close the steam supply valve CS28 to the heater.
c) Open the heater shell side vent valve to the save-all.
d) Crack open the shell side vent valve and slowly reduce the
Note: The high duty heater does not have a steam inlet bypass, so warming pressure in the heater.
through is carried out using the main steam inlet supply valve.
e) Once the shell pressure is at atmospheric pressure, fully open
d) Crack open the heating line steam inlet valve CS28 and the shell vent valve.
commence warming-through the heater.
f) Close the condensate inlet and outlet valves CS33 and CS35 to
e) When the heater shell side vent valve starts to exhaust steam, the steam trap and open the bypass valve CS34.
close in the valve to the save-all until it is just cracked open.
Allow the heater to slowly warm-through and close the valve g) Close the LNG outlet valve CG862 from the heater.
when the condensate outlet temperature is approximately
164°C.
f) Once the steam pressure has risen to the operating pressure,

slowly open the main steam inlet valve CS28. The heater is now
ready for use.
g) Open the heater gas outlet valve CG862.
h) Turn the local/remote switch to the REMOTE position on the

local panel for the flow control valve CG865 and the temperature
control valve CG864. Open the inlet valve CG861.
i) Ensure that there are no alarms or trips active on the heater.
j) Before commencing the operation set up all of the LNG liquid

and vapour valves on the cargo system as necessary.
k) Monitor all of the pressures and temperatures until the heater

has stabilised.
The procedure for setting up the Low Duty heater into operation is the same as
that detailed above except for the valve numbering.
Note: The cargo machinery room exhaust fans and the gas sampling system
must be in operation prior to and during any cargo operations which involve
LNG entering the cargo machinery room pipework system.
CAUTION
Thorough checks around the heater and the associated flange connections
must be conducted during operation.

Illustration 4.5.2a Vent Gas Control Screen Shot
1 Feb 2008, 21:16:10

4.5.2 vent gas heater Position Description Valve Note: Provision is made in the pipework for the vent gas heater to be bypassed
Closed Drain outlet valve on the condensate return to CS60 and the GNG directed to the gas combustion unit without being heated.
Vent Gas Heater the engine room
Manufacturer: Vanterus Open Vent gas heater condensate drain trap inlet CS63
valve
Type: PSHE 2HH-44/1/1
Open Vent gas heater condensate drain trap outlet CS65
Rated duty: 114 kW
valve
Volume capacity: 0.1m³
Closed Vent gas heater condensate drain trap bypass CS64
Design pressure: 1MPa valve
Design temperature: -196/+260ºC
No. of sets: 1 c) Open the vent gas heater shell side vent valve to the save-all.
The vent gas is heated to ambient temperature in a vent gas heater upstream of Note: The vent gas heater does not have a steam inlet bypass, so warming
the GCU, and the outlet temperature is controlled to ensure that the temperature through is carried out using the main steam inlet supply valve.
stays within the GCU operating limitations.
d) Crack open the heating line steam inlet valve CS62 and
commence warming-through the vent gas heater.
Introduction
e) When the vent gas heater shell side vent valve starts to exhaust
There is one steam heated vent gas heater provided in the cargo machinery steam, close-in the valve to the save-all until it is just cracked
room to warm-up any of the gaseous natural gas (GNG) produced from the open. Allow the vent gas heater to slowly warm-through and
cold box separator during the cooling sequence of the reliquefaction process close the valve when the condensate outlet temperature is
prior to it being burned in the gas combustion unit. approximately 164°C.
Procedure for Preparing the Vent Gas Heater for Use f) Once the steam pressure has risen to the operating pressure,
slowly fully open the main steam inlet valve CS62. The vent gas
a) Ensure that the engine room control air supply valve to the cargo heater is now ready for use.
control room is open. (Normally never closed.)
g) Open the vent gas heater gas outlet valve RG842.
b) Set up the valves as in the following table:
h) Open the vent gas heater gas inlet valve RG843.
Position Description Valve i) Open the vent gas heater control isolation valves RG848 and
Open Engine room main steam isolating valve to T101 RG849.
the deck
Open Condensate return valve to the dump T62V j) Confirm that control valve bypass RG847 is closed.
condenser/drain cooler
Closed Bypass valve on the dump condenser/drain T61V k) Operate the three-way valve RG827 to direct GNG to the
cooler heater.
Open Drain cooler for cargo heater inlet valve CS56
l) Operate the control valve RG827 to supply GNG to the heater.
Open Drain cooler for cargo heater outlet valve CS57
Closed Drain cooler for cargo heater bypass valve CS55 m) Monitor all of the pressures and temperatures until the vent gas
Open Drain cooler for cargo heater FW cooling FC31 heater has stabilised.
inlet valve
Open Drain cooler for cargo heater FW cooling FC32 CAUTION
outlet valve
Thorough checks around the heater and the associated flange connections
Closed Drain outlet valve on the gas vent drain tank CS58 must be conducted during operation.

4.6 LNG Vaporiser
Illustration 4.6a LNG Vaporiser Screen Shot

4.6 LNG vaporiser This operation would only be carried out at the initial inerting of cargo tanks Procedure for Preparing the LNG Vaporiser for Use
or at the first loading terminal after dry dock. The vaporiser outlet temperature
must be controlled at 20°C during the inerting operation. a) Ensure that the engine room control air supply valve to the cargo
LNG Vaporiser control room is open. (Normally never closed.)
The vaporiser can also be used to fill the evacuated insulation spaces with
Manufacturer: Cryostar nitrogen supplied by the terminal, as the on-board generators only have the b) Set up the valves as in the following table:
Type: 65-UT-38/34-5.9 capacity to maintain the nitrogen supply but not fill with the first charge.
No. of sets: 1 Position Description Valve
Vaporiser Data Open Engine room main steam isolating valve to T101
the deck
Introduction Operation Purging Unloading Inerting
Mode Mode Open Condensate return valve to the dump T62V
There is one steam heated LNG vaporiser fitted and this is located in the cargo condenser/drain cooler
(Methane) (Methane) (Nitrogen)
machinery room on the starboard side of the trunk deck. The vaporiser is of the Closed Bypass valve on the dump condenser/drain T61V
Flow of gas (kg/h) 15,100 22,000 23,000
shell and tube type and can be seen in the screen shot in illustration 4.6a. cooler
Inlet volume flow (m3/h) 34 49 28
Open Drain cooler for cargo heater inlet valve CS56
The vaporiser has been provided for and can be used in the following modes: Outlet volume flow (m3/h) 18,841 13,397 16,457
Open Drain cooler for cargo heater outlet valve CS57
Inlet temperature (°C) -163 -163 -196
Closed Drain cooler for cargo heater bypass valve CS55
Gassing-Up - To supply gaseous natural gas (GNG) to the cargo tanks and Outlet temp. uncontrolled (°C) 21 -10 34
displace the inert gas before the initial cooldown/loading operation. Normally Open Drain cooler for cargo heater FW cooling FC31
Outlet temp. controlled (°C) 20 -130 20 inlet valve
this would only be carried out during the first cargo after a dry docking, or in
Supply inlet pressure kPa(g) 600 600 250 Open Drain cooler for cargo heater FW cooling FC32
the event of a one tank gas freeing operation.
Outlet pressure kPa(g) 20 20 20 outlet valve
Inerting with Liquid Nitrogen - Supply the cargo tanks with vaporised Heat exchange (kW) 3,892 3,581 2,838 Closed Drain outlet valve on the gas vent drain tank CS58
nitrogen using liquid nitrogen supplied by the terminal in the event of the Steam consumption (kg/h) 6,944 6,390 5,063 Closed Drain outlet valve on the condensate return to CS60
vessel’s inert gas generator being inoperative. This operation would only be Steam inlet temperature (°C) 179 the engine room
carried out at the initial inerting of cargo tanks or at the first loading terminal Open LNG vaporiser level indicator valves (2)
Steam outlet temperature (°C) Approximately 174
after dry dock. The vaporiser outlet temperature must be controlled at 20°C
during the inerting operation. Steam pressure kPa(g) 900 Open LNG vaporiser condensate drain trap inlet CS30
valve
LNG Discharge - To supply cold vapour to the cargo tanks during discharge Control of Temperature Open LNG vaporiser condensate drain trap outlet CS32
operations whenever the discharge terminal return gas blowers are not operative valve
Two control valves have been fitted to the vaporiser, one on the inlet line Closed LNG vaporiser condensate drain trap bypass CS31
or are not supplying sufficient return vapour to the ship.
for flow control and the other on the bypass line that is used for temperature valve
control. A temperature controller regulates the opening of the bypass valves
Gassing-Up to obtain a constant and stable discharge temperature for various ranges of
c) Open the LNG vaporiser shell side vent valve to the save-all.
operation. The temperature of the gas being discharged is adjusted by injecting
In this mode the vaporiser is used during the gassing-up process to supply a certain amount of liquid into the outlet side of the vaporiser through the
d) Crack open the heating line steam inlet bypass valve CS27 and
warm vapour to the cargo tanks to displace the inert gas. For this the LNG bypass (temperature) control valves and liquid injection nozzles.
commence warming-through the vaporiser.
liquid is supplied from the terminal to the liquid manifold where it passes to
the stripping/spray header via the appropriate ESDS liquid valve. It is then fed Condensate Drainage e) When the vaporiser shell side vent valve starts to exhaust steam,
to the vent gas heater and the LNG vapour produced is passed at +20°C to the
The steam condensate from the vaporiser is returned to the engine room close in the valve to the save-all until it is just cracked open.
vapour header and then into each tank via the vapour domes.
atmospheric drains tank via the cargo steam drain cooler and a gas vent drains Allow the vaporiser to slowly warm-through and close the
tank. The gas vent drains tank is constantly monitored by the gas sampling valve when the condensate outlet temperature is approximately
A secondary role is to supply the cargo tanks with vaporised nitrogen using
system to prevent the possibility of LNG vapour entering the engine room in 164°C.
liquid nitrogen supplied by the terminal in the event of the vessel’s inert gas
generator being inoperative. the event of a failure of any of the tubes within the vaporiser.
f) Once the steam pressure has risen to the operating pressure,
slowly open the main steam inlet valve CS26 and close the
bypass CS27. The vaporiser is now ready for use.

g) Open the vaporiser gas outlet valve CG821.
h) Turn the local/remote switch to the REMOTE position on the

local panel for the flow control valve CS871 and the temperature
control valve CS872. Open the inlet valve CS870.
i) Ensure that there are no alarms or trips active on the vaporiser.
j) Before commencing the operation, set up all of the LNG liquid

and vapour valves on the cargo system as necessary.
k) Monitor all of the pressures and temperatures until the vaporiser

has stabilised.
CAUTION
Thorough checks around the LNG vaporiser and the associated flange
connections must be conducted during operation.
Procedure for Shutting Down the LNG Vaporiser
a) Close the LNG inlet valve CS821 to the vaporiser.
b) Allow the inlet and outlet temperatures to equalise.
c) Close the steam supply valve CS26 to the vaporiser.
d) Crack open the shell side vent valve and slowly reduce the
pressure in the vaporiser.
e) Once the shell pressure is at atmospheric pressure, fully open

the shell vent valve.
f) Close the condensate inlet and outlet valves CS30 and CS32 to
the steam trap and open the bypass valve CS31.
Note: The cargo machinery room exhaust fans and the gas sampling system
must be in operation prior to and during any cargo operations which involve
LNG entering the cargo machinery room pipework system.

4.7 Reliquefaction Plant
Illustration 4.7a Reliquefaction System To No.5 N2 Vent Mast Nitrogen Reservoir

RR601 CN705
From From Nitrogen Purging/ RN601

RR824
Cargo Sealing Line No.2 Nitrogen Booster Compressor
RN602
RN832
Tanks CG801 CN951 RR822
CG844
RN846 RN847 RN848 RN849
RN843 RN844 RN845

CS872 CR872 CR871 Oil
CG841 No.2 H/D CG843 CG824 RN839 RN880 Separator
N.C RN830 RN869 RN828 RN826 RN824 RN822
CS870 Compressor No.2
CR862 CR803 CG822 Dryer Separator
To LNG Vaporiser RN841 RN867
RL820
CG821 CG834
RN836
RN834
Cargo De-Mister
CR863 Pre-Cooler CG831 No.1 H/D CG833 CG832 RN837
Tanks CG871
Vessel
Compressor
CS873
RN802
CG883 CG882
RN835
44 RR823 RN870
RG816 RG810
RN831
High Duty Bar RN801
CG861 RR820
RR821
RN865
RL816 Heater
RR813
CG862
CG881
RG822 1st 2nd RG802 RG804
RL819 RL818 RL817 RN838 Oil
RN842
RN879 RN829 RN868 RN827 RN825 RN823 RN821
No.2 BOG Compressor Separator No.1
CS861 BOG Heater
RN840 Dryer Separator
RR809
RL827 CG852
RG815 RG809 No.1 Nitrogen Booster Compressor RN833 RN866
CG851
RI829
RL805 RL832
RL806 RL831
CG880
RN809 RN810
RG821 RG801 RG803 RN806
RL821
RL823 RL824
RR811 1st 2nd RN814

RR804 RR802
RR812 LNG Transfer No.1 BOG Compressor
RL812
Pumps Vent RG843 RG827

Gas RN804
RG846
RG845 RG826 RG844
RL848 RG849 RG825 CG
RL810 RL808
RR810 EXP 3rd 2nd 1st
Compressor /
RL811
RL822
RC804
RG850
RG847
RG851
RR808 RC808 RC807
RL815
RL809
RN807 RN808
RL807 RL849
RN805
RL842
To Separator RG848 RN813
RL813
Cryogenic Heat RR803 RR801
RL830
RN863 RN851 RN850 Exchanger
To Gas RN803
Unit CG901 No.1 Nitrogen
RC810 RC809
EXP 3rd 2nd 1st Compressor /
RC803 Expander Module
RC806 RC805
From Cargo Tanks Vapour Return To Shore
Reliquefaction System
Vent
BOG +100
Compressor 0 +100
+100
-100 Cold 0
Boil-Off 0
-200 Box -100
+100
Gas -100
-200
0
Pre-Cooler -200 -100
-200
+100
0
Nitrogen
-100
Reservoir
-200
To / From Separator
Cooling Water
System
+100
LNG Transfer Key
0
-100
Pump +100
LNG Liquid*
Compressor / Expander 0
-200 +100
-100 LNG Vapour*
0
-100
-200 Nitrogen
-200 To Tanks

4.7 Reliquefaction Plant The control of the pre-cooler is based on the temperature of the gas on the One Running Compressor (0% -100% Boil-off Rate)
discharge side of the BOG compressor. The BOG is cooled by vaporising
The BOG compressor is a two-stage centrifugal compressor with diffuser guide
liquid BOG on the inside of the heat exchanger tubes while the BOG flows
Introduction vanes (DGV) on each stage for controlling the compressor capacity. When one
over the outside of the tubes. The vaporised LNG (now gas) then mixes with
BOG compressor is running, the suction pressure controller will modulate the
BOG at the pre-cooler inlet.
The main purpose of the reliquefaction system is to provide cargo tank pressure recycle valve and the DGVs to control the pressure in the cargo tanks. If the
control by liquefying all of the boil-off gas from the cargo tanks during normal cargo tank pressure increases above the set point, the recycle valve closes and
A high level trip signal in the pre-cooler shuts down the BOG compressor(s),
ship operations, so protecting the tanks from over-pressurisation. The system the DGVs will open in a split range arrangement. The DGVs will not start to
and closes the LNG supply valve if activated. The pre-cooler is as shown in
can be seen in illustration 4.7a and consists of two main loops, the boil-off loop open until the recycle valve is fully closed. The BOG compressor is running at
illustration 4.7b and consists of a tube-finned heat exchanger and a demister
that is shown in purple and the nitrogen loop that is shown in orange. 100% capacity when the DGVs are fully open.
pad installed inside a pressure vessel.
Illustration 4.7b Pre-cooler Assembly When the suction pressure drops below the set point the DGVs will close and
Boil-Off Loop then the recycle valve will open in a split range arrangement. The recycle valve
The boil-off gas (BOG) from each of the cargo tanks is collected in the will not start to open until the DGVs are fully closed unless overridden by the
vapour main, then pre-cooled in a heat exchanger, compressed in a two-stage anti-surge control function.
centrifugal BOG compressor, cooled and condensed in a large multi-pass heat
exchanger (part of the cold box). Two Running Compressors (100 – 150% Boil-off Rate)
The BOG loop consists of the following main equipment: When two BOG compressors are running at the same time, one master
controller will be controlling the pressure in the cargo tanks. The ‘lead’
• One BOG pre-cooler compressor controller will then take the function as the master controller and
• The BOG compressors, one duty and one standby the ‘lag’ compressor’s controller will be disabled. The output signal of the
master controller will be sent to both compressors which will then operate at
• One plate-fin cryogenic heat exchanger (part of the cold box)
the same capacity and load-share. The transition between single control and
• One liquid BOG phase separator (part of the cold box) master control with two compressors running is done by a time-based ramp.
• LNG transfer pumps, one duty and one standby
BOG Compressor Lubricating Oil System
• Auxiliary systems
The electrically-driven pump maintains the oil pressure at start-up, shutdown
The plate fin cryogenic heat exchanger and the separator are assembled in one and trip, while the gear-driven oil pump maintains the pressure when the
enclosed module that is called the ‘cold box’. compressor is running. A steam heater has been installed to keep the oil
temperature within set limits when the machine is at a standstill, and a fresh
water-cooled heat exchanger has been installed to cool the oil when the
Pre-cooler machine is running.
Manufacturer: Deca
Heat exchanger medium: LNG/Methane Vapour Bulkhead Seal for BOG Compressor
Heat exchange rate: 147kW The BOG compressors require both air and nitrogen as seal gas for the
Heat exchange surface: 105.37m2 bulkhead, with the nitrogen being used as an emergency if the air supply fails.
Air is used as the bulkhead seal since there is air on both sides of the seal
Capacity: 3650/41 litres (vapour/liquid) (compressor room and motor room). There is no leakage detection system
Design pressure: 0.57MPa(g)
BOG Compressors
present but there is a trip on low pressure.
Design temperature: -196ºC/+80ºC Manufacturer: Atlas Copco Energas GmbH
Type: GT 026 T2 K2 BOG Compressor Shaft Seal Gas System
The purpose of the pre-cooler is to ensure that the compressor discharge
Quantity: 2 Shaft seals are employed to seal the space between the impeller back face and
temperature remains constant, so protecting the cold box from large temperature
changes and the consequent damage caused by thermal stress. The pre-cooler Mass flow: 6,885kg/h the gearbox. Nitrogen is used as seal gas for the shaft seal which is designed to
consists of a tube-finned heat exchanger that is installed inside a vertical Design pressure: 1MPa keep the process gas from entering the shaft seal and thus destroying it, and to
separator and is designed to cool the incoming BOG from -100°C to -120°C. keep dangerous gases from entering the atmosphere or the gearbox.
It is also designed to separate out liquid droplets from the vapour to protect the Motor rated duty: 460kW
compressor from any liquid carry-over.

Illustration 4.7c Reliquefaction in Free-Flow Mode RR601

RR824 CR
Sealing Line
RN602 CR004 001
RN832
CR
CG811 CN951 RR822
002
RN846 RN847 RN848 RN849

CR003
RN843 RN844 RN845

CR802 CR801
CG817 No.2 H/D CG803 CG805 RN839 RN880 CR
CS806 Compressor Oil Separator No.2 CL012 703 CL011
CL014 CL013
CR803
CR863 RN841
LNG Vaporiser RN867
RL820
CG821 CG810 CS062 CS061 CR
RN836
RN834
CR862 No.1 H/D Demister RN837
CS051
CS804 Pre-Cooler CG816 CG802 CG804 RN871 CR008 005
Compressor Vessel CR
CS803 CR007 006
RN802
CG818 CG819
RN835
RR823 RN870
RG816 RG810 RN801
RR813
RN831
RR820 CL022 CL024 CL023 CL021
RR821
RN865
RL816 Heater CG826
CG841
CS052
RG822 1 st
2 nd RG802 RG804
CG832 RN838 CS064 CS063
RL819 RL818 RL817
RN842
RN879 RN829 RN868 RN827 RN825 RN823 RN821
CS801 CG833 BOG Heater
RR809
RL827 CG825 CG072 CG071
RG815 RG809 RN833 RN866
CG839 CG831
RL829
CG078 CG077
RL805 RL832
RL806 RL831
CG820
RN809 RN810
RN806
RR811
RG821 RG801 RG803 CS066 CS065

RL821
RL823 RL824
1st 2nd RN814

RR804 RR802
LNG Transfer CL032 CL034 CL033 CL031
RR812
No.1 BOG Compressor

RL812
Vent RG843
RN804
Pumps RG827
Gas CR011 CR010
RG846
RG845 RG826 RG844
RL810 RL848 RG849 RG825 CG CR012 CR009
RL808
RR810

EXP 3rd 2nd 1st CS068 CS067
Compressor /
RL811
RL822
RC804
RG850
RG847
RG851
RR808 RC808 RC807 CL042 CL044 CL043 CL041

RL809
RN807 RN808
RN805
RL849
RL815
RL807
RG842
RG848 RN813 CR015 CR014

To Separator
Cryogenic Heat RR803 RR801 CR016 CR013
RN803
To Gas
Unit
CG901 RC810 RC809
EXP 3rd 2nd 1st
No.1 Nitrogen Key
RC803 Compressor /
Expander Module LNG Liquid*
CG604
RC806 RC805
650 Vapour Return to Shore LNG Vapour*
650 Cargo Vapour
From Inert Gas Dryer Cargo Liquid
Nitrogen*
CG001 700
and Plant CG 700 Cargo Liquid
CG702
CG608 CG607 079 125 Spray Main
CG606
CG605
CG610
CL601
CR602
CR706
CG611
CG609
CR CR CS750 150 Vent and Relief Main

CR601 705 704
CL701
CG703
CG701
CR701
CL757 CS756 CS752 CS751
GCU N2
Vent Line CG171
CR702
CR CR
CL310
CL110
CL510
SAS551
707
SAS151
SAS451
CL210
413
SAS351
SAS251
CL410
CS155
CS255
CS555
CS355
CS455
CR CR CR CR CR
511 411 311 211 111
CG471
CG571
CG271
CG371
CR CR CR CR CR
512 412 312 212 112
CS560
CS456
CS460
CS156
CS356
CS556
CGR502 CGR402 CGR302 CS256 CGR202 CGR102

CS354
CS254
CS154
CGR CGR CGR CGR CGR
CR513
CR414
CS557
CS457
CS554
CS454
CL508
CL308
CL501
CL401
CL301
CL208
CL107
CL201
CL101
CS150 CS157
CS350 CS356
CL408
CS250 CS257
501 401 301 201 101
CG570
CG470
CG370
CG270
CG170
CR561
CR461
CR309
CR209
CR109
CS552
CS552
CS551
CS450
CS401
CS402
CS352
CS351
CS252
CS251
CS152
CS151
CL507
CL502
CL500
CL407
CL402
CL400
CL307
CL302
CL300
CL207
CL202
CL200
CL106
CL102
CL100
CL504
CL503
CL404
CL403
CL304
CL303
CL204
CL203
CL104
CL103

Cold Box Cryogenic Heat Exchanger LNG Pump Skid with Vent Gas Heater
The compressed boil-off gas transferred from the BOG compressor is cooled Manufacturer: Nordon Cryogenie SAS The LNG pump skid unit consists of the following main equipment:
and condensed in a large multi-pass heat exchanger called a cold box. The Material: 3003 aluminium • Pump
temperature in the heat exchanger is lowest at the bottom (-164°C) and
Duty N2 Pass 1: 7,633kW
highest at the top where it is slightly above the cooling water temperature. The • Pump bearing heater
low pressure nitrogen flows through from the bottom of the cryogenic heat Duty N2 Pass 2: 6,330kW
• Vent gas heater
exchanger to the top before it is returned to the suction side of the first stage Duty LNG Pass 3: 1,303kW
compressor on the nitrogen compander. Design pressure: 1.0/6.3/4.0MPa • Control panel
Design temperature: -196°C/+65ºC • Flow element with transmitter
The heat exchanger temperature is allowed to change at a maximum rate of 1°C
per minute, and the expander bypass valve protects the cold box temperature
from changing quicker than this. Separator LNG Transfer Pumps
Manufacturer; Nordon Cryogenie SAS Manufacturer: Cryomec

Illustration 4.7d Cold Box with Separator
Material: 5083 aluminium Model: VSMP 170-4-SC

Volume capacity: 0.89m3 Quantity: 2
Design pressure: 1.0/6.3/4.0MPa Type: Vertical motor pump
Design temperature: -196°C/+65ºC Fluid: LNG
Cryogenic Heat Exchanger Number of stages: 1
Liquid BOG (LBOG) and non-condensable gases are separated in the separator Flow rate: 250 litres/minute
where the liquid phase is returned to the cargo tanks by the differential pressure Suction pressure: 350kPa(g)
(when the BOG compressors are operating) between the separator and the Discharge pressure: 520kPa(g)
cargo tank. The gas phase is then vented to the gas combustion unit (GCU) or
Pump speed: 3,540 rpm
returned to the cargo tanks.
Absorbed power: 1.38kW
When the system is operating in free-flow mode, the BOG compressors are not Installed power: 4.0kW
operating, so in this mode the LBOG is returned to the tanks by the duty LNG NPSH: 0.2m with supercharger included in scope
return pump. It should be noted that the amount of vent gas will increase with
increasing nitrogen content in the BOG.
The LNG transfer pumps operate automatically during free-flow and normal
A three-way valve directs the vented gas either to the GCU through the vent modes based on the liquid level in the separator. The LNG pumps have variable
line or back to the cargo tanks via a separate vapour-return line. The three-way frequency drives that regulate the pump capacity depending on the level
Separator
valve has an automatic and manual mode and the operation in each can be controller in the separator, so the pump will run on minimum speed until the
described as follows: valve has opened completely. If the flow is too small for the pump to handle,
the level will be controlled by switching the pump on and off, based on a high
• Automatic Mode - In automatic mode the valve normally and low level signal from the level measurement.
directs vent gas to the cargo tanks, but if the cargo tank pressure
increases above its set point, the gas combustion unit is activated Each pump has temperature sensors fitted for motor winding and bearing cold
and the valve directs the vent gas to the GCU. end side, and these are connected to the process control system with alarm
• Manual Mode - In manual mode the operator decides where to limits. The pumps are also fitted with an internal thermostatic valve for cooling
direct the vent gas, however, if the cargo tank pressure increases the electrical motor. A small heater ensures that the motor cavity and bearings
The cold box is as shown in illustration 4.7d and consists of a plate-fin heat above its set point, the control system ensures that the valve are kept in gas.
exchanger and a liquid separator assembled inside a perlite insulated steel directs the vent gas to the GCU.
casing. A nitrogen purging system ensures that there is an over-pressure in the A vent valve has been provided to allow purging of the motor cage with
cold box at all times, and a cold box gas detector has been placed in the purging nitrogen before first start-up, but this must be kept closed under all other
stream outlet to detect if there is a leak inside the cold box. normal operating modes.

Illustration 4.7e Reliquefaction in Normal Operating Mode RR601

CR001
RR824 CR004
Sealing Line
CR002
RN602
RN832
CN951 RR822 CR003
CG811
CR703
RN846 RN847 RN848 RN849
RN843 RN844 RN845

CR802 CR801
CG817 No.2 H/D CG803 CG805 RN839 RN880 CL012 CL014 CL013 CL011
CS806 Compressor Oil Separator No.2
CR803
CR863
CR005
LNG Vaporiser RN841 RN867 CS062 CS061
RL820
CG821 CG810
CS051
CR008
RN836
RN834
CR006
CR862 Pre-Cooler CG816 No.1 H/D CG802 CG804 Demister RN837
CS804 RN871
Compressor Vessel CR007
CS803
RN802
CG818 CG819
RN835
RR823 RN870 CL022 CL024 CL023 CL021
RG816 RG810 RN801
RR813
RN831
RR820
CS052
RR821
RN865
RL816 Heater CG826 CS064 CS063
CG841
CG832 RN838
RL819 RL818 RL817
RN842
RN879 RN829 RN868 RN827 RN825 RN823 RN821
CS801 CG833 BOG Heater CG072 CG071
RR809
RL827 CG825
RG815 RG809 RN833 RN866
CG839 CG831 CG078 CG077
RL829
CS066 CS065
RL805 RL832
RL806 RL831
CG820
RN809 RN810
RN806
RR811
RG821 RG801 RG803

RL821
RL823 RL824
1st 2nd RN814

CL032 CL034 CL033 CL031
RR804 RR802
LNG Transfer
RR812
No.1 BOG Compressor

RL812
Vent RG843 CR011 CR010
RN804
Pumps RG827
Gas
RN820 RN819 RN816 CR012 CR009
Heater
CG801
RG846
RG845 RG826 RG844
RL810 RL808 RL848 RG849 RG825
RR810
No.1 Cold Box RC812 RC811 CS068 CS067

EXP 3rd 2nd 1st No.2 Nitrogen
Compressor /
RL811
RL822
RC804
RG850
RG847
No.2 Separator CL042 CL044 CL043 CL041
Expander Module
RG851
RR808 RC808 RC807

RL809 CR015 CR014
RN807 RN808
RN805
RL849
RL815
RL807
RG842
RG848 RN813
To Separator CR016 CR013
RN803
To Gas Key
Unit LNG Liquid*
CG901 RC810 RC809 No.1 Nitrogen
EXP 3rd 2nd 1st LNG Vapour*
RC803 Compressor /
Expander Module
RC806 RC805 Nitrogen*
CG802
650 Vapour Return to Shore
650 Cargo Vapour
From Inert Gas Dryer CG001 700 Cargo Liquid
CG079
and Plant 700 Cargo Liquid
CG702
CG608 CG607 125 Spray Main
CG606
CG605
CR704
CG610
CL601
CR602
CR706
CG611
CG609
CR601
CR705
CS750 150 Vent and Relief Main
CL700
CG703
CG701
CR701
CL757 CS756 CS752 CS751
GCU N2
Vent Line CG171
CR702
CR707
CR413
SAS551
SAS451
SAS251
SAS351
SAS151
CS555
CS355
CS255
CS155
CR511
CR411
CR311
CR211
CR111
CS455
CL510
CL410
CL310
CL210
CL110
CG571
CG471
CG371
CG271
CR512
CR412
CR312
CR212
CR112
CS560
CS460
CS456
CS356
CS256
CS156
CS556

CS354
CS254
CS154
CGR CGR CGR
CS554
CGR
CL408
CGR
CR513
CR414
CS557
CS454
CS457
CL508
CL501
CL308
CL208
CL107
CL401
CL301
CL201
CL101
CS150 CS157
CS350 CS356
CS250 CS257
501 401 301 201 101
CG570
CG470
CG370
CG270
CG170
CR561
CR461
CR309
CR209
CR109
CS552
CS552
CS551
CS450
CS401
CS402
CS352
CS351
CS252
CS251
CS152
CS151
CL507
CL502
CL500
CL407
CL402
CL400
CL307
CL302
CL300
CL207
CL202
CL200
CL106
CL102
CL100
CL504
CL503
CL404
CL403
CL304
CL303
CL204
CL203
CL104
CL103

Vent Gas Heater Nitrogen Companders An electrical heater has been installed to keep the oil temperature in the system
within preset limits when the compander is at standstill, and a fresh water heat
Manufacturer: Vanterus Manufacturer: Atlas Copco Energas
exchanger cools the oil when it is operating. The system is monitored for level,
Type: PSHE 2HH-44/1/1 Type: GT032 N3 D0 + ETI 150MS temperature and pressure, and when the auxiliary oil pump is started, the oil
Quantity: 2 (100% rating each) Quantity: 2 demister fan starts automatically.
Rated duty: 114kW Mass flow: 118,000kg/h
Volume capacity: 0.1m3 1st Stage compressor: 3.45MPa (design pressure) Nitrogen Booster Compressor Skid with Dryer
Design pressure: 1MPa 1st Stage compressor: 150ºC (design temperature) The unit consists of the following main equipment:
Design temperature: -196°C/+260ºC 1st Stage inter-cooler: 1,942kW (rated duty)
• Nitrogen dryers
1st Stage inter-cooler: 3.45MPa (design pressure)
The vent gas is heated to ambient temperature in a vent gas heater upstream of • Nitrogen booster compressors
1st Stage inter-cooler: 0/150ºC (design temperature)
the GCU, with the outlet temperature being controlled so that the temperature • Electric motors
2nd Stage compressor: 3.96MPa (design pressure)
of the gas stays within the GCU operating limitations.
2nd Stage compressor: 150ºC (design temperature)
The purpose of the nitrogen booster system is to replenish the reliquefaction
2nd Stage inter-cooler: 1,522kW (rated duty) loop with nitrogen due to leakages from nitrogen compressor seals. The
Gas Analyser
2nd Stage inter-cooler: 4.0MPa (design pressure) compressors will also operate during the loading and unloading of the R-loop
The gas analyser measures the CH4 (methane) content of the boil-off gas and refrigeration system.
2nd Stage inter-cooler: 0/150ºC (design temperature)
serves the following functions:
3rd Stage compressor: 6.6MPa (design pressure)
• To adjust the BOG compressor surge lines according to the Nitrogen Booster Compressors
3rd Stage compressor: 150ºC (design temperature)
BOG nitrogen content.
After-cooler: 2,280kW (rated duty) Manufacturer: ComprAir, UK
• Provides an input during capacity verification.
After-cooler: 6.6MPa (design pressure) Quantity: 2 (100% rating each)
• Provides an input to the nitrogen reliquefaction (R-loop) After-cooler: 0/150ºC (design temperature) Rated volume duty: 120m3/h
capacity control.
Expander: 6.6MPa (design pressure) Design pressure: 4.4MPa
Expander: -198ºC/+120ºC (design temperature) Design temperature: 200ºC
Nitrogen Reliquefaction Loop Motor rated duty: 5,400kW
The nitrogen booster compressors will try to maintain a pressure in the nitrogen
The main task of the reliquefaction loop (R-loop) is to provide the necessary reservoir based on a set point with a dead band. This is done by switching on
refrigerant to liquefy the boil-off gas from the cargo tanks. The nitrogen in the The nitrogen compander consists of two, three-stage compressors, an expander,
two-stage inter-coolers and one after-cooler. one compressor when the lower limit of the dead band has been reached and
loop is compressed in a three-stage centrifugal compressor with the gas being switching it off again when the upper limit has been reached. The set point in
cooled in a fresh water heat exchanger downstream of each stage. The gas then the reservoir will change in accordance with the R-loop first-stage compressor
flows to the cold box for pre-cooling and is then routed to the expander. When The system has been designed for one of the nitrogen companders to be
operating with the other isolated. Parallel operation of the two machines is suction pressure.
leaving the expander the nitrogen flows upwards through the cold box, cooling
both the warm nitrogen stream and the BOG stream. At the outlet of the cold not possible and the two companders are isolated from each other via double
box it is routed back to the compressor suction side. The capacity control of the isolation valves. All of the isolation valves have an interlock system fitted Nitrogen Dryer
loop is done by inventory control which involves letting nitrogen into or out of that utilise limit switches and the lead compander cannot start before all of
This unit is an absorption type dryer with alternating absorption and regeneration
the loop. The main components of the R-loop are as follows: the double shutdown isolating valves are open. Similarly, all of the shutdown
phases. The nitrogen will be alternately dried in one of the absorbers while the
valves that are used to isolate the standby compander must be closed. If the
• 2 sets of nitrogen companders (3-stage compressor/expander) other is being regenerated. This procedure ensures a continuous uninterrupted
standby nitrogen compander is to be started the situation is correspondingly
operation. Condensate, oil particles and dirt are removed in the pre-filter before
• 1 cold box opposite.
it goes into the dryer, where the nitrogen flows from the bottom of the chamber
• 2 sets of nitrogen booster compressors (1 duty and 1 standby) to the top through the lower shuttle valve and then to one of the absorbers.
Nitrogen Compander Lubricating Oil System The dried nitrogen then passes through an upper shuttle valve to the after-filter
• 2 sets of nitrogen dryers
The auxiliary electric oil pump maintains the oil pressure in the compander before going to the nitrogen booster compressor suction.
• 1 nitrogen reservoir during start-up, shutdown and when the machine trips, but the gearbox-driven
• Auxiliary systems pump maintains the oil pressure when the machine is running and up to
speed.

Nitrogen Reservoir Reliquefaction Mode In normal reliquefaction mode, the separator level control does not involve
the LBOG transfer pump, as the BOG compressor will provide sufficient head
Manufacturer: SB Verksted AS Reliquefaction Plant Off
for bringing the LBOG back to the cargo tanks. When it comes to the ability
Type: Horizontal ‘Reliquefaction plant off’ represents the situation when all sub-systems of handling rapid changes in BOR (boil-off rate) from the cargo tanks, the
Volume capacity: 3m3 associated with the reliquefaction plant are inactive. This situation will response time of the R-loop is significantly longer than that of the GCU. To
Design pressure: 4.4MPa typically take place when the system is started up for the first time or after gas be able to quickly ramp-up from low to high capacity, the GCU can be set to
Design temperature: -20°C/+75°C freeing the ship. operate in parallel with the R-loop, while the R-loop capacity is ramped-up to
take the entire load by itself. When this R-loop capacity has been reached the
Reliquefaction Plant Standstill GCU will be stopped.
The nitrogen reservoir’s purpose is to:
• Store nitrogen to perform capacity control. The base functions are initiated by pushing the ‘reliquefaction mode’ button.
The plant will then have access to utilities such as power, the nitrogen supply Vent Gas Mode
• Provide nitrogen to the main loop to cope with shaft seal
system will be initiated and the reliquefaction plant will be in the ‘reliquefaction If the BOG has a high nitrogen content, only partial reliquefaction will
leakages.
plant standstill’ mode. be applied to the incoming flow. In normal reliquefaction mode, the non-
• Hold sufficient volume to prevent PSVs lifting during power condensed gas (top product from the separator), denoted as ‘vent gas’, will
trips, etc. normally be directed back to the cargo tanks. In vent gas mode the vent gas will
Running Standby Mode
instead be redirected towards the GCU by changing the output flow direction
The cold box can be set in a position where it is cooled down and prepared of three-way valve RG827. It should be noted that the vent gas will consist of
Operation Stages for operation without sending any liquid boil-off gas LBOG back to the cargo approximately 70% nitrogen and 30% methane, and as such must be treated
tanks. The R-loop (nitrogen loop) will then be in operation, but only provides differently than normal methane-rich BOG by the GCU.
To avoid controlled venting of BOG from the cargo tanks the tank pressure sufficient cooling capacity to compensate for the heat ingress to the system via
will be controlled in one of two modes; the ‘reliquefaction mode’ or the ‘GCU the cold box walls, piping, etc. For stable operation in ‘running standby’ it is
mode’. Either of these modes contain different sub-modes as detailed below. necessary to have liquid present in the cold box separator. The start-up from Excessive BOG Mode
As far as possible the reliquefaction mode will be given priority over the GCU warm conditions will therefore require that the BOG section of the cold box has When one BOG compressor is incapable of controlling the cargo tank pressure
mode. The screen shot that shows the BOG operating modes has been shown access to BOG from the cargo tank, to be able to build up a liquid level in the alone, it will be necessary to start-up the second (lag) BOG compressor. This is
in illustration 4.7l. separator and to avoid sub-atmospheric pressures as a result of density changes what is referred to as the ‘excessive BOG mode’. When two BOG compressors
during cooling. The cold box BOG inlet valve RG825 must consequently not operate in parallel, any excess gas which can not be handled by the reliquefaction
Reliquefaction Mode be closed during the cooldown phase. When the liquid in the separator has system will be sent for disposal in the GCU. If the GCU is out of operation, the
reached normal liquid level low, and the temperatures in the lower parts of the gas flow that otherwise would have been handled by the GCU must be taken
• Reliquefaction plant off cold box have stabilised, the cold box BOG inlet valve RG825 can be closed, care of by controlled venting. Excessive BOG conditions can take place due
and running standby operation has been reached. to non-equilibrium tank conditions (eg, insufficient cooldown of tanks before
• Reliquefaction plant standstill
loading) or rough weather.
• Running standby mode
Free-Flow Mode
• Free-flow mode (ballast) GCU Mode
The free-flow mode is very similar to the running standby mode described
• Normal reliquefaction above. Physically, the only distinction is that the cold box BOG inlet valve GCU Standstill
• Vent gas mode RG825 will be open in the free-flow mode. ‘Free flow’ indicates that the BOG
is allowed to flow freely into the cold box without having been forced in by the The GCU standstill mode is equivalent to the reliquefaction plant standstill
• Excess boil-off gas mode BOG compressors. Consequently, if the cargo tank pressure is higher than the mode, in that the GCU will have access to all of the required utilities such as
separator pressure, BOG will flow into the cold box via the BOG compressor instrument air and power, etc. The GCU will have not received a start signal
bypass line. As the level increases in the separator, the duty LBOG transfer however, and does not have access to process gas (BOG or vent gas).
GCU Mode pump will be started by the level control system. The pump has sufficient
head capacity for bringing the LBOG from near-atmospheric pressure in the GCU Mode
• GCU standstill
separator to overcome the static head at the bottom of the cargo tanks.
If the R-loop is inoperable, the cargo tank pressure is maintained by running
• GCU mode
the BOG compressors and the GCU. When the plant is started up in GCU
Normal Reliquefaction Mode mode, the GCU is given priority to the reliquefaction plant. No gas will be sent
Normal reliquefaction occurs when the tank pressure control is performed by to the cold box when the system is in GCU mode, valve RG825 will be closed
one BOG compressor and the BOG compressor capacity is less than or equal and the cargo tank pressure control will be handled by the BOG compressor.
to 100% of maximum flow. The compressed gas from the BOG compressor is warmed up in a dedicated
BOG heater before being sent to the GCU.

The operator can manually initiate the reliquefaction mode from the GCU mode When this mixed layer enters the BOG compressor, the discharge temperature Reliquefaction Cooling Water System (Illustration 4.7f Refers)
via the BOG overview screen as shown in illustration 4.7l. The load (BOG flow) of the compressor stage 1 and 2 will raise because of the increasing molecular
Check that the ship’s reliquefaction fresh water cooling system is in operation
will then gradually be transferred from the GCU to the reliquefaction plant and weight. When the discharge temperature of stage 2 reaches 130°C, the
and that the cooling water valves are lined-up in accordance with the following.
the GCU stopped when all of the BOG is being handled by the R-loop. compressor will shut down. The rest of the gas must then be removed from
This description assumes that the No.1 reliquefaction plant fresh water cooler
the cargo tanks in free-flow mode by other means than the BOG compressor.
will be in service.
If the BOG compressor system is inoperable, the cargo tank pressure must be During both these special operating scenarios the pre-cooler is not available
controlled by a combination of free-flow to the GCU via the recycle lines of because LNG is not available for cooling. Therefore, if the compressor
a) Ensure that the cooling fresh water system is fully charged with
the HD compressors and controlled venting. If the R-loop is out of operation differential pressure moves close to the surge line and the anti-surge valve
water and that all air is vented from the system. Ensure that the
and the boil-off rate exceeds that which can be handled by the GCU, controlled (RG809/810) starts to operate (recycling), the BOG compressor will trip on
expansion tank drain valve is closed and the expansion tank is
venting must take place in parallel with the GCU operation. high inlet or high outlet temperature. When the BOG compressor is started
at the correct level. Top-up the tank if required from the fresh
for warming-up the cargo tanks or inerting, the recycle valve (RG809/810)
water service system.
must be closed. The GCU control valve must therefore be open to avoid warm
Special Operating Scenarios gas being returned to the compressor suction. When the BOG compressor is
b) Ensure all pressure gauge and instrumentation valves are open.
delivering gas to the GCU, the discharge pressure of the compressor must be
Additional to the above operating scenarios the BOG compressors can be used kept at such a level that the operating point remains within the compressor’s
for the following purposes: c) Ensure all vent valves are closed, then set up the remaining
performance curve.
valves as per the following table:
• BOG compressor operation during warming-up of the cargo
tanks where the suction temperature can be high Preparation for the Operation of the Reliquefaction Plant Position Description Valve
• BOG compressor operation during inerting of the cargo tanks
Open Reliquefaction plant fresh water cooling system FC34
The system should not be operated until the auxiliary systems have been started
expansion tank outlet valve
These cases will take place very seldom, may be only every dry docking or and lined-up correctly in accordance with the following:
if a tank has to be inspected between dry docking. To run the system in these Open No.1 reliquefaction plant fresh water cooler inlet WF209V
special operating modes, it must be selected on the screen, but this is password valve
Nitrogen Compander Oil System
protected to avoid it being accidentally selected during normal operations. Open No.1 reliquefaction plant fresh water cooler outlet WF211V
a) Check that the oil level in the compander sump is between the valve
BOG compressor operation will be required during the warming-up of the maximum and minimum levels. Replenish with the correct Closed No.2 reliquefaction plant fresh water cooler inlet WF210V
cargo tanks, prior to inerting the cargo tanks need to be warmed-up. Because grade of oil as necessary. It should be noted that the level will valve
of this the High Duty (HD) compressors will be used to circulate BOG gas fall when the system starts. Closed No.2 reliquefaction plant fresh water cooler outlet WF212V
through the gas heater back to the cargo tank until the tanks are warm. During valve
the warm-up, the volume of the vapour will increase and in doing so create
b) Switch on the compander sump heater and allow the oil to heat Operational Reliquefaction plant fresh water cooler 3-way WF280V
a higher pressure in the tanks. The pressure in the cargo tanks will then be
up to above 20°C. The heater is equipped with a local thermostat control valve
controlled and kept constant by the BOG compressors which will transfer the
BOG to the GCU. and over-temperature protection. Open No.1 reliquefaction plant fresh water cooling WF201V
pump suction valve
During this operation scenario the suction temperature of the BOG compressor c) Ensure the seal air and the demister fan systems are in operation Open No.1 reliquefaction plant fresh water cooling WF203V
will rise from -120°C up to a maximum of 40°C. The gas will be boil-off gas and check that they are working correctly. pump discharge valve
throughout the sequence. Open No.2 reliquefaction plant fresh water cooling WF202V
pump suction valve
Additional information:
BOG Compressor Operation During the Gas Freeing/Inerting of the Open No.2 reliquefaction plant fresh water cooling WF204V
• Sump oil content to be between 1,890 litres and 2,140 litres pump discharge valve
Cargo Tanks
• Oil temperature in the oil tank to be >20°C Open No.1 BOG compressor LO cooler inlet valve FC27
After the cargo tanks have been warmed-up, the inerting of the cargo tanks
can be started. The inert gas will enter the cargo tanks at the bottom. Since the • Oil temperature at the gearbox inlet when in operation to be Open No.1 BOG compressor LO cooler outlet valve FC28
inert gas has a higher molecular weight (30.42kg/kmol) than the BOG (16.04 approximately 48°C Open No.2 BOG compressor LO cooler inlet valve FC29
– 18.19kg/kmol), the inert gas will remain at the bottom of the cargo tank, Open No.2 BOG compressor LO cooler outlet valve FC30
• Oil pressure when the gearbox is in operation to be nominally
pushing the BOG to the top of the tank (piston effect). The BOG will then be Open No.1 BOG compressor motor inlet valve FC15
2.5 bar(g), although this can vary between 2.5 and 3.0 bar(g)
directed to the BOG compressor, compressed and sent to the GCU. At the top
• Differential pressure across the filters in operation should be Open No.1 BOG compressor motor outlet valve FC16
of the ‘piston’ a layer of BOG mixed with nitrogen will move towards the top
of the tank and finally enter the BOG compressor. approximately 0.2 to 0.4 bar Open No.2 BOG compressor motor inlet valve FC17
Open No.2 BOG compressor motor outlet valve FC18

Illustration 4.7f Reliquefaction Plant Fresh Water Cooling System
TI PI No.2 Air No.2 N2 No.2 N2

TI S39V Separators Booster Booster
Key
Compressor Compressor
210V S38V
TIAH
PI No.2 Heavy Duty Inter-cooler After-cooler Fresh Water Cooling
TX TI PI
PP039 TI Compressor FC26 RX RX RX RX Domestic Fresh Water
Lubricating FC14 FC13 FC14
804 805 810 811
TX 212V S37V Oil Cooler
DACS PI FC25 Sea Water
Central Fresh RX RX
Water Coolers for S40V No.2 Heavy Duty 806 812 Control Air
Set at Compressor FC24
TI Reliquefaction
36°C TI PI Plant Motor Electrical Signal
TI S35V
E
P FC23
WF213F 209V S34V No.1 Heavy Duty
PI
TI PI
Compressor FC22
TI Lubricating
0.7MPa
Control Oil Cooler
211V S33V FC21
Air No.1 PI
No.1 Heavy Duty
S36V Compressor FC20
PIAL
Motor Fresh
PX PP042
FC19 Water
208V Overboard S63V Fresh Water
Filling FC35
PCL
PS PP043 Expansion
RX RX Tank On Deck
809 803 LAL LS (1.5m3)
219V 204V 203V 218V Drain Cooler for FC32 RX RX RX RX

S18V S17V Cargo Heater 832 808 831 802
FC31 No.1 N2 No.1 N2

PI PI Sea Water Booster Booster FC34
Central Cooling
Cooling Compressor Compressor
Fresh Water Pump PI PI
No.2 No.1 Pumps for Inter-cooler After-cooler
for Reliquefaction Plant
Reliquefaction
(1,348m3/h x 400kPa) No.1
CI CI No.2 Plant
(1,250m3/h To Central Cooling
x 240kPa) Fresh Water System
CI CI
PX
PIAL (See Illustration 2.5.2b
PP035 Machinery Operating
202V 201V S15V S16V
PS
PCL Manual)
PP036
From Sea Water Crossover Main 255V

Nitrogen Compander Compressor Skid Unit No.2
(See Illustration 2.4.1a Machinery Operating Manual)
No.2 BOG 252V No.2 N2 No.2 N2 No.2 N2 No.2 N2 No.2 N2
No.2 BOG 254V
Compressor Compressor Compressor Compressor Compressor Compressor
FC30 Compressor FC18 1st Stage 2nd Stage Lubricating Oil
Lubricating Oil Motor Auxiliary After-cooler Motor
Cooler PI PI Inter-cooler Inter-cooler Cooler
Central
FC29 FC17
No.2 Cooling Fresh
Water Boost No.1
No.1 BOG No.1 BOG Pumps
Compressor FC28 Compressor FC16
CI
(91m3/h x 300kPa)
CI FC04 FC02
Lubricating Oil Motor From Central
Cooler 253V 251V
FC27 FC15 Cooling Fresh
Water System
(See Illustration 2.5.2b FC03 FC01
Machinery Operating
Manual)
No.1 N2 No.1 N2 No.1 N2 No.1 N2 No.1 N2
Compressor Compressor Compressor Compressor Compressor
1st Stage 2nd Stage After-cooler Lubricating Oil Motor
Inter-cooler Inter-cooler Cooler

Position Description Valve g) When all the machinery systems are operating, check that • Oil temperature in the oil tank to be >20°C (minimum)
the correct temperatures and pressures are being maintained • Oil temperature at the gearbox inlet when in operation:
Open No.1 HD compressor LO cooler inlet valve FC21
throughout the systems. Check also for system leaks when at the Approximately 48°C
Open No.1 HD compressor LO cooler outlet valve FC22 correct operating temperature.
Open No.2 HD compressor LO cooler inlet valve FC25 • Oil pressure when the compressor is in operation to be nominally
Open No.2 HD compressor LO cooler outlet valve FC26 Additional information: 2.5 bar(g), although this can vary between 2.5 and 3.0 bar(g)
Open No.1 HD compressor motor inlet valve FC19 • Water inlet temperature: Approximately 38°C • Differential pressure across the filters in operation should be
Open No.1 HD compressor motor outlet valve FC20 approximately 0.2 to 0.5 bar
• Water outlet temperature: Approximately 46°C when operating
Open No.2 HD compressor motor inlet valve FC23
• Cooling water operating pressure: >1.5 bar(g) BOG Compressor Cooling Water
Open No.2 HD compressor motor outlet valve FC24
Open Nitrogen compressor (skid No.1) inlet valve FC03 • Main electric motor cooling water flow rate: 60m3/h This system should be lined-up in accordance with the procedure already
Open Nitrogen compressor (skid No.1) outlet valve FC01 • Oil cooler cooling water flow rate: 29m3/h detailed for the nitrogen compander.
Open Nitrogen compressor (skid No.2) inlet valve FC04 • Gas cooler cooling water flow rate: 512m3/h Additional information:
Open Nitrogen compressor (skid No.2) outlet valve FC02
• Water inlet temperature: Approximately 36°C
Open No.1 nitrogen booster compressor inter-cooler Seal Gas System
inlet valve • Outlet temperature: Approximately 46°C when in operation
Confirm that the supply gas quality is within specification and that the system
Open No.1 nitrogen booster compressor inter-cooler • Cooling water operating pressure: >1.5 bar(g)
is in operation before the auxiliary oil pump is started.
outlet valves (2)
• Main electric motor cooling water flow rate: 7.3m3/h
Open No.2 nitrogen booster compressor inter-cooler Additional information:
inlet valve • Oil cooler cooling water flow rate: 8.2m3/h
• Seal gas system pressure: 0.2 bar
Open No.2 nitrogen booster compressor inter-cooler
outlet valves (2) • Seal gas expander to atmosphere: 0.1 to 0.3 bar Bulkhead Seal Gas System
Open No.1 nitrogen booster compressor after-cooler • Seal gas pressure to atmosphere: 0.1 to 0.3 bar Confirm that the seal air quality is within specification and that the system is
inlet valve in operation.
• Air supply antifreeze protection expander: 0.2 bar
Open No.1 nitrogen booster compressor after-cooler
outlet valves (2) • Differential pressure seal gas to gap pressure stages 1, 2 and 3: Additional information:
Open No.2 nitrogen booster compressor after-cooler 0.2 bar • Instrument air supply pressure: Between 1.5 and 10.0 bar (dew
inlet valve • Differential pressure seal gas to gap pressure expander: 0.2 bar point – 40°C)
Open No.2 nitrogen booster compressor after-cooler • Differential pressure seal gas filter: 0.05 to 0.2 bar • Nitrogen supply pressure: Between 1.0 and 10 bar. (Nitrogen
outlet valves (2) system is in case of air system failure.)
Open Cargo heater drains cooler inlet valve FC31
• Operating temperature: Approximately 40°C
Open Cargo heater drains cooler outlet valve FC32 BOG Compressor Oil System
d) At the local control panel, start one of the fresh water cooling a) Check that the oil level in the BOG compressor reservoir is
Compressor Seal Gas System
pumps and set the other to automatic standby. Check that the between the maximum and minimum levels. Replenish with the
correct grade of oil as necessary. It should be noted that the level Confirm that the supply gas quality is within specification and that the system
fresh water cooler 3-way temperature control valve is set at
will fall when the system starts. is in operation.
38°C and that the valve is operating correctly.
b) Warm-through the oil reservoir heater and allow the oil to heat Additional information:
e) Check that sea water cooling is being supplied to the fresh
water coolers in accordance with Section 2.4.1 of the Machinery up to above 20°C. The BOG compressor is equipped with a • Nitrogen supply pressure: Between 3.5 and 10 bar
Operating Manual. steam operated LO heater with the steam flow being controlled
by a thermostat located inside the reservoir.
f) Circulate the reliquefaction plant and cargo machinery cooling
water system and check all users are being supplied with cooling
water at the required temperature and pressure. Additional information:
• Reservoir oil content to be between 575 litres and 700 litres

Illustration 4.7g Reliquefaction Plant (No.1 Compander in use)
Nitrogen
Reservoir
RR601 CN705

RR824
RN602
RN832
Tanks
CG801 CN951 RR822
CG811 RN822
RN846 RN847 RN848 RN849
RN843 RN844 RN845

CS872 CR802 CR871 Normally Closed Oil
CG841 No.2 H/D CG803 CG805 RN839 RN880 Separator RN830 RN869 RN828 RN826 RN824
CG822 Dryer Separator
CR803
CR862 LNG Vaporiser RN841 RN826

RL820
To
Cargo CG821
RN836
RN834
Tanks CS871
Compressor Vessel
CS873
RN802
CG882
RN835
RR823 RN870
RG816 RG810
RN831
High Duty RN801
CG861 RR820
RR821
RN865
RL816 Heater
RR813
CG862 RN821
CG881
CG883
RN842
RN879 RN829 RN868 RN827 RN825 RN823
CS861 BOG Heater
RR809
RL827 CG852
CG851
RI829
RL805 RL832
RL806 RL831
CG880
RN809 RN810
RG821 RG801 RG803 RN806
RL821
RL823 RL824
RR811 1st 2nd RN814

RR804 RR802
LNG Transfer RN878 RN877
RR812
No.1 BOG Compressor

RL812

Gas RN804
RC820 RC819 RN816 F
Heater
RG846
RG845 RG826 RG844
RG849 RG825 CG
RL810 RL808 RL848
Compressor /
RL811
RL822
RC804
RG850
RG847
RG851
RR808 RC808 RC807

RL809
RN807 RN808
RL849
RL815
RL807
RN805
RL842
To Separator RG848 RN876 RN813

RL830 RL813 RN863 RN851 RN850 Exchanger RN875
To Gas RN803
Combustion CG900 RN864 RC818 RC817 RN815
Unit
EXP 3rd 2nd 1st
RC803
Compressor /
Expander Module
RC806 RC805

Key
LNG Liquid*
LNG Vapour*
Nitrogen*

Nitrogen Booster Compressor Skid The start-up time will depend on the ambient and operating conditions and the Set the system valves in accordance with the following tables:
required dew point and pre-loading of the desiccant. The lower the dew point,
The system should not be operated until the auxiliary systems have been started the longer the start-up time.
Nitrogen Booster Compressor
and lined-up correctly in accordance with the following:
LNG Pump Skid Position Description Valve
a) Check the oil level in the compressor sump and replenish with Open No.1 compressor dryer inlet valve RN821
the correct grade of oil as necessary. a) Ensure power is available to the transfer pump module.
Open No.2 compressor dryer inlet valve RN822
b) Line-up the system transfer valves in accordance with the cargo Open No.1 compressor inlet valve RN827
b) The cooling water system should be lined-up in accordance with
the procedure already detailed for the nitrogen compander. operating procedures detailed in Section 6 of this manual. Open No.2 compressor inlet valve RN828
Open No.1 compressor oil separator inlet valve RN831
c) When operating, check that the automatic condensate drains c) If the pump internals have been vented and exposed to Open No.2 compressor oil separator inlet valve RN832
open at 30 minute intervals. the atmosphere, they should be purged with nitrogen before
Open Nitrogen reservoir inlet isolating valve RN842
proceeding.
Open Nitrogen reservoir inlet valve RN845
Additional information:
Note: The purge valve on the top of the motor is used only for purging at Open Nitrogen reservoir outlet isolating valve RN846
• Sump oil content approximately 23 litres. Open Nitrogen reservoir outlet valve RN849
ambient temperature and must in all other cases remain firmly closed.
• Oil pressure when the compressor is in operation to be nominally
2.0 bar(g). d) If either pump has been isolated, slowly open the isolating Nitrogen Reservoir
valves and allow the pump(s) to cool down for a minimum of 15
CAUTION minutes before putting into service. During periods of standstill Position Description Valve
The booster compressor should not be run for longer than 30 seconds it is recommended to keep the upstream isolation valves open Closed Nitrogen reservoir vent valve RN601
with no oil pressure. and downstream valves closed. Closed Nitrogen reservoir drain valve RN602
• Cooling water flow: Sufficient to give 10°C to 12°C rise across Pre-Cooler Cold Box and Separator
the machine. Verify that the pre-commissioning activities have been completed and that the
Position Description Valve
cooler has been purged with nitrogen before initial start-up.
Open Cold box regulator isolating valve RN850
Nitrogen Dryers
Open Cold box regulator isolating valve RN863
a) Nitrogen gas is to be made available from ship system. The Nitrogen Reservoir
permissible residual oil content in the compressed nitrogen Verify that the pre-commissioning activities have been completed. The reservoir
before entering the dryer must not exceed 3mg/m3. An additional Nitrogen Compander (No.1 in use)
has to be purged and then filled with nitrogen from the nitrogen booster system
pre-filter will need to be installed if higher residual oil contents with a dew point of –80°C. Position Description Valve
are encountered.
Open No.1 compander nitrogen supply inlet valve RN803
Piping Open No.1 compander nitrogen supply inlet valve RN805
b) Nitrogen to be flushed through the drier until the dew point is
acceptable (-80°C). All of the system piping has to be purged with dry nitrogen before gassing-up Open No.1 compander inlet valve RN807
and start-up. The purge gas must have a nitrogen content of at least 97%, be Open No.1 compander inlet valve RN808
When starting the process flow, particular attention must be paid to the clean and have a dew point of -80°C. Closed No.2 compander nitrogen supply inlet valve RN804
operating pressure so that it does not fall below the specified minimum Closed No.2 compander nitrogen supply inlet valve RN806
operating pressure of 5 bar(g). If necessary, the filling of the downstream lines
has to be carried out via a throttling device. The specified values for minimum Closed No.2 compander inlet valve RN809
operating pressure and maximum flow rate have to be kept to prevent an undue Closed No.2 compander inlet valve RN810
loading of the dryer and the desiccant. Open No.1 compander compressor outlet valve RC817
Open No.1 compander compressor outlet valve RC818
Absorption dryers need a certain time when initially started up for stabilising Open No.1 compander expander inlet valve RC809
the process. During this time the dew point may be higher than specified.
Open No.1 compander expander inlet valve RC810
Open No.1 compander expander outlet valve RC805

Illustration 4.7g Reliquefaction Plant (No.1 Compander in use)
Nitrogen
Reservoir
RR601 CN705

RR824
RN602
RN832
Tanks
CG801 CN951 RR822
CG811 RN822
RN846 RN847 RN848 RN849
RN843 RN844 RN845

CS872 CR802 CR871 Normally Closed Oil
CG841 No.2 H/D CG803 CG805 RN839 RN880 Separator RN830 RN869 RN828 RN826 RN824
CG822 Dryer Separator
CR803
CR862 LNG Vaporiser RN841 RN826

RL820
To
Cargo CG821
RN836
RN834
Tanks CS871
Compressor Vessel
CS873
RN802
CG882
RN835
RR823 RN870
RG816 RG810
RN831
High Duty RN801
CG861 RR820
RR821
RN865
RL816 Heater
RR813
CG862 RN821
CG881
CG883
RN842
RN879 RN829 RN868 RN827 RN825 RN823
CS861 BOG Heater
RR809
RL827 CG852
CG851
RI829
RL805 RL832
RL806 RL831
CG880
RN809 RN810
RG821 RG801 RG803 RN806
RL821
RL823 RL824
RR811 1st 2nd RN814

RR804 RR802
LNG Transfer RN878 RN877
RR812
No.1 BOG Compressor

RL812

Gas RN804
RC820 RC819 RN816 F
Heater
RG846
RG845 RG826 RG844
RG849 RG825 CG
RL810 RL808 RL848
Compressor /
RL811
RL822
RC804
RG850
RG847
RG851
RR808 RC808 RC807

RL809
RN807 RN808
RL849
RL815
RL807
RN805
RL842
To Separator RG848 RN876 RN813

RL830 RL813 RN863 RN851 RN850 Exchanger RN875
To Gas RN803
Combustion CG900 RN864 RC818 RC817 RN815
Unit
EXP 3rd 2nd 1st
RC803
Compressor /
Expander Module
RC806 RC805

Key
LNG Liquid*
LNG Vapour*
Nitrogen*

Position Description Valve BOG Compressors Position Description Valve

Open No.1 compander expander outlet valve RC806 Position Description Valve Open Pre-cooler supply line valve RG819
Closed No.2 compander compressor outlet valve RN819 Open No.1 compressor inlet valve RG821 Open Pre-cooler outlet valve CS801
Closed No.2 compander compressor outlet valve RN820 Open No.1 compressor outlet valve RG803 Open Pre-cooler outlet line isolating valve RL829
Closed No.2 compander expander inlet valve RC811 Open No.1 compressor outlet valve to pre-cooler RG815 Open Flow meter inlet valve RL822
Closed No.2 compander expander inlet valve RC812 Open No.2 compressor inlet valve RG822 Open Flow meter outlet valve RG824
Closed No.2 compander expander outlet valve RC807 Open No.2 compressor outlet valve RG804 Closed Flow meter bypass valve RL821
Closed No.2 compander expander outlet valve RC808 Open No.2 compressor outlet valve to pre-cooler RG816 Closed No.2 transfer pump discharge bleed valve RL811
Operational No.1 compander outlet regulating valve RC803 Closed No.1 compressor purge/sample valves RG817 Closed No.1 transfer pump discharge bleed valve RL812
Operational No.1 compander outlet return valve RN813 Closed No.1 compressor purge/sample valves RG818
Open No.1 compander supply valves to nitrogen RN875 Closed No.1 compressor purge/sample valves RG805
Remote Operation of the Reliquefaction Plant
reservoir RN876 Closed No.1 compressor purge/sample valves RG806 Preparations for Starting the Reliquefaction Plant
Closed No.1 compressor purge/sample valves RG812 First set the required tank pressure and gas flow parameters at 25PICT001, then
Nitrogen Compander (No.2 in use) Closed No.1 compressor purge/sample valves RG811 select one of the three pressure measurement methods via the screen buttons
Closed No.2 compressor purge/sample valves RG819 labelled 1, 2 or 3 as shown in the mimic below.
Closed No.1 compander nitrogen supply inlet valve RN803 Closed No.2 compressor purge/sample valves RG820 • LADEN GAUGE (No.2)
Closed No.1 compander nitrogen supply inlet valve RN805 Closed No.2 compressor purge/sample valves RG807 • LADEN ABSOLUTE (No.1)
Closed No.1 compander inlet valve RN807 Closed No.2 compressor purge/sample valves RG808 • BALLAST GAUGE (No.3)
Closed No.1 compander inlet valve RN808 Closed No.2 compressor purge/sample valves RG813
Open No.2 compander nitrogen supply inlet valve RN804 Closed No.2 compressor purge/sample valves RG814
Open No.2 compander nitrogen supply inlet valve RN806
Open No.2 compander inlet valve RN809 Pre-Cooler and LNG Transfer Pumps
3
Open No.2 compander inlet valve RN810 Position Description Valve 2
1
Closed No.1 compander compressor outlet valve RN817 Open Separator outlet regulator isolating valve RG844
Closed No.1 compander compressor outlet valve RN818 Open Separator outlet regulator isolating valve RG845
Closed No.1 compander expander inlet valve RC809 Open Separator outlet regulator bypass valve RG846
Closed No.1 compander expander inlet valve RC810 Operational Three way control valve RG827
Closed No.1 compander expander outlet valve RC805 Open Vent gas heater inlet valve RG843
Closed No.1 compander expander outlet valve RC806 Open Vent gas heater bypass regulator isolating RG848
Open No.2 compander compressor outlet valve RC819 inlet valve
Open No.2 compander compressor outlet valve RC820 Open Vent gas heater bypass regulator isolating RG849
Open No.2 compander expander inlet valve RC811 outlet valve
Open No.2 compander expander inlet valve RC812 Closed Vent gas heater bypass isolating valve RG850
Open No.2 compander expander outlet valve RC807 Open Isolating valve to the CGU RL842
Open No.2 compander expander outlet valve RC808 Open No.1 LNG transfer pump inlet valve RL848
Operational No.2 compander outlet regulating valve RC804 Open No.2 LNG transfer pump inlet valve RL849
Operational No.2 compander outlet return valve RN814 Open No.1 LNG transfer pump outlet valve RG810
Open No.2 compander supply valves to nitrogen RN877 Open No.2 LNG transfer pump outlet valve RG809
reservoir RN878 Open No.1 LNG transfer pump leak-off valve RL806
Open No.2 LNG transfer pump leak-off valve RL805
Open Pre-cooler supply line valve RL827
Open Pre-cooler supply line valve RG817

Select the Lead/Lag Equipment c) Select the lead LNG transfer pump to be used by pressing the Process Start-Up
LEAD button (1).
a) Select the lead nitrogen booster compressor from the screen a) Select Reliquefaction Mode from the screen mimic by pressing
mimic by pressing the LEAD button (1). the RELIQ MODE button (1), then press the RELIQ STOP
BOG
Heater
GCU
BOG Burn
Reliq Modes button.
Reliq Start
0% WG Oil Burn
Reliq STBY
BOG GCU Reliq Modes 38 % WG BOG Burn
Heater BOG Burn Reliq Start
Reliq Stop
Ballast gauge
b) Place the compander, booster compressor, BOG compressor and
0% Start Stop 0%
38 %
WG Oil Burn
WG BOG Burn
Reliq STBY -145°C
-150°C Laden gauge LNG transfer pumps in AUTO as numbered (2), (3), (4), (5) on
Reliq Stop -160°C Vent Gas RG847 Laden absolute
Start Stop 0% Ballast gauge

-164°C
25HH-100
Heater Heater
GCU mode
the screen mimic.
-145°C 0%
Laden gauge Cold Box Reliq Mode
-150°C
-160°C Vent Gas RG847 Laden absolute -113 °C
-164°C
25HH-100
Heater Heater
GCU mode
RG827
To Cargo Tank
Auto
Booster1 Lead
Man
c) Start the reliquefaction process by pressing the RELIQ START
0%
Cold Box Reliq Mode
0%
Booster2 Lead button (6) on the screen mimic shown below.
-113 °C RG827 Auto Man RN843 RG826
0% Auto Man
To Cargo Tank Booster1 Lead 1 N2 CMP No.1 Lead
Booster2 Lead N2 CMP No.2 Lead
0% -161 °C
RN843 RG826 RL804 2.87 bar Auto Man BOG
0% Auto Man GCU Reliq Modes
1096 mm Bog No.1 Lead Heater BOG Burn
N2 CMP No.1 Lead 6 Reliq Start
0% Bog No.2 Lead 0% WG Oil Burn
N2 CMP No.2 Lead Reliq STBY
38 % WG BOG Burn
-161 °C 2.87 bar
Auto Man Reliq Stop
RL804 Auto Man -161 °C 1
LNG Pump No.1 Lead
Start Stop 0% Ballast gauge
1096 mm Bog No.1 Lead LNG Pump No.1 Lead -145°C
0% -150°C Laden gauge
Bog No.2 Lead 70 % Full Reliq
-160 °C
-160°C Vent Gas RG847 Laden absolute
Auto Man 0 °C -164°C Heater Heater
RL803 25VA101 Sequence status: NOT ACTIVE GCU mode
-161 °C Separator 25HH-100
LNG Pump No.1 Lead Active status: Cold Box 0% Reliq Mode 1
LNG Pump No.1 Lead 0% 3
70 % -113 °C RG827 Auto Man
Full Reliq
M 25DCE201
Seq
-160 °C 13 °C To Cargo Tank Booster1 Lead
RL803 0 °C 25VA101 Sequence status: NOT ACTIVE Booster2 Lead
Separator Active status: 0%
RN843 RG826 2
0%
d) Select the lead nitrogen compander to be used locally and 0% Auto Man
Seq N2 CMP No.1 Lead

13 °C M 25DCE201
manually line-up the system valves in accordance with the valve N2 CMP No.2 Lead
-161 °C 4
tables already provided. RL804 2.87 bar Auto Man
1096 mm Bog No.1 Lead
0%
b) Select the lead BOG compressor from the screen mimic by Bog No.2 Lead
5
Auto Man
pressing the LEAD button (1) as shown. Verify System Valve Positions -161 °C
LNG Pump No.1 Lead
LNG Pump No.1 Lead
a) Check and confirm that all of the nitrogen booster compressor 70 %

-160 °C
Full Reliq
BOG GCU Reliq Modes and compander valves have been correctly lined-up. Also check RL803 0 °C 25VA101
Separator
Sequence status:
Active status:
NOT ACTIVE
Heater
0%
BOG Burn
WG Oil Burn
Reliq Start that all of the nitrogen reservoir valves have been correctly set. 0%
Reliq STBY
38 % WG BOG Burn
Reliq Stop M 25DCE201
Seq
13 °C
-145°C
Start Stop 0% Ballast gauge b) Check and confirm that all of the BOG compressor valves have
-150°C Laden gauge
-160°C Vent Gas RG847 Laden absolute been correctly lined-up. The following items will be checked and run under this sequence to bring the
-164°C Heater Heater
25HH-100
Cold Box 0%
GCU mode
Reliq Mode
plant to Reliq Start mode:
c) Check and confirm that all of the pre-cooler and LNG pump
-113 °C RG827 Auto Man
valves have been correctly lined-up. • Nitrogen booster compressor in AUTO mode
To Cargo Tank Booster1 Lead
0%
Booster2 Lead
• LNG transfer pump in AUTO mode
RG826
RN843
0% Auto Man d) Check and confirm that all of the cold box and separator valves
N2 CMP No.1 Lead • BOG compressor in AUTO mode
N2 CMP No.2 Lead have been correctly lined-up.
RL804
-161 °C 2.87 bar Auto Man
• Nitrogen compander in AUTO mode
0%
1096 mm 1 Bog No.1 Lead
Bog No.2 Lead
e) Check and confirm that the isolation valve between the vapour • Duty compander running
Auto Man
header and the pre-cooler (CG610) is open.
-161 °C
LNG Pump No.1 Lead
• Nitrogen pressure satisfactory
LNG Pump No.1 Lead
70 % Full Reliq
f) Check that the nitrogen reservoir pressure is 40 bar • BOG system stopped
-160 °C
RL803 0 °C 25VA101
Separator
Sequence status: NOT ACTIVE
• Expander temperature satisfactory
0%
Active status:
g) Set up and start one spray pump recycling on a cargo tank ready
Seq for cooling the pre-cooler. • Cold box inlet valve RG825 open
13 °C M 25DCE201
• Cold box temperature below 150°C

Note: Pressing the RELIQ START button will set the system to operate in Reliquefaction Stop b) When the active alarms have been cleared, try to restart the
either free-flow, full reliquefaction mode, vent gas mode or excessive BOG compander. If a restart is not possible, wait until the suction
a) To stop the reliquefaction process, ideally move first to the
mode depending on which tank pressure control settings have been chosen pressure has reached 6.5 bar(g) and try again. If the compander
Standby mode which will allow the BOG compressor to slow
and the actual tank pressure. Sequences will follow in a controlled manner still fails to start, select the second compander as the lead
down and finally stop, then press the RELIQ STOP button (2)
as the computer follows the planned logic system to bring the plant into compander and go through the starting sequence already
on the screen mimic shown. This will stop the process and set
reliquefaction mode. described.
the system to a non-operating condition, ready for the items of
equipment to be shut down and the associated manual valves
It is first necessary for the R-Loop to start up, the compander being adjusted closed. Note: Parallel operation of the two machines is not possible and the two
to allow the circulated nitrogen to cool down the cold box at a rate of companders are isolated from each other via double isolation valves. All of
approximately 1°C per minute. the isolation valves have an interlock system fitted that utilise limit switches
BOG
and the lead compander cannot be started before all of the double shutdown
GCU Reliq Modes
The pre-cooler and lines to the BOG compressor are cooled down using a spray Heater
0%
BOG Burn 4 Reliq Start isolating valves are open. Similarly, all of the shutdown valves that are used
WG Oil Burn
pump to supply liquid to the pre-cooler at 3.5 bar and cycling the vapour outlet 38 % WG BOG Burn
1 Reliq STBY
2 Reliq Stop
to isolate the standby compander must be closed. When starting the standby
back to the vapour header via CG610, unless free-flow is the preferred mode. -145°C
Start Stop 0% Ballast gauge compander, the situation is correspondingly opposite.
-150°C Laden gauge
Note: Where the tank pressure/boil-off is not sufficient to support a 25HH-100
Cold Box 0%
3 GCU mode
Reliq Mode Shutdown from Operation with One BOG Compressor Running
compressor, free-flow the BOG via the compressor surge bypass lines to the -113 °C RG827 Auto Man
cold box once the cold box has reached temperature. Otherwise wait until the To Cargo Tank Booster1 Lead
Booster2 Lead Note: When operating with one BOG compressor, should this trip, it will
temperature at the outlet of the expander is approximately -140°C and the RN843
0%
RG826 automatically initiate the shutdown of the nitrogen compander.
0% Auto Man
BOG compressor will start automatically as part of the sequence. N2 CMP No.1 Lead
N2 CMP No.2 Lead
-161 °C
RL804 2.87 bar Auto Man
If the operating BOG compressor trips, restart the plant in ‘GCU AUTO mode’
Reliquefaction Standby Mode 0%
1096 mm Bog No.1 Lead
Bog No.2 Lead after selecting the lag BOG compressor for use. When the plant is restarted in
a) Pressing the RELIQ STANDBY button (1) on the screen mimic -161 °C
Auto Man this mode, the reliquefaction plant will be given priority over the GCU. The
LNG Pump No.1 Lead
shown below will take the system to Standby mode. LNG Pump No.1 Lead cargo tank pressure then has to be controlled by a combination of flow to the
70 %
-160 °C
Full Reliq
GCU and R-loop. If the R-loop is out of operation and the boil-off rate exceeds
RL803 0 °C
The following items will be checked and run under this sequence to bring the
25VA101
Separator
Sequence status:
Active status:
NOT ACTIVE
that which can be handled by the GCU, controlled venting must take place in
plant to Standby mode:
0%
parallel with the GCU operation.
M 25DCE201
Seq
13 °C
• Nitrogen booster compressor in AUTO mode a) Check the alarm list and acknowledge the alarms that are present.
• LNG transfer pump in AUTO mode GCU Mode Start Check out the nature of the alarms and correct as necessary via
reference to the manufacturer’s instruction manual.
• BOG compressor in AUTO mode
a) Start the tank pressure control process in GCU mode by pressing
• Nitrogen compander in AUTO mode the GCU MODE button (3) on the screen mimic shown. b) Restart the ‘lead’ nitrogen compander.
• Duty compander running
c) Select the standby (lag) BOG compressor as the lead machine
• Liquid level in separator satisfactory GCU Mode Stop
via the screen mimics as previously described, and when the
• Cold box temperature below 150°C a) To stop the gas burning process, press the RELIQ START valves have been lined-up correctly, start the compressor.
button (4) on the screen mimic. This will stop the process in a
• Ramp down BOG flow to <1,000kg/h
controlled manner by restarting the reliquefaction process and Shutdown from Operation with Two BOG Compressors Running
• Stop the BOG compressors set the GCU system to a preparatory condition.
• Close the cold box inlet valve RG825 Note: The shutdown of one BOG compressor when two are running will not
initiate a shutdown of the nitrogen compander.
Process Shutdown
The standby mode is of most use in conserving power by keeping the plant in
immediate readiness to respond to rising tank pressures. Where tank pressures Nitrogen Compander Process Shutdown a) Check the alarm list and acknowledge the alarms that are present.
are rising very slowly, such as on a ballast passage, it may be necessary to If the duty nitrogen compander trips during operation, proceed as follows: Check out the nature of the alarms and correct as necessary via
revert to the standby mode, as the power consumption is about 25% of the reference to the manufacturer’s instruction manual.
design power consumption. a) Check the alarm list and acknowledge the alarms that are present.
Check out the nature of the alarms and correct as necessary.

When two BOG compressors operate in parallel and one trips, any excess gas Separator Liquid Level Control Valve RL823 b) Manually adjust the bypass valve RN865 to decrease the running
which cannot be handled by the operating compressor and the reliquefaction loop inventory.
system will be sent for disposal in the GCU. If the GCU is out of operation for
CAUTION
any reason, the gas flow must be taken care of by controlled venting. Damage to Cold Box
If the BOG compressors are not running and RL823 fails, never close the
bypass valve RL821 to less than 50% open in order to prevent a pressure If the cold box is damaged, proceed as follows:
Nitrogen Booster Compressor Shutdown build-up.
a) Check the alarm list and acknowledge the alarms that are present. a) Close the inlet valve RG825 and re-route the BOG to the
Check out the nature of the alarms and correct as necessary via If the level control valve fails, the separator level can be controlled as GCU.
reference to the manufacturer’s instruction manual. follows:
b) Stop the compander
a) Close valve RL822 manually.
LNG Pump Shutdown c) Isolate the cold box.
a) Check the alarm list and acknowledge the alarms that are present. b) Manually adjust the bypass valve RL821 to maintain the level at
Check out the nature of the alarms and correct as necessary via the set point of 45%. Completion of Loading
reference to the manufacturer’s instruction manual.
a) Press the START Button to start the GCU and initially free-flow
Separator Pressure Control Valve RG826 across the HD compressors and HD heater.
Emergency Procedures If the valve fails, the separator pressure can be controlled as follows:
The following items of equipment have been fitted with local emergency a) Close valve RG844 manually.
pushbuttons. These have to be reset before the equipment can be restarted.
• BOG compressor skid b) Manually adjust the bypass valve RG846 to maintain the
pressure at 3.22 bar(g).
• Nitrogen compander
• Nitrogen booster compressor Vent Gas Temperature Control Valve RG847
• LNG pump skid If the valve fails, the vent gas temperature can be controlled as follows:
Start-Up After Emergency Shutdown a) Close valve RG848 manually.

a) Acknowledge the alarm, then remove the cause of the b) Manually adjust the bypass valve RG850 to maintain the
shutdown. temperature between 0°C and 50°C .
b) Reset the shutdown button, then initiate a normal plant start-up
procedure as previously described. R-Loop Loading Control Valve RN848
If the valve fails, increase of inventory capacity can be controlled as follows:
Operation During Failure of Components a) Close valve RN849 manually.
Note: Any manual operation of the reliquefaction system components can b) Ensure that RN803 or RN804 are open. b) Select and start a BOG compressor to supply boil-off gas to
cause a system shutdown if not operated correctly.
the GCU via the BOG heater and stop the free-flow via the HD
c) Set RN801 or RN802 to manual compressors.
Pre-cooler Liquid Supply Control Valve RL818
d) Increase the running loop inventory by manipulating RN801 or c) Prior to starting the reliquefaction plant, start a compander
If the valve fails, the BOG compressors inlet temperature can be controlled as RN802. cooling down the R-loop until the cold box reaches -150°C by
follows:
pressing the START button on Reliquefaction Compander Main
R-Loop Unloading Control Valve RN843 screen to perform a sequence start.
a) Close valve RL817 manually.
If the valve fails, decrease of inventory capacity can be controlled as follows:
d) STOP the BOG compressor and free-flow to the GCU across
b) Manually adjust the bypass valve RL816 to maintain the
a) Close valve RN842 manually. the HD compressors while setting up to start the reliquefaction
temperature between -120°C and -125°C.
plant.

e) Start the reliquefaction plant as per the section under REMOTE Position Description Valve Position Description Valve
OPERATION OF RELIQUEFACTION PLANT, page 14.
Open No.2 compander nitrogen supply inlet valve RN804 Close No.2 compander inlet valve RN809
Slowly No.2 compander nitrogen supply inlet valve RN806 Close No.2 compander inlet valve RN810
Other Operation Features open Close No.2 compander compressor outlet valve RN819
Manual Capacity Control of BOG Compressors Slowly No.2 compander outlet regulating valve RC804 Close No.2 compander compressor outlet valve RN820
open Close No.2 compander expander inlet valve RC811
a) Set the tank pressure controller 25PIC001 to Manual mode.
Close No.2 compander expander inlet valve RC812
b) Set the controller output to the required flow rate. c) Wait five minutes until the system pressure has equalised, then Close No.2 compander expander outlet valve RC807
open the valves in the table below:
Close No.2 compander expander outlet valve RC808
Note: Adjusting the capacity will modulate the DRVs or the anti-surge valve
on the BOG compressor. However, the control logic will ensure that the Position Description Valve b) Open the valves in the table below:
operating conditions will not exceed their limits. Open No.2 compander inlet valve RN809
Open No.2 compander inlet valve RN810 Position Description Valve
Open No.2 compander compressor outlet valve RN819 Open No.1 compander nitrogen supply inlet valve RN803
Note: In GCU mode the system will not respond to capacity settings below
50%. Open No.2 compander compressor outlet valve RN820 Slowly No.1 compander nitrogen supply inlet valve RN805
Open No.2 compander expander outlet valve RC807 open
Open No.2 compander expander outlet valve RC808 Open No.1 compander outlet regulating valve RC803
Changing Over Nitrogen Companders
Open No.2 compander expander inlet valve RC811
CAUTION Open No.2 compander expander inlet valve RC812 c) Wait five minutes until the system pressure has equalised, then
Before starting the other compander, ensure that any preventive open the valves in the table below:
maintenance has been completed. d) Start the nitrogen compander as described previously.
Note: Before changing over the companders, both machines must be Changing From No.2 Compander to No.1 Compander Open No.1 compander inlet valve RN807
stopped. Open No.1 compander inlet valve RN808
a) Isolate No.2 compander by closing the valves in the table
below: Open No.1 compander compressor outlet valve RN817
Note: When changing over companders at sea, click the Start GCU button. Open No.1 compander compressor outlet valve RN818
BOG
Open No.1 compander expander outlet valve RC805
GCU Reliq Modes
Changing from No.1 Compander to No.2 Compander Heater
0%
3 BOG Burn 6 Reliq Start Open No.1 compander expander outlet valve RC806
WG Oil Burn
Reliq STBY
a) Isolate No.1 compander by closing the valves in the table 38 % WG BOG Burn
Reliq Stop Open No.1 compander expander inlet valve RC809
below: -145°C
Start
1
Stop
2
0% Ballast gauge
Laden gauge Open No.1 compander expander inlet valve RC810
-150°C
25HH-100 GCU mode
Position Description Valve Cold Box 0% Reliq Mode
-113 °C
d) Start the nitrogen compander as described previously.
Close No.1 compander inlet valve RN807 RG827
To Cargo Tank
Auto
Booster1 Lead
Man
Close No.1 compander inlet valve RN808 0%

Booster2 Lead
RN843 RG826 Handling of Rapidly Increasing Tank Pressure

Close No.1 compander compressor outlet valve RN817 0% Auto
N2 CMP No.1 Lead
Man
Close No.1 compander compressor outlet valve RN818 N2 CMP No.2 Lead When in Normal Reliquefaction mode:
-161 °C 2.87 bar
RL804 Auto Man
Close No.1 compander expander inlet valve RC809 1096 mm Bog No.1 Lead • Press the GCU START button (1) to quickly handle a
Close No.1 compander expander inlet valve RC810
0% Bog No.2 Lead
rapidly increasing tank pressure and free-flow across the HD
-161 °C
Auto Man
compressors.
Close No.1 compander expander outlet valve RC805 LNG Pump No.1 Lead
LNG Pump No.1 Lead
Close No.1 compander expander outlet valve RC806 70 % Full Reliq • Observe the BOG control valve (3), and when the valve closes,
-160 °C
RL803 0 °C 25VA101 Sequence status: NOT ACTIVE press the CGU STOP button (2).
Separator Active status:
b) Open the valves in the table below: 0%
M 25DCE201
Seq
13 °C

Illustration 4.7h Reliquefaction Nitrogen Compander Vent

Vent
FIC
123 ZALL ZAHH ZALL ZAHH
P P
P 180 181 182 183
P P
HH
XX H Purge / Vacuum ZSLL ZSHH ZSLL ZSHH
107 RN811 180 181 182 183
I FK ZT
Instrument Air P 123 123
Key
Nitrogen RN813
RN807 RN808
Fresh Water Cooling P Cooling Cooling
Water Water Water RN803 RN805
Air PDI
HH
H
P 107
Electical Signal Nitrogen
HH
TE TI H Supply
111 111 PDT
107
P
P P P PT
RN815 P TI
HH
H 101
HH
I HH
After-Cooler HH HH
Inter-Cooler TI Inter-Cooler 103 P
TK ZT TIC H PI H TI H
H
P 104
120 120 120 110 106 2nd Stage 1st Stage HH
TE PT PI H
L
TE 103 102 102
PI PT TE LL
Control RC803 112 110 106 104

P
Signal TE Purge / Vacuum Control
120 PDI
P P P RC801 PT ZT
113 FT FI 102 L
LL Signal
112
109 109
To Atmosphere ZAHH ZSHH ZAHH ZSHH ZAHH ZSHH P
187 187 191 191 195 195 TE P TK TIC
RN RC
MIT RC805 PT 113 113 113
PDC
001 ZALL ZSLL 817 ZALL ZSLL 809 ZALL ZSLL 119 TI
HH
H
101
186 186 190 190 194 194 113 L
LL Expander 3rd Motor 2nd 1st
P P P P Control
P
Cooling Control Signal
RI892 P P P M Cabinet
PI
HH
H XX TXALL Water Control
119 113 113
ZAHH ZSHH ZAHH ZSHH ZAHH ZSHH
P
Signal
185 185 RN 189 189 RC 193 193
RI891 RC806
ZALL ZSLL 818 ZALL ZSLL 810 ZALL ZSLL To 1st Stage
184 184 188 188 192 192 Nitrogen
P P P
ZALL ZAHH
P
ZALL ZAHH
P
Compressor
From Cold 284 285 286 287
Box Top P P
ZSLL ZSHH ZSLL ZSHH
284 285 286 287
From 3rd
To Cold
Stage Nitrogen
Box Top RN820 RN819
ZALL ZAHH ZALL ZAHH Compressor
P P
292 293 294 295
From Nitrogen P P
Reservoir ZSLL ZSHH ZSLL ZSHH
292 293 294 295
To Cold From Nitrogen

Box Top RC808 RC807 Expander
ZALL ZAHH ZALL ZAHH
P P
288 289 290 291
HY
196 P P
ZSLL ZSHH ZSLL ZSHH
288 289 290 291
From Cold To Nitrogen

Box Mid. HK ZSL RC812 RC811 Expander
196 196
To Nitrogen
Reservoir
HY RN875 RN876
296 HK ZSL
From 3rd 296 296
Stage Nitrogen
Compressor RN877 RN878

Illustration 4.7i Reliquefaction Plant Cold Box and Separator

To Cargo Tank
To Cargo Tank
To Atmosphere
To Atmosphere
Bursting Disc Bursting Disc

Compressor Room
Deckhead
Control
Signal
Control
P P P
Signal
TDI
HH
H TDI
HH
H TDI
HH
H
Control
TI
080
015 080 065 Signal
To Gas Detection Panel
RN852
TI TE
Hydraulic 075 080
Oil To 1st
Stage Nitrogen
HY Compressor
FI 080 TI
005 065
TI
P 092
TI ZALL ZAHH
To BOG 015 080 081 TI TI TE
Heater P 093 070 065
From 3rd
ZSLL ZSHH HK
FT 080 081 080
Stage Nitrogen
TI TE
005 010 015 TE Compressor
RR809 090
From BOG
Compressor RG825 TE
091
RR808 To Vent
TE
From BOG 094
Gas Heater
Compressor P HH
PIC H Control
L
TE
P
030 LL Signal
TI TI TI 095
PT Control
085 090 094 TE
092
030 Signal
TI TI
TE P
091 095
085
TE LAHH
Cryogenic 093 041
Separator H
Control
TI Heat LT LIT LIC
090 Exchanger 041 040 040 Signal
LALL L
041
P
TI Key
020
TE TI Nitrogen
025 025
LNG Gas
PT
002 LNG Liquid
Hydraulic Oil
FI PI
015 010 Electrical Signal
Nitrogen
Supply From TI
Ship’s System RN850 RN851 RN863 095
To LNG
Transfer Pumps
RN864
From Nitrogen
Expander
To Nitrogen
Expander

Illustration 4.7j Nitrogen Booster Compressors
PK
055
To 1st Stage
of Nitrogen Booster
RN849 RN848 RN846 Vent Vent Compressors
Instrument RN847
I
Vent
Air P
RN
601
To 1st Stage
Inlet of Nitrogen
Nitrogen
Companders
Reservoir
RN
602
ZSL P
HY HK P
157 P
ZSL 255 255 PAHH PALL
HK RN 260 Cooling TI TAHH 232 230 HK MT MIC
ZSL PAHH 234 234
157 837 Water 235
P 250 274 274
HY
HK 255 HY
260 RN836 TSHH PI PI PSHH PI PSLL 250 PDI
Control HY 260 PSHH 234 233 238 232 231 230 ZSL 273
157 235 250
Signal To
Oil
Atmosphere
Separator PALL PSLL RN RN RN
RN839 RN880 RN832
RN830 236 236 859 828 826 RN824
Control HY HY
Cooler
ZSL PI PI
Signal 241 240 HY P
M
261 237
No.2 Nitrogen Booster 270 271
ZSL
Compressor RN857
256 HK HY No.2
261 261 Cooling
Dryer
Control ZSL ZSL HY
HK Water
PIC
158 258 H 256 256 Separator
Signal 055 PIC
045
HK HK RN834 HY HY
158 RN 258 RN 276 277
801 802 PT PI RN841 PDI

045 040 272
HY HY Nitrogen
158 258 Demister Supply From
Vessel RN870 Ship’s
RN822
PIC HY HK
RN P P System
P
Control 060 HY ZSL 155 155 PAHH PALL
RN 160 872 TI TAHH 132 130
Signal 162 Cooling PAHH
HK MT MIC
845 ZSL 134 134 P 150 174 174
HK 155 Water 135 HY
HY TSHH PI PI PSHH PI PSLL PDI
160 160 RN835 PSHH
150
ZSL
134 133 138 132 131 130 173
RN865 135 150
To
Oil
Control Atmosphere
Separator PALL PSLL RN RN RN
Signal RN838 RN879 RN831
RN829 136 136 868 827 825 RN823
RN Cooler
ZSL HY HY
844 ZSL 141 140 HY P PI PI
162
161 137
No.1 Nitrogen Booster M 170 171
PK
ZSL RN856
I
060
RN HK
156 HK HY Compressor No.2
P 843
162
161 161 Cooling Dryer
HY
HK Water Separator
156
Nitrogen 156
RN
From RN833
842 HY HY
Cryogenic Heat 176 177
Exchanger RN840 PDI

172
Nitrogen
PIC
158 Key Supply From
Ship’s
PIC Nitrogen RN821
Control 258 System
Signal Fresh Water
Air
Electrical Signal

Illustration 4.7k Nitrogen Compander Lubricating Oil System
Motor with Cooler

To From
Cooling Water
System
Drive Shaft
Interlock
TAHH TSHH Compander
1094 1094
Gearbox
TAH TSH TE
1094 1094 510
TI T TE
1094 1094 510
TAL TSL
1094 1094
Oil Pump
Start
Permission
Vent into Motor Room
TCLL Interlock
Winterstation On
1094 PALL PSLL
1094 1094
Auxiliary Oil TCLH 69RK- 69RK- 69RK- 69RK-
Pump Off 1094 PI P PT 822/828 821/827 820/826 819/825 Oil Demister
(During 1094 1094 511 On / Off
Compressor PAL
M
PSL On Off
Standby) 1094 1094 HS HS
Auxiliary Oil Start - -
Pump On Permission
MCC
Motor I
Oil ON - OFF -
Demister
Running
69RX- PI
E EL
521
Set at 250kPa(g) PCV 818/824 - -
512
Fault
EA EAL
PI - -
520
Set at 600kPa(g)
PCV7901 LI
500
Oil Pump
Lubricating Oil Heaters
Filters Cooler Oil Heater
Reservoir TCLH TSH TH Off TAH
Off
HS 69RX-817/823 (2,000 Litres) 503 503 - -
-
Oil Heater
Off Off
HS MCC TCLH TSH TH TAH
- Motor M 504 504 - -
ON - OFF
To From HS
Cooling Water -
Auxiliary Oil
PDG Off
508
System HS I Pump On
- -
Running Key
EL E
- -
Lubricating Oil
Start Oil Demister Fresh Water
Permission On / Off
Fault Electrical Signal
EAL EA
- -

Illustration 4.7l Cause and Effect Page 1 of 3
N2 BOOSTER COMPRESSOR #2 PSD TRIP (STARTER)

N2 BOOSTER COMPRESSOR #1 PSD TRIP(STARTER)
N2 FROM LOOP DISCHARGE TO BOOSTER SUCTION

N2 TO RESERVOIR OPEN REGULATOR VALVE 100%
COMMON ALARM / BEACON (COMPRESSOR ROOM)
BOG-COMPRESSOR #1 TRIP LAMP LOCAL CABINET

PSD TRIP BOOSTER COMPRESSOR #1
N2 FROM BOOSTER DISCHARGE TO RESERVOIR

N2 COMPANDER #1 TRIP LAMP LOCAL CABINET
N2 COMPANDER #2TRIP LAMP LOCAL CABINET
N2 FROM N2 DRIER TO BOOSTER #1 SUCTION

BOG-COMPRESSOR #1 AUX. OIL PUMP START
VENT GAS RETURN TO CARGO TANK - VALVE-

N2 FROM RESERVOIR TO BOOSTER SUCTION

BOG-COMPRESSOR #1 PSD TRIP (STARTER)
N2 FROM LOOP DISCHARGE TO RESERVOIR

ANTISURGE VALVE BOG COMPRESSOR #1
N2 COMPANDER #1 AUX OIL PUMP START

PSD TRIP BOG COMPRESSOR #1
LNG RETURN TRANSFER PUMP PSD TRIP
N2 COMPANDER #1 PSD TRIP (STARTER)

PSD SEAL OF COLD BOX INLET
PSD TRIP N2 COMPANDER #1
EFFECT
DESCRIPTION
BOG TO COLD BOX VALVE CLOSE

N2 COMPANDER #1 ANTISURGE
N2 BOOSTER COMPRESSOR #1
PSD TRIP LNG PUMP #1
(BYPASS CONTROL VALVE)

TRIP LAMP LOCAL CABINET
RG-827 (DE-ENERGIZE)
VALVE (DE-ENERGIZE)
VALVE (DE-ENERGIZE)
(DE-ENERGIZE)
(DE-ENERGIZE)
EFFECT ACTION
87 DE 104 DE-ENERGISE
25 HY 113 DE-ENERGISE
87 DE 110 ENERGISE
87 DE 154 ENERGISE
87 DE 254 ENERGISE
87 DE 354 ENERGISE
87 DE 404 ENERGISE
87 DE 454 ENERGISE
87 DE 554 ENERGISE
87 DE 654 ENERGISE
87 DE 320 START
87 DE 420 START
87 DE 520 START
87 DE 620 START
40 PV 060 OPEN
TAG
CAUSE
A B C D E F G H I 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 Comments
PSD TRIP BOG COMPRESSOR #1 A X X X X X
PSDTRIP BOG COMPRESSOR #2 B X X X X X X
PSD TRIP N2 COMPANDER #1 C X X X X X X X X X
PSD TRIP N2 COMPANDER #2 D X X X X X X X X X
PSD TRIP LNG PUMP #1 E X X X
PSD TRIP LNG PUMP #2 F X X X
PSD SEAL OF COLD BOX INLET G X X X
PSD TRIP BOOSTER COMPRESSOR #1 H X X X X X X X X
PSD TRIP BOOSTER COMPRESSOR #2 I X X X X X X X X
TRIP LIMIT
TAG DESCRIPTION SIGNAL LIMI UNIT
rev 04 1
rev 04 2
25 LT 041 SEPARATOR LEVEL LOW 25 LALL 041 500 .mm 3 X X
25 LT 041 SEPARATOR LEVEL HIGH 25 LAHH 041 400 .mm 4 X
rev 04 5 TD = 30 sec signal error
rev 04 25 ZSH 081 COLD BOX VALVE RG-825 (NOT CONFIRMED OPEN) 25 ZAHH 081 X DI 6 X X X
25 PT 102 BOG COMPRESSOR #1 - SUCTION PRESSURE - STAGE 1 25 PALL 102 0.7 kPa g 7 X LL setpoint -38.3 for IBS drainage
25 PT 102 BOG COMPRESSOR #1 - SUCTION PRESSURE - STAGE 1 25 PAHH 102 TBI kPa g 8 X
25 TE 106 BOG COMPRESSOR #1 - SUCTION TEMPERATURE - STAGE 1 25 TAHH 106 60 ºC 9 X
rev 04 10
25 TE 109 BOG COMPRESSOR #1 - DISCHARGE TEMPERATURE 25 TAHH 109 180 ºC 11 X
25 PT 111 BOG COMPRESSOR #1 - DISCHARGE PRESSURE 25 PAHH 111 000 kPa g 12 X
25 PDT 116 BOG COMPRESSOR #1 - SURGE PROTECTION 1ST STAGE 25 PDAHH 116 X Logic 13 X see surge prot. Logic
25 PDT 117 BOG COMPRESSOR #1 - SURGE PROTECTION 2ND STAGE 25 PDAHH 117 X Logic 14 X see surge prot. Logic
25 PDT 118 BOG COMPRESSOR #1 - SURGE PROTECTION 3RD STAGE 25 PDAHH 118 X Logic 15 X see surge prot. Logic
25 TE 150 LNG PUMP #1 - MOTOR TEMPERATURE HIGH 25 TAHH 150 150 ºC 18 X
25 TE 152 LNG PUMP #1 - TEMPERATURE LOW 25 TALL 152 -35 ºC 19 X
25 TE 152 LNG PUMP #1 - TEMPERATURE HIGH 25 TAHH 152 110 ºC 20 X
rev 04 21
25 PT 202 BOG COMPRESSOR #2 - SUCTION PRESSURE - STAGE 1 25 PALL 202 0.7 kPa g 22 X LL setpoint different for IBS drainage
25 PT 202 BOG COMPRESSOR #2 - SUCTION PRESSURE - STAGE 1 25 PAHH 202 TBI kPa g 23 X
rev 04 25
25 TE 209 BOG COMPRESSOR #2 - DISCHARGE TEMPERATURE 25 TAHH 209 180 ºC 26 X
25 PT 211 BOG COMPRESSOR #2 - DISCHARGE PRESSURE 25 PAHH 211 000 kPa g 27 X
25 PDT 216 BOG COMPRESSOR #2 - SURGE PROTECTION 1ST STAGE 25 PDAHH 216 X Logic 28 X Surge trip after 3 surges
25 PDT 217 BOG COMPRESSOR #2 - SURGE PROTECTION 2ND STAGE 25 PDIHH 217 X Logic 29 X Surge trip after 3 surges
25 PDT 218 BOG COMPRESSOR #2 - SURGE PROTECTION 3RD STAGE 25 PDIHH 218 X Logic 30 X Surge trip after 3 surges
25 TE 250 LNG PUMP #2 - MOTOR TEMPERATURE 25 TAHH 250 150 ºC 33 X
25 TE 252 LNG PUMP #2 - TEMPERATURE 25 TALL 252 -35 ºC 34 X
25 TE 252 LNG PUMP #2 - TEMPERATURE 25 TAHH 252 110 ºC 35 X
rev 04 36
25 PDT 304 BOG COMPRESSOR #1 - DIFF. PRES. BUFFER GAS AGAINST SUCTION LIN 25 PDALL 304 2 kPa 37 X
80 TE 321 BOG COMPRESSOR #1 - DE MOTOR BEARING TEMP. 25 TAHH 321 95 ºC 40 X
80 TE 322 BOG COMPRESSOR #1 - NDE MOTOR BEARING TEMP. 25 TAHH 322 95 ºC 41 X
80 TE 331 BOG COMPRESSOR #1 - MOTOR U WINDING TEMP. 25 TAHH 331 145 ºC 42 X
80 TE 332 BOG COMPRESSOR #1 - MOTOR V WINDING TEMP. 25 TAHH 332 145 ºC 43 X
80 TE 333 BOG COMPRESSOR #1 - MOTOR W WINDING TEMP. 25 TAHH 333 145 ºC 44 X
25 TE 380 BOG COMPRESSOR #1 - BEARING TEMP. - STAGE 1 25 TAHH 380 125 ºC 45 X
25 VT 381 BOG COMPRESSOR #1 - SHAFT VIBRATION - STAGE 1 25 VAHH 381 39 µm 46 X
25 TE 382 BOG COMPRESSOR #1 - BEARING TEMP. OPPOSITE STAGE 1 25 TAHH 382 125 ºC 47 X
25 VT 383 BOG COMPRESSOR #1 - SHAFT VIBRATION OPPOSITE STAGE 1 25 VAHH 383 39 µm 48 X
25 ZT 386 BOG COMPRESSOR #1 - AXIAL DISPLACEMENT BULL 'GEAR 25 ZAHH 386 0.3 .mm 51 X
26 ZT 386 BOG COMPRESSOR #1 - AXIAL DISPLACEMENT BULL 'GEAR 26 ZALL 386 -0,3 .mm 52 X
25 TE 386 BOG COMPRESSOR #1 - SHAFT VIBRATION - STAGE 3 25 TAHH 386 125 ºC 53 X
80 TE 421 BOG COMPRESSOR #2 - DE MOTOR BEARING TEMP. 25 TAHH 421 95 ºC 58 X
80 TE 422 BOG COMPRESSOR #2 - NDE MOTOR BEARING TEMP. 25 TAHH 422 95 ºC 59 X
80 TE 431 BOG COMPRESSOR #2 - MOTOR U WINDING TEMP. 25 TAHH 431 145 ºC 60 X
80 TE 432 BOG COMPRESSOR #2 - MOTOR V WINDING TEMP. 25 TAHH 432 145 ºC 61 X
80 TE 433 BOG COMPRESSOR #2 - MOTOR W WINDING TEMP. 25 TAHH 433 145 ºC 62 X
25 TE 482 BOG COMPRESSOR #2 - BEARING TEMP. OPPOSITE STAGE 1 25 TAHH 482 125 ºC 65 X
25 VT 483 BOG COMPRESSOR #2 - SHAFT VIBRATION OPPOSITE STAGE 1 25 VAHH 483 41 µm 66 X
25 ZT 486 BOG COMPRESSOR #2 - AXIAL DISPLACEMENT BULL 'GEAR 25 ZAHH 486 0.3 .mm 69 X
25 ZT 486 BOG COMPRESSOR #2 - AXIAL DISPLACEMENT BULL 'GEAR 25 ZALL 486 -0,3 .mm 70 X

Illustration 4.7m Cause and Effect Page 2 of 3










EFFECT
DESCRIPTION


VALVE (DE-ENERGIZE)
VALVE (DE-ENERGIZE)
(DE-ENERGIZE)
(DE-ENERGIZE)
EFFECT ACTION
87 DE 110 ENERGISE
87 DE 154 ENERGISE
87 DE 254 ENERGISE
87 DE 354 ENERGISE
87 DE 404 ENERGISE
87 DE 454 ENERGISE
87 DE 554 ENERGISE
87 DE 654 ENERGISE
87 DE 320 START
87 DE 420 START
87 DE 520 START
87 DE 620 START
40 PV 060 OPEN
TAG
CAUSE
TRIP LIMIT
BOG COMPRESSOR #1 - PDT MEASUREMENT FAILURE - 2 OUT OF 3 -
NA NA NA 25PDT116, 25PDT117, 25PDT118 NA NA NA X Logic 73 X TD = 30 sec
BOG COMPRESSOR #2 - PDT MEASUREMENT FAILURE - 2 OUT OF 3 -
NA NA NA 25PDT216, 25PDT217, 25PDT218 NA NA NA X Logic 74 X TD = 30 sec
25 LSHH 101 BOG COMPRESSOR #1 - LEAKAGE DETECTION INTERCOOLER #1 25 LAHH 101 X DI 75 X
NA NA NA GCU TRIP - RELIQUEFACTION PLANT RUNNING IN GCU MODE NA NA NA X Logic 81 X X
rev 04 NA NA NA GCU TRIP - VENT GAS MODE NA NA NA X Logic
rev 04 NA NA NA GCU TRIP - EXCESSIVE BOG MODE NA NA NA X Logic X X Trip lag BOG compressor
NA NA NA BOG COMPRESSOR #1 - STONEWALL DETECTED NA NA NA X Logic 82 X
NA NA NA BOG COMPRESSOR #2 - STONEWALL DETECTED NA NA NA X Logic 83 X
COLD BOX INLET VALVE (RG-825) CLOSED WHEN RUNNING IN
NA NA NA EXCESSIVE BOG MODE NA NA NA X Logic 84 X X
rev 04 40 PT 046 N2 RESERVOIR PRESSURE 40 PAHH 046 4100 kPa g 85 X X
40 PT 102 N2 COMPANDER #1 - SUCTION PRESSURE - STAGE 1 40 PALL 102 20 kPa g 86 X Trip only active at 100% speed
40 PT 102 N2 COMPANDER #1 - SUCTION PRESSURE - STAGE 1 40 PAHH 102 1200 kPa g 87 X Trip only active at 100% speed
40 TE 103 N2 COMPANDER #1 - INLET TEMPERATURE - STAGE 1 40 TAHH 103 53 ºC 88 X Trip 3 min delay after start
rev 04 91 Surge trip
40 PT 110 N2 COMPANDER #1 - DISCHARGE PRESSURE - STAGE 3 40 PAHH 110 5000 kPa g 92 X Also trip if 40PT110 & 40PDT107 meas. failure
40 XX 110 N2 COMPANDER #1 - SURGE PROTECTION 40 XAHH 110 X Logic 93 X Surge trip
rev 04 40 TE 111 N2 COMPANDER #1 - 3RD STAGE COOLER OUTLET TEMP. 40 TAHH 111 53 ºC 94 X
40 TE 114 N2 COMPANDER#1 - EXPANDER OUTLET TEMP. 40 TAHH 114 80 ºC 95 X
40 TE 114 N2 COMPANDER #1 - EXPANDER OUTLET TEMP. 40 TALL 114 A) ºC 96 X A) Acc. Dewpoint temp. + safety margin
40 TE 113 N2 COMPANDER #1 - EXPANDER OUTLET 40 TXALL 113 80 ºC 97 X Trip level = (Dewpoint temp.+ margin)
rev 04 40 TE 021 N2 COMPANDER #1 - TEMP. TO BOTTOM OF COLDBOX 40 TAHH 021 TBI ºC 98 X
rev 04 40 TE 021 N2 COMPANDER #1 - TEMP. TO BOTTOM OF COLDBOX 40 TALL 021 TBI ºC 99 X
40 PSLL 130 N2 BOOSTER COMP. #1 - SUCTION PRESSURE 40 PALL 130 400 kPa g 100 X
40 PSHH 132 N2 BOOSTER COMP. #1 - SUCTION PRESSURE 40 PAHH 132 525 kPa g 101 X
40 TSHH 134 N2 BOOSTER COMP. #1 - DISCHARGE TEMPERATURE 40 TAHH 134 155 ºC 102 X
40 PSHH 135 N2 BOOSTER COMP. #1 - DISCHARGE PRESSURE 40 PAHH 135 4000 kPa g 103 X
40 PSLL 136 N2 BOOSTER COMP. #1 - OIL PRESSURE 40 PALL 136 100 kPa g 104 X
40 ZSL 180 N2 COMP. #1 - SUCTION ISOLATION VLAVE RN-807 & RN-808 (NOT 40 ZALL 180 X DI 105
X N2 Compander #2 running
rev 04 40 ZSL 182 CONFIRMED CLOSED) 40 ZALL 182 X DI 106
Trip lead BOG compressor, delay 2 sec (LAG BOG, if
rev 04 NA NA NA N2 COMPANDER #1 TRIP AND VALVE RG-825 OPEN NA NA NA X Logic 107 X running, may continue to run towards GCU, LAG will
automatically become LEAD BOG)
Trip lead BOG compressor, delay 2 sec (LAG BOG, if
rev 04 NA NA NA N2 COMPANDER #2 TRIP AND VALVE RG-825 OPEN NA NA NA X Logic 108 X running, may continue to run towards GCU, LAG will
automatically become LEAD BOG)
40 ZSL 184 N2 COMP. #1 - VALVES TO COLDBOX TOP RN-818 & RN-817 (NOT 40 ZALL 184 X DI 109
rev 04 111-112
40 ZSL 188 N2 COMP. #1 - VALVES FROM COLDBOX MIDDLE RC-810 & RC-809 (NOT 40 ZALL 188 X DI 113
rev 04 115-116
40 ZSL 192 N2 COMP. #1 - VALVES TO COLDBOX BOTTOM RC-806 & RC-805 (NOT 40 ZALL 192 X DI 117
rev 04 119-120
40 PT 202 N2 COMPANDER #2 - SUCTION PRESSURE - STAGE 1 40 PALL 202 20 kPa g 121 X Trip only active at 100% speed
40 PT 202 N2 COMPANDER #2 - SUCTION PRESSURE - STAGE 1 40 PAHH 202 1200 kPa g 122 X Trip only active at 100% speed
rev 04 126 Surge trip
40 PT 210 N2 COMPANDER #2 - 3RD STAGE OUTLET PRESSURE 40 PAHH 210 5000 kPa g 127 X Also trip if 40PT110 & 40PDT107 meas. failure
40 XX 210 N2 COMPANDER #2 - SURGE PROTECTION 40 XAHH 210 X Logic 128 X Surge trip
rev 04 40 TE 211 N2 COMPANDER #2 - 3RD STAGE COOLER OUTLET TEMP. 40 TAHH 211 53 ºC 129 X
40 TE 214 N2 COMPANDER#2 - EXPANDER OUTLET TEMP. 40 TAHH 214 80 ºC 130 X
40 TE 214 N2 COMPANDER #2 - EXPANDER OUTLET TEMP. 40 TALL 214 A) ºC 131 X A) Acc. Dewpoint temp. + safety margin
40 TE 213 N2 COMPANDER #2 - EXPANDER OUTLET 40 TXALL 213 80 ºC 132 X Trip level = (Dewpoint temp.+ margin)
40 PSLL 230 N2 BOOSTER COMP. #2 - SUCTION PRESSURE 40 PALL 230 400 kPa g 133 X
40 PSHH 232 N2 BOOSTER COMP. #2 - SUCTION PRESSURE 40 PAHH 232 525 kPa g 134 X
40 TSHH 234 N2 BOOSTER COMP. #2 - DISCHARGE TEMPERATURE 40 TAHH 234 155 ºC 135 X
40 PSHH 235 N2 BOOSTER COMP. #2 - DISCHARGE PRESSURE 40 PAHH 235 4000 kPa g 136 X
40 PSLL 236 N2 BOOSTER COMP. #2 - OIL PRESSURE 40 PALL 236 100 kPa g 137 X
40 ZSL 280 N2 COMP. #2 - SUCTION ISOLATION VLAVE RN-809 & RN-810 (NOT 40 ZALL 280 X DI 138
rev 04 140-141

Illustration 4.7n Cause and Effect Page 3 of 3










EFFECT
DESCRIPTION


VALVE (DE-ENERGIZE)
VALVE (DE-ENERGIZE)
(DE-ENERGIZE)
(DE-ENERGIZE)
EFFECT ACTION
87 DE 110 ENERGISE
87 DE 154 ENERGISE
87 DE 254 ENERGISE
87 DE 354 ENERGISE
87 DE 404 ENERGISE
87 DE 454 ENERGISE
87 DE 554 ENERGISE
87 DE 654 ENERGISE
87 DE 320 START
87 DE 420 START
87 DE 520 START
87 DE 620 START
40 PV 060 OPEN
TAG
CAUSE
TRIP LIMIT
40 ZSL 284 N2 COMP. #2 - VALVES TO COLDBOX TOP RN-820 & RN-819 (NOT 40 ZALL 284 X DI 142
rev 04 144
rev 04 145
40 ZSL 288 N2 COMP. #2 - VALVES FROM COLDBOX MIDDLE RC-812 & RC-811 (NOT 40 ZALL 288 X DI 146
rev 04 148-149
rev 04 40 ZSL 292 N2 COMP. #1 - VALVES TO COLDBOX BOTTOM RC-808 & RC-807 (NOT 40 ZALL 292 X DI 150
rev 04 152-153
40 PT 510 N2 COMPANDER #1 - SEAL AIR PRESSURE 40 PALL 510 10 kPa g 154 X
80 TE 521 N2 COMPANDER #1 - MOTOR BEARING DE TEMP. 40 TAHH 521 95 ºC 155 X
80 TE 522 N2 COMPANDER #1 - MOTOR BEARING NDE TEMP. 40 TAHH 522 95 ºC 156 X
80 TE 531 N2 COMPANDER #1 - MOTOR WINDING U TEMP. 40 TAHH 531 145 ºC 157 X
80 TE 532 N2 COMPANDER #1 - MOTOR WINDING V TEMP. 40 TAHH 532 145 ºC 158 X
80 TE 533 N2 COMPANDER #1 - MOTOR WINDING W TEMP. 40 TAHH 533 145 ºC 159 X
40 PT 540 N2 COMPANDER #1 - SEAL GAS PRESSURE TO ATMOSPHERE 40 PAHH 540 90 kPa g 160 X
40 PT 560 N2 COMPANDER #1 - SEAL GAS PRESS. EXPANDER TO ATMOSPHERE 40 PAHH 560 90 kPa g 161 X
40 TE 580 N2 COMPANDER #1 - BEARING TEMP. - STAGE 1 40 TAHH 580 125 ºC 162 X
40 VT 581 N2 COMPANDER #1 - SHAFT VIBRATION - STAGE 1 40 VAHH 581 56 µm 163 X
40 TE 586 N2 COMPANDER #1 - EXPANDER BEARING TEMP. 40 TAHH 586 125 ºC 168 X
40 VT 587 N2 COMPANDER #1 - EXPANDER SHAFT VIBRATION 40 VAHH 587 50 µm 169 X
40 ZT 590 N2 COMPANDER #1 - AXIAL DISPLACEMENT BULLGEAR 40 ZAHH 590 +0.313 .mm 170 X
rev 04 40 ZT 590 N2 COMPANDER #1 - AXIAL DISPLACEMENT BULLGEAR 40 ZALL 590 -0.313 .mm 171 X
40 PT 610 N2 COMPANDER #2 - SEAL AIR PRESSURE 40 PALL 610 10 kPa g 172 X
80 TE 621 N2 COMPANDER #2 - MOTOR BEARING DE TEMP. 40 TAHH 621 95 ºC 173 X
80 TE 622 N2 COMPANDER #2 - MOTOR BEARING NDE TEMP. 40 TAHH 622 95 ºC 174 X
80 TE 631 N2 COMPANDER #2 - MOTOR WINDING U TEMP. 40 TAHH 631 145 ºC 175 X
80 TE 632 N2 COMPANDER #2 - MOTOR WINDING V TEMP. 40 TAHH 632 145 ºC 176 X
80 TE 633 N2 COMPANDER #2 - MOTOR WINDING W TEMP. 40 TAHH 633 145 ºC 177 X
40 PT 640 N2 COMPANDER #2 - SEAL GAS PRESSURE TO ATMOSPHERE 40 PAHH 640 90 kPa g 178 X
40 PT 660 N2 COMPANDER #2 - SEAL GAS PRESS. EXPANDER TO ATMOSPHERE 40 PAHH 660 90 kPa g 179 X
rev 04 40 VT 683 N2 COMPANDER #2 - SHAFT VIBRATION - STAGE 2 40 VAHH 683 56 µm 183 X
40 TE 686 N2 COMPANDER #2 - EXPANDER BEARING TEMP. 40 TAHH 686 125 ºC 186 X
40 VT 687 N2 COMPANDER #2 - EXPANDER SHAFT VIBRATION 40 VAHH 687 50 µm 187 X
40 ZT 690 N2 COMPANDER #2 - AXIAL DISPLACEMENT BULLGEAR 40 ZAHH 690 +0.313 .mm 188 X
40 ZT 690 N2 COMPANDER #2 - AXIAL DISPLACEMENT BULLGEAR 40 ZALL 690 -0.313 .mm 189
69 PSLL 354 BOG COMPRESSOR #1 - OIL PRESSURE UPSTREAM 'GEAR BOX 69 PALL 354 190 kPa g 190 X
69 TSHH 356 BOG COMPRESSOR #1 - OIL TEMPERATURE BEHIND OIL COOLER 69 TAHH 356 65 ºC 191 X
69 PSLL 454 BOG COMPRESSOR #2 - OIL PRESSURE UPSTREAM 'GEAR BOX 69 PALL 454 190 kPa g 192 X
69 TSHH 456 BOG COMPRESSOR #2- OIL TEMPERATURE BEHIND OIL COOLER 69 TAHH 456 65 ºC 193 X
69 TE 510 N2 COMPANDER #1 - OIL TEMPERATURE BEFORE 'GEAR BOX 69 TAHH 510 60 ºC 194 X
69 PT 511 N2 COMPANDER #1 - OIL PRESSUER UPSTREAM 'GEAR BOX 69 PALL 511 190 kPa g 195 X
69 TE 610 N2 COMPANDER #2 - OIL TEMPERATURE BEFORE 'GEAR BOX 69 TAHH 610 60 ºC 196 X
69 PT 611 N2 COMPANDER #2 - OIL PRESSUER UPSTREAM 'GEAR BOX 69 PALL 611 190 kPa g 197 X
87 DE 357 BOG COMPRESSOR #1 E. STOP 87 DAHH 357 X DI 198 X
87 DE 457 BOG COMPRESSOR #2 E. STOP 87 DAHH 457 X DI 199 X
87 DE 557 N2 COMPANDER #1 E. STOP 87 DAHH 557 X DI 200 X
87 DE 657 N2 COMPANDER #2 E. STOP 87 DAHH 657 X DI 201 X
87 DE 157 N2 BOOSTER COMPRESSORS #1 & #2 E. STOP 87 DAHH 157 X DI 202 X X
87 DE 104 LNG PUMP #1 & #2 E. STOP 87 DAHH 104 X DI 203 X X
NA NA NA BOG COMPRESSOR #1 E.STOP FROM DACS MIMIC NA NA NA X DI 204 X
NA NA NA BOG COMPRESSOR #2 E.STOP FROM DACS MIMIC NA NA NA X DI 205 X
NA NA NA N2 COMPANDER #1 E.STOP FROM DACS MIMIC NA NA NA X DI 206 X
NA NA NA N2 COMPANDER #2 E.STOP FROM DACS MIMIC NA NA NA X DI 207 X
NA NA NA N2 BOOSTER COMP. #1 & #2 E. STOP FROM DACS MIMIC NA NA NA X DI 208 X X
NA NA NA LNG PUMP #1 & #2 E. STOP FROM OPERATOR STATION MIMIC NA NA NA X DI 209 X X
80 DE 338 BOG COMP. #1 MOTOR PURGE AIR LOW PRESS. TRIP 80 DALL 338 X DI 210 X To be confirmed by the Yard
80 DE 438 BOG COMP. #2 MOTOR PURGE AIR LOW PRESS. TRIP 80 DALL 438 X DI 211 X To be confirmed by the Yard
80 DE 519 COMPANDER MOTOR #1 PURGE AIR LOW PRESS. TRIP 80 DALL 519 X DI 212 X To be confirmed by the Yard
80 DE 619 COMPANDER MOTOR #2 PURGE AIR LOW PRESS. TRIP 80 DALL 619 X DI 213 X To be confirmed by the Yard
87 DE 302 BOG COMP. #1 LOSS OF RUNNING SIGNAL 87 DALL 302 X DI 214 X
87 DE 402 BOG COMP. #2 LOSS OF RUNNING SIGNAL 87 DALL 402 X DI 215 X
87 DE 502 N2 COMPANDER #1 LOSS OF RUNNING SIGNAL 87 DALL 502 X DI 216 X
87 DE 602 N2 COMPANDER #2 LOSS OF RUNNING SIGNAL 87 DALL 602 X DI 217 X
rev 04 Send Start Command To N2 Compander & BOG
? ? ? Loss Of Main Switch Board Electrical Power - (Black Out Condition N/A N/A N/A X DI 218 X X X X X X X X
Compressor Auxiliary Oil Pumps

4.8 Nitrogen Generator
Illustration 4.8a Nitrogen Generator Screen Shot

4.8 Nitrogen Generator Nitrogen Receiver series before passing through a 0.5kW electric heater. Thereafter the air passes
into the membrane units at a temperature of approximately 50°C. The air
No. of sets: 1
compressors operate independently of the nitrogen generators and have their
Nitrogen Gas Generator Capacity: 65m3 own set of controls. In the case of one compressor being out of operation, the
Manufacturer: Air Products Design pressure: 1.3MPa other unit can be used, but the manual valves M48V, M49V and V.888 have to
Model: NC1-1612P-WKP-145-970 Operating pressure: 1.0MPa (maximum) be set accordingly.
Type: Membrane
The regulation and limitation of the electric heater is controlled by a temperature
No. of sets: 2 Introduction controller, receiving a signal from a temperature probe fitted downstream of the
Capacity: 2 x 145m3/h at 97% nitrogen electric heater. A temperature switch in the heater will protect the heater and
Nitrogen dew point: -65°C at atmospheric pressure Two nitrogen generators are installed in the engine room on the 2nd deck membrane from overheating.
starboard aft, and both are used to produce nitrogen in a gaseous manner which
Discharge pressure: 0.9MPa
is then used for the following functions: The hollow fibre membrane units are each capable of producing 145m3/h of
Heater: 5kW
• Pressurisation of the cargo tank interbarrier and insulation gas that is made up of less than 3% oxygen, with the remainder being nitrogen
Power supply: 440V, 60Hz, 3-phase and a small amount of argon.
spaces around the cargo tanks
Control supply: 0.5kW
• Sealing of the HD and BOG compressor shafts in the cargo The nitrogen generators are equipped with an oxygen analyser, which
Power supply: 220V, 60Hz, 1-phase
compressor room continually monitors the oxygen content in the nitrogen being produced. If the
• Purging of the cargo pipelines and the vent mast level of oxygen rises above 0.5% of the design value, an alarm is activated in
Air Compressors the cargo control room. If the level of oxygen continues to increase, the high-
• Purging the fuel gas lines to the gas combustion unit
high alarm operates, the nitrogen is then redirected back to the membrane
Manufacturer: Tamrotor
• Fire extinguishing medium in the LNG vent mast risers separator via the return valve by closing the delivery valve. When the oxygen
Model: TMC 85/13 EWNA content has returned to within specified limits, these valves will reverse and the
• Purging various parts of the cargo piping and boil-off gas
Type: Screw type system will then supply nitrogen to the receiver.
system
No. of sets: 2
• Top-up supply for the reliquefaction unit The nitrogen produced is stored in a single 65m3 tank located in the engine
Capacity: 8.2m3/minute FAD
room on the 2nd deck starboard aft near to the nitrogen generators. High
Working pressures: 1.2MPa (normal) The operating principle of each nitrogen generator is based on the use of and low pressure switches activate the starting and stopping of the nitrogen
1.3MPa/0.3MPa (maximum/minimum) hollow fibre membranes through which compressed air flows and is separated generators as demand from the system dictates. The pressure switches are set
Electric motor: 86kW, 440V, 60Hz, 3-phase into oxygen and nitrogen. up through the E600 operator terminal ‘work range menu’ to allow the duty
generator to cut-in with the pressure falling and cut-out again with the pressure
Air is made up of 78% nitrogen, 21% oxygen and 1% of other gases such rising. The standby unit is set to automatically start at and stop at predetermined
Oxygen Analyser
as carbon dioxide and hydrogen. Each of these gases has a characteristic (adjustable) pressures. Pressure settings are as follows:
Manufacturer: Drager Polytron permeation rate that is a function of its ability to dissolve and to defuse through
Model: Polytron 2 a membrane. This characteristic allows ‘fast’ gases such as oxygen to be • In-service generator low pressure cut-in 6.5 bar
No. of sets: 2 separated out from ‘slow’ gases such as nitrogen. • In-service generator high pressure cut-out 9.0 bar
Range: 0-25 Vol % Oxygen • Standby generator low pressure cut-in 6.3 bar
Each nitrogen generator module consists of thousands of these hollow fibre
membranes enclosed inside a pressure vessel. As the compressed air enters • Standby generator high pressure cut-out 8.0 bar
Dew Point Analyser
and passes through the bore of the fibres, oxygen, carbon dioxide and water
Manufacturer: Alpha Moisture Systems vapour molecules contained in the air, permeate faster than the nitrogen to The nitrogen generators are operated locally from a dedicated control panel
Model: DT20 the low pressure side of the fibres. The bore side is gradually depleted of the with alarms and system conditions being monitored by the DACS. The DACS
No. of sets: 2 faster gases and becomes enriched in nitrogen. By adjusting the flow rate of monitors the generating plant and indicates any alarms or shutdowns that have
air through the module, different levels of nitrogen purity can be produced as been activated.
Overall range: -80°C to + 20°C
well as production flow rates. The unwanted gases such as oxygen and carbon
dioxide and any water vapour present is then vented to atmosphere. The control system is based on a Mitsubishi FX2N PLC and Beijer Electronics
E600 operator terminals. Each generator cabinet has an E600 operator terminal
Compressed air for the nitrogen generators is supplied from two dedicated on the front door panel which are used as the operator’s interface for starting
compressors that have a capacity of 8.2m3/minute each. The air is supplied and operating the system. The controllers also provide for adjusting the
through an isolating valve before being passed through three air filters, one different controllers, alarm limits and displaying alarms, which allows fully
feed air water separator/filter and two feed air coalescing filters arranged in automated unmanned operation of the units.

Illustration 4.8b Nitrogen Generator

To Safety Chamber Key
To Nitrogen Main Line PIAHL Nitrogen
Set 0.5MPa Air
PC Electrical Signal
Set 1.3MPa
36V PCV 35V
PAL PIAHL 38V 8-68
MM079 MM077 Nitrogen V-8-65
Buffer Tank
PS PI PX PI (65m3 x 0.9MPa)
V-8-64
37V Set 0.5MPa
V-8-63
To Gas
Combustion
Unit 45V 44V 34V PCV 33V
8-70 Shut Standby To DACS FI
FI
SI PI
Down Running Fault (Serial Interface) PT PT
46V XS XS XS
IAS IAS IAS
Compressor XA Emergency Stop

Crossover
Panel Control XA Dew Point
PLC Battery Failure
Panel MAH MI MT
SI SI
Auto XA Communication
Start/Stop DPAH
Failure TAH OAH OAH OI
TAH SI SI SI
TIAH TIC PIAL

XA XI PS PI
Membrane
Electric Separator
Heater
49V
TS
No.2 Feed Air

Compressor No.2 Nitrogen Generator
(145m3/h, 97% N2)
for Nitrogen
Generator
(450m3/h)
V-8.88
Shut Standby To DACS FI
SI FI
Down Running Fault (Serial Interface) PT PT
PI
XS XS XS XA
IAS IAS IAS Emergency Stop
Auto XA PLC Battery Failure

Start/Stop
Communication Dew Point
XA
Failure MAH MI
Control SI SI
MT
Panel
TAH OAH OAH OI
DPAH TAH SI SI SI
XA XI TIAH TIC PIAL

PS PI
Membrane
Electric Separator
Heater
48V
TS
TIAH
No.1 Feed Air

Compressor
for Nitrogen No.1 Nitrogen Generator
Generator (145m3/h, 97% N2)
(450m3/h)
To Bilge
Well

The control panels contains the following: Oxygen Analyser The crossover positions are only for use in the case of a unit
• Monitoring process and status indications Two fixed oxygen content analysers are installed on the nitrogen generator malfunctioning.
package units with one analyser being on each unit. They are connected into
• Monitoring alarms and changing alarm settings c) Turn the power on, the oxygen analyser will have to warm-up
the system immediately after the nitrogen membrane units, but before the
• Stop/Start of the nitrogen system remotely operated delivery/purge valves, and they monitor the nitrogen before for approximately 90 minutes. During this period the O2 signal
it is discharged to the buffer tank. If the monitor senses that the gas has moved will generate a loop error, functioning as a shutdown alarm
• Changing controller set points and parameters and the O2 analyser will indicate ‘warm up’ and start-up is not
out of specification, it will open the delivery purge valve via the PLC controller
• Continuous oxygen content reading and return the gas to the membrane separator. The valve will not then be closed possible during this period. Acknowledge the alarm when the
again until the oxygen content is below the set point. warm-up period has ended.
• Dew point analyser output
• Electrical heater temperature control The oxygen analyser consists of an electro-chemical measuring transducer. d) At the E600 operator panel, using the menu format, set the
• Emergency stop pushbutton The gas being monitored diffuses through a membrane into a liquid electrolyte required operating parameters, some require password access,
in the sensor. The electrolyte consists of a measuring electrode, a counter- including the stop and start pressures for the duty and standby
• Mains isolating switch generators.
electrode and a reference electrode. Voltage, electrolyte and electrode material
monitor, the gas being measured so that it is transformed electro-chemically on
Alarms and Shutdowns the measuring electrode and a current flows through the sensor. This current is e) Press the ACK ALARM button once to reset any warning alarms
proportional to the oxygen being measured. The resulting current value is given and twice to clear any shutdown alarms and check that no alarms
Tag No. Description Set Point as an analogue, 4 to 20mA signal. The oxygen analysers should be calibrated remain illuminated. If an alarm remains active it will need to be
XA-8.01 Compressor common alarm N/A weekly. checked and rectified before proceeding further. Holding in the
PDAH-8.32 Feed filter differential pressure high 600mbar ACK ALARM button for 5 seconds will clear the alarm list.
TAH-8.39 Feed air temperature high 50°C Dew Point Analyser
f) Press the START SYSTEM function key to start the system.
TDAL-8.39 Heater temperature rise low 5°C
As with the oxygen analysers, there are two fixed dew point analysers installed
TAH-8.40 Heater over temperature 350°C with one analyser being on each unit. They are connected into the system g) During the start-up sequence the LED attached to the start button
TAH-8.42 Separator feed temperature high 70°C immediately after the nitrogen membrane units, but before the remotely will flash. When the system has started the LED, SYSTEM
PAL-8.45 Separator feed pressure low 4 bar operated delivery/return valves, in order that they can monitor the dew point RUNNING will illuminate.
MAH-8.49 Dew point content high -60°C before the nitrogen is discharged to the holding tank. The analysers operate
within a -100°C to +20°C dew point range with an accuracy of ± 3°C. They h) While the generator is going through the timed starting sequence
AAH-8.50 Oxygen content high 3.5%
also provide an output signal of between 4 and 20mA. the high oxygen alarm will be suppressed and the discharge
AAHH-8.50 Oxygen content high high 4.0% from the machine will be directed to atmosphere.
UA-5.32 Emergency stop Procedure to Start the Nitrogen Generator
XA-5.41 PLC battery failure Self-diagnose i) When the oxygen level is below the alarm set point and the
XA-5.42 Communication failure Com. Error The nitrogen generator is operated through an E600 controller mounted in the timed starting sequence completed the generator is ready to
compressor cabinet door. To start the unit proceed as follows: deliver to the buffer tank.
Membrane Useful Life a) At the air compressor(s) ensure there is adequate cooling water j) The nitrogen generator will now produce gas and discharge
The expected membrane lifetime is up to 10 years provided that the system is supply to the coolers from the starboard central fresh water directly to the 65m3 storage tank in the engine room, but should
maintained according to the operating and maintenance manuals. This does not cooling system. the gas go out of specification, the PLC controller will dump the
mean that the membranes need to be replaced exactly after this time period, gas to atmosphere and generate an alarm via the DACS.
it will depend upon the actual performance at the time. Membrane capacity b) Set the two air compressor discharge valves M49V and M48V
will decrease gradually and not abruptly. From an operating point of view along with the crossover valve V8.88 in the appropriate position The air compressors supplying the nitrogen membranes will respond to the
the loss of membrane performance will be noticed with increased product to allow the required element of the following: system pressure and load/unload in accordance with the pressure transmitters,
oxygen content which can be read from the analyser. Normally, to cope with • Compressor A to Nitrogen Generator A so regulating the amount of nitrogen produced. The nitrogen generator will
increased oxygen content, the operator should increase the set point of the then continue to operate automatically and produce nitrogen for the cargo tank
electrical heater. The purity or product capacity will increase linearly with • Compressor B to Nitrogen Generator B insulation spaces and for the purging of the the deck pipelines.
membrane operating temperature. When the purity (or capacity) is so low that • Compressor A to Nitrogen Generator B
it results in malfunction of the downstream users, then the membranes should
be replaced. • Compressor B to Nitrogen Generator A

CAUTION
Running Temperature: The running temperature must be adjusted so
that the difference between the the running temperature and the inlet air
temperature is between 50-60°C, eg, if the air inlet temperature is 35°C,
the minimum running temperature is 85°C ( 35 + 50) and the maximum
temperature 95°C (35 + 60).
Stopping the Nitrogen Generator

To stop the nitrogen generator simply press the function key STOP SYSTEM
on the E600 controller. This will cause the membrane inlet valve to close and
the compressors to switch to running off-load. After a timed period determined
by the controller, the compressor will then switch itself off. During the stop
sequence the LED attached to the stop button will flash.
When no nitrogen is being produced, it is important to ensure that the nitrogen

membrane units are kept as free from moisture as possible. The reason for this
is that if the membrane is allowed to absorb water from the atmosphere, the
generator will take a while to reduce the dew point to an acceptable level when
it is next put into operation. To ensure this does not occur, a small amount of
nitrogen from the storage tank is fed back to the membrane unit. This ensures
the membranes remain dry and ready for use after a short start-up period.
Maintenance
Note: Oil carry-over can destroy the membranes, therefore the filter elements
should be changed as required. See previous notes in relation to changing the
membranes.

4.9 Inert Gas System
4.9.1 System Description
4.9.2 Operation of the Main System

Illustration 4.9.1a Inert Gas System in the Engine Room

Bypass
To
Instrument Purging Funnel
Air TI TT PI
43 Outlet to
PS PsAl PAI 581-2 581-2 561-2 No.2
183 183 183 Atmosphere
PI
Air
160 S Dryer S S S S
Steam
516 S
502 513 511 Sea 506 504 17 2
1 3 4 S
515 Water TS
82 80 68 S 157 S TAh 582
526 TI
F418V PS PsAl
TI 576
185 185 S 508 PI
PIC PY 66-1 153 572 TI TI 168
74-1 75 74-2 PAI 23 23
23 574 575
185 PT
M
PI 509 512 213
PI
PI 166
83 PI
S 152 MT MI
M
F29V 165 66-3 522
583 583
Electric Steam MI PIC TAh PAh
S Heater Heater Sea S S S 583 213 219 182
Inert Gas Generator Water MS TI PI
PY
IsAl
Marine Gas Oil Tank 3 HIC HIC
501 510 Condensate Cooler 507 505 503 583 10 219 182
180-1 (100m3) 7-1 7-1
S MsAh TI PI
PIC To Oily 583 219 182
IS
7-1 Bilge Tank No.1
180-1
156 66-2 Air MAh TsAh PsAh
BsA BSA BY BE SG 583 219 182
II IsAl IS II
200 200 200 200-2 90-2 TI TT PI Dryer
180-1 181-1 181-1 181-1 581-1 581-1 561-1 TS PS
517 219 182
VP
M M BE SG S TT PT
109-1 110-1 200-1 90-1 219 182
PI PY
7-1 12-1 10 S
From/To 12-3
PI
S Ballast TI
35 62 476 TS TT TI 1
Cooling 12-2 498 498 478
LS LsAl LsAl Water
7-1 191 191 191 TI System TsAh PI
PI 179 425 498 464
Air Blower Fans with Motors 161
(See Illustration 430
TAh
N2 4.9.2b) 498 Inert
TS 421
IsAl 4 HIC HIC I13V PI 192
Gas To
7-2 7-2
180-2 159 FS FsAl TT Inert Gas Cooler TI Deck
PIC PI TsAh 499-1 499-1 494-1 TT 479
IS
7-2 162 192 494-2
424 426
180-2
II IsAl IS II Inert Gas PI
PI
180-2 181-2 181-2 181-2
50 Generator 214 Condenser
PT
M M 214 446-1
109-2 110-2 46 427 428
PI
PI PY
PIC
434-7
7-2
212
S S TI SG
PI 175 114 434-2
TT Oil Separator 429-1 429-2
150 TT LS 491-2
178 193 PT PI
7-2 Test Test 481-1
Air Blower Fans with Motors LsAh
Fresh 193 2
PI TS TI PI
Key Water 178 178 70 49 442-3 434-1
164 LsAh 465
Inlet PsAl PS 178 434-8 PI
Inert Gas TsAh TI 44 48 AAI
184 184 462
Brine
178 178
29 204
446-2 M 422
PsAl AAh 414
Marine Gas Oil 184 FI 204
Sea Water 201 FI PT PI 442-1 TT TT 1V
S AAhh PI TI
5 PT 468 434-6 481-4 495 496
Refrigerant 212 AT 204
204 S PI
Air PY AAI M PT TT FS FsAl
14 204 412 481-3 491-1 499-2 499-2
Fresh Water 434-5 435-2 442-2 PT
S PI
O2 AI AE AS AAh 434-3 434-4
Saturated Steam Screw Compressor 481-2
11V
10V VP
Analyser
204 204 204 204
Condensate 15 AAhh
VP Evaporator
S 434-10
Nitrogen To Oily LS 204
All Valves Prefixed with the Bilge AI AI 1 434-9 435-1 441
Letter ‘I’ Unless Otherwise Stated Tank 14 9V 204 204

4.9 Inert Gas system Air Dryer Unit Introduction
4.9.1 SYSTEM description The inert gas (IG) system is used for the drying, inerting and gas freeing of the
No. of sets: 1
cargo tanks, the cargo pipelines and void spaces and is produced by an inert
Heater type: Finned coil (steam), tube element (electric) gas generator (IGG) located in the engine room on the 3rd deck level. The
Inert Gas Generator Electric heater capacity: 380kW IG/dry-air is introduced into the bottom of the tanks via the liquid header and
Manufacturer: Hamworthy Moss AS Medium: Air filling lines and the displaced gas is discharged through the vapour header to
No. of sets: 1 Operating pressure: 0.03~0.14 bar (air) the tank’s vent mast.
Type: Moss High Turbulent Steam pressure: 10 bar (design) The products of combustion from the IGG are mainly carbon dioxide, water
Gas delivery rate: 21.000Nm³/h Outlet temperature: 150~170°C (steam) and small quantities of oxygen, carbon monoxide, sulphur and hydrogen. The
Gas delivery pressure: 0.25 bar 160~190°C (electric) water is drained for the main part by condensation and by absorption in a dryer,
Scrubber type: Triplex 3-stage with mesh demister so the inert gas produced essentially consists of 85% nitrogen and 15% carbon
dioxide. After the combustion process, the inert gas produced contains sulphur
Dew Point Meter oxides that are corrosive and must be removed before the IG is used in the
Air Blower Unit Type: DRYCAP 180M system. Upon leaving the combustion chamber the gas is routed through a sea
water scrubber where the gas is cleaned and cooled with sea water spray. The
Manufacturer: Flebu
water for this process is supplied from one of the three water ballast pumps that
No. of sets: 4 (mounted as 2 x two-stage) Oxygen Analyser take their suction from the engine room sea water crossover main and have a
Type: Centrifugal, single-stage capacity of 3,200m3/h at 30mth. The inert gas is cooled down to approximately
Capacity: 1,980m3/min 3~5°C above the sea water temperature, and entrained water droplets from the
Model: SBS3500-IG-AX4-HM water spray in the outgoing gas are removed by a wire mesh demister.
Motor: 185kW, 440V, 60Hz, 3,600 rpm, 230kW
Inert Gas Composition After this process the inert gas is dehumidified further by cooling it down in
Fuel Oil Pump Unit an inert gas cooling plant where chilled brine, cooled by R404a refrigerant, is
Oxygen: 0.5~2% by volume circulated and used as the cooling medium. The condensate is drained away
Manufacturer: Allweiler
Carbon dioxide: 15% by volume via a water seal. The gas is then further dried by passing it through one of two
No. of sets: 1 large desiccant dryers, after which the now scrubbed and dry gas then flows to
Carbon monoxide: 100 ppm maximum
Type: Positive displacement, screw deck via the delivery valve.
Sulphur oxides: 1 ppm maximum
Capacity: 1,9000kg/h at 25 bar
Nitrogen oxides: 100 ppm maximum The system is operated from the main control panel using a touch screen,
Motor rating: 4.6kW, 440V, 60Hz, 3,450 rpm
Nitrogen: Remainder mounted in the panel door, from which the system is started and stopped. The
Diesel oil consumption: 1,830kg/h
Steam consumption: 640kg/h to the dryer heater panel includes alarm monitoring of the system during operation. When in use
the operation of the IGG plant is monitored via the DACS.
Refrigeration/Cooling Plant Inert Gas Generator Sea Water Cooling Pump (Ballast Pump) In addition to the main panel are local panels for the following:
Manufacturer: Hamworthy Moss AS Manufacturer: Shin Shin Machinery Co., Ltd. • Starter panel for the fuel oil pump
No. of sets: 1 Model: CAD450-12V48
• Starter panel for the blower
Compressor type: HSO 2024, screw-type Type: Vertical centrifugal, motor-driven
Cooler type: Shell and tube • Starter panel for the refrigerant plant
No. of sets: 3
Cooling medium: Brine (20% ethylene glycol/water) Capacity: 3,200m3/h at 30mth • Main control panel for the dryer system
Gas inlet condition: 37°C at 100% relative humidity (maximum) Motor rating: 120kW at 1,200 rpm
The IGG also utilises an oxygen analyser for the indication of the oxygen
Gas outlet condition: 5°C at 100% relative humidity (maximum)
content in the inert gas that is being discharged from the plant. The analyser
Refrigerant: R404a takes samples of the IG after it has been through the demister, and is fitted
with maximum and minimum setting alarms. The gas is led to the deck main
depending on the gas analysis. The delivery is normally controlled by the
oxygen and dew point analysers, and the gas is allowed to pass to the deck line
only when the gas analysis meets with the set requirements.

Illustration 4.9.1a Inert Gas System in the Engine Room

Bypass
To
Instrument Purging Funnel
Air TI TT PI
43 Outlet to
PS PsAl PAI 581-2 581-2 561-2 No.2
183 183 183 Atmosphere
PI
Air
160 S Dryer S S S S
Steam
516 S
502 513 511 Sea 506 504 17 2
1 3 4 S
515 Water TS
82 80 68 S 157 S TAh 582
526 TI
F418V PS PsAl
TI 576
185 185 S 508 PI
PIC PY 66-1 153 572 TI TI 168
74-1 75 74-2 PAI 23 23
23 574 575
185 PT
M
PI 509 512 213
PI
PI 166
83 PI
S 152 MT MI
M
F29V 165 66-3 522
583 583
Electric Steam MI PIC TAh PAh
S Heater Heater Sea S S S 583 213 219 182
Inert Gas Generator Water MS TI PI
PY
IsAl
Marine Gas Oil Tank 3 HIC HIC
501 510 Condensate Cooler 507 505 503 583 10 219 182
180-1 (100m3) 7-1 7-1
S MsAh TI PI
PIC To Oily 583 219 182
IS
7-1 Bilge Tank No.1
180-1
156 66-2 Air MAh TsAh PsAh
BsA BSA BY BE SG 583 219 182
II IsAl IS II
200 200 200 200-2 90-2 TI TT PI Dryer
180-1 181-1 181-1 181-1 581-1 581-1 561-1 TS PS
517 219 182
VP
M M BE SG S TT PT
109-1 110-1 200-1 90-1 219 182
PI PY
7-1 12-1 10 S
From/To 12-3
PI
S Ballast TI
35 62 476 TS TT TI 1
Cooling 12-2 498 498 478
LS LsAl LsAl Water
7-1 191 191 191 TI System TsAh PI
PI 179 425 498 464
Air Blower Fans with Motors 161
(See Illustration 430
TAh
N2 4.9.2b) 498 Inert
TS 421
IsAl 4 HIC HIC I13V PI 192
Gas To
7-2 7-2
180-2 159 FS FsAl TT Inert Gas Cooler TI Deck
PIC PI TsAh 499-1 499-1 494-1 TT 479
IS
7-2 162 192 494-2
424 426
180-2
II IsAl IS II Inert Gas PI
PI
180-2 181-2 181-2 181-2
50 Generator 214 Condenser
PT
M M 214 446-1
109-2 110-2 46 427 428
PI
PI PY
PIC
434-7
7-2
212
S S TI SG
PI 175 114 434-2
TT Oil Separator 429-1 429-2
150 TT LS 491-2
178 193 PT PI
7-2 Test Test 481-1
Air Blower Fans with Motors LsAh
Fresh 193 2
PI TS TI PI
Key Water 178 178 70 49 442-3 434-1
164 LsAh 465
Inlet PsAl PS 178 434-8 PI
Inert Gas TsAh TI 44 48 AAI
184 184 462
Brine
178 178
29 204
446-2 M 422
PsAl AAh 414
Marine Gas Oil 184 FI 204
Sea Water 201 FI PT PI 442-1 TT TT 1V
S AAhh PI TI
5 PT 468 434-6 481-4 495 496
Refrigerant 212 AT 204
204 S PI
Air PY AAI M PT TT FS FsAl
14 204 412 481-3 491-1 499-2 499-2
Fresh Water 434-5 435-2 442-2 PT
S PI
O2 AI AE AS AAh 434-3 434-4
Saturated Steam Screw Compressor 481-2
11V
10V VP
Analyser
204 204 204 204
Condensate 15 AAhh
VP Evaporator
S 434-10
Nitrogen To Oily LS 204
All Valves Prefixed with the Bilge AI AI 1 434-9 435-1 441
Letter ‘I’ Unless Otherwise Stated Tank 14 9V 204 204

A high oxygen level will result in the delivery valve closing and the purge valve • Chiller unit Combustion Chamber
opening to vent the out of specification inert gas to atmosphere.
• Regenerative desiccant dryer The combustion chamber houses the main and pilot burners and an air swirl
chamber for inducing good combustion. The chamber is surrounded by a
• Oxygen meter
Inert Gas System cooling water jacket that is used to remove as much heat generated as possible
• Control, monitoring and instrumentation systems from the gas.
Inert Gas Generator
Main Fuel Oil Burner Scrubber/Cooling Tower
The IGG produces inert gas that essentially consists of 85% nitrogen and
15% carbon dioxide by burning marine diesel oil in the combustion chamber. The main fuel oil burner comprises of a burner throat and nozzle gun and is The scrubber/cooling tower is where the inert gas is first cooled and cleaned,
Fitted inside the combustion chamber is a pilot burner and a main burner that ignited by the pilot burner, capable of providing the IGG with 100% capacity. and performs this in three stages. The gas is first pre-cooled and washed by sea
operate on marine diesel oil pumped to the unit by a dedicated supply pump. Combustion air is supplied by four centrifugal blowers. The blowers are water circulating in the central combustion chamber, which partly evaporates
The oil pressure to the IGG is regulated by utilising a pressure relief valve. The arranged as two two-stage units, with the first blower discharging to the inlet when meeting the hot gas, causing the gas to cool. The gas is then deflected
discharge pressure from the pump to the IGG can be regulated by altering the of the second blower. upwards by a positioned screen, allowing the gas to be better distributed
setting on this valve. Further fuel regulation is by a pressure controlled capacity through a mesh-type wet filter, thus entering the second cooling and cleaning
regulating valve controlled by the oxygen content of the IG supply. Pressure The main flame is ignited by the pilot burner and is monitored by a photoelectric stage. The low height and extensive wire surface to volume ratio of the wet
control valve (10) located at the drying unit outlet maintains a constant back- flame detector that sends a signal to the main control panel. The main burner filter aids better cooling and promotes self-cleaning of the filter mesh, the
pressure throughout the system, so ensuring a stable flame in the combustion will shut down via the main programming unit if the flame is unstable or has third stage of the cooling process. The inert gas exits the scrubber by passing
chamber irrespective of pressure fluctuations in the distribution system. failed to ignite. through a stainless steel demister at the very top of the tower, which prevents
any water droplets being carried away from the tower. Access is available
The burner throat and gun assembly should be periodically checked for for inspection and sighting of the water spray nozzles and the wet filter, with
Gas Cooling cleanliness and wear, as this is dependent on the quality of the fuel that is being similar access available for maintenance of the exit demister.
Initially, the hot combustion gases produced are cooled indirectly in the used and the correct adjustment of the burner so that no black soot is being
combustion chamber by a sea water jacket. Following this the cooling of the produced.
Fuel Oil System
gases occurs at the scrubber section of the cooling tower, where the sulphur
oxides are washed out by sea water and are discharged overboard. After which The fuel oil system consists of a screw-type oil pump that supplies diesel oil at
Pilot Burner
the gas flows to the inert gas cooler which is the primary cooling area. This a constant pressure to the IGG burners.
reduces the inert gas temperature from +37°C to approximately +5°C. The main fuel oil burner detailed above is ignited by the flame from the pilot
burner which is fitted alongside. The oil supply and return lines to the two burners are fitted with remotely
operated valves that are controlled through the main control panel. When the
Dry-Air Production The pilot burner consists of an oil atomising nozzle and electrical spark or glow burners have been shut down and the pump is still running, all of the MGO
The inert gas, having left the cooling section, passes through desiccant dryers plug which operates off a 220V ignition transformer. This is activated after from the pump is recirculated back to the storage tank.
to remove any remaining moisture. As long as the dew point of the dry-air is the start button has been pressed and the IGG has gone through a pre-purge
correct after the processes of cooling and drying, it can then be supplied to the cycle. After purging for 3.5 minutes the fuel oil supply pump will start and the
Combustion Air System
cargo deck system through the delivery control valve. glow plug will be activated, allowing the combustion start cycle to commence.
Air and fuel oil are supplied to the ignition burner after a 30 seconds delay at The combustion air is supplied to the main burner by four centrifugal air
which time the fuel is ignited by the glow plug. Fuel is supplied to the main blowers mounted as two sets of two blowers, with the delivery of one blower
Inert Gas Generator Construction burner after a further 5 seconds. After 10 seconds the ignition transformer is feeding the supply to the second blower. Each set supplies 50% capacity and
The IGG essentially consists of the following main items: de-energised and 17 seconds later the fuel oil and air are switched to normal 100% capacity when both sets are running.
capacity. If a stable flame from the main burner has not been established and
• Main oil burner
detected by the photoelectric flame detector, the IGG will be automatically shut
Cooling Water System
• Pilot oil burner down and an alarm given.
The sea water cooling is supplied by one of the three ballast pumps, and is for
• Combustion chamber
After a period of approximately 5 minutes from starting the IGG and provided cooling the combustion chamber and cleaning and cooling the inert gas before
• Scrubber/cooling tower the inert gas is within the specified tolerances for oxygen and dew point, the it is discharged into the system. If one of the pumps fails or is out of service
• Fuel oil system inert gas can be delivered to the tanks as required. for maintenance, one of the other pumps can be utilised. An illustration of the
system has been given in 4.9.2b.
• Combustion air system
• Cooling water system
• Drain system

Illustration 4.9.1b Inert Gas System on Deck
IG02
Vapour Main
Liquid Main
Key
IG07
To Vapour Return Inert Gas
Exhaust Vent Fan

For Pipe Duct Motor
Room
IG01 Gas Main
Compressor
Room
No.5 No.4 No.3 No.2 No.1 Hull
IG05 Duct
Trunk Trunk Trunk Trunk Trunk IG05
From Inert Gas IG04 IG03

Generator (See
Illustration
4.9.1a) IG06 No.5 Cargo No.4 Cargo No.3 Cargo No.2 Cargo No.1 Cargo
Tank Tank Tank Tank Tank
To Ballast Tank
Ventilation
No.5 Water Ballast No.4 Water Ballast No.3 Water Ballast No.2 Water Ballast No.1 Water Ballast
Tank (P & S) Tank (P & S) Tank (P & S) Tank (P & S) Tank (P & S)
Cofferdam Cofferdam Cofferdam Cofferdam Cofferdam Cofferdam
IG04 IG03
To Ballast Tank IG02

Ventilation IG06 Gas Main
IG05
IG07
Exhaust Vent Fan No.5 No.4 No.3 No.2 No.1
For Pipe Duct Liquid Liquid Liquid Liquid Liquid IG05
Dome Dome Dome Dome Dome
No.4 Gas No.3 Gas No.2 Gas No.1 Gas
IG01 Dome Dome Dome Dome Natural Vent
For Pipe Duct
No.5 Liquid Vapour No.4 Trunk No.3 Trunk No.2 Trunk No.1 Trunk
Trunk Main Main
Vapour
Return

Drain System Regenerative Desiccant Dryer Note: Stoichiometric (or theoretical) combustion is the ideal combustion
A water seal arrangement mounted under the cooling section of the scrubber When the inert gas leaves the refrigeration plant it enters the regenerative dryer process during which a fuel is completely burnt. A complete combustion is
tower discharges the sea water and the condensate from the generator at +5°C but still requires moisture to be removed. a process which burns all the carbon to carbon dioxide, all of the hydrogen
overboard, while at the same time maintaining the required over-pressure in to water and all of the sulphur to sulphur dioxide. If there are any unburnt
the IGG and preventing the escape of inert gas to the atmosphere. The seal The dryer is fitted with two vertically mounted vessels that contain activated components in the exhaust gas such as carbon, hydrogen or carbon monoxide,
helps to maintain a constant pressure in the combustion chamber, giving stable alumina which readily absorbs water. One vessel is always in operation the combustion process is incomplete.
operating conditions which ensure a constant combustion air supply, and a absorbing moisture from the inert gas while the other is out of service being
constant oxygen level at the IGG discharge. regenerated. The regeneration occurs by passing air heated to approximately The unit display provides the oxygen reading and is continuously displayed on
150°C (maximum) through the vessel so that it dries the desiccant. The air is the main control panel.
Drain valve 15 has also been fitted to the sea water cooling overboard discharge heated by a steam heater, but a 380kW electric heater has also been provided
line, but this is normally closed during IGG operations. The valve is solenoid for topping-up the heating process at low steam temperatures. A display panel on the detector itself shows a local reading. Should the inert
operated and is opened by the control system in the event of a burner failure gas go out of specification and the oxygen analyser go into an alarm condition,
during start-up, when it is possible that the sea water could be contaminated The whole regenerating process takes approximately 5 hours. The changeover the following is initiated:
with unburnt fuel oil. If this occurs the water is discharged to the oily bilge from duty to regenerating is done automatically on a 6-hour time cycle by the • Low oxygen - the dryer will stop and the gas vented to
tank, and as long as the valve remains open the IGG starting sequence will be IGG controller. atmosphere
blocked by the valve’s limit switch.
• High oxygen - alarm only
Purge and Delivery Valves
Gas Cooler System • High high oxygen - gas vented to atmosphere
The inert gas delivery line from the IGG has a pneumatically operated
The inert gas is cooled by being passed through a refrigeration/cooling plant stop/delivery valve (1). This valve allows the inert gas to pass to the deck The oxygen analyser must be calibrated at regular intervals with the aid of
comprising of a water chiller unit, gas cooler and a chilled water circulation and is remotely operated by the control system but is closed on control ‘zero’ gas (nitrogen) and a ‘span’ gas (instrument air). For the full procedures
system. failure. Located on a branch line upstream of the delivery valve is a second on this operation refer to the manufacturer’s manual.
pneumatically operated valve (2). This valve directs the inert gas to the top
Brine is used as the cooling agent and is drawn from a storage tank by a of the funnel where it is passed to atmosphere and is also remotely operated
centrifugal circulating pump, which passes the brine through an evaporator by the control system. This valve moves to the open position in the event of a Dew Point Analyser (DRYCAP 180M)
where it is chilled before entering the gas cooler. The evaporator is part of an control failure. The dew point analyser is fitted on the front of the regenerative dryer control
external refrigeration system where refrigerant R404a, supplied from a motor- panel and takes samples of the inert gas after the drying module and monitors
driven screw-type compressor, chills the brine. The brine storage tank can be When the IGG is started the delivery valve is closed and the vent/purge valve is the gas via a probe. This provides a 4-20mA output that is used to continually
drained by opening valve 421 on the tank and the system topped-up from an normally open. The inert gas is then vented up the funnel for at least 5 minutes indicate, measure and monitor the inert gas. In the event of a too high a dew
external container when this is required. until the oxygen content is within the alarm point limits set in the analyser. point reading the analyser will open the vent/purge valve (2) and close the
Provided good combustion has been established and the oxygen level is within delivery valve (1) via the main control panel.
The gas cooler is of the shell and tube type with the chilled brine passing the set points, the delivery valve will be opened and the purge valve closed.
through finned tubes extracting the heat from the incoming inert gas. The brine
has sufficient capacity to cool the gas from a maximum temperature of +37°C System Monitoring
Oxygen Analyser
and 100% relative humidity down to a temperature of +5°C and 100% relative
humidity. The cooling effect causes the moisture in the inert gas to condense Manufacturer: Hamworthy Moss AS The monitoring of the IGG plant can be undertaken using the main panel touch
so that the water can be removed. Type: SBS3500-IG-M-AX4-HM screen display with alarms also registered on the DACS. Local thermometers
Measurement system: Heated zirconia type sensor and pressure gauges are also provided around the systems to give additional
Provided the volume and pressure of the inert gas remains the same, the read-outs.
Measurement range: 0.2 - 21%
maximum quantity of water contained in the gas will only depend on the
temperature of the gas. The lower the temperature, the less water vapour per Probe flow rate: 200ml/min
m3 there will be in the gas mix at 100% relative humidity. Based on this, the
gas cooler performs the function in drying the inert gas by bringing down the The SBS3500 oxygen analyser continuously monitors the oxygen levels in
temperature to a few degrees above the freezing point, and the dew point of the inert gas generator outlet. The gas sample continuously flows through the
the gas down to approximately +5°C. The condensate formed is drained via a analyser sensor because of the higher pressure in the inert gas system and
condensate drains system with sight glasses and condensate water seal. so this ensures that the oxygen content is continuously measured. The high
alarm set point is fixed by the application of the inert gas, while the low alarm
To remove any remaining water droplets from the cooled gas a demister has protects against under-stoichiometric combustion that produces a too high a
been fitted on the outlet side of the refrigerating module. content of carbon monoxide and hydrogen.

Illustration 4.9.1c Oxygen Analyser
SAMPLE
GAS 2
SAMPLE
GAS 1
Selecector Valve Sample/Test Gases
!
HOT
Sensor Complete with O-ring

TEST
GAS
Zero Gas Regulator

100
15
10 20
150
50
Zero Gas Inlet 5 25
0
0
cl
30
kPa
200
Flow Control Valve
ZERO- Spare Filter Set (5 Pieces)

GAS
Selector Valve Test Gases
1 MENU STRUCTURE
SPAN- 1. Press ‘M’ to enter menu.
SBS1500OXYGEN
2. Use ( / ) to select menu level.
3. Press ‘E’ to select submenu.
ANALYZER
GAS 4. Use ( / ) to select/change settings.
5. Press ‘E’ to save changes.
M E
6. Press ‘M’ to return.
7. “Decision to bbe made-Save/Abort”.
Oxygen Analyser
8. Press ‘E’ to SAVE.
9. Press ‘M’ to Abort.
For menu structure and change of

settings consult instruction manual.
Hamworthy Moss AS
Span Gas Filter Regulator

Hamworthy
100
15
10 20
150
50
Span Gas Inlet 5 25
0 30
200
0 cl
kPa
Power Supply
Bubble Glass
Output Signal

Alarms and Trips Group H alarms will: Alarm Group Setting
(1) Close all the automatic valves except the for the blower. Refrigeration unit gas outlet temperature signal F
The alarms and trips are grouped and initiate a specific action depending on the
(2) Stop the oil pump, the sea water pump and the dryer. fault
group. All the group alarms will activate an audible and visual alarm.
Dryer IG outlet temperature signal fault F
(3) Set the blower and the cooling plant for a ‘cool down’ period
Group A alarms will: before stopping. Dryer IG pressure to deck signal fault F
(1) Close all the automatic valves. Cooling jacket sea water outlet signal fault F
(4) Open the sea water bilge drain valve and close after a preset
(2) Stop all the motors. period.
Oxygen content low G 0.3%
Group B alarms will: Alarm Group Setting Dryer plant power failure G
Control power failure A Refrigeration unit IG outlet temperature high G 100°C
(1) Close all the automatic valves except the sea water valves.
Emergency stop A (dryer running)
(2) Stop the oil pump, the blower, the cooling plant and the dryer. Scrubber sea water level high A Dryer PLC communication error G
(3) Set the sea water system for a ‘cool down’ period. Instrument air supply pressure low A 4 bar
Sea water effluent valve position failure A Flame failure (drain to bilge selected) H
Group C alarms will:
(1) Close all the automatic valves except for the blower valves. No.1 air blower set motor load low B Other alarms:
(2) Stop the oil pump, the sea water pump and the dryer. No.2 air blower set motor load low B
Alarm Setting
(3) Set the blower and the cooling plant for a ‘cool down’ period Air blower motor failure B
IGG blower motor winding temperature high 115/130°C
before stopping.
High refrigerant discharge pressure 21 bar
Sea water pump failure C
Group D alarms will: Cooling compressor LO pressure low 2 bar
Cooling compressor suction pressure low 1 bar
(1) Close all the automatic valves except the blower and the sea Scrubber IG outlet temperature high D 65°C
water valves. Cooling compressor LO temperature high 100°C
Cooling jacket sea water level low D
Cooling compressor motor overload 300 amps
(2) Stop the oil pump and the dryer. Cooling jacket outlet temperature high D 55°C
Chilled water temperature low in evaporator -6°C
(3) Set the blower, the sea water and the cooling plant for a ‘cool Burner fuel supply pressure low D 17 bar
Drying plant fan motor overload 0.7 amps
down’ period before stopping. Fuel oil pump motor failure D
Gas delivery temperature high 65°C
Scrubber sea water supply pressure low D 1 bar
Group E alarms will:
Flame failure (effluent overboard valve selected) D
(1) Close the delivery valve and open the vent valve.
Dryer IG outlet temperature high E 65°C
Group F alarms will:
Dew point high E
(1) Alarm only. IG pressure to deck high E 0.25 bar
Oxygen content high high E 3%
Group G alarms will:
Refrigeration unit IG outlet temperature high E 6°C
(1) Stop and bypass the dryer. (dryer not running)
(2) Close the delivery valve and open the vent valve.
Oxygen content high F 2.5%
Dryer plant running failure F
Dryer regeneration fan running failure F
Dryer heating element temperature high F 350°C
Regeneration time too long F 6 hrs (max)
Refrigeration unit running failure F

Illustration 4.9.2a Inert Gas Generator Touch Screen Control Panel
Manual Control Automatic Control
E 910 E 910
OXYGEN OXYGEN GAS GAS DELIVERY DEW DELIVERY D E L I V E RY OXYGEN GAS DEW D E LIVERY DELIVERY
SET POINT CONTENT PRESSURE PRESSURE POINT TEMPERATURE PRESSURE CONTENT PRESSURE POINT T E M PERATURE PRESSURE
HIC %02 AI %02 PI bar PI bar MI C TI C PI mmWG AI %02 PI bar MI C TI C PI mmWG
204 1.5 204 31.0 214 -0.0 213 -0.0 503 3 o
219 18 o
18 2 -2 204 -0.0 214 0.00 503 --0 o
219 --0 o
182 ---0
h83 h83
TO TO
h158 ATMOSPHERE AT MOSPHERE
HIC HIC
7-1 25 7-1 25
h/o113 h/o114 h / o 11 3 h / o 11 4
h152
AUTO AUTO A U TO A U TO
START START HIC S TA R T S TA R T HIC
7-2 25 7-2 25
h209 h156 h209 h152 h156
TI TI
498 h2 498 h2
COOLING DRYER COOLING D RY E R
-20 A PLANT 18 °C PLANT PLANT 18 °C PLANT
-20 A
h102-1 h400-1 500-1 h/o107-1 h102-1 h400-1 500-1
h101-1 12-2 12-3 h10 h1 SELECT h101-1 12-2 12-3 h10 h1
PID BLOWER
h7-1 101-1 h7-1
h200 I N E RT G A S 102-1 h200 INERT GAS
PUSH TO SELECT PUSH TO SELECT S U P P LY M A I N P U S H TO S E L E C T P U S H TO S E L E C T SUPPLY MAIN
h/101 h/o107-2
h102-2 12-1 h17 h102-2 12-1 h17
h101-2 h/0308 SELECT h101-2 h/0308
CLASS FLAME BLOWER FLAME
ALARM ON FI280 SELECT ON FI280 SELECT
TEST h7-2 CONSUM. 101-2 h7-2 CONSUM.
-158 m 3 /h 102-2 -158 m 3 /h
-20 A TI-178 TI-178
-20 A
18 °C --0 °C
MAIN h129 h129
h5 h5
MANUAL MODE NOT RUNNING
o 301-1 s301-3. EFFLUENT OVERBOARD o 301-1 s 3 0 1 - 2 . B I L G E - F L A M E FA I L U R E

S TA R T MANUAL MANUAL
DRAIN TO HELP D R A I N TO HELP
h15 h14 h16 PUSH TO SELECT h15 h14 h16 P U S H TO S E L E C T
BILGE
? BILGE
?
h/0312 h/0313
MANUAL SELECT
S TA R T / REMOTE
S TO P : 07-10-20 9 : 0 3 : 2 4 h 5 0 0 - C O M M U N I C AT I O N F A I L U R E W I T H D R Y E R C T CONTROL 07-10-21 1 0 : 2 3 : 3 6 h 5 0 0 - C O M M U N I C AT I O N F A I L U R E W I T H D R Y E R C T
h/0121 h/0121 h/082 h/0209 h/0152 h/0156 0307 0309 h / o 3 11 h/o310 h/0312 0307 0309
BLOWER 101-1 READY
BLOWER 102-1 READY
ALARM ALARM ALARM S TO P S TA R T S TA R T S TA R T BLOWER 101-2 READY ALARM ALARM ALARM STOP
ACCEPT RESET LIST MAIN IGG AIR IGG BLOWER 102-2 READY ACCEPT RESET LIST
S . W. F.O. IGNIT- MAIN A U TO PURGE MANUAL
PUMP B LOWER PUMP GLOW ION BURNER

4.9.2 OPERATION OF THE MAIN SYSTEM The screen touch keys are used for operating the following components in the Dryer Control Panel
gas generation operation:
The dryer local panel can be seen in illustration 4.9.2c and consists of gauges
Introduction • Starting/stopping of the diesel oil supply pumps and indication lamps showing the status of the components in the drying/
regeneration operation. The following are indicated:
• Starting/stopping of the combustion blowers
The inert gas generator system is operated from the main control panel using • Power source available
• Selection of the combustion blower set
a touch screen which is mounted in the panel door. The control panel contains • Regeneration fan running and heating
the programmable controller which takes care of the starting, stopping, alarm/ • Automatic starting of the system
trip functions and the running mode of the IGG plant. • Regeneration fan running hours meter
• Automatic starting of the cooling plant
• Regeneration fan LOCAL/OFF/REMOTE selection
The system is started in automatic or manual mode from the main panel and is • Automatic starting of the dryer plant
always started venting to atmosphere. Normal operation is in automatic mode • Dryer in use indication
• Starting/stopping of the sea water system
once the cooling and drying plant start requirements are met. The manual start • Cooling and purging indication
• Starting/stopping of the ignition burner
mode is used should there be any malfunction of the automatic controls or
• Selection of steam heater
system inspection be required. The manual mode requires the use of the screen • Starting the IGG capacity control
touch keys in sequence to operate the system. The system safety devices all • Selection of electric topping-up
• Starting/stopping of the ignition system glow plug
remain operational when in manual mode.
• Initiating the stop sequence
Alarms for control power failure, over/undervoltage, regeneration time too
The start sequence begins with the sea water plant preparation, with the • Alarm acceptance and resetting long, fan failure, high heating element temperature and emergency stop.
blowers starting a few seconds later. After a further timed delay the burner
ignition system will be activated, and once the burner has stabilised the gas is • Starting the plant in venting mode
delivered to deck. • Setting the gas outlet temperature from the cooling plant Preparations for Starting the Inert Gas Generator
• Starting manual regeneration
If the IGG is to be used for the production of dry-air the IGG is started in the To prepare the IGG plant for operation, proceed as follows:
same way but no combustion or inert gas is involved. • Selecting the dryer steam heater
• Confirm there is sufficient electrical generating capacity
• Selecting electric heater topping-up of the dryer connected to the main switchboards.
Control Panels • Setting the dew point alarm point • Ensure that power is available to the local IGG control panel
and to the local panels for the refrigeration/cooler and the
The main control panel is used to operate the inert gas system with local regenerative desiccant dryer. Ensure also that steam is available
Cooling Plant Control Panel
control and starter panels serving the various components within the system. to the internal heater drying the desiccant.
The starter panels allow for local or remote start selection and are normally set The control panel contains the following:
• Ensure that the control air supply is on and that the cooling
up for remote start. • Teknotherm controller for reading the operating parameters, system is supplying the refrigeration condenser and the dryer
entering set points and reading and acknowledging alarms of the cooler.
Main Control Panel cooling plant
• Check that there is no alarm condition and reset any alarms by
The main control panel incorporates the touch screen and an emergency stop • Chilled water pump running hours meter pressing the RESET pushbutton on the IGG panel.
pushbutton on the front of the panel. The touch screen shows the inert gas plant • Chilled water pump motor ampere meter • Check that the oxygen analyser has power available, check also
in the form of selected mimic diagrams as shown in illustration 4.9.2a. The
• Compressor running hours meter the correct calibration by use of the sample gas.
following mimics can be selected.
• Compressor motor ampere meter • Check that the dew point analyser has power available.
• START - Operation if the inert gas system in either automatic or
manual mode • Local/Remote selector switch • Open the scrubber tower overboard discharge valve I9V and
ensure pressure control valve is operational.
• ALARM - System alarm indication • Alarm reset pushbutton
• PID ACCESS - Each PID regulator function is monitored • Chiller water pump Start/Stop pushbuttons Note: In the event of a flame failure during the burner start sequence, the
• SCREEN/CLOCK SET - Setting the time and date • Compressor Start/Stop pushbuttons system changes over the scrubber tower discharge to the oily bilge tank by
opening valve 15. For this to occur the bilge drain valve switch, situated
• COOLING PLANT - Cooling plant layout and start selection
inside the IGG cabinet, must be turned to 1 AUTOMATIC. If the switch is
• DRYING PLANT - Drying plant layout with cooling/heating turned to the CANCEL position, the automatic water dump to bilge facility
indication and start selection for manual regeneration is turned off.

Illustration 4.9.2b Inert Gas Generator Sea Water Supply System
High Sea High Sea

Chest Chest
(Port) (Port)
BA070F
WS102F WS101F
PI
Inert Gas Generator
TI Dryer Cooler TI
422V To MGPS
PCL For Auto
HV020 Stop
Control Panel
BA014F
420V BA423F PI
PX PS PX
PI
424V BA606 No.3 BA603 S-131V
CI
Ballast Pump CI
PI
Inert Gas Generator 3,200m3 x 3.0kg/cm2
PI
TI
Refrigeration TI 404V412V BA611
415V Condenser 419V BA010F 403V BA005F
PX
LCAL
413V 416V 417V C8008
414V BA018F
LS
406V
BA009F PCL For Auto To/From Sea
418V HV008 Stop
Water Ballast
PI PI PI Tank (Port)
PX PS PX
BA012F
BA605 No.2 BA602 BA610
Ballast Pump BA-25
CI CI BA002F
3,200m3 x 3.0kg/cm2 To Pipe Duct
PX Bilge Overboard
BA008F 402V BA004F

BA001F 405V
BA011F To/From Sea
BA017F Water Ballast
Tank (Starboard)
BA007F PCL For Auto
LS BA-24
To Inert Gas HV009 Stop Pipe Duct
S-106V LCAL
Generator PI PI C8008
PX PS PX
(See Illustration 10V BA604 No.1 BA601
4.9.1a) Ballast Pump
CI CI BA016F BA052F BA050F
3,200m3 x 3.0kg/cm2
Forward Bulkhead
LAHH
DACS BA013F BA003F
BA006F 401V
LIAHL PI BA051F
DACS PX
BA608
LS
LX
409V
PI BA151F No.2 410V

BA609 S-3V
Ballast Stripping To MGPS
BA101F
Aft Peak Tank BA015F PX Eductors PX
PI
Control Panel
(300m3/h) BA607
411V Key
407V
LMS LMS
Sea Water
BA150F No.1 WS002F WS001F Electrical Signal
408V
BA152F BA100F High Sea High Sea

Chest Chest
From Water (Starboard) (Starboard)
Spray Pump

Starting Procedure for the Plant Position Description Valve b) Confirm the brine circulating pump and compressor are set for
REMOTE operation, then set the remaining system valves as
Open Washing/cooling overboard discharge valve I9V
Set up the IGG auxiliary systems in accordance with the following: per the following table:
Open Sea water to gas cooler refrigeration B413V
condenser
Sea Water System Position Description Valve
Open Sea water inlet to gas cooler refrigeration B416V
Open Evaporator chilled brine inlet valve 422
If not already operating, one of the ballast water pumps will need to be made condenser regulating valve
ready and started. This will supply cooling water to the chiller, the regenerative Open Chilled brine inlet valve to IG cooler 426
Operational Gas cooler refrigeration condenser
drying unit and to the inert gas generator. regulating valve Open Chilled brine outlet from IG cooler 425
Open Sea water outlet to gas cooler refrigeration B417V Closed Brine storage tank drain valve 421
a) Ensure that the sea water suction strainers on the crossover main condenser regulating valve Open Brine return valve to circulating pump 424
are clear and that the sea water crossover main is flooded and Open Expansion tank inlet valve 428
Closed Gas cooler refrigeration condenser bypass B418V
ready for operation.
valve Closed Brine filling valve 427
b) Confirm that all of the pressure gauge and instrumentation Closed Gas cooler refrigeration condenser line drain B414V
valves are open and that the instrumentation is functioning valve c) Start the cooling plant by pressing the AUTO START key above
correctly. Open Sea water to air dryer cooler B420V the cooling plant icon on the touch screen.
Open Sea water outlet from air dryer cooler B423V
c) Set up the valves as shown in the table below. It has been Closed Air dryer cooler line drain valve B424V Regenerative Desiccant Dryer
assumed that water is being taken from the high sea suction on Operational Overboard discharge valve from gas cooler BA070F a) Turn the regeneration fan heating Local/Off/Remote switch to
the port side of the vessel and that the low sea chest is isolated. refrigeration condenser/air dryer cooler the REMOTE position.
It has also been assumed that No.3 ballast pump is being used to
supply the cooling water with No.2 ballast pump on standby. d) Start the ballast pump and open the discharge valve to allow b) Turn the regeneration fan heating Off/On switch to the ON
the water to flow to the inert gas plant. Confirm that sufficient position.
Position Description Valve water is flowing through the generator, the cooling tower, the
Open Port high sea chest valve WS102F gas cooler refrigeration condenser and the air dryer cooler. The c) Select the electric heater by turning the Select Electric Topping
Closed Port low sea chest valve WS101F orifice plates fitted throughout the system should ensure that the Up switch in the clockwise direction.
Open Port sea water strainer outlet valve S131V correct volume of water flows through each section of the IGG
and its scrubbing tower.
Open Sea water main suction crossover valve S106V Inert Gas Generator Operation
Open No.3 ballast pump sea water suction valve BA018F e) The sea water system is now operational and the interlocks will
Closed No.3 ballast pump ballast main suction valve BA005F allow the inert gas generator to become operational. The main control panel touch screen is used to operate the system in either
Operational No.2 ballast pump sea water suction valve BA017F automatic or manual mode. Prior to operation the air blowers should be
selected for both sets in use, which will give the normal 100% air supply, or
Closed No.2 ballast pump ballast main suction valve BA004F Fuel Oil System
one set in use giving 50% air supply.
Open No.3 ballast pump discharge valve BA010F a) Set up the fuel oil system by opening the following valves:
Operational No.2 ballast pump discharge valve BA008F
Closed Ballast main filling valve BA009F Position Description Valve
Operational No.2 ballast pump discharge crossover valve BA012F Open Inert gas gas oil service tank quick-closing F29V
Closed Sea water to overboard BA014F outlet valve
Open Sea water valve to IG washing/cooling tower B404V Open Gas oil supply valve to IGG fuel pump unit F418V
Operational Washing/cooling tower pressure regulating I10V
valve b) Confirm the pump is set for REMOTE operation.
Open Washing/cooling tower supply valves I5
Gas Cooling Plant
Closed Washing/cooling tower drain valve to bilge I15
a) Check that the refrigeration compressor system is ready for
Operational Washing/cooling tower pressure regulating I14 operation and ensure the brine circulating system is full. Top-up
valve if required.

Illustration 4.9.2c Inert Gas Generator Dryer Control Panel
TEMPERATURE TEMPERATURE
IN ADS 1 IN ADS 2
REGENERATION FAN REGENERATION FAN A A

MOTOR LOAD HOUR COUNTER 150 150
100 100
50 50
A 0 0
150
100
50 0 0 0 1 4 5 h
HIGH HEATING ELEMENT EMERGENCY STOP CONTROL POWER REGENERATION TIME REGENERATION FAN
TEMPERATURE ALARM ALARM FAILURE TOO LONG ALARM RUNNING FAILURE
REGENERATION FAN REGENERATION FAN THERMISTOR OVER/UNDER

440V POWER ON RUNNING HEATING ON ALARM VOLTAGE ALARM
DRYER ON DRYING ON ADS 1 DRYING ON ADS 2 DRYER HEATER ON COOLING ON PURGING ON
REGENERATION REGENERATION
STARTER TEST
FAN HEATING FAN HEATING
OFF ON SELECT STEAM SELECT ELECTRIC MANUAL LAMP
LOCAL OFF REMOTE OFF ON ALARM RESET
HEATER TOPPING UP REGENERATION ON TEST
EMERGENCY STOP

Procedure for Starting the IG Plant Manual Mode Procedure for Stopping the IG Plant
The manual mode is available for use should the automatic mode part or fully
Auto Mode fail and is also used should any testing, inspection and maintenance work be Auto Mode
required.
a) Press the touch key 113 AUTO START to allow automatic start a) Press touch key 304 STOP to initiate the stop sequence:
of the cooling plant and remotely start the sea water system. • Delivery valve 1 to deck will close and vent valve to
Manual mode is selected by pressing touch key 312 START IGG MANUAL.
The functions as described under ‘Auto Mode’ are then controlled by the touch atmosphere 2 will open.
b) Press touch key 114 AUTO START to allow automatic start of keys on the main control panel.
the dryer system. The dryer bypass valve I17 will close when • Fuel supply pump and valves will close.
the cooling plant outlet temperature and gas oxygen content are • The cooling water will circulate and the air blower will run
within preset limits. Dry-Air Production for a preset period to cool down the system.
c) Press touch key 311 START IGG AUTO. The start sequence If the IGG is to be used for the production of dry-air the system is started in Air • The dryer plant will stop.
will then commence as follows: Purge Mode. The system is started in the same way and will deliver dry-air to • The refrigeration plant will stop.
the tanks as no combustion or inert gas is involved.
• Sea water inlet valve I5 will open to supply water to the
cooling tower.
a) Press key 111 AUTO START to allow automatic start of the
• The IGG sea water overboard valve I14 will open. Manual Mode
cooling plant and remotely start the sea water system.
• The selected air blowers will start after a preset delay (17 When running in manual mode the fuel oil pump and air blower are stopped by
seconds) and will purge the combustion chamber for a b) Press key 114 AUTO START to allow automatic start of the separate touch keys or by pressing key 304 STOP.
preset time of 3.5 minutes. dryer system. The dryer bypass valve 17 will close when the
cooling plant outlet temperature and gas oxygen content are If the plant is to be shut down for an extended period of time, the combustion
• Upon completion of the purge, the fuel oil supply pump will within preset limits. chamber jacket will need to be flushed with fresh water for approximately 2
start. hours after the burner has been stopped for approximately 2 hours.
• The ignition burner glow plug will be activated for a preset c) Press key 311 START AIR PURGE. The start sequence will
time (30 seconds), after which fuel and combustion air will commence as follows: The scrubber tower will then need to be flushed for approximately 2 hours.
be supplied to the ignition burner. When all of these operations have been completed, all of the water remaining
• Sea water inlet valve 5 will open to supply water to the inside the units must be completely drained out.
• Fuel oil is supplied to the main after a further timed delay of cooling tower.
5 seconds. • Sea water overboard valve 14 will open. Procedure for Regeneration
• After 10 seconds the fuel and air to the ignition burner will • The selected air blowers will start after a preset delay (17
be switched off and the glow plug de-energised. The dryer vessels need to be changed over every 6 hours to dry out (regenerate)
seconds). the desiccant in the recently used vessel. The hot air +150°C from the steam
• The burner flame is monitored by the detector and if stable • If the cooling plant outlet temperature is within limits the heater flows in the opposite direction to the gas flow in order to evaporate the
after a timed delay of 17 seconds, the main burner fuel and dryer plant will start after a timed delay of 3.5 minutes. water which is then carried off in the flushing stream.
air supply will be switched to normal capacity.
• The dew point is monitored for a timed delay of 3.5
• If the cooling plant outlet temperature and gas oxygen minutes.
content are within limits, the dryer plant will start after a
timed delay of 60 seconds. • Press touch key SELECT CONSUMER, and if the dew
point is within preset limits, the vent valve to atmosphere 2
• The gas oxygen content and dew point are monitored for a will close and the delivery valve to deck 1 will open.
timed delay of 3.5 minutes.
• Press touch key SELECT CONSUMER, and if the oxygen
content and dew point are within preset limits, the vent valve
to atmosphere 2 will close and the delivery valve to deck 1
will open.

4.10 Fixed Gas Sampling and Gas Detection Systems
Illustration 4.10a SW2020 Gas Sampling Panels

SW2020 Gas Sampling Panels
SW2020
POWER ON..............
GAS
DISCONNECTION....
001 ZZ005 HI ALARM LEVEL.....
EXTERNAL ALARM...
SAMPLING ALARM STATUS 1................
POINT LEVEL STATUS 2................
SYSTEM FAULT.........
DETECTOR
F1 F2 F3 F4 ABNORMAL COND....
ALARM MUTE
CH4 %LEL
ALARMS IN QUEUE 7 8 9 LIST
LIST
SAMPLING
LIST ALARMS
FAULT
STU VWX YZ* POINTS
CH4 VOL%
4
JKL
5
MNU
6
PUR
LIST DISCONNECTIONS LIST FAULTS M MUTE
CH4 %LEL ALARM RESET 1 2 3 SETUP SAMPLING SETUP

GENERAL
SETTING R RESET
ABC DEF GHI POINTS
CH4 VOL%
0 .,-
ENTER ESC HOME Pg Pg
Repeater Panel
Salwico MN400
GAS ALARM REPEATER UNIT
List
List
On
Alarms
Local mute
Faults
Lamp test

4.10 Fixed Gas SAMPLING and gas detection Fixed Gas Sampling System (SW2020) The last measured gas value for a sampling point can be viewed in the Sampling
Systems Point List. Manual measurement and purge on a selected sampling point are
The SW2020 gas sampling system is an automatically scanning gas sampling also done from this list.
system permanently installed with a number of sampling points. The gas
SW2020 System detectors are common for all sampling points, allowing the use of high quality A test gas cylinder is connected to the system for calibration of the gas
Manufacturer: Consilium Marine AB gas detectors with good accuracy. A gas sample is taken from each sampling detectors.
System: Salwico point in turn according to the sampling sequence and transported through
the sampling pipe to the gas detectors. The sampling time for each point is The SW2020 system consists of four parts which are as follows:
Salwico model: SW2020 individually adjustable corresponding to the pipe length of each sampling
Type: Sample draw, continuous 21 minute cycle point. This gives an optimal short-cycle time. Control Unit
Cargo part: 35 - Infrared detectors
The SW2020 gas sampling system is intended for the detection of explosive The control unit contains control functions and display for the system and is
and toxic gases in the cofferdams, pipe tunnels, stools, ballast tanks, slop tanks located in the DACS cabinet room on A deck.
GS3000 System and other areas adjacent to the cargo tanks. The system is designed to meet the
requirements of IMO/SOLAS and classification rules. The control unit is the man-machine interface and controls the electronics in
Manufacturer: Consilium Marine AB
the analysing unit. It consist of a LCD clear text Display, LED Display, LEDs,
Salwico model: GS3000 keyboard, microprocessor and memory for the software, definitions, additional
Detectors: 6 - Infrared FGD-3, EEx iad llC T4 Individual Sampling Point Settings texts etc. Electrical connection terminals to the analysing unit, the repeater unit
2 - Infrared Bucom ST600EX-IR EEx d llC T6 Each sampling point can easily be operated from the control unit and has and the optional printer are placed in the bottom of the control unit cabinet.
33 - Catalytic combustible ST600EX EEx d llC T6 individual settings for:
The SW2020 control unit is divided into two parts; the gas alarm panel and the
Sampling range: 0-100% LEL (0-5% vol.) methane + 100% • Sampling time as a function of pipe length
operating panel.
4.- Electro chemical ST400EX, EEx ia llC T6 • Gas detectors (up to 4) connected for monitoring samples
Sampling range: 0 to 25% vol. oxygen For example: % LEL, vol. % and ppm The gas alarm panel is activated when a gas alarm situation is detected in the
Self-test: Continuous system. The sampling point number, alarm level (LO or HI) and the actual gas
• Alarm levels for low and high alarm for each detector and each detector in alarm are displayed.
sampling point
Introduction • Clear text information There are three keys on the operating panel. The Alarm Mute key is used to
acknowledge the gas alarm and the Alarm Reset key is used to reset the gas
There are two completely separate gas monitoring/trip systems fitted on board. alarm. The third key, Alarms in Queue, is used to toggle the sampling points
Programmable Scanning Sequence in alarm.
One is the fixed gas sampling system which monitors the sampling points in
the hazardous gas zone, and the other is the fixed gas detection system which Each sampling point can easily be operated from the control panel. For
monitors the non-hazardous gas zone areas. The analysing/control units for permanent installations in ballast tanks or other areas, which may periodically The Operating Panel continuously shows, in the clear text display, sampling
both systems are located in the DACS cabinet room on A deck, but there are be filled with fluid, a counter-pressure system is automatically protecting the point and the last measured value.
also repeater units for both systems installed in the fire control station that pipes with a gentle flow of air, preventing clogging.
allow the active alarms to be viewed. The Fault LED is lit and a fault message is shown in the clear text display when
The sampling time for each disconnected sampling point is deducted from the a fault alarm is generated.
In the event of a gas being detected, alarms are activated simultaneously at the cycle time, thus reducing the cycle time for the remaining sampling points.
DACS stations on the bridge, cargo control room and engine control room, and The List and Set-up keys are used to manage the gas sampling system.
on the repeater units in the fire control station on the port side of the upper The SW2020 gas sampling system also gives the possibility to define the
deck. The alarms which sound in the engine room, motor room and cargo sampling sequence, enabling certain points to be sampled more frequently. The numeric keypad is among other things used for value settings and clear
machinery room are two-tone high pitched sirens, and there are also flashing text set-up.
lights that indicate that the gas alarm has been activated. Both systems are A flow fault on a sample point will activate the Automatic Pipe Cleaning
calibrated on 100% methane. System (APCS). The APCS will first attempt to remove the cause of the flow
fault by flushing the sampling pipe and then try to obtain a new sample. The
sampling point is automatically disconnected and the fault is transferred to the
fault list if the flow fault remains.

Illustration 4.10b Gas Detection System Combined Sensor Module Communication and Communication and Sensor Safe Hazardous
IR Gas Detector EEx iad Hazardous Safe and IS Barrier Box Power Loop Power Loop Module Area Area CC Type Gas Detector EEx d ST600EX
Intrinsically Safe Area Area Signal Cable 4-20mA Loop 11 Out Loop 15 Out
GCU Hood Room ISOL SM-13/11 SM-13/11 Accom. Upper Deck Entrance Lobby (104)
GCU Hood Room Upper Deck Air Handling Unit Room (121)
Gas Duct (No.1) C Deck Fwd Entrance Lobby (P) (403)
Gas Duct (No.2) ISOL SM-13/11 Accom. B Deck Gym Exhaust Fan Inlet (338)
IR Type Gas Detector EEx d ST600EX-IR C Deck Fwd Entrance Lobby (S) (409)
LAST ALARM GAS(1) SEC 1 H2S2 15.0 PP
GAS 006 002 MOONPOLE GAS(1) ZONE 1 CxHy 2, 2%LEL
(NOT MUT PUMP ROOM
Inert Gas Line SM-13/11 Loop 11 In

PUMP ROOM
F1 F2 F3 F4
7 8 9 FAULT
Accom. A Deck Air Intake Galley (223)

4 5 6
1 2 3
CC Type Gas Detector

0
Hazardous Safe Communication and F/Casing Upper Deck Emergency

EEx d ST600EX Power Loop
Area Area Signal Cable 4-20mA Loop 12 Out Loop 15 In SM-13/11 Generator Room (701)
No.1Engine Room Supply Fan (S) SM-13/11
No.3Engine Room Supply Fan (S) Sensor Safe Hazardous CC Type Gas Detector EEx d
No.4 Engine Room Supply Fan (P) Module Area Area IR Gas Detector EEx d, Intrinsically Safe
Loop 16 Out
No.2 Engine Room Supply Fan (P) Sensor Module also available in EX-d Type Communication SM-13/11 ISOL Electrical Motor Room 1
Engine Room 2nd Deck (S) Max 10 Detectors per Loop and Power Loop SM-13/11 ISOL Electrical Motor Room 2
Engine Room 2nd Deck (P) SM-13/11 Loop 12 In
CC Type Gas Detector Hazardous Safe CC Gas Detector EEx d (ST600EX)
EEx d ST600EX Sensor Module SM-13/11 Bosun Store
Wheelhouse (601) Area Area GS3000
SM-13/11 Communication
Accom. D Deck Entrance Lobby (P) (524) Signal Cable 4-20mA Loop 13 Out Gas Detection Oxygen Electrical Chemical Gas Detectors
and Power Loop Normal Type ST400EX (Intrinsically Safe)
Accom. C Deck Aft Entrance Lobby (P) (422) System Central
SM-13/11 ISOL Electrical Motor Room 1
Accom. C Deck Officer’s TV Room (401)
Electrical Motor Room 2
Accom. C Deck CCR Room (404)
Cargo Compressor Room 1
Accom. B Deck Entrance Lobby (P) (326)
Loop 16 In SM-13/11 ISOL Cargo Compressor Room 2
Accom. B Deck Crew’s TV Room (P) (322)
Accom. A Deck Crew’s Mess Room (225)
IBI Fitted Inside IAS Cabinet
Accom. A Deck Entrance Lobby (P) (205)
SM-13/11 System Loop IBI Supplied by Consilium
Accom. A Deck Crew’s Rec. Room (208) Loop 13 In
Accom. D Deck Entrance Lobby (S) (519) SM-13/11 Comm. Cable Twisted Pair IBI
Communication Loop 14 Out
Accom. C Deck Central Office (407) and Power Loop In Box NMEA
Accom. C Deck Aft Entrance Lobby (S) (413) 3x Relay Outputs RS232
Accom. B Deck Entrance Lobby (S) (316) Located in Common Fault Gas Alarm
Accom. B Deck Gym Supply Fan Inlet (P) (336) DACS I/O Room and Power Fault Reset by Mute
Accom. A Deck Galley (223) NMEA
Accom. A Deck
Accom. A Deck Officer’s Mess Room (217) Sensor Module also available COMM. and 24V DC POWER IBI RS232
Accom. Upper Deck Entrance Lobby (S) (111) in EX-d type Max 10 Shielded Cable In Box
Accom. A Deck Entrance lobby (S) (215) Detectors per Loop Rectifier and Twisted Pairs
Accom. A Deck Officer Rec. Room (212) SM-13/11 Loop 14 In Battery 14,4Ah
Note A - The Required Cable Area Depends on the Cable System Loop
System Loop Communication Cable 220V AC Input from UPS Distboard
No.1 Tank IBS for Gas Dome Length, Resistance and the Connected Units Power Consumption Relay Outputs and 24V DC Outputs Fire Control Comm. Cable
Twisted Pair 3x2 min 0, 75mm²
No.2 Tank IBS for Gas Dome 1 Station Twisted Pair
2
No.3 Tank IBS for Gas Dome 3 MN3400 Wheelhouse
4 3x Relay Outputs
No.4 Tank IBS for Gas Dome 5 Repeater
6 Common Fault Gas Alarm FDS Event
No.5 Tank IBS for Gas Dome 7
8 and Power Fault Printer
No.1 Tank IS for Gas Dome 9
10 Reset by Mute
No.2 Tank IS for Gas Dome 11 GAS 001 ZZ005
MN400
12
No.3 Tank IS for Gas Dome
F1 F2 F3 F4
13
FAULT
Repeater
7 8 9
4 5 6
14 COMM. and
1 2 3
LAST ALARM GAS(1) SEC 1 H2S2 15.0 PP

0 GAS 006 002 MOONPOLE GAS(1) ZONE 1 CxHy 2, 2%LEL
(NOT MUT PUMP ROOM
15
PUMP ROOM
F1 F2 F3 F4
24V DC POWER
7 8 9 FAULT
16
4 5 6
1 2 3
17 0
18
No.1 Vent Mast 19 Shielded Cable
No.2 Vent Mast 20
21 Twisted Pairs
No.3 Vent Mast 22
23 SW2020 GS3000
No.4 Vent Mast 24
25 Gas Sampling Fire Detection
No.5 Vent Mast 26
27 System Central ECC No.1 CCC No.1 System Central
Side Passageway Starboard Fwd 28
29
Side Passageway Starboard Mid MN3000 MN3000 MN3000
Pipe Duct Fwd 30
Side Passageway Starboard Aft 31
Repeater Repeater Repeater
Pipe Duct Aft 32
COMM. and
Side Passageway Port Fwd 33
Side Passageway Port Mid Electric Motor Room 34

24V DC POWER
O1
Side Passageway Port Aft Top of Cold Box Insulation Space
C1 Located in DACS Shielded Cable
No.1 Tank IBS for Liquid Dome Air Lock for Electric Motor Room M
Rectifier I/O Room Accom. A Deck Twisted Pairs
No.2 Tank IBS for Liquid Dome Measuring Gas Outlet
O2 Rectifier and
No.3 Tank IBS for Liquid Dome Dry Instrument Air Inlet 5-16kp/cm2 Comm. Cable Battery 14,4Ah
No.4 Tank IBS for Liquid Dome MX3000
Fresh Air Inlet Twisted Pairs
No.5 Tank IBS for Liquid Dome Control Unit Wheelhouse
The IR Detector needs 0.3A start-up current and the other FDS Aft Wall
Cargo Machinery Room Port
detectors power consumption are between 25-50mA.
Cargo Machinery Room Starboard The SM-13/11 power consumption is 10mA. Water Filter Outlet 220V AC Input from UPS Dist. Board Wheelhouse
Drain Separator Filter 220V AC Input from UPS Dist. Board
Gas Vent Drain Tank Maximum Voltage Drop allowed is 6V. to Floor Well Relay Outputs and 24V DC Outputs Console Relay Outputs and 24V DC Outputs

Analysing Unit The Automatic Pipe Cleaning System (APCS) is activated by a sampling The standby menu displays the system status. The standby mode can be
pipeline becoming blocked. This will cause the pump to stop and the automatic identified by the clock in the upper right corner and can be reached by pressing
The analysing unit contains all functions for detecting and transporting the test
pipeline cleaning function to be started. This consists of purging the sampling the HOME key. The control unit will automatically return to standby mode 30
samples as well as an internal sampling point for the monitoring of internal
line back to the sampling point with dry compressed air for 15 seconds in order minutes after the last keyboard entry.
gas leakage. Its components comprise gas detectors, solenoid valves, sampling
to clear the blockage. The pump will then restart and try to obtain another
and transport pump, flame traps, flow meter, remote I/O - PCB-boards, power
sample. If the vacuum switch is again activated the flow failure alarm will be
supply unit and terminals for power supply, alarm outputs connection to the Lists
activated.
control unit and repeater unit, as well as connections for all piping included in
All manipulations required by the average user can be performed from the four
the system.
There are also two pressure switches fitted within the system for monitoring lists in the system.
The analysing unit is installed in a ventilated area with controlled temperature the discharge pressures of the pre-suction pump and the analyser pump. They
above main deck level, in the DACS cabinet room on A deck. are activated in the event of a low discharge pressure from either pump and will Alarm List
stop the pump and the sampling sequence, resulting in a flow failure alarm.
The left-hand side of the control unit always displays the sampling point in
Repeater Unit - MN400 There are three calibration gas bottles located inside the analyser cabinet, one alarm and the alarm level (high or low).
of 50% LEL, one of 100% by volume and one of 100% N2. These are used for
The repeater unit contains a clear text display for alarm and fault messages. calibrating the two Simrad GD10 infrared gas analysers. Mute any gas alarms by pressing ALARM MUTE and reset gas alarms by
One unit is located in the fire control station. pressing ALARM RESET. Press ALARM IN QUEUE to display the next gas
alarm (if any are present).
Operation of the Fixed Gas Sampling System
Pipe System When more detailed information about an alarm is required, press LIST
Control Unit
The pipe system transports the test samples from the sampling points to the ALARMS on the right-hand side of the control unit. This list is opened
analysing unit. The pipe system includes shut-off valves, flame traps and The control unit of the SW2020 gas sampling system is divided into two automatically when a new gas alarm is detected. Use the arrow keys to display
filters. separate parts. The left-hand side consists of only three keys: ALARM MUTE, the next and previous alarms.
ALARM RESET and ALARM IN QUEUE. The ALARM IN QUEUE key is
used to find a gas alarm in the gas alarm list and the two other keys to either
Fault List
Operation of the Fixed Gas Sampling System mute or to reset an alarm. The gas level is measured again to see if the alarm
condition has disappeared. Press LIST FAULTS, on the right-hand side of the control unit, to display the
This system consists of a pre-suction pump which draws from each of the faults in the system. This list is automatically opened when the system detects
sampling points individually via a suction filter and discharges into the gas The right-hand side is used for the operation of the system. Press one of the six a fault. Mute faults by pressing the FAULT MUTE key and reset faults by
sampling unit via a flame screen. An analyser pump draws the sample in LIST and SET UP keys to operate and monitor the system. All six keys will pressing the FAULT RESET key.
and discharges it to the infrared gas analyser and finally out to atmosphere. open a list of items (sampling points, alarms etc).
There are two gas analysers fitted, both of which are in constant use, with one Sampling Point List
measuring 0 to 100% LEL and the other measuring 0 to 100% volume. The Use the four arrow keys to find the item required and use the function keys to
LCD panel on the front of the main control panel displays both the LEL and select an action to perform. Press the LIST SAMPLING POINTS to enter the sampling point list, then select
the % volume readings for the point being sampled. a sampling point with the arrow keys and use the function keys to perform an
For example, it is possible to make a manual measurement on sampling point action. The following actions can be performed on a sampling point:
There are 34 external sampling points and one internal sampling point which is No.5 (SP5) by first pressing LIST SAMPLING POINTS, then choose SP5 with • Value: Display the value of the last gas measurement.
located inside the analyser unit at the top of the cabinet. This internal sampling the arrow keys, and finally press F3 (Measure) to start measuring on SP5. The
point is positioned to detect any gas due to leaking pipework within the cabinet. sampling point details will be shown on the display. • Disconnect: Disconnect for a period of time or forever (OFF).
It will alarm and shut down the system at 30% LEL. If a sample from any of The counter-pressure will automatically engage for sampling
the 34 sampling points reaches 30% LEL a high gas alarm will be activated on Some menus require a numerical input, manual measurement is one of them. points with this feature.
the IAS. A high high gas alarm is activated if the gas reading rises to 60% LEL. Enter a new value with the numerical keyboard. Press Enter to change the • Measure: Start measuring the gas concentration. With this
A complete sampling cycle takes approximately 21 minutes. new value into the current value and press F1 to start measuring. function it is possible to make a prompt check of the actual
gas concentration of the selected sampling point. The sampling
There are two vacuum switches fitted within the system, one is used for an Standby time can be set in minutes, though never below the set-up
internal leakage test and the other for a flow failure on the transportation pump. time. The gas value is updated and continuously shown in the
The internal leakage test is carried out every 24 hours and consists of closing The control unit is in standby mode most of the time. The display shows that display. The possible alarm (low or high) will be decided when
all the sampling solenoid valves and running the analyser pump. If the vacuum the measurement sequence is running with the system always displaying the the gas reading is stable. The remaining measurement time is
switch is activated, it proves the integrity of all the pipework, valves, pump and last measurement. continuously shown.
the also the vacuum switch. An alarm sounds in the event of the vacuum switch
not being activated.

Illustration 4.10c Deck Area Gas Detection System
Accommodation
CN CN CN CN
655F 637F 620F 603F
No.5 No.5
No.5
Gas Vent
Liquid CN CN CN CN
Dome Mast
Dome 412F 312F 212F 112F
CN CN No.4 No.3 No.2 No.1
507F 682F CN Gas CN Gas CN Gas CN Gas
407F Dome 307F Dome 207F Dome 107F Dome
CN No.4 No.4
No.3 No.3 No.2 No.2 No.1 No.1
512F Liquid Vent
Analysing Unit Liquid Vent Liquid Vent Liquid Vent
Dome Mast
(DACS I/O Dome Mast Dome Mast Dome Mast
Room)
CN Air
682F Lock
Cold
Gas Vent
Box
Drain Tank Cargo Electrical
Machinery Motor
Room Room
No.6 Cofferdam No.5 Cofferdam No.4 Cofferdam No.3 Cofferdam No.2 Cofferdam No.1 Cofferdam
Key
No.5 No.4 No.3 No.1
Vent Vent Vent Vent Infrared Detection Line
Mast Mast Mast Mast
DACS I/O
Room
Analysing
Unit
Bosun
Store
No.1b No.1a
No.5 No.4 No.3 No.2 Water Ballast Water Ballast
Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank Tank Tank Fwd
Engine Room (Port and Starboard) (Port and Starboard) (Port and Starboard) (Port and Starboard) (Port and (Port and Heavy
Starboard) Starboard) Fuel Fwd
Oil Water
Tank Ballast F.P
Void
Tank

• Purge: Clean the pipe for that particular sampling point for 30 Enter the new 4-digit access code, then push the return key and then F1 to Test Pixels and LEDs (7)
seconds. Before connection to the analysing flow, an automatic continue.
Push F1 to test LEDs and pixels on the control unit.
decompression is made through the internal sampling point for
10 seconds in order to protect the pressure switch and pump (2b) Change access level code
membrane. (7) Test pixels and LEDs
Current: New:
Enter the 4 digit access code
Actions such as ‘purge’ and ‘manual measure’ cannot be performed on TEST
CONTINUE
disconnected sampling points. The only allowed action on a disconnected
sampling point is RECONNECT. Enter the same access code again and push the return key. The result of the Test the Local Buzzer (8)
operation will be displayed on row 3. Push F1 to test the local buzzer.
After a measure or purge manoeuvre, the normal measurement sequence starts
at the sampling point that was interrupted.
(2c) Change access level code (8) Test the local buzzer
Current: New:
Disconnection List Enter the same 4 digit code again TEST
Press LIST DISCONNECTION to open the disconnection list.
Change Time of Day (3) Check the Valves for Internal Leakage (9)
Disconnected sampling points are displayed one by one by using the arrow
keys. Reconnect a sampling point by pressing Fl (Reconnect). Enter the time of day (HHMMSS, 24-hour clock) and push the return key. The Push F1 to check the system (valves and connections) for internal leakage.
result will be displayed on row 3.
(9) Start checking the valves
Set-up - General Settings - Access Level 1 (3) Change time of day Status: ABORTED
Current: 121629 New: START STOP
The system changes the access level and enters configuration mode when the Enter a new time of day (HHMMSS)
correct access code for level 2, 3 or 4 is entered. The system will not start until
the user chooses to start the system again (the access level is automatically Set-up - General Settings - Access Level 2
changed back to 1) or the user time-out expires after 30 minutes. Change the Date (4)
Restart the System, Save Current Set-up (10)
Enter the date (YYYYMMDD) and push the return key. The result will be
Change Access Level (1) displayed on row 3. Push F1 to restart the sampling sequence. The system will change back to
access level 1 and save the current system configuration.
Enter a 4-digit access code and push return key. The result of the operation is
(4) Change the date
displayed on row 3. The sampling sequence is stopped when the access level (10) Restart the system
Current: 19970101 New:
is changed to 2 or higher. - Save the current set-up,
Enter a new date ...... (YYYYMMDD)
return to access level 1
1) Change access level RESTART
Current: **** New: Change LED Intensity (5)
Enter a 4-digit access code Enter a new intensity and then push the return key to change the intensity of
Restart the System Without Saving (11)
the LEDs.
Change Access Level Code (2) Push F1 to restart the sampling sequence. The system will change back to
(5) Change LED intensity access level 1 but will NOT save the current system configuration. All changes
Enter the access level you want to change access code for, push the return key to the system configuration will be lost.
Current: 5 New:
and then F1 to continue. The code can only be changed for access levels lower
Enter a new value (1..5)
or the same as the current access level (level 2 in the example below). (11) Restart system without saving
- Don’t save the current set-up,
(2a) Change access level code Print the System Configuration (6)
return to access level 1
Current: 2 New: Push F1 to print the system configuration. RESTART
Enter an access level (1-3)
CONTINUE (6) Print the systems configuration
PRINT

Illustration 4.10d Cargo Area Gas Detection System
Wheelhouse
Repeater
Unit
DACS Deck House

I/O Room Front Wall
Control Unit
Exhaust
to B Deck
Safe Area
Gas Analysing Unit
in DACS I/O Room
Analysing Unit Shut-Off Valve

(To be located
A Deck
Fresh Air in DACS I/O Room
Intake at Safe Area)
Accommodation
Front Wall Gas Detection lines
(Passing through Passageway
and/or Cofferdam/Trunk Space)
Signal Line Gas Detection Lines

Shut-Off Filter (Pass through Port Trunk Trunk
Control Air Valve Passageway)
Safe Dangerous
Area Area
Cargo Tank
Port Starboard
Vent Mast
Liquid/Gas Dome
Gas Vent
Filter Drain Tank Cargo Machinery
Room Filter
Trunk
Gas Detection
Lines
Gas Detection Lines

Gas Tank
Key
Infrared Detection Line

Set-up - General Settings - Access Level 3 4) Calibration: This fault indicates that zero or span calibration is – It will light the LCD-display, all LEDs and sound the buzzer
not completed due to a value that is out of range, either due to a for 15 seconds if there are no entries in the Gas Alarm or
These are normally only carried out by the Cargo Engineer or Chief Officer, gas sampler fault or a test gas fault. The bottle might be empty Fault Alarm lists.
and the procedures are described in the operator’s manual. or the test gas mixture is not corresponding to the value that is • The user can access the fault list with the Alarm/Fault button
set for span calibration. if the MN400 is presently showing the Gas Alarm List. The
Actions in the Event of an Alarm MN400 will return to the Alarm list after 15 seconds if no
5-8) Gas Sampler 1-4. Indicates a fault depending on which type of buttons are touched.
Gas Alarm sampler that is in use. There might be a loss of power, a dirty
mirror in an internal radiation sampler or a sensor failure etc.
1) When the ALARM MUTE button is pressed, the audible LEDs
alarm stops and all alarm outputs with mute functionality are 9) Moisture fault (Option). Indicates that water is sucked into the
deactivated. The scanning cycle continues and will give new • The ON LED – Is lit when the MN400 is running
pipe system of the analysing unit.
alarms for each sampling point exceeding the alarm level. The • The ALARM LED – Is lit when there is a Gas Alarm in the
alarms are stored in the alarm list and the sampling point of the 10) High temperature in the analysing unit (Option). system
last occurred alarm is shown, as well as the alarm level low or
• The FAULT LED – Is lit when there is a Fault Alarm in the
high. 11) Power fault (Option). As indicated if there are two independent system
2) Activation of the ALARM RESET button starts a re-evaluation power supplies and one fails.
of the sampling point in alarm. An alarm reset request will
stop the sampling sequence and make a new measurement. 12) Flow fault on sample point #. Indicates a flow fault on the sample
This re-evaluation is to be able to accept an alarm reset on the point listed. Before indication of a flow fault the automatic pipe
sampling point if the level is now below the alarm level. If the cleaning function first attempts to remove the cause of the flow
ALARM IN QUEUE button is pushed and a RESET is made of fault by flushing the sampling pipe for 15 seconds, and then
all sampling points in alarm, the system will start re-evaluating tries to obtain a new sample. If the flow fault still remains the
these sampling points one by one. It may therefore take a while sampling point is automatically disconnected and a flow fault
to complete alarm reset for several sampling points. alarm is generated and listed in the fault list. The scanning cycle
continues to the next sampling point. As long as the flow fault
The re-evaluation sequence can be interrupted by manual measurement or for a certain sampling point is listed in the fault list the fault
purge (see the sampling point list below). remains.
Other fault alarms monitor the internal condition of the gas sampling system.
Fault Alarm
1) An analysing pump fault is caused by a pressure switch and stops
the pump and scanning sequence if the system does not have the
Repeater Unit - Located in the Fire Control Station
pump redundancy option. The pressure switch is detecting that
the pump pressure is too low, the cause is probably a membrane The Man Machine Interface
leakage of the pump or a fault of the pressure switch itself.
Service is needed if the fault cannot be reset. • Gas alarms are shown on the Mini Repeater.
- The previous and next alarms (if any) can be listed with the
2) A bypass pump fault is caused by a pressure switch. The Arrow Keys.
scanning cycle continues. The bypass pump stops. The cause for
this fault is the same as described for the analysing pump. • Unmuted faults are shown if there are no unmuted gas alarms in
the system.
3) Internal leakage in the analysing unit is indicated when the - The previous and next faults (if any) can be listed with the
automatic leakage control fails. This control is automatically Arrow Keys.
initiated every 24 hours by closing all the sampling valves, • The clock is shown when there are no alarms or faults in the
running the analysing pump and checking that the vacuum system.
switch is activated. If the vacuum switch is not activated the
cause is a leakage at the vacuum side of the pump from pipes, • The Local mute button has dual functions.
solenoid valves, a pipe coupling or the vacuum switch itself. – It mutes the local buzzer if there are any entries in the fault
or alarm lists.

Illustration 4.10e CS3000 Gas Detection Panels

GS3000
Gas Detection Panel
Salwico GS3000
POWER ON
GAS
DISCONNECTION
006 002 TEST......
ALARM TRANSFER
SECTION DETECTOR EXTERNAL ALARM
DELAY OFF.....
SYSTEM FAULT..
F1 F2 F3 F4 ABNORMAL COND.
ALARM LEVEL 1
ALARM MUTE
ALARM LEVEL 2 ALARMS IN QUEUE 7 8 9 Z ZONE EA
EXTERNAL FAULT
ALARM
4 5 6 D DETECTOR EC EXTERNAL
CONTROL
M MUTE
ALARM RESET ALARM

1 2 3 AD DELAY R RESET
ALARM LEVEL 2
IN QUEUE 0 ON OFF TIMER LIST
Repeater Panel
Salwico MN3400
List
On line FIRE ALARM
List
More alarms
Local mute
Lamp test

Fixed Gas Detection System (GS3000) The Gas Alarm panel is activated when a gas alarm is detected in the system.
• - List handling keys, the LIST key is used to open the
The GAS indicator is flashing and the alarming zone number and detector list function. The arrow keys are then used to scroll through the
The GS3000 gas sampling system is intended for use in the detection of explosive
address are displayed on the numeric display. lists.
and toxic gases in the engine room, accommodation and passageways and is
a computerised, fully addressable analogue gas alarm system with analogue
detectors. The detectors are automatically tested and continuously supervised Keys Indicators
by the central unit. In the event of gas being detected the appropriate output
channels are activated controlling the gas damping measures. At preset fixed • ALARM MUTE: This key is used to acknowledge the gas alarm • POWER ON - Is lit when the power is on.
intervals the system actively checks that all connected units are in working and mute the buzzers. • DISCONNECTION - General disconnection indicator.
order and that the contents of the system is according to its configuration.
• ALARM RESET: This key is used to reset the gas alarm. • TEST - Is lit when the central unit is in test mode.
The gas alarm system can be divided into several geographically separated • ALARMS IN QUEUE: LEDs indicating multiple alarms with • ALARM TRANSFER - Is lit when the dedicated gas output is
central units and control units which are connected into a larger system. a possibility to list these on the numerical display and on the activated (steady light) and is flashing when the door is opened,
alphanumerical display. the gas output is deactivated.
The operator supervises and operates the system from one or more control units • ALARM LEVEL 1: LED indicating alarm with low concentration • EXTERNAL ALARM - Is lit when an external alarm output is
which are placed at convenient locations, separated from the central units. The of gas. disconnected or faulty.
different central units and control units of the system communicate with each
other on two RS-422 channels, the system loop. • ALARM LEVEL 2: LED indicating alarm with higher • DELAY OFF - Is lit when the time delay is deactivated.
concentration of gas than ALARM LEVEL 1.
• SYSTEM FAULT - Is lit when a fault occurs in the system
The central unit and its detectors communicate on two-wire loops. The • IN QUEUE: LED indicating multiple alarms for alarm level 2. program.
communication method is based on frequency modulation (FSK). Each
detector is connected to its loop via a specially developed integrated circuit for • ABNORMAL COND - Is lit when an abnormal condition has
The operating panel is used for controlling the system and to display additional
supervision and communication. The detectors are supplied with power from occurred.
information in case of a gas alarm.
the loop. The loop can be either a single-ended branch line, a two-way closed
loop or a two-way closed loop with branch lines. The alphanumerical display is used as a complement to the numerical display Authorisation
on the Gas Alarm panel, as a communication media when operating the system,
All communication between the operator and the system is performed via the The functions of the system are divided into three different access levels, each
and to display guiding texts for the function keys. Under normal conditions,
front panel on the control unit. The GS3000 system detects gas, fault, abnormal level protected by an access code. The system is in access level 1 when the door
when the central unit is in normal status, the text GS3000 CONTROL UNIT is
condition or change in the system status; this is displayed on the control unit to the control unit is opened, when you want to go to access level 2 or 3 you
displayed together with the date and time.
panel. The operator can control and check a number of functions in the system. have to enter the appropriate access code for each level. The access code for
To make it easier for the operator to handle all the functions they are divided in each function is specified first in each description in the GS3000 user’s guide.
to three access levels, where each level is protected by an access code that can Keys
easily be changed by the operator. Gas Alarm
• F1, F2, F3, F4 Function keys, used for choosing functions from
the menus in the display and for entering certain characters with GAS is Flashing
The following functions are available in the system:
no keys of their own.
• Disconnection of zones, detectors, manual call points, zone A gas alarm is detected in the system. The zone number and detector address in
• 0 - 9 Numerical keys. alarm are displayed on the gas alarm panel and in clear text on the alphanumeric
units, alarm devices, external controls.
• - Correction key, the last key stroke is erased. display on the operating panel. The gas value is continuously updated by the
• Electric isolation of a loop. control unit.
• - Return key, the system returns to normal status, GS3000
• Reconnection of all disconnected units.
CONTROL UNIT is displayed. One of the two LEDs, ALARM LEVEL 1 or ALARM LEVEL 2 is lit,
• Supervision of zones and detectors.
• Z, D, EA, EC, ED - Command keys used to choose the unit to indicating if the gas alarm is activated by a low or high concentration of gas.
• Display of all events present in the different lists in the system. operate on.
There are two levels of gas alarms:
• Change of system status, such as date, time, number of zones • MUTE - Fault handling key used to acknowledge faults and to
connected to the system and connection/disconnection of PC. mute the buzzers. • ALARM LEVEL 1 - LEDs indicating alarm with low
concentration of gas. The text GAS(1) is displayed in the
• Change of detector settings. • RESET - Fault handling key used to reset the faults.
display.
• Display of the status of all units connected to the system. • ON, OFF, TIMER - Operation keys used to choose the operation
• Test buzzer, LEDs, indicators and display. to perform.

Illustration 4.10f Fire and Gas Detection Screen Shot

• ALARM LEVEL 2 (GAS 2): LEDs indicating alarm with The next gas alarm address is displayed both on the gas alarm panel and on the The Gas Alarm is Not Reset:
high concentration of gas. The text GAS(2) is displayed in the alphanumerical display for a few seconds. The gas alarm is presented on the
• Use the list function. Press the LIST key on the operating panel
display. two first lines on the display.
and select the Gas Alarm - Not Reset list. Check the problem
and deal with it. For more information see ‘Gas Alarms That
The alarm levels are defined for the detectors at the installation of the gas alarm
Acknowledge and Mute Gas Alarm Could Not Be Reset’.
system.
Acknowledge and mute:
All the information about the gas alarm is displayed on the first and second line Gas Alarms That Could Not Be Reset
• Press the ALARM MUTE button to mute and acknowledge the
in the display. The zone number and the detector address are displayed on the gas alarms. A gas alarm that could not be reset is put in the ‘Gas Alarm - Not Resettable
first line and additional information about the unit, if provided, is displayed on List’. When you want to reset one of these gas alarms you can either use this
the second line. The GAS indicator stops blinking and turns over to steady red. All buzzers are list or list them by using ALARMS IN QUEUE key.
permanently silenced when ALARM MUTE is pressed.
The gas alarms can be muted and reset. All of the gas alarms are put in the ALARMS IN QUEUE KEY:
alarm list. The detector address of the first detected gas alarm and the zone number are
• Press ALARMS IN QUEUE repeatedly to select the appropriate
displayed on the gas alarm panel and on the alphanumerical display on the
The > sign is displayed above function key F3 if the first line is too long to gas alarm.
operating panel.
be displayed. To display the remaining part of the line, press F3. The < sign
appears above function key F3 if the beginning of the line disappears, use this • Press F3 if you want to display the rest of line one. The gas alarm address is displayed both on the gas alarm panel and on the
key to display the beginning of the line again. alphanumerical display on the operating panel.
The zone number and detector address are displayed on the first line, and
additional information about the alarming unit is displayed on the second Reset Gas Alarm:
ALARMS IN QUEUE is Flashing line.
• Press ALARM RESET.
Two or more gas alarms in the system.
If there are more than one unit in alarm the addresses of these alarms will
• Press the ALARM MUTE button to mute and acknowledge The system is trying to reset the gas alarm.
not be automatically displayed. You can display one at a time by pressing the
all of the gas alarms. The GAS and ALARMS IN QUEUE
ALARMS IN QUEUE key repeatedly.
indicators stop flashing and turn over to steady red when all the The Gas Alarm is Reset:
gas alarms are muted. The function of the audible gas alarm, • The gas alarm disappears from the display and the ‘Gas Alarm
including the internal buzzer, when the door is opened is defined Reset Gas Alarm
- Not Resettable List’. The display returns to the next gas alarm
at the initialisation of the system. They are permanently silenced The displayed gas alarms can only be reset one at a time. after a few seconds, or if there are no more gas alarms it returns
when ALARM MUTE is pressed. to normal status and the text GS3000 CONTROL UNIT is
Select Gas Alarm: displayed.
The zone number and detector address in alarm are displayed on the gas alarm
panel. The address of the first gas alarm is displayed on the first line, and • Press ALARMS IN QUEUE repeatedly to select the appropriate
The Gas Alarm is Not Reset:
additional information about the alarming unit is displayed on the second line. gas alarm.
The address of the latest gas alarm is displayed on the third line, and additional The reason why the gas alarm is not reset is displayed on line three. Check the
information about this unit is displayed on the fourth line. Reset Gas Alarm:
problem and deal with it:
• Press ALARM RESET to reset the gas alarm.
The text MENU on the fourth line disappears when there is more than one gas LIST KEY
alarm in the system, but the F4 key is still active. The system is trying to reset the gas alarm.
• Press LIST
• ALARMS IN QUEUE - LEDs indicating multiple alarms (level The Gas Alarm is Reset: • Select GAS ALARM
1 and 2) with a possibility to list these in the numerical display • The gas alarm disappears from the display when it is reset and • Select NOT RESETTABLE LIST
and in the alphanumerical display. it is moved from the All list to the Gas Alarm History list. The
• ALARM LEVEL 2 IN QUEUE - LED indicating multiple next gas alarm is displayed after five seconds, or if there are no The first not resettable gas alarm is displayed. See User’s Guide Chapter 2:
alarms of alarm level 2. more gas alarms the system returns to normal status and the text Gas Alarm 2-7.
GS3000 CONTROL UNIT is displayed.
Display next alarm:
• Press ALARMS IN QUEUE.

Illustration 4.10g A Deck Gas Detection Screen Shot

GS3000 The GS3000 fixed gas detection system consists of 25 fixed gas detectors Engine Room Area
GAS ZONE 2 DETECTOR 5 of the infrared type at various locations in the GCU area, engine room,
accommodation, emergency generator room, cargo motor room, bosun’s store Loop Location Warning Alarm Remark
ALARM 2 OF 4 (NOT RESETTABLE)
and deck passageways. The detectors will activate a gas alarm if the LEL 12.1 No.1 E/R supply fan (S) 30% LEL 60% LEL Duct-mounted
reading reads 30% or above. A high-high alarm will be activated if the reading 12.2 No.3 E/R supply fan (S) 30% LEL 60% LEL Duct-mounted
Reset Gas Alarm: increases to 60% LEL. 12.3 No.4 E/R supply fan (P) 30% LEL 60% LEL Duct-mounted
• Select the appropriate gas alarm 12.4 No.2 E/R supply fan (P) 30% LEL 60% LEL Duct-mounted
The types of detector heads in use:
• Press ALARM RESET to reset the gas alarm. 12.5 E/R 2nd deck (S) 30% LEL 60% LEL
1. Infrared FGD-3, EEx iad llC T4; used to detect flammable gas 12.6 E/R 2nd deck (P) 30% LEL 60% LEL
The system is trying to reset the gas alarm. (methane) in air with an operating detection range of 0 to 100%
LEL.
The Gas Alarm is Reset: Accommodation Area
• The gas alarm is reset and it disappears from the alphanumerical Cargo Machinery Trip System Loop Location Warning Alarm Remark
display. The gas alarm is moved from the Not Resettable list to 13.1 Wheelhouse (601) 30% LEL 60% LEL
the Gas History list. The text LIST EMPTY is displayed when Loop Location Warning Alarm Remark 13.2 D deck entrance lobby 30% LEL 60% LEL
the gas alarm list is empty. The system returns to the normal 11.1 GCU hood room 30% LEL 60% LEL Duct-mounted (P) (524)
menu after a few seconds and the text GS3000 CONTROL 11.2 GCU hood room 30% LEL 60% LEL Duct-mounted 13.3 C deck aft entrance lobby 30% LEL 60% LEL
UNIT is displayed.
11.3 Gas duct (No.1) 30% LEL 60% LEL Duct-mounted (P) (422)
The Gas Alarm is Not Reset: 11.4 Gas duct (No.1) 30% LEL 60% LEL Duct-mounted 13.4 C deck officers’ TV room 30% LEL 60% LEL
(401)
• The reason why the gas alarm is not reset is displayed on line
2. Infrared Bucom ST600EX-IR EEx d llC T6; used to detect 13.5 C deck CCR (404) 30% LEL 60% LEL
three. This text disappears after a few seconds, but the gas alarm
remains displayed on line one and two. Check the problem and flammable gas (methane) in air with an operating detection 13.6 B deck entrance lobby 30% LEL 60% LEL
deal with it, then try to reset the gas alarm again. range of 0 to 100% LEL. (P) (326)
13.7 B deck crew’s TV room 30% LEL 60% LEL
Cargo Machinery Trip System (322)
Fault Indication 13.8 A deck crew’s mess room 30% LEL 60% LEL
Loop Location Warning Alarm Remark (225)
FAULT is Flashing:
11.5 Inert gas line 30% LEL 60% LEL Special duct 13.9 A deck entrance lobby 30% LEL 60% LEL
• The FAULT indicator is flashing and the internal buzzer is mounting (P) (205)
sounding. One or more faults are detected in the system. The kit 13.10 A deck crew’s recreation 30% LEL 60% LEL
fault is not displayed if there is a gas alarm in the system. It room (205)
is instead put in the Fault list. Otherwise the first line displays
3. Catalytic Combustible Bucom ST600EX EEx d llC T6; used 14.1 D deck entrance lobby 30% LEL 60% LEL
the word FAULT, a fault code, a zone number, a detector type,
to detect flammable gas (methane) in air with an operating (S) (519)
and a fault message. Additional text is displayed on line two, if
detection range of 0 to 100% LEL. 14.2 C deck central office 30% LEL 60% LEL
provided. The total number of faults is displayed on line 3. The
faults can, one at a time, be acknowledged/muted and reset by (407)
using the MUTE and RESET keys situated in the Fault fields. 14.3 C deck aft entrance lobby 30% LEL 60% LEL
If there is a gas alarm in the system use the LIST key to display (S) (413)
the fault in the display. The fault codes are listed in Appendix A: 14.4 B deck entrance lobby (S) 30% LEL 60% LEL
Fault Codes in the User’s Guide. (316)
14.5 B deck gym supply fan 30% LEL 60% LEL Duct-mounted
Acknowledgement of faults, fault finding, disconnection and changes to the inlet (336)
set-up are covered in detail in the User’s Guide.
14.6 A deck galley (223) 30% LEL 60% LEL
14.7 A deck officers’ mess 30% LEL 60% LEL
room (217)
14.8 Upper deck entrance 30% LEL 60% LEL
lobby (S) (111)

Loop Location Warning Alarm Remark Type of detector: Catalytic Combustible Bucom ST600EX EEx d llC T6; used Portable Gas Analysers and Detectors
to detect flammable gas (methane) in air with an operating detection range of
14.9 A deck entrance lobby 30% LEL 60% LEL
0 to 100% LEL. The portable gas detection equipment on board is both comprehensive and
(S) (215)
well proven. Each instrument is certificated and comes with manufacturer’s
14.10 A deck officers’ 30% LEL 60% LEL operating instructions and recommended spares and test kits. The certificates
Loop Location Warning Alarm Remark
recreation room (212) are to be suitably filed and the monthly tests recorded.
16.5 Bosun store 30% LEL 60% LEL
15.1 Upper deck entrance 30% LEL 60% LEL
lobby (P) (104) WARNING
Type of detector: Electro-chemical ST400EX, EEx ia llC T6; used to measure
15.2 Upper deck air handling 30% LEL 60% LEL Duct mounted oxygen levels with an operating detection range of 0 to 25% vol. The batteries in these instruments must never be replaced in a hazardous
unit room (121) area due to the potential for an electrical discharge.
15.3 C deck forward entrance 30% LEL 60% LEL Loop Location Warning Alarm Remark
lobby (P) (403) These instruments measure the level and volume of O2, CO2, CO and CH4
16.3 Electric motor room 1 19% VOL 17% VOL
15.4 B deck gym exhaust fan 30% LEL 60% LEL Duct mounted (methane) present in a tank when the tank is being inerted or gassed-up.
16.4 Electric motor room 2 19% VOL 17% VOL
outlet (336)
16.6 Cargo compressor room 1 19% VOL 17% VOL Manufacturer: Crowcon
15.5 C deck forward entrance 30% LEL 60% LEL
lobby (S) (409) 16.7 Cargo compressor room 1 19% VOL 17% VOL Gases detected: O2, CH4, CO, H2S
15.6 D deck air intake galley 30% LEL 60% LEL Model: Tetra 3
(223) If the detectors inside the cargo motor room are set off, the motor room supply No. of sets: 6
fan will be tripped causing all non-intrinsically safe power supplies to the
15.7 F/Casing upper deck 30% LEL 60% LEL motor room to be tripped. This will result in stopping the HD compressor
em’cy gen room (701) motors and the auxiliary LO pumps, glycol heating circulating pump, air lock
supply fan.
Other Spaces
Note: When testing the motor room trip system, shut-off the steam supply to
Type of detector: Infrared FGD-3, EEx iad llC T4; used to detect flammable
the glycol heater.
gas (methane) in air with an operating detection range of 0 to 100% LEL.
Gas Compressor Seals

Loop Location Warning Alarm Remark
16.1 Electric motor room 1 30% LEL 60% LEL Nitrogen purge from the gas piping in the cargo machinery room can be vented
to the No.5 LNG vent mast.
16.2 Electric motor room 2 30% LEL 60% LEL

Automatic Dew Point Meter/Analyser Gas Proof Lamps Manufacturer: Reiken
Manufacturer: Wolf Safety Lamp Company Ltd. No. of sets: 2
No. of sets: 6 Type: RI-415
Type: Wolf Lite Gases detected: CH4
Manufacturer: Draeger
Manufacturer: Reiken
No. of sets: 12 2
No. of sets: 1
Type: Pac 3000 Pac 7000
Type: GX-2003 F
Gases detected: 02 CO2
This instrument measures the dew point during the drying process of a tank or Gases detected: O2, CH4
hold.
Manufacturer: Shaw Moisture Meters

Model: Shaw Grey Spot
No. of sets: 1
Power supply: Battery
The ship carries two dew point meters to measure the moisture in air or gas
samples with positive pressure. The battery powered hygrometer indicates both
dew point temperatures and water vapour to less than one part per million, on
the large meter dial. As the reading is specific to water vapour, calibration is
accurate for different gases. Dew point meters should be sent ashore every
twelve months for reconditioning and recalibration.

4.11 Valve Remote Control System
4.11.1 Cargo, Ballast, Bunkering and Ship Side Valve Remote Control System
Illustration 4.11.1a Cargo Valve Remote Control System
No.5 Cargo Tank No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
CS550 CL500 CS450 CL400 CS350 CL300 CG072 CL012 CS250 CL200 CS150 CL100
CS551 CL501 CS451 CL401 CS351 CL301 CL022 CS251 CL201 CS151 CL101
CS555 CL510 CS455 CL410 CS355 CL310 CS255 CL210 CS155 CL110
No.8 No.6 No.5 No.4 No.2 No.1

Solenoid Solenoid Solenoid Solenoid Solenoid CG720 Solenoid
Valves Valves Valves Valves Valves Valves
(P) (T) (P) (T) (P) (T) (P) (T) (P) (T) (P) (T)
Engine Accommodation
Casing
(P) (T) (P) (T)
No.7 No.3
CS870 Solenoid Solenoid
Valves Valves
(P) (T)
CG800 CG841 RG821 CG071 CL011
CG801 CG851 RG822 CG079 CL021
No.10 CG803 CG861 RG825 CL031
I9V Solenoid CG806 CG900 CL041
Valves CG831 CG901
WBV371 S63V Compressor Room

WBV372 S64V
WBV374 S134V No.6 No.5 No.4 No.3 No.2 No.1
WBV375 Cofferdam Cofferdam Cofferdam Cofferdam Cofferdam Cofferdam
WBV377
WBV378
Engine Room (2nd Deck)
(P) (T)
Hydraulic Power Pack (P) (T) Accumulator Stand

(SS-VH61-H191A)
9.0MPa 10.0MPa 10.5MPa 13.0MPa 4~20mA RI RI
PI I 50 Litres
P Overflow 50 Litres
Line
50 Litres
50 Litres
0.2MPa
50 Litres
50 Litres
0.5MPa 0.5MPa 0.5MPa Temperature
Switch:
AF 50 Litres
NE 70°C 50 Litres
M M M
No.1 No.2 No.3

50 Litres
50 Litres
Key
For (FD) 45 Litres
50 Litres
Purification Hydraulic Oil Pressure
Nitrogen
System
Hydraulic Oil Return
(FS)
Drain
Reference Shipyard Drawing: SS-VH61-H191A

4.11.1 Cargo, Ballast, Bunkering And Ship Side In the event that a hydraulic valve cannot be operated from the DACS, it is Cargo Valve Hydraulic Power Pack
Valve Remote Control System possible to open or close it using the pushbuttons on the individual solenoids
at the relevant solenoid valve cabinet. Description Set Point
Relief valve 14.3MPa
Cargo Hydraulic Power Pack Oil filling of the power packs is achieved using the oil storage tank in the High pressure alarm 13.0MPa
Manufacturer: AMRI-SEIL hydraulic room. Standby pump starting pressure 10.5MPa
Model: SS-HP-1890 Low pressure alarm 10.0MPa
Pump capacity: 2 Main hydraulic pumps: 78 litres/minute at 12MPa Hydraulic Power Pack for Cargo Valve Operation Low Low pressure alarm 9.0MPa
and 1,750 rpm (each). ESD activation pressure 9.0MPa
Topping-up hydraulic pump: 18 litres/minute at The unit consists of a 2,000 litre oil tank, with two main and one topping- Tank low level switch alarm 700 litre
1,750 rpm up pump situated on top of the tank. The pumps are of the piston and self-
Tank low low level alarm 500 litre
Motors: 2 Main motors: 25kW, 440V, 60Hz, 3-phase, regulating type which keeps the oil pressure at the preset pressure in the circuit
with the pump constantly running. Each main pump has a delivery rate of 78 Oil high temperature alarm 70°C
1,750 rpm, IP55, insulation class: F
litres/minute at pressure of 12MPa, while the topping-up pump has a delivery Filter clogging 0.2MPa
Topping-up motor: 4.8kW, 440V, 60Hz, 3-phase,
rate of 18 litres/minute, also at a pressure of 12MPa. The topping-up pump is
1,750 rpm, IP55, insulation class: F
normally used to maintain the system pressure outside of general operations Hydraulic Valve Cabinets
Oil tank capacity: 1,800 litres when no valve movement is required.
1,290 litres normal operating level There are eight solenoid valve cabinets fitted as shown in illustration 4.11.1a
Operating pressure: 12MPa All of the pumps take their suction from the same sump tank before delivering and these are numbered 1 to 8. The cabinets are supplied with oil from the
to the main pressure rail through individual non-return valves. The system is power pack via 316L stainless steel pressure and return lines. The lines from
Maximum pressure: 14.3MPa
protected by safety relief valves set at 14.3MPa which return the oil to the tank the cabinets to the ESD and cargo pump discharge valves are also stainless
Accumulators: steel, but the pipeline valves are supplied via hydraulic multi-core tubing.
via the main return line. Each main pump has the capacity to open or close two
Capacity: 50 litres by 11 sets = 550 litres plus of the largest valves of the cargo and ballast system simultaneously, or all the Under normal operating conditions, when the command is issued via the DACS
1 by 45 litre nitrogen cylinder at 8.2MPa manifold valves on one side of the vessel within 30 seconds. to either open or close a valve, the solenoid associated with that valve will
operate and direct oil in the appropriate direction. If there is a failure in the
During normal operations, only one pump is required to meet the demand, control system, a valve can also be operated by manually pressing the button
Introduction while the second pump is put on automatic standby, ready to cut-in when the on the end of the solenoid valve in the required direction. In the event that there
system pressure has been reduced to 10.5MPa or less. has been a hydraulic power pack failure, all of the valves in the system can be
All of the valves necessary for the remote operation of the cargo, ballast fuel operated by utilising an auxiliary handpump or using a handwheel or spanner
oil and sea water systems, are operated by two hydraulic power packs which accordingly. A description on how to use the handpump has been given later
Pump Standby (Auto Change) Sequence in this manual.
are located in the hydraulic power pack room on the starboard side of the 2nd
deck. One power pack is designated to provide hydraulic power for the cargo When the duty pump fails the standby pump will cut-in and take over from the
valve operation, while the second power pack provides hydraulic power for the duty pump. However, should the standby pump fail, the original duty pump Hydraulic Accumulators
ballast, bunkering and ship side valves. The two power packs normally operate will not automatically start on low pressure.
independently but they can be cross-connected in an emergency. The control One hydraulic accumulator unit consists of eleven 50 litre hydraulic cylinders
of the power packs and valve operation is via the DACS screen mimics in the The manual stop pushbutton must be operated and the system checked before (and one 45 litre nitrogen cylinder), is used as an energy store to operate the
ECR and from the cargo control room which is located on C deck. restarting the system. cargo valves in the event of a hydraulic power pack failure. The system is
connected to the ship’s ESD system and must always have the ability to close
Each hydraulic power unit consists of two main pumps and one topping-up Changeover from the topping-up pump to the duty pump must be carried out these valves in the event of an emergency.
pump. During normal cargo loading and unloading operations, only one pump manually from the DACS Ballast and Cargo Hydraulics screen mimic to avoid
will be required to meet the system demand, with the second pump switched to a low pressure alarm and ESD activation.
automatic standby ready to cut-in should the system pressure fall to 10.5MPa.
The topping-up pumps are normally used during periods of no valve operation The remotely operated valves are piston operated, with some being fitted with
to keep the system pressurised. double-acting actuators. The system return has two 10µm paper filters arranged
in parallel, allowing one of the filters to be kept off-line but ready for use. The
System valves, which are of the open/closed type, have limit switches which return line has a pressure switch fitted which is activated at 0.2MPa and alarms
give indication of the valve’s position on the appropriate DACS screen. through to the DACS.
Proportional valves which can be partially opened/closed give an indication on
the relevant DACS screen of the valve’s position between 0% and 100%.
Issue: Ship Visit July 2008 IMO No: 9360855 Section 4.11 - Page 2 of 9
Illustration 4.11.1b Flow Chart for Hydraulic Pump Operation
When No Valve Operation Required When Valve Operation Required
No.1 (No.2) Pump Start
Topping-Up Pump Start
Pressure Build-Up
12MPa
If High
Pressure <13MPa> If Motor If High Pressure
Overload 13MPa
Alarm
If Pressure ≥ 10.5MPa Alarm Alarm
If Pressure ≥ 10MPa If
Low Level
Alarm Alarm
If Low
Time Delay Level
15 Seconds Standby Pump Start
(Main Pump Stop)
Alarm
If Pressure ≥ 14.3MPa
If Motor Alarm
Overload
Alarm
If Pressure ≤ 14.3MPa
If Pressure ≥ 10.0MPa
Alarm
If Pressure ≥ 9MPa If
Low Low
If Low
Level
Alarm Level
Alarm
If Pressure ≤ 9MPa Alarm
Alarm
EDDS Signal Relief Valve ESD Activation Pump Stop Relief Valve Operates
Activate Pump Stop Works

Cargo Solenoid Valve Cabinets And Locations Valve No. Type Size Description Valve No. Type Size Description
No.1 Solenoid Cabinet (Port Forward Underdeck Passageway) CL202 Globe - Throttle 300A No.2 cargo tank port pump CS355 Globe - Throttle 65A No.3 cargo tank spray master
discharge valve valve
Valve No. Type Size Description
CS350 Globe - Throttle 65A No.3 cargo tanks spray pump
CG720 Butterfly - Throttle 450A No.1 vent mast control valve discharge valve
CS151 Ball - Open/Shut 40A No.1 cargo tank starboard spray No.3 Solenoid Cabinet (Starboard Mid Underdeck Passageway) CS354 Globe - Throttle 50A No.3 cargo tanks spray return
rail supply valve valve
CS152 Ball - Open/Shut 40A No.1 cargo tank port spray rail Valve No. Type Size Description
CL307 Globe - Throttle 200A No.3 cargo tank emergency
supply valve CG071 Butterfly - Open/ 500A Starboard vapour manifold pump discharge valve
CL100 Butterfly - Throttle 400A No.1 cargo tank filling valve Shut valve (ESD)
CL301 Globe - Throttle 300A No.3 cargo tank starboard pump
CL110 Butterfly - Throttle 400A No.1 cargo tank liquid branch CL011 Butterfly - Open/ 500A Starboard liquid manifold valve discharge valve
master valve Shut (ESD)
CL302 Globe - Throttle 300A No.3 cargo tank port pump
CS155 Globe - Throttle 65A No.1 cargo tank spray master CL021 Butterfly - Open/ 500A Starboard liquid manifold valve discharge valve
valve Shut (ESD)
CS150 Globe - Throttle 65A No.1 cargo tanks spray pump CLO31 Butterfly - Open/ 500A Starboard liquid manifold valve
Shut (ESD) No.6 Solenoid Cabinet (Port Underdeck Passageway)
discharge valve
CS154 Globe - Throttle 50A No.1 cargo tanks spray return CLO41 Butterfly - Open/ 500A Starboard liquid manifold valve Valve No. Type Size Description
valve Shut (ESD) CS451 Ball - Open/Shut 40A No.4 cargo tank starboard spray
CL107 Globe - Throttle 200A No.1 cargo tank emergency CG079 Butterfly - Throttle 650A Vapour manifold/header rail supply valve
pump discharge valve crossover valve CS452 Ball - Open/Shut 40A No.4 cargo tank port spray rail
CL101 Globe - Throttle 300A No.1 cargo tank starboard pump supply valve
discharge valve No.4 Solenoid Cabinet (Port Mid Underdeck Passageway) CL400 Butterfly - Throttle 400A No.4 cargo tank filling valve
CL102 Globe - Throttle 300A No.1 cargo tank port pump CL410 Butterfly - Throttle 400A No.4 cargo tank liquid branch
discharge valve master valve
CG072 Butterfly - Open/ 500A Port vapour manifold valve
CS455 Globe - Throttle 65A No.4 cargo tank spray master
Shut (ESD)
No.2 Solenoid Cabinet (Port Forward Underdeck Passageway) valve
CL012 Butterfly - Open/ 500A Port liquid manifold valve
CS450 Globe - Throttle 65A No.4 cargo tanks spray pump
Valve No. Type Size Description Shut (ESD)
discharge valve
CS251 Ball - Open/Shut 40A No.2 cargo tank starboard spray CL022 Butterfly - Open/ 500A Port liquid manifold valve
CS454 Globe - Throttle 50A No.4 cargo tanks spray return
rail supply valve Shut (ESD)
valve
CS252 Ball - Open/Shut 40A No.2 cargo tank port spray rail CLO32 Butterfly - Open/ 500A Port liquid manifold valve
supply valve Shut (ESD)
pump discharge valve
CL200 Butterfly - Throttle 400A No.2 cargo tank filling valve CLO42 Butterfly - Open/ 500A Port liquid manifold valve
CL210 Butterfly - Throttle 400A No.2 cargo tank liquid branch Shut (ESD)
discharge valve
master valve CL402 Globe -Throttle 300A No.4 cargo tank port pump
CS255 Globe - Throttle 65A No.2 cargo tank spray master No.5 Solenoid Cabinet (Port Underdeck Passageway) discharge valve
valve
CS250 Globe - Throttle 65A No.2 cargo tanks spray pump No.7 Solenoid Cabinet (Compressor Room)
CS351 Ball - Open/Shut 40A No.3 cargo tank starboard spray
discharge valve
rail supply valve
CS254 Globe - Throttle 50A No.2 cargo tanks spray return Valve No. Type Size Description
CS352 Ball - Open/Shut 40A No.3 cargo tank port spray rail
valve CG806 Butterfly - Open/ 300A Hot vapour return to gas main
supply valve
CL207 Globe - Throttle 200A No.2 cargo tank emergency Shut isolating valve
CL300 Butterfly - Throttle 400A No.3 cargo tank filling valve
pump discharge valve CG803 Butterfly - Open/ 800A Vapour to compressor
CL201 Globe - Throttle 300A No.2 cargo tank starboard pump CL310 Butterfly - Throttle 400A No.3 cargo tank liquid branch Shut
discharge valve master valve
CG801 Butterfly - Open/ 300A Vapour to pre-cooler
Shut

Illustration 4.11.1c Ballast, Bilge and Fuel Oil Valve Remote Control System
Hydraulic Power
Pack Room
VR002
To/From Power
Pack For Cargo Valves FO01
VR003 No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank No.1b Water No.1a Water FO02
(Port and Starboard) (Port and Starboard) (Port and Starboard) Ballast Tank Ballast Tank FO04 Forward
(Port and (Port and FO07 Heavy
Starboard) Starboard) FO03 Fuel Oil
Engine No.5 Water Ballast Tank Pump
FO09
Room (Port and Starboard) Room
CB24 CB15 CB14 CB10 CB07 CB02

CB26 CB04
Solenoid
Valve Board
for Ballast, Bilge,
WBV051 BA31 WBV141 WBV131 WBV121 WBV113 WBV012
Fuel Oil Cooling WBV052 BA32 WBV142 WBV132 WBV122 WBV114 WBV021
System Water WBV151 BA33 WBV241 WBV231 WBV221 WBV213 WBV022
WBV311 WBV354 WBV091
Spray System WBV312 WBV361 WBV312 WBV152 BA34 WBV242 WBV232 WBV222 WBV214 WBV050
WBV315 WBV362 WBV314 WBV251 WBV111
WBV321 WBV364 WBV322 WBV252 WBV112
WBV335 WBV365 WBV324 WBV211
WBV341 WBV366 WBV332 WBV212
WBV345 WBV378 WBV347 (P) (T)
WBV351
Hydraulic Power Pack
FO28 FO39
FO29 FO40 9.0MPa 10.0MPa 10.5MPa 13.0MPa 4~20mA RI RI
FO30 FO42 DO11 PI I
FO35 FO43 DO12 P Overflow
FO36 FO44 DO13 Line
FO37 FO45 DO14
FO38 FO46 DO15
0.2MPa
0.5MPa 0.5MPa 0.5MPa
Temperature
Switch: AF
NE 70°C
M M M
No.1 No.2 No.3

Key
Hydraulic Oil
For (FD)
Marine Diesel Oil Valve Type
Purification
Fuel Oil Valve Type System
Throttle Valve Type
(FS)
Open/Close Valve Type
Drain
Cofferdam Valve Type

Valve No. Type Size Description Ballast, Bilge, Fuel Oil And Ship Side Valves System One is located on the engine room second deck aft and supplies the ship side
valves, while the other is located at the engine room floor level and supplies
CG900 Butterfly - Open/ 200A BOG to gas combustion unit
the ballast and HFO system valves.
Shut Ballast Hydraulic Power Pack
CG901 Ball - Open/Shut 80A Vent gas heater to gas Manufacturer: AMRI-SEIL All of the valves are normally operated via the DACS screen mimic in the
combustion unit ECR/CCR, but they can also be operated from their solenoid cabinets as
Model: SS-HP-1890
CG800 Butterfly - Throttle 650A HD compressors discharge to previously described. In addition, each ship side valve, listed in solenoid box
Pump capacity: 2 Main hydraulic pumps: 78 litres/minute at 12MPa
vapour return line No.10, is fitted with a stationary handpump for operating the valve in the event
and 1,750 rpm (each).
CG831 Butterfly - Open/ 600A No.1 HD compressor suction of hydraulic power failure.
Topping-up hydraulic pump: 18 litres/minute at
Shut valve
1,750 rpm
CG841 Butterfly - Open/ 600A No.2 HD compressor suction No.10 Solenoid Cabinet (Engine Room 2nd Deck)
Motors: 2 Main motors: 25kW, 440V, 60Hz, 3-phase,
Shut valve
1,750 rpm, IP55, insulation class: F Valve No. Type Size Description
CG851 Butterfly - Open/ 200A BOG heater inlet valve
Topping-up motor: 4.8kW, 440V, 60Hz, 3-phase, WBV377 Butterfly - Open/ 16K Eductor overboard discharge
Shut
1,750 rpm, IP55, insulation class: F Shut 300A
CG861 Butterfly - Open/ 550A HD heater inlet valve
Shut Oil tank capacity: 2,000 litres WBV378 Butterfly - Open/ 10K Ballast main overboard
CS870 Ball - Open/Shut 50A Inlet valve to vaporiser 1,280 litres normal operating level Shut 750A discharge
RG821 Butterfly - Open/ 300A No.1 BOG compressor inlet Operating pressure: 12MPa WBV372 Butterfly - Open/ 10K Main sea water crossover low
Shut valve Maximum pressure: 14.3MPa Shut 1000A sea chest (starboard)
RG822 Butterfly - Open/ 300A No.2 BOG compressor inlet Accumulators: WBV371 Butterfly - Open/ 10K Main sea water crossover high
Shut valve Capacity: 50 litres by 3 sets = 150 litre plus Shut 1000A sea chest (starboard)
RG825 Butterfly - Open/ 200A Cold box inlet isolating valve WBV375 Butterfly - Open/ 10K Main sea water crossover low
1 by 45 litre nitrogen cylinder at 8.2MPa
Shut Shut 1000A sea chest (port)
WBV374 Butterfly - Open/ 10K Main sea water crossover high
Ballast, Bunkering and Ship Side Valves Hydraulic Power Pack Shut 1000A sea chest (port)
No.8 Solenoid Cabinet (Port Aft Underdeck Passageway)
Description Set Point S64V Butterfly - Open/ 10K Central cooling SW system
Valve No. Type Size Description Shut 350A overboard (starboard sea chest)
Relief valve 14.3MPa
CS551 Ball - Open/Shut 40A No.5 cargo tank starboard spray S134V Butterfly - Open/ 10K Central cooling SW system
High pressure alarm 13.0MPa
rail supply valve Shut 350A overboard (port sea chest)
Standby pump starting pressure 10.5MPa S63V Butterfly - Open/ 10K Central cooling SW system
CS552 Ball - Open/Shut 40A No.5 cargo tank port spray rail
supply valve Low pressure alarm 10.0MPa Shut 350A overboard (starboard sea chest)
CL500 Butterfly - Throttle 400A No.5 cargo tank filling valve Motor defect 740 litre I9V Butterfly - Open/ 10K Inert gas overboard drain
CL510 Butterfly - Throttle 400A No.5 cargo tank liquid branch Tank low level switch alarm 520 litre Shut 350A
master valve Tank low low level alarm -
Oil high temperature alarm 70°C If there is a failure in the control system, a valve can also be operated by
CS555 Globe - Throttle 65A No.5 cargo tank spray master
manually pressing the button on the end of the solenoid valve in the required
valve Filter clogging 0.2MPa
direction. In the event that there has been a hydraulic power pack failure, all
CS550 Globe - Throttle 65A No.5 cargo tanks spray pump of the valves in the system can be operated by utilising an auxiliary handpump
discharge valve The hydraulic power unit used on the ballast, bunkering and ship side valves is or using a handwheel or spanner accordingly. A description on how to use the
CS554 Globe - Throttle 50A No.5 cargo tanks spray return the same as that used for the cargo valves and is located in the hydraulic power handpump has been given later in this manual.
valve pack room on the starboard side of the 2nd deck. The operation of this power
pack is the same as that already described, with there being two main pumps The ship side valves can also be operated from an emergency switch box in the
and one topping-up pump. fire control station.
pump discharge valve
discharge valve Hydraulic Valve Cabinets
CL502 Globe - Throttle 300A No.5 cargo tank port pump The ballast, bunkering and ship side valves, are supplied from two solenoid
discharge valve valve cabinets, numbered No.9 and No.10 as shown in illustration 4.11.1b.

Illustration 4.11.1d Hydraulic Power Pack Starter Panels

Ballast, Fuel Oil and Ship Side Valve Group Starter Cargo Valve Group Starter
No.1 Motor Starter (for Ballast & E/R VRC) No.1 Motor Starter (for Cargo VRC)
1 2 3 4 5 6 7 8 9 10 11 1 2 3 4 5 6 7 8 9 10 11
12 13 12 13
100
200 300
60
0
90
14 100
200 300
60
0
90
14
0 0 0 0
0 A 0 A
0 0 0 0 1 H 0 0 0 0 1 H
HOUR METER HOUR METER
15 16 17 18 19 15 16 17 18 19
Key
No.2 Motor Starter (for Ballast & E/R VRC) No.2 Motor Starter (for Cargo VRC) 1. No.1 Motor Failure Alarm
11 11
2. No.2 Motor Failure Alarm
3. Topping-Up Pump Motor Failure Alarm
12 13 12 13
14 14
4. Low Level Alarm
200 300 200 300
100 60
0 100 60
0
90 90
0 0 0 0
0 A 0 A
0 0 0 0 H 0 0 0 0 H
5. Low Low Level Alarm
1 1
HOUR METER HOUR METER
6. Low Pressure Alarm

15 16 17 18 19 15 16 17 18 19
7. High Pressure Alarm
8. Filter Clogging Alarm
9. High Temperature Alarm
10. Low Low Pressure Alarm
11. Moulded Case Circuit-Breaker (MCCB)
Topping-Up Motor Starter (for Ballast & E/R VRC) Topping-Up Motor Starter (for Cargo VRC)
12. Hour Meter
11 11 13. Ammeter
14. Source Lamp
200 300 200 300
100 60 100 60
15. DACS/Local Remote Switch

0 0
90 90
0 0 0 0
0 A 0 A
0 0 0 0 1 H 0 0 0 0 1 H
HOUR METER HOUR METER 16. Space Heater On/Off Switch
16 17 18 16 17 18 17. Start Pushbutton

18. Stop Pushbutton
19. Standby Pushbutton
20. Lamp Test Button
HPP Alarm and Control (for Ballast & E/R VRC) HPP Alarm and Control (for Cargo VRC)
20 20

Hydraulic Accumulators j) Press the LAMP TEST button on the local group starter panel c) Releasing the changeover lever reverts the valve to hydraulic
One hydraulic accumulator unit consists of three 50 litre hydraulic cylinders during daily watchkeeping inspections to check that all of the operation.
(and one 45 litre nitrogen cylinder), is used as an energy store to operate the indicator and alarm lamps are functioning.
valves in the event of a hydraulic power pack failure. The manual override handwheel should be free to rotate in either direction once
the changeover lever is released, it may require a slight movement in either
Emergency Portable Handpump Operation direction for the system to engage.
Procedure for Operating the Cargo and Ballast Valve Remote
Operating Systems All of the cargo hydraulic piston type operating valves have emergency
handpump connections fitted. There is one portable emergency handpump unit Failure of a Hydraulic Power Pack
a) Ensure that the two oil systems are fully charged and that there available for use on deck and this is stored in the cargo gear locker starboard
are no leaks evident. side amidships. The isolating valves on the distribution block are first shut-off Should either the cargo valve or the ballast, bunkering and ship side valves
and the 10 metre long hoses of the emergency handpump fitted to the snap-on hydraulic power packs fail completely, it is possible to cross-connect the
b) For each power pack, turn the power switch for both of the main connectors. Control of the valve direction is via a hand operated changeover two and allow one power pack to supply both systems. To achieve this, the
pumps and the topping-up pump to the ON position, ensure that valve fitted to the emergency handpump control block. The capacity of the outlet and return isolating valves on the affected power pack are to be closed
the SOURCE light illuminates on each pump panel. pump tank is 6.5 litres. and the cross-connection valves are opened (illustration 4.11.1a refers). The
functioning power pack can then be operated as normal, although heavy usage
c) With the running selection switch in the LOCAL position, press Those valves not fitted with connections for using the emergency handpump of the system may result in slower response times.
the start button on the selected operating pump. Check that the have local valve handles fitted that can have their drives engaged and manually
pump starts and that the RUN light illuminates on the group operated by turning in a clockwise or anti-clockwise manner. It should be noted that if it is the cargo valve hydraulic power pack that is
starter panel. being isolated, the power pack must be isolated so as to leave the bank of
17 hydraulic accumulators in circuit. This will then allow for the emergency
d) Check the pressure rise on the pressure gauge and check that Procedure to Operate the Local Handpumps operation of the valves in the event of a power failure.
the pump self-regulating system operates between 11MPa and
12MPa. a) At the local handpump, check the oil level in the reservoir and
if necessary top-up with the correct grade of oil.
e) Stop the pump and change the running condition switch on the
common control and alarm panel at the bottom of the group b) Isolate the hydraulic system from the valve to be operated
starter panel to the REMOTE position. by closing the local pressure and return valves on the valve
actuator.
f) At the DACS, select the correct screen, this will give the operator
the options of selecting the duty/standby configuration of the c) Connect the emergency handpump with the hoses provided to
main pumps for both the cargo and ballast system hydraulic the quick-release couplings on the pressure and return lines of
power packs. the valve to be operated. Select the correct direction of flow
using the selector lever on the handpump.
g) The system is now ready for operation. Start the topping-up
pump, the operating system pressure will now be maintained. If d) Operate the handpump to achieve the desired position, then
the pumps are left in LOCAL control at the main panel, an ‘L’ stop pumping and release the hoses from the quick-release
will appear on screen next to the pumps, an ‘A’ will appear when couplings.
the pump is in automatic operation.
Procedure to Use the Manual Override Handwheel
h) When it is necessary to operate the system valves during cargo
If local emergency handpump connections have not been provided on a valve
operations, stop the topping-up pump and start the duty main
but the valve is fitted with an override handwheel, proceed as follows:
pump. Press the OPEN or CLOSE buttons for the selected
valves on the mimic screens to open or close the selected valves
a) Push the changeover lever in a clockwise direction as far as it
when lining-up the pipeline system.
will go, move the handwheel slightly until the clutch engages.
i) When the pipeline is set, check that the system is pumping as
b) Holding the changeover lever in this position, turn the valve
intended.
handwheel to either open or close the valve as required.


4.12 Emergency Shutdown Systems
4.12.1 Emergency Shutdown and Tank Protection Systems
4.12.2 Pneumatic Emergency Shutdown System

Illustration 4.12.1a Emergency Shutdown Block Diagram

Normal Operation IS Barrier and ESDS Control Panel
IS Barrier IS Barrier
DACS (Input) Interlock Control (Output)
Interlock Operation
ESDS Test Test Switch (CCR)
ESDS Reset Reset Switch (CCR)
ESDS Inhibit Inhibit Switch (CCR)

Alarm (DACS) ESD TPS1 TPS2
Tank Level Ext. High Override Override (CTS Cabinet)
Emergency Alarm For Reliquifaction Plant

Tank Level HH at Port Tank Override (CTS Cabinet) ESD TPS1 TPS2
Shutdown (Field Station Cabinet)
Level VH At Sea Override
Control
Electrical Power Fail Override (DACS)
Override and Port and Starboard Liquid Manifold Valve Nos.1 - 4
IS Barrier Panel for VRC ESD
Emergency Shutdown System Port and Starboard Vapour Manifold Valve
Tank Qty - 10
Manual Switch Manual Switch (IS) IS Barrier Protection
Quantity
Cargo Tank Liquid Dome 5 System No.1 Cargo Tank Spray Nozzle Valve Nos.1 and 2
Nos.1 and 2 IS Barrier Panel for VRC
Manifold - Port and Starboard 2 No.5 Cargo Tank Spray Nozzle Valve Nos.1 and 2 ESD TPS1 TPS2
Fore Area 1 Qty - 10
Cargo Machinery Room 1
Cargo Motor Room 1 No.1 Cargo Tank Return Condensate
Manual Switch (NIS) IS Barrier Panel for VRC Return Stripping Valve ESD TPS1
Quantity No.5 Cargo Tank Return Condensate
Cargo Control Room 1 Return Stripping Valve
Fire Control Room 1 Qty - 5
Wheelhouse 1 IS Barrier Panel for VRC Nos.1 and 2 GCU Master Gas Valve ESD TPS1
Fire (Fusible Plug Melted) Fusible Plug (IS) IS Barrier Qty - 2
Quantity
Cargo Tank Liquid Dome 5 IS Barrier Panel for VRC No.1 Cargo Tank Filling Valve
Cargo Tank Vapour Dome 5 No.5 Cargo Tank Filling Valve TPS2
Manifold - Port and Starboard 2 Qty - 10
Cargo Machinery Room 2 No.1 Cargo Tank Pump Nos.1 and 2
Cargo Motor Room 1 HV CSBD No.5 Cargo Tank Pump Nos.1 and 2 ESD TPS1 TPS2
Pneumatic Pressure Low Pressure Transmitter (IS) IS Barrier Qty - 10
In S/S Connection
Or HV CSBD Nos.1 and 2 HD Compressor ESD TPS1
Pressure Switch Qty - 2
Control Air Pressure Low
(Air Control Board)
Cargo Tank Level HV CSBD Nos.1 and 2 BOG Compressor ESD TPS1
(CTS Cabinet) Qty - 2
Extension High (99%)
HV CSBD Nos.1 and 2 Reliquefaction Plant ESD TPS1
Vapour Header Pressure Low Pressure Transmitter (IS) IS Barrier Qty - 2
Electric Power Fail (Blackout) No.1 HV CSBD And HV CSBD Nos.1 and 2 IGG Blower ESD
No.2 HV CSBD Qty - 2
Hydraulic Oil Pressure Low (Hydraulic Power Pack
For Control Valve) S/S Pneumatic Link Box Air Release Solenoid Valve Box ESD
Qty - 1
Gas High High (Motor Room,
Or
Cold Box)
IS Barrier
GCU Trip
Motor Room Difference
Pressure Low
Motor Room Supply Fan Fail
Motor Room Vent System
Not Run
S/S Link Cabinet
ESD Alarm Blocking
Maintenance On
Elec. Connector Optical Pneumatic
Tank Protection System 1 Interface Interface Interface
Cargo Tank Pressure Low
Electrical Signal Optical Signal Air Signal
ESD ESD ESD
Tank Protection System 2
Cargo Tank Level HH At Port (CTS Cabinet) ESDS From/to Shore ESDS From/to Shore ESD To Shore
Cargo Tank Level VH At Sea

4.12 Emergency Shutdown Systems The fusible links are located at the following locations and will melt at 98°C ~ Initiation of the ESD2 system will result in all the actions as for ESD1, plus
104°C and close the circuit and thereby initiate ESD1: initiating a dry break of the shore arm from the ship. This means that the
4.12.1 Emergency Shutdown and tank protection shore arm will be disconnected automatically from the ship. This can be quite
• No.1 to No.5 cargo tank liquid and gas domes
violent because the shore arms are connected with powered emergency release
systems • Port and starboard manifolds couplings (PERC) which consist of 2 ball valves at the elbow part of the arms.
• Cargo compressor room These valves will close automatically on initiation and the second phase will be
Introduction disconnection, with the elbow part remaining attached to the ship.
• Cargo electrical motor room
There are two types of emergency shutdown, ESD1 and ESD2, which are It is expected that the terminal will warn the ship prior to initiating ESD2,
operational when the vessel is carrying out cargo operations in port. The initiation of Emergency Shutdown will lead to the following: allowing time for the personnel around the manifold to leave the area to avoid
• Cargo pumps stop injuries or even fatalities. In most cases ESD1 will have been activated prior
to ESD2 and the alarm should be enough to warn any personnel around the
ESD1 • Spray pumps stop manifold to leave the area.
This is initiated from either the ship or the shore and is tested on arrival at a • Emergency cargo pump stop
port and before any cargo operations start.
• The high duty compressors will trip Tank Protection System
In the event of an emergency, such as a fire or a heavy cargo leakage, the officer • All ESD manifold valves will close Cargo Tank Pressure Low
on watch, or one of the watchkeepers on deck, will immediately initiate an • Signal to shore (by electric/optic) A tank protection trip will be activated if the pressure in the cargo tanks drops
ESD1 by pressing one of the ESD pushbuttons distributed on deck, in the CCR
• Air releasing solenoid valve (pneumatic line in S/S link to a pressure of 2kPa or less.
and on the bridge, and raise the alarm in accordance with the vessel’s safety
instructions. connection) open
• Spray nozzle valves will close Cargo Tank Level
The manual pushbuttons, which will initiate ESD1 both on the ship and ashore, The ESD will be activated in the event of the cargo tank levels reaching 99%
are distributed at the following locations: • Spray return valves on each tank will close
of their total volume. The activation levels are:
• No.1 to No.5 cargo tank liquid domes • The GCU master valve will close
• No.1 Cargo Tank - 28.916 metres
• Port and starboard manifolds • The BOG compressors will trip
• Forward trunk deck • The inert gas blower will trip
• Cargo compressor room • All shore pumps will trip
• Cargo electrical motor room • ESD activation signal will be transferred to the reliquefaction
plant • No.5 Cargo Tank - 28.769 metres
• Bridge
• Cargo control room Note: Once ESD1 is activated, acknowledge all alarms but do not reset the Vapour Header Pressure Low
• Fire control station system until investigations are concluded and both the ship and the shore The ESD will be activated in the event of the main vapour header pressure
agree to reset. dropping to 0.3kPa or less.
ESD1 will also be initiated by one of the following: ESD2
Power Failure
• Manual activation by personnel using the ESD pushbuttons This is normally initiated by the terminal and can be activated either manually The ESD will be activated in the event of a total blackout on board.
• Blackout of the ship or automatically if the ship is allowed to move outside its movement envelope
at the manifold chiksans. This means that should the OOW allow moorings to
• Shore activation of their ESD1 system Hydraulic Oil Pressure Low
become slack to the extent that the ship moves along the jetty outside the limit,
• Fusible links around each tank domes, manifold and compressor ESD2 will be initiated. The ESD will be activated if the hydraulic oil system pressure that operates
house in case of fire the cargo valves drops below 9.0mPa. The hydraulic actuators fitted to the
• Cargo tank 99% full ESD system Also, if there is threatened danger, such as a fire at the terminal that may affect port and starboard cargo loading manifolds are also supplied with oil from
the ship, or an out of control fire on the ship that may affect the terminal, this supplementary hydraulic accumulators that ensure quick response times in the
• Low vapour header pressure - 0.3kPa system is likely to be initiated. event of an ESD.
• Low cargo valves hydraulic pressure - 9.0mPa.

Illustration 4.12.1b Emergency Shutdown System Architecture
DACS Cabinet Room Cargo Control Room Ship Side On Deck (Port)
Cargo Control Console

MLM
AC 220V Desktop PC
PSU MODEM
Fax
Ship-Shore Link Enclosure (SSL) RJ11
Socket
Public PABX
Telephone Telephone
Hot Line
Telephone
Serial
C/O
Junction Switch
PSU Box
FIBRE OPTIC
TFL I/F MODULE
MODULE
Fibre-Optic/Electric
LAMP TEST FIBRE OPTIC SYSTEM SYSTEM SELECTOR ELECTRIC SYSTEM
SHIP ESD ESD STATUS ESD STATUS ELECTRIC SHORE ESD
STATUS TRIP INPUTS
FIBRE-OPTIC ELECTRIC
ESD
Selector Module
SELECTED SELECTED
SHORE RECEIVING TANK
HIGH LEVEL
AC 220V
INHIBIT INHIBIT LOADING ARM TRIP 1
POWER
LOADING ARM TRIP 2
Fibre-Optic Port
RESET RESET
FIBRE OPTIC /ELECTRIC
SYSTEM SELECTOR MODULE
Starboard AC RJ11 RJ11 RJ11 9w D

PORT STBD
Selector Module
FIBRE OPTIC PORT STARBOARD SELECTOR MODULE
220V
FIBRE OPTIC FIBRE OPTIC
FIBRE OPTIC
MODULE SYSTEM TELEPHONE SYSTEM
ESD SYSTEM
LAMP TEST FAULT NORMAL
SHIP SHORE
NORMAL
Emergency
ABNORMAL
Fibre-Optic Control FIBRE OPTIC

ESD
NORMAL
CH1 CH2 CH3 CH4
ROR
POWER SHORE SHIP
AUDIO ALARM
and Alarm Module

ABNORMAL
SIGNAL FAULT
CIRCUIT
FIBRE OPTIC CONTROL & ALARM MODULE TEST
Power Supply SSL POWER
ON
PRIMARY
I/P POWER
SECONDARY
I/P POWER
+24V
OUTPUT
Module
OFF
POWER SUPPLY MODULE
HOTPHONE PRIVATE LINE
Electric System ESD (AMRI-SEIL)

SHORE SHIP TO SHIP
SW7
TRIP ACTIVE REVERSE CONNECTION
ESD SYSTEM SELECT TEL CH1 TEL CH2 TEL CH3 TEL CH4
Configuration
C MIYAKI C C C C
B D B D B D B D B D
A E PYLE ITT A E A E A E A E
CANNON
Electric ESD Ship-Shore/Shore-Ship

Module
SW1 SW2 SW3 SW4 SW5 SW6
ELECTRIC SYSTEM CONFIGURATION MODULE
FO ESD Ship-Shore/Shore-Ship Ship Side On Deck (Starboard)

IAS (Yamatake)
DACS Cargo FS 31
System Power Fail, F/O Link, F/O link ESD Activated
AC 220V Main Normal Power

24V DC Back-up Supply (8A Max)

Fibre-Optic Link telephone is also supplied and this is also installed in the cargo control room. The channels are as follows:
The fibre-optic link allows the terminal to trip the ship’s ESD system and the The telephone is a Seatechnik CTS-HP3 Iwatsu compatible hot-phone which • Channel 1: Mooring line modem signal
ship to trip the terminal’s system in the event of an emergency. An ESD will be can also be used as a standard dial-less (private line) hot-phone.
• Channel 2: Interphone telephone signal (hotline telephone)
activated if the fibre-optic link between the ship and the shore is disconnected
or broken. The electric ESD is compatible with the Pyle-National system normally used • Channel 3: Terminal plant (PABX) telephone signal
in the Middle East and other Atlantic basin LNG terminals. These systems are
used in a large number of LNG terminals as either the main or as the back-up • Channel 4: Terminal public telephone signal
Electrical Link system and can handle:
The unit performs three functions which can be detailed as follows:
The electrical link allows the terminal to trip the ship’s ESD system and the • Four telephone channels
ship to trip the terminal’s system in the event of an emergency. An ESD will be
• Single ship-shore and shore-ship ESD volt-free contact signals 1. A receive (Rx) function which accepts signals from the optical
activated if the electrical link between the ship and the shore is disconnected
transducer and demodulates the four telephone channels.
or broken.
An additional feature to ensure safe functioning during an emergency
breakaway requires all ESD circuits to be protected by intrinsically safe 2. A transmit (Tx) function which accepts the four telephone
Pneumatic Link (Ex’ia’) techniques. The telephone circuits themselves cannot be passed channels. The channels are then modulated and multiplexed.
The ESD will be activated if the pneumatic link is disconnected or broken and through Ex’ia’ certified barriers but are powered and switched from the shore The unit then outputs a signal capable of driving the optical
the air pressure falls below the preset trip setting which is adjustable in the exchange system. transmitter.
cargo control room.
The system’s rack modules and all the Zener barriers are installed in the SSL 3. A carrier detect (CD) test function which detects the presence of
cabinet in the DACS room. A fibre-optic/electric system selector module each Tx and Rx carrier signals.
Emergency Shutdown System (SSM) handles the inter-switching of the ESD and telecommunications signals,
and the selection of the fibre-optic or the electric system. The Tx or Rx test function is controlled and displayed on the Control and
The emergency shutdown system (ESD) is a requirement of the IMO code Alarm module as follows:
for the carriage of liquefied gases in bulk and the linked ship-shore ESD Using the Pyle-National dual Miyaki adapter allows the system to interface • Carrier signal ON: Normal (Green) LED
is a recommendation of SIGTTO. It is fitted to protect the ship and the with any shore facility fitted with the Miyaki system, so allowing the ship to
shore terminal in the event of a cryogenic or a fire risk on the ship or at the • Carrier signal OFF: Abnormal (Amber) LED
berth. An electric test unit has also been provided which will allow the ESD to
terminal. be function tested prior to the arrival of the vessel at the port.
4. Some Pyle-National equipped terminals such as Bonny Nigeria,
The system is designed to stop the flow of LNG liquid and vapour by shutting and some Miyaki equipped terminals, use Iwatsu CALL-
down the pumps and the gas compressors as well as the manifold ship-side Ship-Shore Link (SSL) Cabinet SIGNAL mode for the hotline telephone. The majority of others
valves. use the private line mode which is a standard 48V DC, line 80V
The ship-shore link cabinet is shown in illustrations 4.12.1b and consists of the AC ring format. The shore provides an exchange simulator or
The shutdown is achieved by using the ship-shore link (SSL) ESD system. The modules which are listed as follows: ring-down module; the ship’s equipment is simply a two-wire
emergency systems on the ship and at the shore terminal are linked via a ship- handset equivalent. In this mode, the phone is lifted to ring the
• Fibre-optic telephone interface module
shore umbilical cable which carries ESD and telecommunication signals when other instrument and the user talks when the phone is answered
the ship is berthed at the jetty. • Fibre-optic/Electric system selector module (SSM) at the terminal. There are some terminals where the shore PABX
• Fibre-optic port starboard select module is used, which requires the shore instrument to dial the ship’s
The ESD consists of two integrated systems, of which one is fibre-optic and hotline.
the other is electric. The systems are independent, with the fibre-optic system • Fibre-optic control and alarm module
being the primary and the electric system the secondary. The ESD operates • Power supply module (PSM) Channel 1
using one system at a time, and if a fault is detected, the switchover from fibre
• Electric system configuration module (ESCM) Receives data from the mooring line monitoring equipment (MLM) where
optic to electric or electric to fibre-optic must be made manually from the
system selector module. installed at certain terminals.
Fibre-Optic Telephone Interface Module
The ESD system architecture is as shown in illustration 4.12.1b and the two
Channel 2
systems when used together with adapters, are compatible with the majority of The telephone interface module is the top rack in the ship/shore communications
the systems currently used at LNG terminals. cabinet and provides four full duplex telephone communication channels, If the fibre-optic system is selected, the hotline functions in CALL-SIGNAL
which are modulated and multiplexed for transmission over the fibre-optic link. mode which is Iwatsu TS3 compatible. If the electric system is selected the
Both the fibre-optic and electric system components and controls are installed The fibre-optic link uses two fibres to receive and transmit to/from shore. hotline telephone functions in either Iwatsu TS3 compatible or private line
within a free-standing cabinet located in the DACS room on A deck. A ‘hotline’ mode. The latter mode uses a special telephone exchange, called a ring-down
module. When either the ship or shore hot-phone is lifted, it causes the other

Illustration 4.12.1c Emergency Shutdown Control Panels (i)
MODULE
LAMP TEST FIBRE OPTIC SYSTEM SYSTEM SELECTOR ELECTRIC SYSTEM
PRESS SHIP ESD ESD STATUS ESD STATUS ELECTRIC SHORE ESD
TO STATUS TRIP INPUTS
TEST FIBRE-OPTIC ELECTRIC
ESD
SELECTED SELECTED
SHORE RECEIVING TANK
HIGH LEVEL
INHIBIT INHIBIT LOADING ARM TRIP 1
POWER
LOADING ARM TRIP 2
RESET RESET
FIBRE OPTIC /ELECTRIC
SYSTEM SELECTOR MODULE
PORT STBD
FIBRE OPTIC PORT STARBOARD SELECTOR MODULE
FIBRE OPTIC FIBRE OPTIC

FIBRE OPTIC
MODULE SYSTEM TELEPHONE SYSTEM
ESD SYSTEM
LAMP TEST FAULT NORMAL
PRESS SHIP SHORE
TO NORMAL
TEST ABNORMAL
CH1 CH2 CH3 CH4

ESD
NORMAL
FIBRE OPTIC
POWER SHORE SHIP
AUDIO ALARM
ABNORMAL
PRESS SIGNAL FAULT PRESS
TO TO
SILENCE TEST
CIRCUIT
FIBRE OPTIC CONTROL & ALARM MODULE TEST

phone to ring. This selection is carried out via a switch on the Electrical System • Trip input LOADING ARM TRIP 1 LED is yellow Fibre-Optic Port Starboard Select Module
Configuration Module.
• Trip input LOADING ARM TRIP 2 LED is yellow
Pushbuttons are used to select the fibre-optic ship side connector in use. They
The operator must pay close attention to the colour of the LEDs while have no effect on the electrical system.
System Selector Module
performing this test, and any person operating this system must be able to
The SSM control panel is as shown in illustration 4.12.1c and the main distinguish clearly between the different coloured LEDs in the system. CAUTION
functions of the panel are as follows: If the system is in operation on the port connection box, port is selected
and the red pushbutton is illuminated. An ESD signal fault will occur if
• Display which ESD system has been selected Electric Emergency Shutdown the starboard pushbutton is pressed and vice versa.
• Provide a shore-to-ship ESD STATUS indication for both the
If it has been decided between the ship and shore that the electric system
fibre-optic and the electric systems
is to be used, then the operator will need to select the electric system using Fibre-Optic Control and Alarm Module
• Provide the ship ESD status indication the SYSTEM SELECTOR switch on the SSM and on the ship/shore link
• Show the electric system ESD trip input indication selector panel on the cargo control console. In doing this the electric system This module monitors and gives indication as to the status of the fibre-optic
SELECTED LED will turn green, indicating that the system is operating in telephone interface and fibre-optic ESD modules.
• Display an electric system SHORE RECEIVING TANK HIGH the electric mode. Selecting the electric system will also route the ESD and
LEVEL, LOADING ARM TRIP 1 and LOADING ARM TRIP telecommunications circuits from the CCR to the electric system. With all systems working and healthy the LEDs indicate normal. Where there
2 indication is a fault in the system the audio alarm is activated and the system fault LED
is illuminated.
Note: It is important for the operator to appreciate that the fibre-optic and Shore-to-Ship Emergency Shutdown
electric systems are two separate systems and that only one can be used at a The audio alarm is designed so that if more than one fault occurs, pressing the
time. Selecting the appropriate system is made via the SYSTEM SELECTOR On the electric system there are two ESD lines fitted, one going from the ship
alarm pushbutton will silence and reset the first fault, then the next fault will
switch on the SSM panel and on the cargo control console by switching to to the shore and the other going from the shore to the ship.
be indicated.
either FIBRE OPTIC or ELECTRIC on the ship/shore link selectors.
The electric system ESD STATUS LED will either be red or green, indicating
A module lamp test button has also been fitted for testing the lamps and
A module lamp test button has also been fitted for testing the lamps and LEDs the status of the shore-to-ship ESD signal. When this LED is green it indicates
LEDs on the module. To check that all of the LEDs and lamps are working
on the SSM. Some of the LEDs are multi-coloured and so yellow should be that the shore-to-ship link is healthy, but when red it indicates an ESD
correctly, press and hold the MODULE LAMP TEST switch whilst observing
displayed when this button is pressed. To check that all of the LEDs and lamps unhealthy signal from the shore. While this LED gives the overall indication
the following:
are working correctly, press and hold the MODULE LAMP TEST switch of the shore-to-ship signal, four more LEDs give a further breakdown of the
TRIP INPUTS. Again green denotes a healthy condition and red denotes an • LAMP TEST switch is illuminated
whilst observing the following:
unhealthy condition. • POWER LED is green
• LAMP TEST switch is illuminated
All four trip inputs (shore-to-ship) are connected in series, and so if one • Fibre-optic system fault indicator is red
• POWER LED is green
becomes unhealthy the overall ESD condition will become unhealthy. When • Fibre-optic ESD system NORMAL indicator is green
• SHIP ESD STATUS LED is yellow all four trip inputs are being used, the electric system ESD STATUS LED
will be green if all four of the trip inputs are healthy, but will change to red • Fibre-optic ESD system ESD indicator is red
• Fibre-optic system ESD STATUS LED is yellow
if at least one of them becomes unhealthy. In some LNG terminals all four of • Fibre-optic ESD system SIGNAL FAULT indicator is yellow
• Fibre-optic system SELECTED LED is green
the trip inputs are not used and so these need be bypassed using the system
• Fibre-optic AUDIO ALARM indicator is blue
• Fibre-optic INHIBIT pushbutton is amber configuration module.
• Fibre-optic CIRCUIT TEST indicator is red
• Fibre-optic RESET pushbutton is white
Ship-to-Shore Emergency Shutdown • Fibre-optic telephone system NORMAL indicator is green
• Electric system ESD STATUS LED is yellow
• Fibre-optic telephone system ABNORMAL indicator is yellow
• Electric system SELECTED LED is green The ship operator can control the ship-to-shore ESD signal by connecting and
• Electric system INHIBIT pushbutton is amber disconnecting contacts on board the ship. When connected, the SHIP ESD A circuit test pushbutton with a passive loop-back connector is supplied as test
STATUS LED will be green, indicating that the ship is transmitting a healthy equipment.
• Electric system RESET pushbutton is white
ESD signal to the shore terminal. When it has been disconnected, the SHIP
• Trip input ESD LED is yellow ESD STATUS LED will be red, indicating that the ship is not transmitting a
• Trip input SHORE RECEIVING TANK HIGH LEVEL LED is healthy ESD signal.
yellow

Illustration 4.12.1d Emergency Shutdown Control Panels (ii)
SSL POWER PRIMARY SECONDARY +24V

I/P POWER I/P POWER OUTPUT
ON
OFF
POWER SUPPLY MODULE
HOTPHONE PRIVATE LINE
SHORE SHIP TO SHIP

SW7
TRIP ACTIVE REVERSE CONNECTION
ESD SYSTEM SELECT TEL CH1 TEL CH2 TEL CH3 TEL CH4
C MIYAKI C C C C
B D B D B D B D B D
A E PYLE ITT A E A E A E A E
CANNON
SW1 SW2 SW3 SW4 SW5 SW6
ELECTRIC SYSTEM CONFIGURATION MODULE

Circuit Test Procedure Two other types of system currently exist. One is the MIYAKI system, Switch No.1 - ESD Shore-to-Ship (PYLE)
which consists of one connector for the ESD and up to two connectors
a) Throughout this procedure the four (4) Shore>SHIP amber LEDS Switch position:
for telecommunications. Again, there are a number of different ‘pin-out’
will remain illuminated with the shore system disconnected. A) Pins 13 and 14 are connected and the SHORE TRIPS ACTIVE
configurations between the terminals using these systems. The other system
This generates a system fault and is indicated on the CAM and LED is OFF.
uses an ITT-CANON connector for telecommunications only. On this vessel
at the DACS.
no MIYAKI or ITT-CANON connectors have been included, only the PYLE B) Pins 23 and 24 are connected and the SHORE TRIPS ACTIVE
connector. LED is OFF.
b) Pressing the pushbutton causes the SHIP>SHORE normal
(green) LEDs to remain illuminated. C) Pins 23 and 24 are connected and the SHORE TRIPS ACTIVE
This SCM has been designed using the terminal wiring information available,
but should other configurations be developed other than the present standards, LED is ON.
Fibre-Optic ESD Module the PCB within the module has header links, which allow for ‘patching’ of the D) Switch position is not used but has been reserved for future
new configuration. development.
This monitors the condition and status of the fibre-optic ESD link.
The SCM is capable of selecting a number of terminal system configurations E) Pins 15 and 16 are connected and the SHIP TO SHIP REVERSE
for the ESD and telecommunication on either the PYLE, MIYAKI or ITT- CONNECTION LED is ON.
Power Supply Module CANON connector.
Note: The pin configurations referred to above relate to the connections in
The power supply module (PSM) is shown in illustration 4.12.1d and is The ship and the shore terminal need to agree on a common configuration so the SCM panel, but the switch position will be dependent on the connections
connected to a primary AC supply. The supply is stepped down and rectified that both systems are compatible. available at the LNG terminal. The connections to be used will need to be
internally by two isolated switch-mode power supply units to provide 220V confirmed with the terminal before switch selection is made.
AC supply voltage for the control system circuits. In the event of a failure in The SCM panel has two LED lights fitted, one that indicates the SHORE
the primary supply a secondary back-up 220V DC supply from the UPS is TRIPS ACTIVE and the other that indicates a SHIP TO SHIP REVERSE Switch No.1 - ESD Ship-to-Shore (PYLE)
provided. CONNECTION. The function of these is as follows:
When operating in the ship-to-shore mode the switch positions A) through to
The module is used to supply power to both the fibre-optic and the electric ESD D) all connect to pins 15 and 16, but position E) on the switch connects to pins
Shore Trips Active LED 13 and 14. The correct switch position is dependent on the LNG terminal being
systems and is provided with six independently fused 24V DC outputs. The
PSM is switched ON and OFF by means of a rotary key switch on the front of A number of shore-side terminals do not use TANK HIGH LEVEL, LOADING visited and needs to be confirmed with the shore-side terminal.
the panel. This switch isolates the mains and the DC supplies to the ESD when ARM TRIP 1 and LOADING ARM TRIP 2 facilities as part of their ESD shore-
it is turned to the OFF position. to-ship ESD signals, but some do. When this LED is illuminated it indicates Switch No.2 - System Select
that the shore is providing all four trip inputs. When the LED is not illuminated,
There are three indicators on the PSM which display the status of the cabinet only the ESD signal is received and so the tank high level, the loading arm 1 Switch No.2 should be used to select either the PYLE, the Miyaki or ITT-
supply voltages. The PRIMARY I/P and SECONDARY I/P LEDs are coloured and the loading arm 2 functions are bypassed. Canon telecommunication connectors fitted.
green when the primary and secondary mains supply is working correctly, but
change to red if either the primary or secondary supply is unhealthy. The +24V Ship-to-Ship Reverse Connection LED Switch No.3 - Telephone Channel No.1
OUTPUT LED is coloured green when the PSM is functioning.
Under normal circumstances, the ship will be connecting to a shore system for Switch position:
loading or off-loading of LNG fuel. A condition might arise however, where it A) Pins 1 and 2 are connected.
System Configuration Module is necessary for a ship to transfer its cargo to another ship. In such a case, one
ship must set switch No.1 on the panel to position E, so effectively becoming B) Pins 3 and 4 are connected.
The system configuration module (SCM) is only used with the electric ESD the ‘shore’ system as far as the ESD signal routing is concerned. This will C) Pins 5 and 6 are connected.
system and consists of seven rotary switches mounted onto a PCB. The cause the SHIP TO SHIP REVERSE CONNECTION LED to illuminate.
switches are fixed to the module front panel. D) Pins 7 and 8 are connected.
The SCM panel switch functions and operations are as detailed below: E) Switch position is not used.
The first PYLE electrical telecommunications and ESD ship-to-shore safety link
provided a ‘standard’ pin-out configuration for future terminal developments. The selection position will again be dependent on which LNG terminal is being
Unfortunately, as new terminals were built, not all used this ‘standard’ pin-out, visited.
and this has led to some incompatibility problems with visiting ships. For a
ship to interface correctly to an incompatible terminal, the wiring on the ship
has to be changed to suit the terminal by altering the ship’s wiring within the
SSL cabinet or some associated junction box. Recently, some ships have been
installed with ‘patch panels’ to overcome this problem.

Illustration 4.12.1e Emergency Shutdown Panel on Cargo Control Room Console
SHIP / SHORE LINK SELECTORS PNEU. PRESS SETTING SWITCH

PORT OPTICAL ELECTRIC PNEUMATIC NORMAL TRIP
LOAD DISCHARGE USE NOT USE USE NOT USE USE NOT USE
3 0 0 0 0 0
SHIP / SHORE STATUS

SHORE SIG S/S LINK S/S LINK PNEU LINK
HEALTHY SWITCH SWITCH BYPASS SW
INHIBIT WRONG POSI WRONG POSI
ESDS MANUAL SWITCH ESDS

WITH LAMP RESET TEST INHIBIT

Switch No.4 - Hot-Phone/Private Telephone Channel No.2 CAUTION ESDS
Switch position: Under no circumstances should the PYLE connectors be removed from • Manual RESET pushbutton with protective cover and indicator
A) Pins 1 and 2 are connected. their receptacles once an ESD healthy state has been established between lamp
the ship and the shore. Removing any of the connectors will initiate an
B) Pins 3 and 4 are connected. ESD trip and the consequences associated with an ESD state. • Manual TEST pushbutton with protective cover and indicator
lamp
C) Pins 5 and 6 are connected.
Should it ever occur that the ship has to interface to a shore system that is • Manual INHIBIT pushbutton with protective cover and indicator
D) Pins 7 and 8 are connected. not configurable with SCM, then it will be necessary to ‘patch’ the necessary lamp
E) Pins 9 and 10 are connected. signals through the SCM using patch leads. This can be achieved as follows;
The selection position will again be dependent on which LNG terminal is being a) Ensure that the SSL is powered down. Ship-Side Connection Boxes
visited.
b) Pull the SCM out from the SSL far enough to allow the lid to be Stainless steel ship-side boxes and connectors are provided port and starboard
removed to gain access to the PCB. midships. These carry:
Switch No.5 - Public Telephone Channel No.3
Switch position: c) Use the information obtained from Seatechnik to make the 1) A 37-way Pyle-National connector is fitted for signal transmission
necessary ‘patching’. to shore, and 4-way earthing connectors are installed with local
A) Pins 1 and 2 are connected.
earthing to enable shore-ship bonding by local rules in French
B) Pins 3 and 4 are connected. terminals. The connectors are spring-loaded and the plugs
d) Return the SCM into the SSL.
C) Pins 5 and 6 are connected. disconnect while the barrel is still connected to the receptacle.
D) Pins 7 and 8 are connected. Cargo Control Room ESD Panel Illustration 4.12.1g Ship-Side Connector Box
E) Pins 9 and 10 are connected.
Located in the centre section of the cargo control console is the ESD panel
The selection position will again be dependent on which LNG terminal is being which contains the following:
visited.
STRAINSTALL CONNECTOR
Ship/Shore Link Selectors and Pneumatic Pressure Setting Switches

The ITT-Canon sockets are fitted in stainless steel ship-side boxes, fitted on the
main deck level accommodation aft. • Port - Load or Discharge selector switch
• Optical - In use or not in use selector switch
Switch No.6 - Plant Telephone Channel No.4
• Electrical - In use or not in use selector switch
Switch position:
• Pneumatic - In use or not in use selector switch
A) Pins 1 and 2 are connected.
• Pressure setting switches for normal and trip values Fibre-Optic
B) Pins 3 and 4 are connected.
Pyle 37-Way
C) Pins 5 and 6 are connected. Ship/Shore Status Indicators
Fibre-Optic Cable Pyle 4-Way
D) Pins 7 and 8 are connected.
• Shore signal healthy indicator lamp
E) Pins 9 and 10 are connected.
• Ship/Shore link switch inhibit indicator lamp Electric Pyle 37-Way
The selection position will again be dependent on which LNG terminal is being • Ship/Shore link switch wrong position indicator lamp
visited.
• Pneumatic link bypass switch wrong position indicator lamp
Switch No.7 - Hotline Phone Selection

ESDS Manual Switch
This switch can be toggled between the hotline telephone system and the
private line telephone. • Manual ESDS stop pushbutton with protective cover and
indicator lamp

Illustration 4.12.1f Emergency Shutdown Screen Shot
Ras Gas III 1 Feb 2008, 21:16:10

Operation of Hotline Telephone Link
The hotline telephone operates in Iwatsu CALL-SIGNAL mode and in private

line mode as selected by switch No.7 on the SCM. Some Pyle-National
equipped terminals use Iwatsu CALL-SIGNAL mode for the hotline telephone.
The majority of others use the private line mode which is a standard 48V DC,
line 80V AC ring format. The shore provides an exchange simulator or ring-
down module, the ship equipment is simply a two-wire handset equivalent. In
this mode, the phone is lifted to ring the other instrument and the user talks
when the phone is answered at the terminal.
Illustration 4.12.1h Emergency Shutdown System Telephone
ON - HOTPHONE IN USE
OFF - P/L PHONE
CALL SIGNAL
Instructions Hot Phone Private Line Phone
To Make Call: Lift handset - Press ‘CALL’ Lift handset - Hear ring
& hold while tone and
speaking speak when
or - Press ‘SIGNAL’ phone is
& hold to alert
called phone
answered
www.seatechnick.com
To Answer Call: Lift handset and speak Lift handset and speak
To End Call: Replace handset Replace handset

Illustration 4.12.2a Emergency Shutdown Pneumatic System
No.1 Pressure
Terminal Box Transmitter
for Air
Control Board
To Shore
Pressure
Switch
Suppy Air
Pressure
Air Control Board
Test Test
Normal Normal
Close
Open Signal Converter
PI
(Isolation) To DACS
Air Supply Needle PT PT
Mist (Pressure Monitor)
Air In Solenoid Valve Air Out In Out
Separator Valve 0 - 1MPa
with Filter Air Supply
4 - 20mA
Solenoid
Valve 24V
PI Pressure
Transmitter Box
(Intrinsically Safe Type)
In Out
In Out
Control Air In Out
Supply
In Out
Exhaust
Solenoid Valve Box
(Flame-proof Type)
Cargo Control Room

To Shore
Ship/Shore Link Selection Switch
(Use/Not-Use Selection)
Loading/
Unloading Pneumatic Electric Optical
Key
Air
Solenoid Instrumentation
Control
Output
Pneumatic Pressure Setting Switch
Sequence Insulation Space Barrier
Normal Trip
+ + + + + +
Signal and ESDS Control Panel
Input
- - - - - -
Analogue
Signal
Input
Safe Area Hazardous Area

4.12.2 PNEUMATIC EMERGENCY SHUTDOWN SYSTEM Illustration 4.12.2b Control Flow Chart for Pneumatic Ship/Shore Link A ship-to-shore ESD condition will occur when the ship-side circuit goes open
circuit, causing the following:
Introduction 1) The pneumatic dump valve will route the air from the ESD line
S/S Pneumatic Link Selected
(CCR)
between the ship and the shore to atmosphere.
In the event of either the optical or the electrical link being unavailable, a
pneumatic link can be used. 2) The ship’s air supply will be disconnected from the ESD line
between the ship and the shore.
The ESD will be activated if the pneumatic link is disconnected or broken Set the ‘Normal Press’ Set the ‘Trip Press’
and the air pressure falls below the preset trip setting which is adjustable in (CCR) (CCR)
3) The operatives on the ship and shore must now remove any
the cargo control room. The DACS mimic screens will indicate the reason inhibits on the DACS. The system is now in a healthy state.
for the ESD situation by a change of colour, from green to red, of the item
causing the ESD. The cargo pump and spray pump symbols will change colour,
indicating that there is a block on their operation and further operations are No Press ‘RESET PB’ Ship-to-Shore ESD Pneumatic Trip
within 5 seconds
not permissible. Once the cause of the ESD has been cleared, the ESD system Generating a ship-to-shore ESD trip is achieved by opening the ship-side
can be enabled by activating the RESET button on the cargo control console. contacts. When this is done the soft dump valve will de-energise, causing the
Yes
Symbols will change from red to green, indicating that further operations are S/S Pneumatic Link ‘Not Used.
(CCR)
air in the system to vent to atmosphere. Both the ship and shore-side systems
permissible. Valve Control will detect this change in pressure. The shore-side circuit will then open,
1. Air Supply Valve Close indicating an ESD unhealthy condition.
The pneumatic link consists of an air hose connected to the terminal and 2. Quick Charging Valve Close
3. Air Releasing Valve Open
pressurised to a setting which is agreed between the ship and the terminal. The 4. EP Regulator Power ‘Off’
pressure is set in the cargo control room. Shore-to-Ship ESD Pneumatic Trip
Valve Control If the shore terminal exhausts the system air at the shore facility, this will
Both the ship and the terminal have pressure switches which will activate an 1. Air Supply Valve Close
2. Quick Charging Valve Close
generate a shore-to-ship ESD. The ship’s pressure transducer will then sense
ESD trip in the event of a loss of air pressure. Unlike the electrical and optical Start the Electro Pneumatic
Pressure Control to ‘NORMAL PRESS’ 3. Air Releasing Valve Open the drop in pressure and on dropping below the SET value, the latching relay
links, there is no communication link, so communication can only be achieved 4. EP Regulator Power ‘Off’ will drop out.
by radio.
The pneumatic ESD system is powered-up when the PNEUMATIC position is No

Emergency Shutdown Activation
selected at the cargo console. For this to operate, instrument air at a pressure 1. Control Air Pressure Normal
of 7 bar must be supplied to the ESDS air control board, located in the DACS 2. S/S Link Pressure Higher than The ESD system can be activated by any one of the following:
‘Trip Pressure’
room cabinet, from the ship’s general service and instrument air system. To • The deck trip system which includes fourteen sets of fusible
allow for any maintenance that may be required an inlet isolating valve has Yes links located around the deck at the cargo loading manifolds,
been provided. Quick Charging Valve Close compressor and electric motor houses and cargo tank domes. If
any one of these links fuse, it will initiate an ESD.
The ship’s air supply is fed into a pressure regulator with filter assembly which
• Manual emergency pushbuttons at various locations around the
is responsible for setting the maximum pressure that will be applied to the ESD No
main deck, compressor and electric motor houses, the cargo
system. The operator should set this pressure by adjusting the pressure setting S/S Link pressure Drop Below
‘TRIP PRESSURE’. control room, fire control station and the wheelhouse.
switch on the cargo control console, the trip pressure is also set at this panel.
Yes
• Cargo tank low pressure switches.
A dump valve has been provided in the system and this is responsible for
• Cargo tank high level trips.
routing the ESD line into either the ship’s air supply or directly to atmosphere.
‘AT SEA’ Mode Selected ‘AT PORT’ Mode Selected • Vessel electrical blackout.
When the ship-to-shore ESD is healthy the dump valve routes the air into the
ESD line between the ship and the shore. This maintains the line pressure ESD Activation
• Hydraulic actuator power pack low pressure.
above the ESD trip pressure, so indicating an ESD healthy condition. (Without Manifold Valve Close) External Timer Start
ESD Activation for Manifold
(Close) • Electric link trips ESD.
Timer Time Up • Pneumatic link trips ESD.
• Shore terminal ESD trip.

When the ESD system is activated, the SSL interfaces with the DACS and
through the DACS the following will occur:
• The main cargo pumps in each tank will be stopped (10 sets)
• The stripping pumps in each tank will be stopped (5 sets)
• The emergency cargo pumps will be stopped if operating
• The high and BOG compressors will be stopped (4 sets)
• All the manifold cargo valves will be closed (10 sets)
• The tank filling valves of each tank will be closed (8 sets)
• The shore terminal will be signalled to stop operations
• The ESD alarm will be activated

4.13 Cargo Relief Valves
4.13.1 Cargo Tank Relief Valves
4.13.2 Insulation Space Relief Valves
4.13.3 Pipeline Relief Valves

Illustration 4.13.1a Pressure Relief Valve Operation
Closed
Key Pilot Spring Sense Diaphragm

Intermediate Pressure Boost Cavity
Boost Diaphragm
Exhaust Pressure Sense Cavity
System Pressure Spindle Seal

Diaphragm Pilot Exhaust
Blowdown Adjustment Pilot Seat

Orifice (Variable) Fixed Orifice
Dome
Main Valve Diaphragm
Main Valve Seat

Open and Flowing Pilot Open
From Liquid Dome
From Liquid Dome From Liquid Dome

4.13 relief systems Valve Operation
The valve is kept closed by the pressure in the sensing chamber, boost chamber
Introduction and dome chamber being equal to the tank pressure and less than the force
exerted by the spring-load.
Each cargo tank is fitted with two pressure/vacuum relief valves as required
by the IMO code. The primary insulation and secondary insulation spaces are When the tank pressure reaches the set pressure it overcomes the spring-load,
each protected by two pressure relief valves per cargo tank. The valves are allowing the disc of the pilot valve to open slightly, causing a small flow of gas
manufactured by Fukui Seisakusho and are designed specifically to work on through the pilot line to be discharged via the pilot valve outlet.
marine-based LNG systems.
This discharge causes a pressure drop in the sensing chamber, which in turn
4.13.1 cargo tank relief valves destroys the pressure balance condition between the sensing chamber and
boost chamber, causing the pilot valve to open fully.
Type: PORV 10 *12 When the pilot valve opens, it in turn causes a drop in pressure within the main
Model: PSL-MD13-131-NS1(B) valve dome chamber and the main diaphragm is pushed upwards, raising the
sealing disc and opening the main valve, venting the tank to the respective vent
Tag No: CGR101//501,102//502 mast riser.
No. of units: 10
No. per tank: 2 When the tank pressure drops to a predetermined level, the spring-load begins
Set pressure: 25kPa(g) to overcome the system pressure again, causing the pilot valve to go down and
re-seat. The tank pressure acts on the main diaphragm, causing the main valve
to close and the pressure in all the chambers is again equalised.
Blowdown %: 12%
Vacuum setting: -1kPa(g) ±25%
The cargo tank relief valves are fitted at the top of each tank liquid dome
and vent to their associated vent mast riser. The relief valves are of the pilot
operated relief valve type (PORV). A cargo tank pressure sensing line relays
the pressure directly to the pilot operating valve, therefore, accurate operation
at low pressures prevailing inside the tank is assured.
The cargo relief valves are set up initially by the manufacturer for the
requirements on the ship. If overhaul of the valves by ship’s staff is carried
out, the valves must be checked and reset to the original settings. (See the
manufacturer’s instructions for details.)
Note: It is extremely important that the vent mast is checked on a regular

basis and drained of any accumulation of water. The purpose of this is to
ensure that the relief valves operate at their correct settings, which would
otherwise be altered if any water were to accumulate in the vent mast and
flow onto the valve assembly.

Illustration 4.13.2a Pilot Operated Safety Relief Valve
Lower Diaphragm Upper Diaphragm

Set Plate Set Plate Lower Case
Diaphragm
Set Plates
Boost
Disc Diaphragm
Spring
Guide Cover Boost Cap
Lock Nut
Disc Diaphragm
Seat Cover Centre Cover
Spindle
Sleeve Body
Nozzle
Seat Diaphragm
Upper Spring
Washer
Sense
Sense Pipe Diaphragm
Valve Body
Upper Case
Diaphragm
Retainer

4.13.2 Insulation Space Relief Valves Each IBS and IS insulation space is protected by two pilot operated relief Illustration 4.13.2b IBS and IS Pressure Control Table
valves. They are smaller than the valves on the cargo tanks and are designed to
Interbarrier Spaces (IBS)
operate only as pressure relief valves, ie, they do not open under a vacuum. The
Manufacturer: Fukui Seisakusho liquid dome and vapour dome each have one relief valve for the interbarrier and
Pressure
Type: PORV 2*3 insulation space that surrounds them. (kPaG)
Interbarrier Space Insulation Space
Model: PSL-MD13-131-S1(B)
A gas detection line is led out from below each of the valves to the gas
Tag No: NC102//502,103//503 monitoring system to give a constant indication of the atmosphere inside the 3.5 Pressure Relief Valve Open
Number of units: 10 interbarrier and insulation spaces.
Number per tank: 2
Set pressure: 3.0kPa(g) The IBS space relief valve outlet is led to a separate vent line, which runs up 3.0 Pressure Relief Valve Open
alongside the associated vent mast. This is in order to prevent any counter-
Closing pressure: 1.8kPa(g)
pressure or back-flow from the main vent mast should the cargo tank relief
Blowdown pressure: 1.2kPa valves lift, or from the nitrogen snuffing system. 2.5 High Pressure Alarm
Blowdown %: 40%
Flow rate per valve: 398Nm3/h It is extremely important the vent line is checked on a regular basis and drained N2 Exhaust
(0.7kPa) Valve Open
Vacuum block: -80kPa(g) (no leakage for 1 minute) of any accumulation of water. The purpose of this is to ensure that the relief 2.15
valves operate at their correct settings, which would otherwise be altered if any
N2 Exhaust
water were to accumulate in the vent mast and flow onto the valve assembly. 2.0 (0.5kPa) Valve Close
Insulation Spaces (IS)
The IS insulation space relief valves vent directly out to the deck, via a N2 Supply
Manufacturer: Fukui Seisakusho downward-facing tail pipe. It is not necessary for these to be led to a mast (0.4kPa) Valve Close
Type: PORV 2*3 riser, as the likelihood of there being LNG vapour in this insulation space is N2 Supply
Model: PSL-MD13-131-S1(B) very remote. Valve Open
1.5 (0.2kPa)
Tag No: NC101//501,104//504 High Pressure Alarm
The IBS and IS insulation space relief valves are set up initially by the Low Pressure
Number of units: 10 1.0 N2 Exhaust Valve Open Alarm
manufacturer for the requirements on the ship. If overhaul of the valves by
Number per tank: 2 ship’s staff is carried out, the valves must be checked and reset to the original 0.8 N2 Exhaust Valve Close
(0.0kPa)
Set pressure: 3.5kPa(g) settings. (See the manufacturer’s instructions for details.)
0.7 N2 Supply Valve Close
Closing pressure: 2.1kPa(g)
IBS Pressure
Blowdown pressure: 1.4kPa The above values in ( ) are the
Blowdown %: 40% 0.5 N2 Supply Valve Open Differential Pressures between the
IBS and IS.
Flow rate per valve: 481Nm3/h 0.4 .
Low Pressure Alarm
Vacuum block: -80kPa(g) (no leakage for 1 minute)
0.2 Low Pressure Alarm

Insulation Space Pressurisation Header
Type: Conventional 1.1/2*F*2
Model: REC131-S1(N)
No. of units: 1
Tag No: NG109
Set pressure: 60kPa(g)
Blowdown %: 33.3%
Flow rate per valve: 237Nm3/h

Illustration 4.13.2c Cargo Tank Pressure Table

Cargo Tank kPa(g) Vapour Main Inter-barrier Space Insulation Space
Cargo Tank Pressure
25
Relief Valve Open
24
High - High Pressure Alarm 23 Vent Valve Open
• Spray Pump Stops 22
• Spray Valve Closes 21 Vent Valve Close
20
High Pressure Alarm 19 High Pressure Alarm
18
17 GCU START
16 - Set Point Selectable
GCU STANDBY
15
7 -19kPa(g) - Set Point -1kPa
14
Cargo Tank GCU STOP
Pressure Range 13 - Set Point -2kPa
(Ballast Voyage) 12
11
10
9.0 105 -110kPa(a)
8.0 Cargo Tank
7.5 Pressure Range
(Laden Voyage)
7.0
6.0
5.0 106kPa(a) Design Normal
4.0 Operating Pressure
3.5 (Laden Voyage) 3.5kPa IS Relief Valves Open
3.4
3.2
Low Tank Pressure Alarm - Start Interlock
for Main and Emergency Pumps 3.0 3.0kPa IBS Relief Valves Open
2.8
2.6
2.5 2.5kPa IS High Pressure Alarm
Low Low Tank Pressure Alarm 2.4
and Tank Protection System 2.2
-Cargo and Spray Pump Stop 2.0 Low Low Pressure Alarm
-Emergency Pump Stop -Waste Gas Valve Switch to Tanks
1.8
-Spray Valve Close - GCU Master Valves Close
-HD Compressors Stop 1.6 - Reliquefaction Plant Standby
1.5 - BOG Compressor Stop 1.5kPa IBS High Pressure Alarm
- Stop GCU IBS + 0.7kPa N2
1.4
Exhaust Valve Control
1.2
1.0 1.0kPa N2 Exhaust Valve Control 1.0kPa High Diffence
0.8 Pressure Alarm
0.7
IBS + 0.2kPa N2
0.6
Supply Valve Control
0.5 0.5kPa N2 Supply Valve Control
0.4 0.4kPa IS Low Pressure Alarm
Very Low Low Pressure
0.3 Alarm - (ESD)
0.2 0.2kPa IBS Low Pressure Alarm
0.0
Cargo Tank Vacuum Relief Valve Open -1.0

4.13.3 pipeLine Relief Valves Illustration 4.13.3a Typical Pipeline Relief Valve Manifold
Each section of the cargo pipework that can be isolated has a conventional
spring-loaded type pressure relief valve fitted. The main and spray line safety Type: Conventional 1.1/2*G*3
valves on each tank exhaust into the tank via a spectacle blank and non-return Model: REC131-S1(N)
valve. All the other safety valves exhaust into a common vent and relief main No. of units: 4 starboard side
which is connected to the No.4 and No.5 tanks via spectacle blanks and Tag No: CLR092, 094, 096, 098
non-return valves. The operating pressure for the cargo line safety valves is
No. of units: 4 port side
1,000kPa(g) and the valves vary in size and flow relative to the size of the 1
pipeline to which they are attached. Tag No: CLR091, 093, 095, 097
Set pressure: 1000kPa(g) (1MPa)
Liquid Header 2
3 Blowdown pressure: 100kPa
Blowdown %: 10%
Type: Conventional 4*P*6
4 Flow rate per valve: 2958Nm3/h
Model: REC131-S1(E)
No. of units: 2
Tag No: CLR706, 701 Manufacturer: Fukui Seisakusho
5
Set pressure: 1,000kPa(g) (1MPa) Type: Conventional 1*E*2
Closing pressure: 900kPa(g) 6 Model: REC131-S1(N)
Blowdown pressure: 100kPa 7 No. of units: 4 starboard side
Blowdown %: 10% Tag No: CLR082, 084, 086, 088
Flow rate per valve: 36,8400Nm3/h No. of units: 4 port side
Tag No: CLR081, 083, 085, 087
Tank Liquid Header 8 Set pressure: 1000kPa(g) (1MPa)
Manufacturer: Fukui Seisakusho 9 Closing pressure: 900kPa(g)
Type: Conventional 2*J*3 Blowdown pressure: 100kPa
Model: REC131-S1(E) Blowdown %: 10%
No. of units: 5 10 Flow rate per valve: 1,399Nm3/h
Tag No: CSR112, 212, 312, 412, 512
Set pressure: 1000kPa(g) (1MPa) 4
Spray Header
Type: Conventional 3*L*4
Blowdown %: 10%
Model: REC131-S1(E)
11 No. of units: 2
Tag No: CSR702, CSR703
12
Set pressure: 1,000kPa(g) (1MPa))
Key Blowdown pressure: 100kPa
1. Cap 7. Spindle Rod Blowdown %: 10%
2. Adjusting Bolt 8. Spindle Point
3. Adjusting Bolt Nut 9. Guide Flow rate per valve: 16,500Nm3/h
4. Seal and Wire 10. Disc Holder
5. Bonnet 11. Body
6. Spring 12. Nozzle

Type: Conventional 2*J*3 LNG Return Main LNG Vaporiser
Model: REC131-S1(E) Manufacturer: Fukui Seisakusho Manufacturer: Fukui Seisakusho
No. of units: 2 Type: Conventional 2*J*3 Type: Conventional 1.1/2*G*3
Tag No: CSR704, 705 Model: REC131-S1(E) Model: REC131-S1(N)
Set pressure: 1,000kPa(g) (1MPa) No. of units: 1 No. of units: 1
Closing pressure: 900kPa(g) Tag No: CRR413 Tag No: CGR871
Blowdown pressure: 100kPa Set pressure: 1,000kPa(g) (1MPa) Set pressure: 1,000kPa(g) (1MPa)
Blowdown %: 10% Closing pressure: 900kPa(g) Closing pressure: 900kPa(g)
Flow rate per valve: 7,419Nm3/h Blowdown pressure: 100kPa Blowdown pressure: 100kPa
Blowdown %: 10% Blowdown %: 10%
Tank Spray Lines Flow rate per valve: 7,419Nm3/h Flow rate per valve: 2,958Nm3/h
Type: Conventional 1.1/2*G*3
Cargo Machinery Space Manufacturer: Fukui Seisakusho
Type: Conventional 2*J*3
Model: REC131-S1(N)
Reliquefied Return To Tanks Model: REC131-S1(E)
No. of units: 5
No. of units: 1
Tag No: CSR111, 211, 311, 411. 511
Manufacturer: Fukui Seisakusho Tag No: CLR602/707
Type: Conventional 2*J*3 Set pressure: 1,000kPa(g) (1MPa)
Model: REC131-S1(E) Closing pressure: 900kPa(g)
No. of units: 1 Blowdown pressure: 100kPa
Blowdown %: 10%
Tag No: CRR803 Blowdown %: 10%
Set pressure: 1,000kPa(g) (1MPa) Flow rate per valve: 1,399m3/h
Vent and Relief Main Blowdown pressure: 100kPa Type: Conventional 1*E*2
Manufacturer: Fukui Seisakusho Blowdown %: 10% Model: REC131-S1(N)
Type: Conventional 1.1/2*G*3 Flow rate per valve: 7,419Nm3/h No. of units: 1
Model: REC131-S1(N) Tag No: CSR872
No. of units: 1 Set pressure: 1,000kPa(g) (1MPa)
Tag No: CR601 Closing pressure: 900kPa(g)
Set pressure: 1,000kPa(g) (1MPa) Blowdown pressure: 100kPa
Closing pressure: 900kPa(g) Blowdown %: 10%
Blowdown pressure: 100kPa Flow rate per valve: 1,399Nm3/h
Blowdown %: 10%

4.14 Ballast Level and Ship’s Draught Gauging System
4.14.1 Ballast Piping System
4.14.2 Remote Level and Draught Indicating System
4.14.3 Ballast Exchange System

Illustration 4.14.1a Ballast System
To Inert To Inert Gas Generator Dryer and Inert

Gas Generator Gas Generator Refrigeration Cooler
No.1b Water No.1a Water
No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank Ballast Tank Ballast Tank
(Port) (Port) (Port) (Port) (Port) (Port) Bosun Store
High Low
Sea Sea
Chest Chest LIAHL LIAHL LIAHL LIAHL LIAHL LIAHL
4th Deck WBV WBV

374 375
LIAHL
For Ballast
Tank Ventilation LX LX LX LX LX LX
404V
412V WBV LX
600
376
400 400 400 400 400 400 400 400 400 400 400 400
WBV091 1000
PI CP WBV WBV WBV WBV WBV WBV LCAL
251 241 231 221 213 211
LIAHL
400 600 WBV
WBV WB WBV331 WBV WBV WBV WBV WBV LIAHL
BA32 212
WBV 334 333 No.3 Water 252 242 232 222 214
LS
366 Ballast Pump WBV BA31
LX WBV332 052
600 600 600 400
LX
WBV WBV335
PI CP WBV LCAL WBV WBV011
364 LS
362 012
400
Aft WBV324 WB323 WBV321 LCAL Fore
WBV LS Pipe Duct
Peak WBV No.2 Water WBV Peak
361
Tank 363 Ballast Pump 022 Forward Tank
WBV322 Void Water
WBV WBV050 (Central) Ballast
WBV315 200 200
051 Tank
PI CP
WBV
600 600 600 400
351
WBV314 WBV021
WBV WBV313 WBV311 WBV
365 No.1 Water 341 BA33
Ballast Pump WBV WBV WBV WBV WBV WBV LS
152 142 132 122 114 112
WBV312 200 BA34
WBV WBV WBV WBV WBV WBV
WBV354 WBV352 WBV WBV345 LCAL
No.2 151 141 131 121 113 111
250 373
WBV353 200 400 400 400 400 400 400 400 400 400 400 400 400
WBV344
No.1 200 WBV342 1000
750 300 WBV343

WBV 300 LIAHL LIAHL LIAHL LIAHL LIAHL LIAHL
377 Water Spray Pump WBV WBV
371 372
WBV
378 High Low
Sea Sea LX LX LX LX LX LX
Chest Chest
No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank No.1b Water No.1a Water
(Starboard) (Starboard) (Starboard) (Starboard) Ballast Tank Ballast Tank
(Starboard) (Starboard)
Key
Sea Water
Hydraulic Oil
Electrical Signal
Instrumentation

4.14 Ballast Level and ship’s Draught valves in the forward end of the pipe duct space. This allows this tank to be Ballast Stripping Eductors
Gauging System serviced by either the port or starboard ballast main.
Manufacturer: Ki-Won Industrial Co.
Within the engine room, this main is continued to service the aft peak water No. of sets: 2
4.14.1 Ballast Piping system Type: Water jet
ballast tank.
Driving pressure: 0.9MPa
Introduction Final educting is done using the two 300m3/h eductors powered from the water Driving capacity: 450m3/h
spray pump, but it is also possible to use water supplied by the fire, bilge and
Suction capacity: 300m3/h
The primary spaces beneath and around the outboard side of the cargo tanks are GS pumps if necessary. The eductors each have a 200mm stripping suction
utilised as ballast tanks to optimise draught, trim and heel during the various line from the ballast main. There is also a crossover facility that enables the
load conditions of the vessel. eductors to operate on either ballast main or a single eductor to draw on both The pumps take their suction from the sea water crossover main which has
ballast mains simultaneously. a high and low sea chest on the turn of the bilge at each side of the vessel.
The primary ballast spaces are divided into six sets of wing tank water ballast The low sea suction is normally used when loading ballast. When discharging
tanks along the cargo deck, together with the forward water ballast tank. The The stripping eductors discharge the ballast water directly overboard through ballast the pumps take their suction from the ballast crossover main and the
aft peak water ballast tank can also be used to carry ballast when required. valve WBV377 via its own overboard line. open ballast tanks.
This gives a total ballast capacity on the vessel of 73,789m3, which gives
approximately 71,852 tonnes when filled with sea water to 95%. The fore peak The ballast eductor drive suction valve, discharge and overboard are interlocked
to prevent operating against closed valves.
tank is also connected to the ballast system but is not classed as a water ballast Ballast Pumps
tank.
Manufacturer: Shinko Industries Ltd System Control
Three vertical centrifugal pumps each with a capacity of 3,200m3/h have been
Type: Vertical, centrifugal The ballast system is remotely controlled and monitored from the cargo control
fitted which enable the total ballast capacity to be discharged or loaded in
approximately 12 hours using two pumps. The pumps are driven by electric Quantity: 3 room using the DACS in conjunction with the ballast screens. The system
motors and are located on the engine room floor, centre forward. Model: CAD450-12V48 includes the following:
Capacity: 3,000m3/h at 0.3MPa • Pump and valve control
The No.1 ballast pump would normally draw on the starboard ballast main and Rotation: Clockwise viewed from the coupling
the No.3 on the port ballast main, but there is a crossover which enables the • Tank level monitoring
Maximum power output: 400kW
No.2 pump to be used on either line. • Automatic filling / emptying function
Speed: 1,200 rpm
• Automatic change of ballast water during passage
The ballast line is a 600mm ring main which runs through the pipe duct Starting method: Direct on-line
space with a forward crossover connection via a hydraulically operated valve.
The ballast pumps are started and stopped using the DACS ballast screen,
Each of the primary ballast tanks have two 400mm branch pipes, each fitted
Water Spray Pump provided that the switches on the main switchboard group starter panel are set
with a hydraulically operated control valve and terminating in a bellmouth
to remote. When the system is in automatic mode the pumps have an automatic
suction. The aftermost branch pipe in each side ballast tank is connected to Manufacturer: Shinko Industries Ltd
stop sequence control for low and high tank status. When on local control the
the ring main on that side of the vessel, ie, the port tanks aft branch pipes are Type: Vertical, centrifugal pumps can be started and stopped from the local control panel, and can be
connected to the port ring main. The forward branch pipe in each of the side
Model: EVD350-F stopped from this panel regardless of the position of the local/remote switch.
tanks is connected to the opposite ring main, ie, forward branch pipes in the
Capacity: 900m3/h at 0.9MPa The local control panels always take priority and can take control from the
port tank are connected to the starboard ring main. The aft peak has a single
Rotation: Clockwise viewed from the coupling cargo control room at any time.
400mm branch pipe with a hydraulically operated control valve terminating in
a bellmouth suction. Maximum power output: 300kW The DACS has to send a POWER AVAILABLE signal to the switchboard prior
Speed: 1,800 rpm to the START signal. When starting in local mode a POWER REQUEST signal
All of the valves are butterfly valves fitted with hydraulic actuators that are
Starting method: Direct on-line is sent from the switchboard to the PMS DACS.
operated and controlled through the DACS. The ballast tank suctions and the
pump discharge valves are intermediate (proportional control) type valves,
Note: There is no interlock between the pump and the suction valve if the
while the others are of the open or closed type.
pump is started in local mode and the valve is closed. In this case the DACS
will give an alarm.
The ballast pumps fill and empty the primary ballast tanks via the port and
starboard side ballast mains that are 600mm in diameter. The crossover valve,
WBV050, between the port and starboard main ballast lines is on the crossover All hydraulically operated valves in the system are also operated using the
ballast main between the forward water ballast tank port and starboard suction on-screen menu/keyboard in conjunction with the DACS ballast screen. Two
basic types of valve are fitted, those which can be positioned at the fully

Illustration 4.14.1b Ballast Pumps Screen Shot
1 Feb 2008, 21:16:10

closed or fully open position and those which can be positioned at any point Illustration 4.14.1c Ballast Tank Alarm Levels Screen Shot
between fully open and fully closed. The position of all valves is shown on
the mimic. Provision is made for a portable handpump to be used to operate
each valve in the event of hydraulic accumulator failure, three portable units
are provided. The pump discharge valves and the main tank suction valves are
multi-positional. All other valves are either open or closed. In addition to being
operable from the cargo control room the valves can also be operated from the
hydraulic power station, using the pushbuttons on the individual solenoids.
The on-screen ballast menu also shows when the pumps are switched to remote
or manual operation, pump’s amps, pump’s suction and discharge pressure, the
position of the valves and the contents of the tanks, which can be displayed as
a combination of the following choices:
• Level in metres
• Ullage in metres
• Volume in m3
• Volume as a percentage
• Weight in metric tonnes
• Density in tonnes/m3
Ballast Tank Alarm Levels

Each ballast tank has a high high, high, low and low low level alarm which are
set by the operator as shown in the adjacent screen shot. These are in addition
to the settings for individual tanks when operating the ballast system in manual
and automatic modes as shown in illustration 4.14.1c, which can be used for
stopping the ballast pumps.

Illustration 4.14.1d Ballast Operation Screen Shot
Ras Gas III 1 Feb 2008, 21:16:10

Illustration 4.14.2a Remote Level and Draught Indicating System
Cargo Control Room
4 x Digital Indicators
For Draught
M M M M
HANLA HANLA HANLA HANLA
MODE EXIT MODE EXIT MODE EXIT MODE EXIT
Safe Area Hazardous Area
24V DC
Power Supply
DACS IS Barrier Box
220V AC Power Supply
Air
From 7 bar
Pressure
Air Supply
Controller
Set Pressure at Local

4.5 bar Gauge
Box
Fore Peak Tank

Forward Heavy Fuel Oil Bunker Tank (Starboard)
Forward Water Ballast Tank
Forward Heavy Fuel Oil Bunker Tank (Port)
Aft Peak Tank
Heavy Fuel Oil Bunker Tank (Starboard) No.1A Water Ballast Tank (Starboard)
Fresh Water Tank (Starboard)
Heavy Fuel Oil Bunker Tank (Port) No.1A Water Ballast Tank (Port)
Drinking Water Tank (Port)
Low Sulphur Heavy Fuel Oil Bunker Tank No.1B Water Ballast Tank (Starboard)
Heavy Fuel Oil Settling Tank (Starboard) Drinking Water No.1B Water Ballast Tank (Port)
Heavy Fuel Oil Settling Tank (Port) Tank (Port) No.2 Water Ballast Tank (Starboard)
Heavy Fuel Oil Service Tank (Starboard) No.2 Water Ballast Tank (Port)
Heavy Fuel Oil Service Tank (Port) No.3 Water Ballast Tank (Starboard)
Main Marine Diesel Oil Service Tank (Starboard) No.3 Water Ballast Tank (Port)
Main Marine Diesel Oil Service Tank (Port) No.4 Water Ballast Tank (Starboard)
Generator Engine Marine Diesel Oil Service Tank No.4 Water Ballast Tank (Port)
Gas Combustion Unit Marine Diesel Oil Service Tank No.5 Water Ballast Tank (Starboard)
Main Lubricating Oil Storage Tank (Starboard) Inert Gas Generator Marine Gas Oil Service Tank Draft Fore Draft Aft No.5 Water Ballast Tank (Port) Draft Mid
Main Lubricating Oil Storage Tank (Port) Main Lubricating Oil Settling Tank (Starboard) (Port and Starboard)
Main Lubricating Oil Sump Tank (Starboard) Main Lubricating Oil Settling Tank (Port)
Main Lubricating Oil Sump Tank (Port) Cylinder Oil Storage Tank (Starboard)
Generator Engine Lubricating Oil Storage Tank Cylinder Oil Storage Tank (Port)
Generator Engine Lubricating Oil Settling Tank Cylinder Oil Storage Tank for Low Sulphur Heavy Fuel Oil (Starboard)
Key
Generator Engine Lubricating Oil Purified Tank Cylinder Oil Storage Tank for Low Sulphur Heavy Fuel Oil (Port)
Bilge Holding Tank Compressed Air
Clean Bilge Tank Electrical Signal
Oil Bilge Tank
Heavy Fuel Oil Overflow Tank

4.14.2 REMOTE level and draught indicating Level Height H=(Ph/(D@G))+Ho The ballast tanks, except the aft peak tank and some of the engine room service
System tanks are fitted with a non-return valve in the transmitter line.
Level Height:
Distance between the tank bottom and the end of the sounding The draught system lines are all fitted with a manually operated ship side
Tank Level Gauging System isolating valve. These valves are fitted with extended spindles to allow for
pipe added to hydrostatic pressure divided by the density and
Manufacturer: Hanla and Enraf Auxitrol Marine acceleration due to gravity. remote operation.
Model: CT 801
Type: Electric-pneumatic Where:
Pabs = absolute pressure acting on the sensor
Introduction Patm = atmospheric pressure
Ph = hydrostatic pressure
The ballast tanks, including the fore and aft peak tanks, the engine room tanks
Pj = flow resistance in the measuring line
for the drinking water, heavy fuel oil, diesel oil and lubricating oil tanks are
each fitted with an electric-pneumatic level gauge transmitter. H = level height
D = density of liquid
The draught gauge level transmitters are also of the electric-pneumatic type.
The forward transmitter is fitted in the forward water ballast tank, the aft G = acceleration due to gravity (9.81m/s2)
transmitter in the engine room, and the midship transmitters (two) in the No.4 Ho = distance between the tank bottom and the end of the sounding
port and starboard ballast tanks. pipe
The ballast and draught transmitter signals are linked into the Distributed
The following methods can be used to measure hydrostatic pressure.
Alarm and Control System (DACS) and to the draught digital display units
located in the CCR.
1) Sounding Pipe Method
The measuring line from all the electric-pneumatic type transmitters are led Applicable to tanks where the bubbling air can be fed to the tanks, such as
back to the DACS in the CCR and passed to their respective displays. ballast tanks, diesel and fuel oil tanks etc, and is also suitable for draught
measurement.
Note: The draughts displayed on the cargo console digital display are
the actual draughts at the transmitter positions. These are automatically
2) Pressure Converter Method
corrected at the transmitter box to give the true draught at the fore, aft and
beam perpendiculars. The corrected draughts are then displayed on the Applicable where the feed air to the tank is prohibited, such as drinking water
various monitors. tanks.
Operating Principle 3) Electric Transmitter (Optional)
The multi-point level transmitter utilises hydrostatic pressure caused by the

weight of the liquid. The pressure acting on the sensors can be converted to Operation
hydrostatic pressure using the following equations:
Clean dry air is supplied from the engine room control air system to the
transmitter box where it is regulated down to an operating pressure of 4.5
Hydrostatic Pressure Ph=Pabs-(Patm-Pj) bar. The air is then distributed to the individual tanks as typically shown in
Hydrostatic Pressure: illustration 4.14.2a. The air consumption is approximately 40 to 80 litres per
Absolute pressure acting on the sensor minus the pressure hour (maximum), but the actual flow rate is dependent on the measured height
measured by the reference sensor (atmospheric sensor) and the of the tank and the length of signal piping to the transmitter box.
flow resistance in the measuring line (pressure increase).

Illustration 4.14.3a Ballast Exchange Flow Chart

4.14.3 Ballast Exchange System Ballast Exchange During Voyage When the automatic sequence detects a Critical Force alarm the ABE process
is stopped until the operator clears the problem, after which a new ABE can be
Whenever ballast operations are carried out it is good practice to ensure that The ballast exchange may take the form of either a sequential change or by the progressed to follow the remaining selected steps.
the minimum number of tanks are left slack. Failure to completely fill ballast overflowing of the tanks. The system is designed to carry out either exchange
tanks results in the reduction of stability of the vessel due to free surface effect in both the fully automated or semi-automatic mode. The normal ballast on If a minor fault is detected, the ABE will hold and change the pumps sea-to-
and increased corrosion in the slack tanks. When tanks are emptied they should departure from port is all tanks full with adjustment made for trim by reducing sea. The operator can continue ABE after the pumps have changed sea-to-sea
be well drained to remove sediment, prevent free surface effect and assist with the forward deep tank ballast and the final ullage in one ballast tank for list. by pressing the CONTINUE button.
the reduction of corrosion.
Due to the introduction of alien marine species from foreign ballast water being 1. Automatic Ballast Exchange (ABE) Ballast Exchange Start-Up
discharged into their port areas and upsetting the local ecological balance, Ballast/Deballast Sequence Description
several countries now require that vessels arrive with ballast loaded in deep On the Ballast Exchange Planning mimic the target levels are set up by
In the sequential method of ballast exchange the ballast tanks are discharged pressing the CHANGE button, followed by the APPLY button when complete.
sea open conditions.
and filled in a thirteen step sequence with due regard to the stability, trim and This must be done before starting ABE.
heel of the vessel. Protection is given to the tanks with interlocks for both high
During the ballast voyage the vessel will have to discharge the ballast tanks
level and low level in the ballast tanks. On the ballast valve mimic, enter maximum open and throttle limits for
and re-ballast with clean deep sea water. This has to be carried out taking into
consideration the effects on the stress and stability of the vessel during any automatic operation.
ballast change. Note: Where the tanks have been part discharged or filled, this is to allow
for the correcting of any heel or to maintain trim and stress within suitable On the Ballast Exchange Operation mimic, place the pump and tank systems
Ballast changes are carried out in deep sea areas over a period of time, usually limits. in AUTO, then press the ABE LINE UP button to set the pumps in sea-to-sea
discharging one or two sets of tanks at a time, subject to the stresses and mode.
stability calculations, then refilling with deep sea clean water. This sequence The whole exchange process is executed in two parallel sequences, one for
of changes is continued until all ballast water from the discharge port has been port and one for starboard. At the end of each empty or fill step a cross-check Activation of the ABE is done via the start permissive mimic by pressing
discharged and replaced. is performed to ensure that the parallel sequences remain in phase. In the the ACTIVATE button. If ABE is terminated or finished the system will be
transition stage between empty and fill operations and vice versa the system deactivated, buttons for terminating should only be used for safety reasons.
All changes and ballast operations are to be entered in the Ballast Record will circulate water from the selected sea chest to overboard to avoid frequent
Book, giving the position when the operation commenced, when completed pump start/stop operations. Monitoring and control of the operation is carried out from the Ballast
and quantities involved. Similar entries are made in the Deck Log Book. When Exchange Operation mimic.
the vessel arrives at the loading port the port authorities may inspect these The ballast/deballast sequence controls and/or monitors the following:
documents to confirm that the entries agree. Some countries also require a • Ballast valves Flow-Through Method
chemist to take samples of ballast water and carry out tests before allowing any
discharge of ballast within territorial waters. • Ballast tank level
The flow-through method, whereby tanks are overfilled by pumping in
• Ballast pumps additional water, has the advantage it can be used in weather conditions which
Note: Failure to comply with the above requirements and provide an accurate • Trim and list limits if exceeded pumps will change sea-to-sea would be marginal for use of the sequential method, since there is little change
record can result in severe penalties for both the vessel and the shipping in the condition of the ship.
company. • Loading stability computer
There are safety considerations to be taken into account, and these are outlined
During ballast exchange while at sea the following draughts should be The ballast operator cannot start a ABE unless the following are satisfied: in the Ballast Water Management Procedures.
complied with. • Ballast pump and tank system in automatic mode
It is necessary to pump in three times the volume of the tank to achieve a 95%
The minimum forward draught is to avoid slamming of the bow, ballast • Ballast pumps are in sea-to-sea mode (ABE line-up button) change of water. Pumping in once the volume produces a 63% exchange, twice
exchange where the forward draught will be less than stated is only to be • Ballast Exchange Planning is confirmed ‘READY’ produces 86% exchange, while four times produces 98% water exchange.
carried out in suitable weather.
• The interface to the load and stability computer is OK and there
are no Critical Force alarms.
The minimum aft draught is to ensure adequate propeller immersion.
• Lines are fully flooded
Minimum forward draught: 8.80m
• No pumps are selected for IGG
Minimum aft draught: 8.80m
• Hydraulic pressure is above the alarm limit
• No tanks are active that is an ongoing ballast operation

Illustration 4.14.3b Ballast Start Permissives Screen Shot

Illustration 4.14.3c Ballast Exchange Planning Screen Shot

Illustration 4.14.3d Ballast Exchange Operation Screen Shot

Section 5: Cargo Auxiliary and Deck System
5.1 Temperature Monitoring System

Illustration 5.1a Temperature Sensors in Secondary Barrier
n = Cargo Tank Number

Aft
Temperature Sensors on Secondary Barrier in Primary Space:
Port -150°C
TI TAL (Adjustable)
IAS IAS -1A (For Service)
Liquid Dome -1B (For Standby)
Temperature Sensors Under Secondary Barrier in Secondary Space:

Starboard -2A, 3A, 4A, 5A, 6A, 7A, 8A (For Service)
-2B, 3B, 4B, 5B, 6B, 7B, 8B (For Standby)
Temperature Sensors Under Primary Barrier in Primary Space

-9A, 10A (For Service )
Aft -9B, 10B (For Standby)
amfer
Upper Ch
7A
TIAL
Top Temperature Sensors on Side Wall in Secondary Space:
CTn16 TIAL
7B 6B -TE16A (For Service)
6A 5A CTn02
-TE16B (For Standby)
5B
TIAL
CTn01
Fwd
(Hull)
TIAL Side Wall IAL
T
9A
CTn09 Side Wall TE
CTn15
16A
4A
9B TIAL TE
CTn03 16B
TIAL 4B
10A CTn18
10B
1B
1A Fwd
TIAL
Chamfer
8A
CTn06
Lower
TIAL 3A 8B
TIAL
CTn17
CTn04
3B
Port
2A 2B
TIAL
CTn05
Starboard

5.1 Temperature Monitoring system Illustration 5.1b Cargo Tank No.1 Temperature Screen Shot
General Description
Monitoring equipment is provided in the cargo control room for the insulation
barrier and inner hull temperatures to give warning in case of a failure of the
insulation or a leakage into the interbarrier spaces and/or insulation spaces.
Each sensor is of the resistance type PT-100 (RTD). The sensors are installed in
the insulation barriers and alongside the inner hull associated with each cargo
tank. The temperature range of each sensor is: -200°C to +100°C.
The interbarrier space (IBS) RTDs (sensors), are installed in three locations
as indicated on the illustration 5.1a, all of them in pairs. The insulation barrier
(IS) RTDs are installed at seven points around the space as shown, all of them
in pairs. During normal conditions, one RTD is in service whilst the other is
on standby.
For the inner hull temperature measurement there are five sensors in each
tank, three are located along the bottom of the tank in the duct keel, while two
sensors are located in the trunk deck.
In the cofferdam spaces there are three temperature sensors on each of the
forward and aft bulkheads, except the forward bulkhead of No.1 cofferdam
which has five sensors, and the aft bulkhead of No.5 cofferdam which also has
five sensors as indicated in illustration 5.1b.
The temperature measurements are indicated for each thermocouple in service

in the cargo control room via the DACS. Recording of these temperatures is
also available via the DACS.
The RTDs for the IS barrier sensors alarm point is set at -140°C and for the IBS
barrier sensors (bottom) -150°C. The RTDs for the inner hull sensors alarm
point is set at 0°C.

5.2 Interbarrier Space and Insulation Space Pressure Control
Illustration 5.2a Cargo Barrier Space Pressure Control Screen Shot

5.2 Interbarrier Space AND Insulation Space Pressure switches on the nitrogen buffer tank control the cut-in/cut-out of the Alarms and Shutdowns
pressure control compressors via control panels on each unit. Tag No. Description Set Point
XA-8.01 Compressor common alarm N/A
Nitrogen vapour produced by generators and stored in a 65m3 pressurised
Interbarrier and Insulation Spaces PDAH-8.32 Feed filter differential pressure high 60kPa
buffer tank is supplied to the pressurisation headers through make-up
regulating valves. From the headers, branches are led to the interbarrier (IBS) TAH-8.39 Feed air temperature high 50°C
The inlet and outlet control valves for both spaces at each cargo tank are TDAL-8.39 Heater temperature rise low 5°C
and insulation spaces (IS) at the liquid dome of each tank as typically shown
operated under split range control by the output of the reverse-acting pressure
in illustration 5.2b. After flowing through the IBS and IS the nitrogen is TAH-8.40 Heater over-temperature 350°C
controller for that space. Thus, when the pressure in that space falls below the
exhausted through regulating control valves to the IBS vent mast and the IS TAH-8.42 Separator feed temperature high 70°C
desired value, the inlet valve opens and the outlet valve remains shut. When
gooseneck vent on each tank from the vapour domes.
the pressure in the space rises above the desired value, the outlet valve opens PAL-8.45 Separator feed pressure low 4MPa
and the inlet valve remains shut. MAH-8.49 Dew point content high -60°C
Both the IBS and IS on each tank is provided with two pressure relief valves,
one on the liquid dome and one on the vapour dome, which open when a AAH-8.50 Oxygen content high 3.5%
The barrier space header control valve NG97 reacts to the demand on the
pressure is sensed in each space of 3kPa for the IBS and 3.5kPa for the IS AAHH-8.50 Oxygen content high high 4.0%
system and maintains the IBS/IS header pressure at its 30kPag set point. The
above atmospheric. A manual bypass with a globe valve has been provided for UA-5.32 Emergency stop
relief valve NG109 is set at 60kPag.
local venting and sweeping of a space if required.
XA-5.41 PLC battery failure Self-diagnose
High/low and differential pressure alarms are fitted to the pressure control XA-5.42 Communication failure Com. Error
The nitrogen production plant is maintained in an automatic mode, with one
systems for each interbarrier and insulation space.
145m3/h package being able under normal operations to maintain the pressure in
the buffer tank, owing to the small demands placed upon the system. The cut-in Barrier Space Header Alarms
set point for the in-service unit is 0.65MPa and the stop set point is at 0.9MPa. Pressure Control Logic for IBS/IS
When a high nitrogen demand is required and the pressure falls to 0.55MPa, the Tag No. Description Set Point
Explanation of Set Pressures
second 145m3/h package will start automatically and continue to run until the
IS/IBS header pressure 3MPa
pressure in the tank has recovered to 0.9MPa. IBS supply valve open setting = 0.5kPa (opens when the IBS pressure decreases
below 0.5kPa). IS/IBS header pressure high/low 6/2MPa
Nitrogen Generating Plant IS supply valve open setting = IBS + 0.2kPa (opens when the IS is less than
0.2kPa above the IBS). Nitrogen Header Alarms
The nitrogen generators are operated locally from a dedicated control panel
with alarms and system conditions being monitored by the DACS. There is one Tag No. Description Low High
IBS exhaust valve open setting = 1kPa (opens when the IBS pressure increases
control cabinet that contains mimic panels and oxygen analyser read-outs for Header pressure 2kPa 6kPa
above 1kPa).
the two generators. The DACS monitors the generating plant and indicates any Nitrogen bleed line pressure 0.2kPa
alarms or shutdowns that have been activated. The local control panel permits IS exhaust valve open setting = IBS + 0.4kPa (opens when the IS is more than
fully automated unmanned operation of the units and contains the following: 0.4kPa above IBS).
Procedure for Setting Nitrogen System
• Monitoring process and status indications
• Monitoring alarms and changing alarm settings IBS and IS Alarms The nitrogen generator is operated through an E600 controller mounted in the
compressor cabinet door. The details and procedure for operating this and the
• Stop/Start of the nitrogen system • IBS low pressure: 0.2kPa nitrogen generating plant have been given in Section 4.8 of this manual.
• Changing controller set points and parameters • IBS high pressure: 1.5kPa
• Continuous oxygen content reading With the nitrogen generator in automatic mode and the buffer tank pressurised,
proceed as follows:
• Dew point analyser output • IS low pressure: 0.4kPa
• Electrical heater temperature control • IS high pressure: 2.5kPa a) The manual valves each side of the supply and exhaust control
valves, together with the valves to the liquid and gas dome
• Emergency stop pushbutton gauge boards, should be fully open.
• IBS/IS differential pressure: 0.2kPa (low)
• Mains isolating switch
• IBS/IS differential pressure: 0.5kPa (high) b) The IBS nitrogen supply control valves NC109, NC209, NC309,
NC409 and NC509 are normally set to 0.5kPa at the DACS, and
the IS supply control valves, NG14, NG31, NG50, NG68 and
NG90, set for IBS plus 0.2kPa(g), eg, 0.7kPa.

Illustration 5.2b Nitrogen Pressurisation and Control System (Tank No.5)

PAL PAH PI PAL PAH PAL PIC PI
FI FI
To Gas
Combustion PX PI
PX PI PI PX PI FX
Unit FX
NG
NG99 109 Interbarrier and Insulation
Spaces Pressurisation Header
NG98 NG97 NG96
Purging and Sealing Header
NG103 NG102 NG100
NG98 CR501
PS PIAL No.5 Liquid Dome
DACS
Gauge Board NG76
PI To Aft IS Bilge Well PI
NG91
NG88 NG87 NG86

NG90
45V
NG85 NG83 NG79
NG92 NG89
To Fixed Gas
CR NG84
46V NG82 Detection System
To Safety 504
Chamber
44V NG81
To No.5 Gas
NG80 Dome Gauge Board
Gas NG78
No.5
IBS
Dome
IS
Liquid Key
IBS
IS
40V Set at 32V
0.55MPa Dome To No.5 Gas Nitrogen
Set at NC506 Dome Gauge Board
0.55MPa Electrical Signal
37V 38V CR503 NC505
34V No.5 Liquid Dome To Fixed Gas
36V NC501
Gauge Board Detection System
NC507
NG
Set PX
Set
PCV-8.70 PCV-8.68 NC502 NC504 114
0.5MPa 0.5MPa NC513
PI NC514 NC503 NG77
33V 35V NC517 NC515
NC518
From
Set at
Engine Room
1.3MPa
V-8.64 NC516
To Spray Line
CR502
Valve SAS551
NC512 NG108
Nitrogen Buffer Tank PI NC510 NC509 NC508 To Fixed Gas
(65m3) Detection System Motor Room
Compressor Room
NC511
NG75
NC519
NG74
From Nitrogen No.2 HD Compressor Shaft Seal
Generator NG72
Plug No.1 HD Compressor Shaft Seal
To Nitrogen To Nitrogen
Generator Membrane No.2 BOG Compressor Shaft Seal
Booster
For Purging No.2 BOG Compressor BHD Seal Cold Box
Compressor
Insulation
No.1 BOG Compressor Shaft Seal Skid
No.1 BOG Compressor BHD Seal
NG73 NG113

c) The IBS exhaust regulating valves NC102, NC202, NC302,
NC402 and NC502 are normally set for 1kPa, and the IS exhaust
regulating valves NG06, NG23, NG40, NG59 and NG85, set for
IBS plus 0.4kPa(g), eg, 1.4kPa.
Note: Ensure that the manual bypass/isolating valves situated on both the
supply and exhaust lines on each tank are closed, eg, NC108 and NC110 for
No.1 tank IBS supply and NC101 and NC103 for the IBS exhaust.
d) From the nitrogen buffer tank, the nitrogen at 0.9MPa passes

through a reduction valve where the pressure is reduced to
500kPa to supply the IBS/IS pressurisation header and the
purge sealing header. The supply to the GCU is also reduced to
500kPa.
e) Open the manual isolating valves NG96 and NG98 on the

insulation space pressurisation header and set the control valve
NG97 to 30kPa at the DACS, to allow the supply of nitrogen to
the headers from the nitrogen buffer tank in the engine room.
In the event of cargo gas leakage into an insulation space, each space can be
swept with a continuous feed of nitrogen by opening the exhaust bypass valve
from the space and allowing a controlled purge. Close monitoring of the gas
analyser on this space will be necessary during purging.
CAUTION
The insulation spaces must at all times be protected against over-
pressure which might otherwise result in membrane failure.
The system will automatically adjust the pressures in the IBS and IS spaces,
exhausting if the pressure exceeds the exhaust valve set point and making up if
it falls below the supply valve set point.
Flow Meter at Each Tank IBS

A flow meter has been provided in the bypass line around the IBS supply
control valve to each tank. The local meters are scaled 4 - 40m3/h and are to be
used during initial troubleshooting of a high gas concentration or in case one
of the IBS supply valves fail.

5.3 Cofferdam Heating System
5.3.1 Cofferdam Heating and Control
5.3.2 Hull Ventilation

Illustration 5.3.1a Glycol Water Heater System
Motor Room Top
Key
Glycol
Glycol Storage
CH115 Fresh Water
Tank
(6.0m3)
Air
CH114 Steam
Condensate
Drains
Electrical Signal
Expansion
LAH
From Deck Tank TAHH
Compressed (1.0m3)
CH113 Air System TX
Steam
TIAL TS TIAH TIC
CH111
TX PI PI TI TI PI TX TX
From CA50
Glycol No.2 Glycol
Fresh Water FW10 (See Illustration 5.3.1b) D B (See Illustration 5.3.1b)
Transfer Pump Water Heater
System (2m3/h x 100kPa) CH107 CH103 CH99 CH97 GH693 CH91 CH88
(2.14.1a No.2 Glycol Water
Machinery) CH112 CH109 Circulating Pump CH95 TI
(33m3/h x 410kPa) CH162
Condensate
CH105
PIAL
Water / Glycol PX
CH89
Mixing Tank
(0.2m3) PIAL
PX
TAHH
CH117
CH104
CH110 Steam TIAH TIC
TIAL CH94 TS
TX TX
TX PI PI TI TI PI
No.1 Glycol
(See Illustration 5.3.1b) C A (See Illustration 5.3.1b)
Water Heater
CH106 CH102 CH98 CH96 GH692 CH90 CH87
No.1 Glycol Water
CH108 Circulating Pump TI
(33m3/h x 410kPa) CH161
Condensate
CH118

5.3 Cofferdam Heating System Introduction Alarms
Description HH H L LL
5.3.1 cofferdam heating and control The temperature inside each of the cofferdam spaces is affected by the
temperature of the surrounding ballast tanks, the local air temperature and No.1 glycol heater outlet temperature 100 90
the cooling effect from the adjacent cargo tanks. Because of this a cofferdam No.1 glycol heater return temperature 10 5
Glycol Water Heaters heating system is used to ensure that the cofferdam ambient temperatures are No.2 glycol heater outlet temperature 100 90
Manufacturer: DongHwa Entec always maintained at a temperature above 5°C when the vessel is in a loaded No.2 glycol heater return temperature 10 5
No. of sets: 2 condition. Each cofferdam is heated by two independent systems, but only one
is in service at a time, with the other being switched to standby.
Type: Shell and tube The requirements for the individual cofferdams are as follows:
Capacity: 3.56m3 The heating system is a semi-sealed system where the glycol/water mixture is • No.1 cofferdam total heat flux 73,271.9W: Main heating coil
Model: BEU contained within a closed loop as shown in illustration 5.3.1a and 5.3.1b. Any length of 466m, standby heating coil length of 466m
expansion in the glycol and water mix during operations is allowed for by the • No.2 cofferdam total heat flux 61,448.4W: Main heating coil
Fluid Allocation Shell Side Tube Side provision of a 1,000 litre expansion tank. length of 391m, standby heating coil length of 391m
Fluid name Steam Glycol Water • No.3 cofferdam total heat flux 79,604.5W: Main heating coil
The liquid level in the system is maintained by glycol being added from the
Fluid quantity, kg/hr 745.923 28,000.0 6,000 litre glycol reservoir tank, which is mixed with fresh water in the 200 length of 5076m, standby heating coil length of 507m
Vapour in/out 745.923 0.0 28,000.0 28,000.0 litre mixing tank to the required ratio of 45% glycol to 55% water. When the • No.4 cofferdam total heat flux 79,604.5W: Main heating coil
Liquid 0.0 745.923 0.0 0.0 system requires topping-up, the mixture is fed from the mixing tank to the length of 507m, standby heating coil length of 507m
Steam 745.923 0.0 0.0 0.0 expansion tank by a locally operated pneumatic pump.
• No.5 cofferdam total heat flux 79,604.5W: Main heating coil
Water 0.0 745.923 0.0 0.0 length of 507m, standby heating coil length of 507m
The heating conditions for the system are determined by the following extreme
Temp. in/out °C 179.03 178.97 75.00 90.00 operating conditions: • No.6 cofferdam total heat flux 47,516.9W: Main heating coil
Viscosity cP 0.015 0.151 0.9959 0.7795 length of 303m, standby heating coil length of 303m
• Outside air temperature: -18°C
Specific gravity 0.8885 1.026 1.0144
• Sea water temperature: 0°C
Inlet pressure 9 bar 3.5 bar CAUTION
Velocity 0.27m/s 1.59m/s • Wind speed: 5 knots Any failure of the cofferdam heating system when cargo is on board
Number of passes 1 2 • LNG on Secondary Barrier must be treated as serious and repairs made immediately. In the case of
suspected leaks, regular soundings of the cofferdams will indicate into
During the vessel’s ballast voyages, the cooling effect from the cargo tanks is which space the glycol water is leaking.
Glycol Water Circulating Pumps
greatly reduced and so the heating coils are not normally in use.
Manufacturer: Shin Shin Each cofferdam is fitted with five temperature sensors on each forward and
No. of sets: 2 The glycol/water heating system is located in the cargo electric motor room aft tank bulkhead which will also give an early indication of a heating tube
and consists of the following items of equipment: failure.
Type: RVP100MH
Capacity: 33m3/h at 410kPa • Two glycol water centrifugal circulating pumps which are rated Any accumulation of water in the cofferdam areas can be removed in accordance
Motor rating: 11kW at 33m3/h with the bilge pumping procedures detailed in Section 7.3 of this manual.
Motor speed: 1800 rpm • Two steam heaters with high and low steam demand regulating
valves Temperature Control of the Heating System
Glycol Water Pneumatic Pump • A glycol expansion tank of 1,000 litres Temperature transmitters on the outlet side of each of the steam heaters and
Manufacturer: Wilden Pump &Engineering Co. Ltd. • A glycol storage tank of 600 litres capacity similar transmitters downstream of the cofferdam three-way flow control
valves, measure the actual temperature of the glycol water in the system and
No. of sets: 1 • A glycol mixing tank of 200 litres
relays the signal to the DACS, allowing the duty officer to monitor the system
Type: Wilden P200 • One pneumatic operated expansion tank topping-up pump temperatures.
Capacity: 2m3/h x 100kPa
The glycol steam heaters are provided with steam at 1MPa from the saturated
steam system as detailed in Section 2.2.3 of the Machinery Operating Manual.
The condensate drains from these return to the engine room via the cargo
drains cooler and the atmospheric drains condenser.

Illustration 5.3.1b Cofferdam Heating System
Motor Room
(See Illustration 5.3.1a) Key
A B C D Glycol (Main Line)
Glycol (Standby Line)
ZI ZI
Electrical Signal
CH CH CH CH
TIC 18 17 16 15
No.1 Return (Main)

No.2 Return (Standby)
No.2 Supply (Standby)
No.1 Supply (Main)
CH CH CH CH CH CH CH CH CH CH CH CH CH CH CH CH CH CH CH CH CH CH CH CH
86 85 78 77 74 73 66 65 60 59 52 51 46 45 38 37 32 31 24 23 14 13 06 05
CH80 CH68 CH54 CH40 CH26 CH08

GH83 GH71 GH57 GH43 GH29 GH11
CH79 CH67 CH53 CH39 CH25 CH07

GH84 GH72 GH58 GH44 GH30 GH12
CH CH CH CH CH CH CH CH CH CH CH CH CH CH CH CH CH CH CH CH CH CH CH CH
120 119 76 75 64 63 62 61 50 49 48 47 36 35 34 33 22 21 20 19 04 03 02 01
CH CH CH CH CH CH CH CH CH CH CH CH
82 81 70 69 56 55 42 41 28 27 10 09
CH199 CH190 CH182

CH197 CH189 CH181 CH174 CH168
CH155 CH147 CH139 CH131 CH125 CH155
CH156 CH148 CH140 CH132 CH126 CH122
CH202 CH149 CH141 CH133 CH173 CH167
CH201 CH150 CH142 CH134 CH128 CH166

CH196 CH188 CH180 CH127
CH151 CH143 CH135 CH172 CH165
CH195 CH187 CH179
CH200 CH152 CH144 CH136 CH171 CH164
CH194 CH186 CH178
CH193 CH185 CH177 CH170
CH157 CH199 CH153 CH192 CH145 CH184 CH137 CH176 CH129 CH123
CH158 CH154 CH191 CH146 CH183 CH138 CH175 CH130 CH169 CH124 CH163

The automatic temperature control to each circuit is controlled by three-way Position Description Valve f) Via the DACS, select the glycol/water system display screen,
valves GH92 and GH93, adjusting the temperature as required. then select the No.1 steam heater as the ‘master’ operating on
Automatic No.1 steam heater steam control inlet valve ST513
the primary coils.
The automatic flow control to each cofferdam is achieved by means of a three- Open No.1 steam heater steam control isolation CS12, CS14
way valve on each header. The operating signals for regulation is via the DACS valves g) Open the condensate drains from the steam heater. Slowly open
mimic. Throttling valves on each header return line are set after conducting Closed No.1 steam heater steam control bypass valve CS15 the steam inlet valves to the high and low demand control valves
trials and should not be adjusted unless in a problematic situation. Open No.1 steam heater steam outlet valves CS11, CS09 for the No.1 heater.
Closed No.1 steam heater bypass valve CS10
System Operation h) Ensure the air eliminator isolating valves are open.
The glycol/water mixture is circulated through the system of heaters by means c) Assuming that the No.1 steam heater and the main (primary)
heating coils are to be used, prepare the heater valves in Position Description Valve
of a circulating pump, one in use, with the other on standby.
accordance with the following table: Open Primary supply line air eliminator valve CH18
The cofferdam spaces each have two sets of heating coils. The flow of glycol/ Open Primary return line air eliminator valve CH15
water mixture to each set of coils is through a three-way valve and a throttling Position Description Valve Open Secondary supply line air eliminator valve CH17
valve. The second standby set can be put into service immediately as a totally Auto No.1 steam heater temperature control valve GH92 Open Secondary return line air eliminator valve CH16
separate system in the event of failure in the primary system.
Open No.1 steam heater inlet valve CH96
Open No.1 steam heater outlet valves CH90, CH87 i) Start circulating pump No.1 either locally or on the DACS
The automatic flow control to each cofferdam and liquid dome is achieved display screen.
by means of a three-way valve on each header and the operating signals for Closed Crossover valve to secondary coils CH89
regulation are via the DACS mimic. Throttling valves on each header return j) Bleed the system and remove any air from the heating coils.
line are set after conducting trials and should not be adjusted unless in a d) Ensure the valves from the expansion tank are open:
problematic situation. k) Monitor the cofferdam temperatures and adjust as necessary.
Operating Procedure for Heating Coils Open Expansion tank drop valve CH111 The standby heating coils can be prepared for operation in the same way so that
they are ready for immediate use should the need arise.
In normal operation conditions, No.1 glycol circulating pump will operate e) Open the normal glycol water supply and return valves to each
on heating the main coil, while the No.2 circulating pump will be switched set of cofferdam heating coils. The No.1 cofferdam is listed
to standby operating on the secondary coil. The standby pump will then start below as a typical example:
automatically if the duty pump has a low discharge pressure, if there is a pump
failure or there is a loss of running signal. No.1 Cofferdam (Typical Example)
a) Prepare the valves on both circulating pumps in accordance with Position Description Valve
the following table: Open Cofferdam inlet valve to main coil CH14
Automatic Cofferdam control valve to main coil GH12
Position Description Valve Open Cofferdam outlet valves from main coil CH01, CH03
Open No.1 circulating pump isolation valve CH106 CH05
Open No.1 circulating pump suction valve CH102 Open Cofferdam main coil bypass valve CH07
Closed No.2 circulating pump isolation valve CH107 Open Cofferdam inlet valve to secondary coil CH13
Open No.2 circulating pump suction valve CH103 Automatic Cofferdam control valve to secondary coil GH11
Open No.1 circulating pump expansion valve CH104 Open Cofferdam outlet valves from secondary coil CH02,CH04
Open No.2 circulating pump expansion valve CH105 CH06
Closed Expansion line drain valve CH110 Open Cofferdam secondary coil bypass valve CH08
b) Warm-through the heater prior to use. Set the other cofferdam heating coil valves in the same manner as listed above,
then in the cargo control room, proceed as follows:

Illustration 5.3.1c Cofferdam Glycol Heater Screen Shot
1 Feb 2008, 21:16:10

Illustration 5.3.1d Cofferdam Heating Control Screen Shot

Illustration 5.3.2a Hull Dry-Air System
IG02
Vapour Main Key
Liquid Main Dry-Air

IG07
To Vapour Return
Exhaust Vent Fan

For Pipe Duct Motor
Room
IG01 Gas Main
Compressor
Room
No.5 No.4 No.3 No.2 No.1 Hull
IG05 Duct
Trunk Trunk Trunk Trunk Trunk
IG04 IG03
From Inert Gas
Dry-Air Plant
IG06 No.5 Cargo No.4 Cargo No.3 Cargo No.2 Cargo No.1 Cargo
Tank Tank Tank Tank Tank
To Ballast Tank
Ventilation
No.4 Water Ballast Tank No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank No.1 Water Ballast Tank
(Port & Starboard) (Port & Starboard) (Port & Starboard) (Port & Starboard) (Port & Starboard)
Cofferdam Cofferdam Cofferdam Cofferdam Cofferdam Cofferdam
IG04 IG03
To Ballast Tank IG02

Ventilation IG06 Gas Main
IG05
IG07
Exhaust Vent Fan
No.5 No.4 No.3 No.2 No.1 Natural
For Pipe Duct
Liquid Liquid Liquid Liquid Liquid Vent
Dome Dome No.4 Gas Dome No.3 Gas Dome No.2 Gas Dome No.1 Gas For Pipe
Dome Dome Dome Dome Duct
IG01
No.5 Liquid Vapour No.4 Trunk No.3 Trunk No.2 Trunk No.1 Trunk
Trunk Main Main
Vapour
Return

5.3.2 Hull Ventilation Introduction g) An entry permit is to be issued and a copy posted at the entrance
of the space to be entered, the number and time of issue is also
Under Deck Passageway Exhaust Fans
The cofferdams and pipe duct must be inspected on a regular basis to check entered into the Ship’s Log Book. Follow the company QA
Manufacturer: Hi Air Korea Co.Ltd. for cold spots, the condition of the paintwork and a general inspection of the procedures and requirements.
Type: AQ-900/410 piping, fittings and valves. In general, one cofferdam area should be inspected
Quantity: 2 every month. Before entering the cofferdam/pipe duct spaces, the compartments The entry personnel must take with them a personal oxygen meter, radio and
must first be ventilated and made safe. if possible, alternative emergency lighting, such as cyalume lights. These are
Air volume: 505m³/min
tubes containing two chemicals and when the tube is bent, the chemicals mix
Fan speed: 1,746 rpm and produce a light.
Prior to entry into any enclosed space, the company QA procedures must be
Power consumption: 7.2kW discussed and strictly adhered to, and the following need to be carried out
Electric motor before any personnel are allowed to enter: During the time personnel are in an enclosed space, communications with the
manufacturer: ABB, CEMP safety standby person and the personnel carrying out the inspection should be
a) The space is to be ventilated using mechanical means and maintained at regular periods.
Type: AC30 132ML4, B3
venting is to be continued throughout the period that personnel
Pole: 4 In the event of this communication being lost, emergency tank rescue
are in the space.
Power: 8.8kW procedures should be set in motion.
Revolutions: 1,746 rpm b) The spaces are to be checked for oxygen and hydrocarbons
Rating current: 16.8 amp using portable meters. The meters are to be checked and Pipe Duct Space
Starting current: 116.4 amp calibrated before use.
The ship is fitted with a mechanical exhaust fan for the pipe duct space which
is situated forward above No.1 cofferdam. Located aft just forward of the
c) Means of communications are to be tested, including all VHF or
accommodation port side is the pipe duct space natural supply vent, this must
Pipe Duct Keel Exhaust Fan UHF hand-held radios.
be opened before starting the exhaust fan.
Manufacturer: Hi Air Korea Co.Ltd. d) Means of illumination are to be checked, including the gas-tight
Type: AQ-900/410 In addition to the mechanical exhaust fan and natural supply vent, the pipe duct
torches which are worn attached to a safety helmet or hand
space can also be ventilated using the inert gas/dry-air plant. A flexible hose is
Quantity: 1 carried. connected from the gas main dry-air supply blank flange, then via valve IG05
Air volume: 495m³/min to the aft pipe duct natural supply vent trunking.
Fan speed: 1,764 rpm e) A safety equipment trolley is to be prepared, containing the
following minimum items:
Power consumption: 8.6kW The mushroom vent is closed and dry-air from the IG plant is sent down into
Electric motor • 2 complete self-contained breathing apparatus sets the pipe duct space and exhausted via the forward exhaust fan and the entrance
• 4 spare air cylinders for the self-contained breathing hatch.
manufacturer: ABB, CEMP
Type: AC30 1160MB4, V-5 apparatus sets
Pole: 4 • Resuscitator with extra oxygen cylinder Underdeck Passageways
Power: 11kW • Stretcher (Paraguard or similar) The port and starboard passageway areas are each equipped with a mechanical
Revolutions: 1,764 rpm exhaust fan located midships and two natural supply vents, one forward and
• Air powered lighting with suitable hose
one aft, on the trunk deck to the passageways.
Rating current: 20.9 amp
• 1 Gantline and block
Starting current: 121.8 amp Each passageway also has an entrance door at the aft and forward end that can
• 2 wire-cored hemp lifelines
be opened to provide additional natural ventilation. There is also an entrance
• 1 rescue harness door onto the trunk deck approximately half length of the passageway.
Portable Gas Free Fan
• 1 VHF or UHF extension aerial
Manufacturer: Nyborg - AS
• Portable oxygen and hydrocarbon meters Cofferdam
Type: MPV45041EGSX
Each of the cofferdam spaces is provided with two manhole covers, one port
Quantity: 2 f) Personnel are to be briefed and a competent person with a radio and one starboard. A portable fan can be connected to one and the space
Water Pressure: 4 bar stationed at the entrance to the enclosed space. ventilated through the other.
Capacity: 200m³/min

Illustration 5.3.2b Hull Ventilation

Injured Person Injured Person Injured Person Injured Person Injured Person Injured Person
Hatch Hatch Hatch Hatch Hatch Hatch
Passageway
Nat. Supply Vent Passageway Passageway
Mechanical Nat. Supply Vent
Exhaust Vent
Dry-Air Supply from
Inert Gas System in Spool
Engine Room Piece
M/H M/H M/H M/H M/H M/H M/H M/H M/H
“Typical” M/H M/H
Manhole Cover
“Typical”
for Trunk to be
Flexible Hose
opened when Pipe Duct
Pipe Duct To Cargo Connection for
Gas Freeing Mechanical
Natural Supply Vapour Line No.5 CD Dry-Air Supply
(Fwd Side) Exhaust
Vent IG05 Entrance to Cofferdam (P-Only)
TTTT
Dry-Air to Hatch Fan
Pipe Duct
and Ballast Tanks Hatch
Hatch
IG06
M/H M/H
Manhole Cover M/H M/H
for Cofferdam No.2 CD No.1 Trunk
No.4 CD No.3 Trunk No.3 CD No.2 TR
M/H M/H to be opened Entrance Entrance Hatch Hatch Entrance
when Gas Freeing Entrance Hatch Hatch Entrance Hatch Hatch Entrance M/H
Passageway
Mechanical Passageway
Passageway
Exhaust Vent Nat. Supply Vent
Nat. Supply Vent
Injured Person Injured Person Injured Person Injured Person Injured Person Injured Person
Hatch Hatch Hatch Hatch Hatch Hatch
Manhole Duct Keel

Flexible Hose Connection Emergency Cover for Emergency Vent Natural Supply
Portable Gas Freeing Line Dry-Air Supply (Aft Only)
for Dry-Air Supply to Vent Trunk to be Passageway
Fan on Manhole
Cofferdam (P-Only) Open when Natural Supply
For Trunk (Aft) Portable Gas Freeing Duct Keel
Gas Freeing (Forward and Passageway
Manhole Cover for Cofferdam to be Fan on Manhole Mechanical Exhaust
(Forward) Aft - Port and Mechanical Exhaust Fan
Opened when Gas Freeing (Port and Starboard) For Cofferdam Fan (Forward)
Starboard) (Mid - Port and Starboard)
Trunk
Portable Gas Freeing Fan Portable Gas Freeing
on Injured Person Hatch Fan on Injured Person
(Water Ballast Tank Gas Freeing) Hatch (Water Ballast Tank Access Trunk
Gas Freeing)
Transverse Cofferdam Transverse Cofferdam
Pipe Duct Pipe Duct

Each cofferdam space is also fitted, on the port side, with ducting leading down
from the trunk deck level to near the bottom of the space. A flexible hose can
be connected to the blank flange on the ducting and to the similar flange on
the gas main. The starboard manhole cover is opened to allow the space to be
ventilated.
WARNING
If it has been found that nitrogen consumption has increased beyond
normal acceptable levels, then added precautions should be observed
before entering the cofferdam spaces.
Liquid Dome Void Space

Each liquid dome void space is fitted with a manhole cover which can be
removed and a portable gas freeing fan fitted.
Water Ballast Tank Space

Each water ballast tank is fitted with an injured person hatch at the main deck
level which can be removed and a portable gas freeing fan fitted. The ballast
tanks can also be ventilated through the ballast main using the inert gas plant
in dry-air mode and installing the spool piece at ballast valve IG06.
Dry-air is sent from the IG plant, through valves GI601 and GI602, into the
ballast main and then to the required ballast tank via its suction valve.
The ballast tank lid is opened to allow the air to be exhausted to atmosphere.

5.4 Fire Fighting Systems
5.4.1 Engine Room and Deck Fire Main Systems
5.4.2 Water Spray System
5.4.3 Deck Dry Powder System
5.4.4 FM200 and NOVEC 1230 Fire Extinguishing Systems
5.4.5 Fire Detection System

Illustration 5.4.1a Fire Hydrant System in the Engine Room Upper Deck (See Illustration 5.4.1b)
To Water Spray
Main
BF110
BF132 Upper Deck

B Deck Port
Casing Upper (Port)

Key BF115
2nd Deck (Starboard Aft) 2nd Deck Port Aft
Sea Water
BF130 BF131
Fire Water
2nd Deck (Starboard Forward) 2nd Deck (Port Forward)
Fresh Water BF88 BF89
Compressed Air 3rd Deck (Starboard Stores) 3rd Deck (Port Aft)
BF128 BF129
Bilges
3rd Deck (Starboard Middle) 3rd Deck (Port Middle)
Electrical Signal BF86 BF87
4th Deck (Starboard Diesel Generator Room) 4th Deck (Port Diesel Generator Room)
BF126 BF127
4th Deck (Starboard Middle) 4th Deck (Port Middle)
BF84 BF85
Floor (Starboard Aft) Floor (Port Aft)
BF124 BF125
Floor (Starboard Forward) Floor (Port Forward) From Starboard Stern
From BF82 BF83 Tube Cooling Water Tank
Port Stern Tube (2.4.2a Machinery Operating Manual)
To Exhaust Gas
Cooling Water Tank From Port Aft Bilge System Economiser Washing
PIAHL From
(2.4.2a Machinery Operating Manual) (2.9.1a Machinery Operating Manual) PX
Drain Tank Discharge
MM029 Starboard Aft
14V
Eductor Bilge System
PI
To Overboard (2.9.1a Machinery Operating Manual)
Sea Chest (Port) Bilge Main
110V
130V 133V WBV

346
LMS 111V
129V
P36V To Ballast
109V 107V
To 15V Stripping
LMS
Sewage Self-Priming Type 13V WBV Eductors
Collecting 14V From 347
PI Self-Priming PI No.2 Bilge, Fire
Tank Type
Inter-
and General Starboard
Lock
Cleaning Fire Pump Service Pump Fresh Water Tank PI
P9V PI 18V Water Spray
(150m3/h x (225/150m3/h x No.1 Bilge, Fire and (2.14.1a Machinery
CI CI Pump (900m3/h x
1.1MPa) 305kPa/1.1MPa) General Service Pump Operating Manual) 900kPa)
(225/150m3/h x CI
305kPa/1.1MPa) CI
128V
141V 139V
Air Air
LMS
Inter-Lock WBV 12V
104V LMS
18V 11V 348 High Sea
High Sea 105V
Chest (Port) Chest
WBV WBV Fire Bilge Pump Air S106V WBV WBV (Starboard)
Start/Start Fire Line
374 376 Forward Pressurising Pump 373 373
Low Sea LMS To Bilge LCHL
LS 120V 126V LMS Low Sea
Chest PP138 Bilge Well 16V (2.0m3/h x 500kPa) Chest
Well To Bilge Separator
(Port) LAH (Port) LMS
(Starboard)
WBV BG105
LS
Air Forward
PI CI Service and Bilge Pump WBV
LS LAH 372
375 From Cofferdam Bilge Well LS
BG104
132V Around Pipe Duct LCHL (Starboard) 125V
PP137

5.4.1 engine room and deck Fire Main Systems Introduction The emergency fire pump is an electrically-driven centrifugal pump that is
supplied with power from the emergency switchboard and has a capacity of
The fire hydrant and wash deck system, both for the deck and in the engine The sea water fire main and deck wash system is maintained at a constant 72m3/h.
room is supplied by three pumps and an emergency pump. The various pressure of 300kPa by the fire line pressurising pump as shown in illustration
pumps associated with the system are as listed below. Although the deck high 5.4.1a. The pump is used to maintain the system pressure and accommodate It is located in the forward HFO pump room and has its own 150mm diameter
expansion foam system is supplied via the deck fire hydrant line, the pump and replace any small losses in the system. By this means the fire main and suction line linked to a dedicated sea chest. Located in the same compartment
associated with this system and its operation is covered in Section 4.5 of the deck wash system is maintained under operational pressure to supply water to is the high expansion foam sea water pump which has its own dedicated sea
Machinery Operating Manual. any of the hydrants. chest.
The fire main and deck wash system supplies the hydrants located in the engine Pump Control
Bilge, Fire and General Service Pumps
room, around the accommodation block and out on deck. If a hydrant valve
Manufacturer: Shinko Industries Ltd. is opened beyond the capacity which can be accommodated by the fire line The fire line pressurising pump runs continually, discharging overboard via
No. of sets: 2 pressurising pump, the pressure in the fire main will fall, and because the fire an orifice, and maintains the fire main at a constant pressure of 300kPa. In
line pressurising pump has insufficient capacity to maintain the pressure due to normal operation the bilge, fire and GS pumps will have their valves lined-up
Type: Vertical centrifugal motor-driven to operate on the fire main and the pump control set to DACS. The bilge, fire
the volume of flow through the hydrant, it will be necessary to manually start
Model: RVP200-2MS the fire pump or the duty bilge, fire and GS pump to meet the demand. Neither and GS pumps, fire pump and emergency fire pump are started in remote mode
Capacity: 255/150m³/h at 305/1.1MPa the fire pump, the emergency fire pump or the bilge, fire and GS pumps have from the DACS workstations, or they can be started at the emergency panels or
Motor rating: 440V, 110kW at 1,800 rpm an automatic start function. locally at the pump(s) local starter panel(s).
For routine wash deck requirements the fire pump will be started manually Deck Fire Main
Fire Pump with the fire main then being bled through one or more of the hydrants. When
any of the pumps which can be used to supply the fire main and deck wash The deck ring main has a number of isolating valves which allows a section
Manufacturer: Shinko Industries Ltd. of the ring main to be isolated if it is damaged, while maintaining the integrity
system are running, at least one of the hydrants must remain open at all times
No. of sets: 2 and sea water supply on either side of the isolated section.
to ensure there is always a flow of water through the pump’s casing which will
Type: Vertical centrifugal motor-driven prevent overheating.
Model: RVP160-2MS The deck fire main and deck wash water is supplied from the engine room via
The two bilge, fire and GS pumps located in the engine room can also be a single isolating valve BF109, which is located forward of the engine room
Capacity: 150m³/h at 1.1MPa
lined-up to take suction from the sea water crossover main and discharge to casing on the main deck level. The emergency fire pump supplies the deck fire
Motor rating: 440V, 90kW at 1,800 rpm main and deck wash water (and back-feeds if necessary into the engine room)
the fire main and deck wash system. If they are to be used in this way, their
suction valves on to the bilge main MUST be closed in order to ensure that from the forward section of the deck ring main. The deck fire main runs inside
the supply of bilge water to the fire main, which could result in traces of oil the port and starboard side passageways, with the individual section isolating
Fire Line Pressurising Pump valves operated by extended spindles from the open deck. The supply from
contained in any bilge water being directed to a burning fire, is not allowed, or
Manufacturer: Shinko Industries Ltd. the additional possibility of the bilge, fire and GS pumps losing suction due to the fire main deck wash water system to the forward bilge eductors and the
No. of sets: 1 an empty bilge well. In order to ensure that the bilge suction isolation valves on hawse pipe wash water can be isolated via valve BF13. The supply to the port
the pump(s) cannot be opened when the pump(s) discharge to the fire main is and starboard sides of the accommodation can be isolated on the upper deck
Type: Horizontal centrifugal motor-driven
open, a signal control line has been fitted on the solenoid control valve which via BF92 and BF123. The supply to the after deck including the steering gear
Model: SVS400MS compartment and emergency generator room is isolated via BF114.
operates the pneumatically operated bilge suction valves. When the discharge
Capacity: 2.0m³/h at 500kPa valve from the pump(s) to the fire main is opened an interlock signal is directed
Motor rating: 440V, 3.7kW at 3,600 rpm to the solenoid valve which will block the opening of the bilge isolating valve. The fire main and wash deck system can supply sea water to the following:
Additionally, the two bilge, fire and GS pumps can also be arranged to have • Hawse Pipes - The water can be used at the two anchor chain
their suction lined up to the port and starboard aft peak tanks. hawse pipes for cleaning the chain as the anchors are being
Emergency Fire Pump retrieved. Each hawse pipe has its own isolating valve fitted to
Manufacturer: Shinko Industries Ltd. The sea water crossover main can be isolated into port and starboard systems allow them to be operated individually from the main deck level.
Model: RVP160-2MS if necessary via isolating valve S106V. The fire pump and No.1 bilge, fire and The valves are BF02 and BF01 for the port and starboard hawse
GS pump are situated on the port side of S106V, while No.2 bilge, fire and pipes respectively.
Type: Motor-driven, vertical centrifugal
GS pump is situated on the starboard side of S106V. The fire line pressurising
Sets: 1 • Cargo Manifold Water Curtain - Each water curtain spray rail
pump is located on the port side of S106V.
has holes drilled into it and has deflector plates fitted to ensure
Capacity: 72m³/h x 1.1MPa
that all of the spray water is directed down the side shell of the
The bilge, fire and GS pumps and the fire pump can be cross-connected to
ship.
supply the water spray main on deck if necessary.

Illustration 5.4.1b Deck Fire Main System

For Emergency To Bilge Eductor Driving Line Cargo Manifold
Generator Room in Side Line Boarding Spaces Water Curtain
BF55
BF53
BF117 BF94 BF66 BF35 BF19
BF135 BF54
BF79 BF75 BF52 Side Passageway
BF91 BF70 BF61 BF45 BF31 BF23 BF15
BF114
BF73 BF57 BF39 BF25
BF92
Emergency Generator BF81 BF77 BF71 BF64 BF63 BF59 BF47 BF43 BF41 BF37 BF33 BF29 BF27 BF21 BF17 BF03
Room To BF02
Engine Casing Accommodation
To Foam No.5 Trunk No.4 Trunk No.3 Trunk No.2 Trunk No.1 Trunk
BF122 A
System
BF121 Accommodation BF07
Steering Gear BF For Upper Deck of For Compressor For Motor

and BF132 BF115 113 Cargo Machinery Room Room Room
Rope Store BF111 BF04
To
Accommodation
BF112
BF01
BF80 BF76 BF68 BF67 BF123 BF62 BF58 BF46 BF42 BF40 BF36 BF32 BF28 BF26 BF20 BF16
BF123 BF06
BF13
BF69 BF60 BF44 Side Passageway BF30 BF22 BF14
BF116 BF134
BF93 BF78 BF74 BF65 BF34 BF18
BF50 BF49
BF48
To Bilge Eductor Driving Line
in Side Line Boarding Spaces Cargo Manifold
Side Elevation
BF51 Water Curtain
Eductor Driving Line
To Deck for Bosun’s Store
BF02
Fire Main BF07
BF03
System
A Detail B Detail BF13
Bosun’s Store
PI Eductor Driving Line
Emergency Fire Pump BF06
BF05 for Chain Locker
BF110 BF109 (72m3/h x 1.1Mpa)
Upper Deck Bosun’s Store

Key BF118 BF04
BF119 Forward
Fire Water Bilge
BF120 HFO Tank
Well Fore Peak
(P & S)
Tank
BF10
BF11
Cofferdam
From Engine Room High Expansion Forward Water
BF12
(See Illustration 2.4.2a Foam Sea Water Pump Ballast Tank
Machinery Operating Manual) (650m3/h x 1.5MPa) B
Sea Sea (P & S)
Chest Chest Forward Heavy Fuel
Oil Pump Room BF08
BF09

Pipe Duct
for Heavy Fuel Oil Pump Room

• Passageway Bilge Eductors - The fire main is also used to Procedure for Supplying Sea Water to the Fire Main and Deck Illustration 5.4.1c Accommodation Area Fire Main System
provide driving water for four passageway ejectors for the Wash System Key PI
removal of bilge water from the spaces. The flow to the ejectors
is regulated by manual valves BF79 and BF75 for the port side Fire Water BF108
a) All of the manual intermediate isolating valves along the fire Navigation Deck
BF107
ejectors and BF78 and BF74 for the starboard side. main on the main deck, plus the isolating valves for the aft deck
• Water Spray System - In an emergency the sea water pumps area, accommodation (port and starboard) and the forward deck BF105
operating on the fire main system can be cross-connected to the area must be open.
BF106 BF104
water spray system via crossover valve B111V. D Deck
b) Ensure that all the pressure gauge and instrumentation valves

Note: All of the hydrant valves should be opened at frequent intervals to are open. Ensure that the emergency fire pump suction filter is BF101
clean, the fire pump and the bilge, fire and GS pumps receive BF103
ensure that they will be free should they be required in an emergency. Use of BF102
all deck valves should take place at least once every two months and this can their supply via the sea water crossover main which has common C Deck
be achieved during fire drills and normal deck washing procedures. sea water strainers at the sea chests.
BF98
c) Set the valves in accordance with the following table: BF100 BF99
International Shore Connections
B Deck
The fire main system has been supplied with an international shore connections Fire Pump
that will allow shore side fire appliances to connect onto the ship’s fire main.
This connection is located in the inboard fire fighting outfit cupboard in the fire Position Description Valve BF95
BF97
control station on C deck. Open Fire pump sea suction valve B128V BF96
Open Fire pump discharge valve B129V A Deck
Procedure for Pressurising the Fire Main Using the Fire Line BF112 BF133
Pressurising Pump Bilge, Fire and General Service Pumps For Emergency Upper Deck
Generator Room BF92
a) Ensure that the sea water suction main is flooded with either the
high or low sea suction valve open, in normal operations the sea Locked No.1 bilge, fire and GS pump sea suction valve B12V BF94
BF117
water crossover isolation valve S106V is open. open
Interlocked No.1 bilge, fire and GS pump bilge suction valve B11V BF91
BF114
b) Open the fire line pressurising pump suction valve B125V from closed
the sea water main, the pump discharge valve B126V to the fire Closed No.1 bilge, fire and GS pump water spray rinsing B15V Emergency Generator BF81
main and the overboard discharge valves B120V, B110V and line discharge valve Room
Engine Casing
B130V. Closed No.1 bilge, fire and GS pump discharge valve to B13V
overboard/port and starboard sea water service BF122 To Foam BF109
System BF110
c) Start the fire line pressurising pump at the local starter panel. line
Interlocked No.1 bilge, fire and GS pump fire main discharge B14V BF121
From Engine Room
The fire line pressurising pump will now maintain the fire main pressure at a open valve Steering Gear BF115 (See Illustration 5.4.1a
BF
constant pressure of 500kPa. As the fire pump is normally left with its suction and 113
Machinery Operating Manual)
Locked No.2 bilge, fire and GS pump sea suction valve B104V Rope Store
and discharge valves locked open, the pressure in the fire main developed by
open BF111
the fire line pressurising pump will be retained because the fire pump has been
fitted with a non-return valve on its discharge side. Interlocked No.2 bilge, fire and GS pump bilge suction valve B105V
BF112 BF80
closed
Note: Valves which are normally open or closed on any pump must be Closed No.2 bilge, fire and GS pump ballast eductor/water B107V BF123
maintained in a good working condition. These valves must be lubricated spray rinsing line discharge valve
and should be tested at weekly intervals to ensure that they operate correctly. Interlocked No.2 bilge, fire and GS pump fire main discharge B109V BF116 BF90
After testing, the valve must be returned to its normal open or closed position open valve BF93
and a check made to ensure that the valve is correctly set. Locked Crossover line valve onto the water spray system B111V
closed

Illustration 5.4.1b Deck Fire Main System

For Emergency To Bilge Eductor Driving Line Cargo Manifold
Generator Room in Side Line Boarding Spaces Water Curtain
BF55
BF53
BF135 BF54
BF79 BF75 BF52 Side Passageway
BF91 BF70 BF61 BF45 BF31 BF23 BF15
BF114
BF73 BF57 BF39 BF25
BF92
Emergency Generator BF81 BF77 BF71 BF64 BF63 BF59 BF47 BF43 BF41 BF37 BF33 BF29 BF27 BF21 BF17 BF03
Room To BF02
Engine Casing Accommodation
To Foam No.5 Trunk No.4 Trunk No.3 Trunk No.2 Trunk No.1 Trunk
BF122 A
System
BF121 Accommodation BF07
Steering Gear BF For Upper Deck of For Compressor For Motor

and BF132 BF115 113 Cargo Machinery Room Room Room
Rope Store BF111 BF04
To
Accommodation
BF112
BF01
BF80 BF76 BF68 BF67 BF123 BF62 BF58 BF46 BF42 BF40 BF36 BF32 BF28 BF26 BF20 BF16
BF123 BF06
BF13
BF69 BF60 BF44 Side Passageway BF30 BF22 BF14
BF116 BF134
BF93 BF78 BF74 BF65 BF34 BF18
BF50 BF49
BF48
To Bilge Eductor Driving Line
in Side Line Boarding Spaces Cargo Manifold
Side Elevation
BF51 Water Curtain
To Deck for Bosun’s Store
BF02
Fire Main BF07
BF03
System
A Detail B Detail BF13
Bosun’s Store
PI Eductor Driving Line
Emergency Fire Pump BF06
BF05 for Chain Locker
BF110 BF109 (72m3/h x 1.1Mpa)
Upper Deck Bosun’s Store

Key BF118 BF04
BF119 Forward
Fire Water Bilge
BF120 HFO Tank
Well Fore Peak
(P & S)
Tank
BF10
BF11
Cofferdam
From Engine Room High Expansion Forward Water
BF12
(See Illustration 2.4.2a Foam Sea Water Pump Ballast Tank
Machinery Operating Manual) (650m3/h x 1.5MPa) B
Sea Sea (P & S)
Chest Chest Forward Heavy Fuel
Oil Pump Room BF08
BF09

Pipe Duct
for Heavy Fuel Oil Pump Room

Position Description Valve Valve Situation Illustration 5.4.1d Emergency Fire Pump Arrangement
Locked Line drain valve B133V BF115 Casing upper deck port side
closed BF132 ‘B’ deck casing level port side
Closed Sewage collecting tank cleaning valves P36V
P9V A drain valve, B133V, has been fitted to the lowest point along the fire main
in the engine room to allow the water to be drained and the pipework left dry B Detail
Closed Soot collecting tank eductor sea water drive supply M20V Bosun’s Store
valve in cold weather to prevent any possible damage by the water freezing in the
lines. Emergency Fire Pump
(72m3/h x 1.1Mpa)
Note: To avoid overheating of the fire pump and the bilge, fire and GS
pump’s impeller and casing, at least one outlet valve on the fire main should Note: After use, the hose and nozzle unit at each fire hydrant must be BF118
correctly stowed in the hose box ready for future use. Any defects found in BF119
be open when a pump is in operation.
the hose, nozzle, valve or system must be reported immediately and rectified BF120
The fire pump and the two bilge, fire and general service pumps have their as soon as possible. Hose boxes must never be left with components which BF10
electrical supply from the main switchboard and can be started from the are defective. BF11
BF12 High Expansion
following positions: Foam Sea Water Pump
(650m3/h x 1.5MPa)
• Locally Emergency Fire Pump Sea
Chest
Sea
Chest
• Fire control station/foam room
The emergency fire pump is located in the forward HFO transfer pump room
• Main switchboard group starter panels and has a dedicated sea suction chest. The emergency fire pump electrical
• Wheelhouse supply is from the emergency switchboard and can be started from the
following positions:
• ECR and CCR via the DACS workstations Side Elevation
• Locally
Although the pumps can be started locally, it is normal practice to select • Fire control station for Bosun’s Store
To Deck BF02
REMOTE on the respective starter box and the electric motor heater in the ON Fire Main BF07
BF03
• Emergency switchboard group starter panel in the DACS I/O
position, so that the desired pump is readily available for starting remotely. System
cabinet room on A deck BF13
• Wheelhouse
Engine Room Fire Hydrant Locations Eductor Driving Line
BF06
• ECR and CCR via the DACS workstations BF05 for Chain Locker
Valve Situation
Bosun’s Store
BF83 Floor port side (forward) Forward BF04
To operate the pump, proceed as follows: Heavy Fuel Bilge
BF124 Floor port side (aft ) Oil Tank Well Fore Peak
BF82 Floor starboard side (forward) (Port and Tank
a) Check that the emergency fire pump suction strainer is clear Starboard)
BF125 Floor starboard side (aft) and confirm that the pump’s suction valve BF118 and discharge
Forward Water
BF85 4th deck port side (middle) valve BF119 are open. Ballast Tank
B
BF127 4th deck port side (diesel generator room) (Port and
b) Close the emergency fire pump drain valve BF120 and line Starboard)
BF84 4th deck starboard side (middle) BF08
drain valve BF12.
BF126 4th deck starboard side (diesel generator room) BF09
BF87 3rd deck port side (middle) Eductor Driving Line

c) Confirm that power is available to the pump starter panel and for Heavy Fuel Oil Pump Room
BF129 3rd deck port side (aft) that the starter at the switchboard has been switched for remote
BF86 3rd deck starboard side (middle) operation.
Key
BF128 3rd deck starboard side (stores)
The pump can now be started and stopped from either the ECR, CCR, Fire Water
BF89 2nd deck port side (forward) wheelhouse or fire control station.
BF131 2nd deck port side (aft)
BF88 2nd deck starboard side (forward)
BF130 2nd deck starboard side (aft)

Illustration 5.4.2a Water Spray System

Lifeboat
Cargo
Manifold (Port)
WS-35
WS-12 WS-37
WS-31
WS-33 WS-14
WS-30
WS-17
WS-22 WS-18 WS-08 WS-04

WS-26 WS-15
WS-24 WS-07 WS-05 WS-03 WS-01
WS-21 WS-19 WS-09
WS-23 WS-16
Accommodation
Area
No.5 No.4 Liquid No.3 No.2 No.1

Liquid No.5 Gas Dome No.4 Gas Liquid No.3 Gas Liquid No.2 Gas Liquid
Dome Dome Dome Dome Dome Dome Dome Dome No.1 Gas
Dome
WS-28 Cargo Motor

Compressor Room
WS-32 WS-29
Room
BOG Gas to GCU
WS-34
Waste Gas Cargo Manifold
to GCU WS-11 (Starboard) WS-36
Lifeboat
Satcom
Dome
Engine
Room WBV346
Nav Deck
To Ballast D Deck
Eductors
C Deck
111V (See Illustration
133V 6.3.5a) B Deck
WBV347 A Deck WS-30
PI Upper Deck
Water Spray
Pump
(900m3/h x
CI
900kPa)
From Water
From Bilge, Fire Spray Pump
and General WBV348 in Engine Room
Service Pumps
(See Illustration Key
5.4.1a) Fire Water
Gas
Sea Water
Crossover Main Sea Water

5.4.2 Water Spray System The areas protected by the water spray system are listed as follows: Position Description Valve
• Main cargo manifold area, gas domes, liquid domes, cargo Open Upper deck water spray line isolating valves WS-22
Water Spray Pump essential valves and cargo auxiliary house. WS-18
Manufacturer: Shinko Ind. Ltd. • Accommodation front, satcom dome, lifeboats and lifeboat WS-08
boarding areas. WS-04
No. of sets: 1
Open Upper deck water spray line drain valve WS-17
Type: Centrifugal
The pump is capable of supplying all of the above areas simultaneously with Open Main manifold supply line isolating valve WS-15
Model: GVD300-3M
a uniformly distributed spray and can be started from the local starter panel in Open Port manifold line isolating valve WS-14
Capacity: 900m3/h at 900kPa the engine room or remotely from the wheelhouse, fire control station or cargo Closed Port manifold line drain valves WS-12
Rating: 300kW at 1,800 rpm control room. WS-37
Closed Starboard manifold line drain valves WS-11
The pump is located at floor level of the engine room at the forward end, to
Bilge, Fire and GS Pumps WS-36
starboard of the centre line, and takes its suction from the sea via the engine
Manufacturer: Shinko Ind. Ltd. room crossover. This main connects with the port and starboard sea suctions. Open No.1 gas dome line isolating valve WS-01
No. of sets: 2 The pump discharges sea water through a single 300mm diameter pipeline until Open No.2 gas dome line isolating valve WS-05
it is split into three separate lines that go to supply the areas listed. Each line is Open No.3 gas dome line isolating valve WS-09
Type: Vertical centrifugal motor-driven self-priming
independently controlled by its own isolating valve. Open No.4 gas dome line isolating valve WS-19
Model: RVP200-2MS
Capacity: 255/150m3/h at 350kPa/1.15MPa The bilge, fire and GS pumps would normally only be used for flushing the Open No.5 gas dome line isolating valve WS-24
Rating: 440V, 110kW at 1,800 rpm lines and nozzles with fresh water following a test of the system on sea water. Open No.1 liquid dome line isolating valve WS-03
To facilitate this, the pump suctions have a connection to the starboard fresh Open No.2 liquid dome line isolating valve WS-07
water tank. Flushing the system after use will reduce the amount of internal Open No.3 liquid dome line isolating valve WS-16
Fire Pump corrosion to pipework and prevent the nozzles from becoming clogged with
Open No.4 liquid dome line isolating valve WS-21
Manufacturer: Shinko Ind. Ltd. saline crystals.
Open No.5 liquid dome line isolating valve WS-26
No. of sets: 1
To maintain the water spray system in the standby condition, the suction and Open Cargo machinery room line isolating valve WS-23
Type: Vertical centrifugal motor-driven self-priming discharge valves of the water spray pump and all of the manually operated Open Boil-off gas to GCU line isolating valve WS-28
Model: RVP160-2MS isolating valves on the groups are normally left in the open position, except Open Waste gas to GCU line isolating valve WS-29
Capacity: 150m3/h at 1.15MPa the drain valves.
Rating: 440V, 90kW at 1,800 rpm b) With the pump switched to REMOTE at No.2 main switchboard,
Procedure for Supplying Sea Water to the Water Spray start the water spray pump either locally or from the wheelhouse,
System fire control station or cargo control room and supply sea water
Introduction to the water spray system.
The fire fighting sea water spray system shown in illustration 5.4.2a above is It is assumed that the sea water crossover suction main is in operation:
The water spray system is now in use and delivering water to the selected spray
supplied from a single dedicated electric centrifugal pump located in the engine nozzles on deck.
room. Because only one pump has been fitted, provision has been made for the a) Set up the system valves in accordance with the following
bilge, fire and GS pumps and the fire pump to be cross-connected to the system table:
in the event that the water spray pump is not available.
It should be noted from the machinery particulars that the bilge, fire and GS Open Water spray pump suction valve WBV-348
pumps and fire pump capacity is considerably lower than that of the water Open Water spray pump discharge valve WBV-347
spray pump and will therefore produce a less effective spray curtain.
Open Water spray system isolating valve WBV-346
Closed Water spray line drain valve B133V
Operational Cargo group isolating valve WS-31
Operational Accommodation and lifeboats group isolating WS-30
valve

Illustration 5.4.2b Fire Main System in the Engine Room Upper Deck (See Illustration 5.4.1b)
To Water Spray
Main
BF110
BF132 Upper Deck

B Deck Port
Casing Upper (Port)

BF115
2nd Deck (Starboard Aft) 2nd Deck Port Aft
BF130 BF131
Key
2nd Deck (Starboard Forward) 2nd Deck (Port Forward)
Sea Water BF88 BF89
Fire Water 3rd Deck (Starboard Stores) 3rd Deck (Port Aft)
BF128 BF129
Fresh Water
3rd Deck (Starboard Middle) 3rd Deck (Port Middle)
Compressed Air BF86 BF87
Bilges 4th Deck (Starboard Diesel Generator Room) 4th Deck (Port Diesel Generator Room)
BF126 BF127
Electrical Signal
4th Deck (Starboard Middle) 4th Deck (Port Middle)
BF84 BF85
Floor (Starboard Aft) Floor (Port Aft)
BF124 BF125
Floor (Starboard Forward) Floor (Port Forward) From Starboard Stern
From BF82 BF83 Tube Cooling Water Tank
Port Stern Tube From Port Aft (2.4.2a Machinery Operating Manual)
To Exhaust Gas
Cooling Water Bilge System Economiser Washing
PIAHL From
Tank (2.4.2a Machinery Operating Manual) (2.9.1a Machinery Operating Manual) PX
Drain Tank Discharge
MM029 Starboard Aft
14V
Eductor Bilge System
PI
To Overboard (2.9.1a Machinery Operating Manual)
Sea Chest (Port) Bilge Main
110V
130V 133V WBV

346
LMS 111V
129V
P36V To Ballast
109V 107V
To 15V Stripping
LMS
Sewage Self-Priming Type 13V WBV Eductors
Collecting 14V 347
PI Self-Priming PI No.2 Bilge, Fire
Tank Type
Inter-
and General
Lock From Starboard
Cleaning Fire Pump Service Pump
PI
P9V PI 18V Fresh Water Tank Water Spray
(150m3/h x (225/150m3/h x No.1 Bilge, Fire and
CI CI (2.14.1a Machinery Pump (900m3/h x
1.1MPa) 305kPa/1.1MPa) General Service Pump
Operating Manual) 900kPa)
(225/150m3/h x CI
305kPa/1.1MPa) CI
128V
141V 139V
Air Air
LMS
Inter-Lock WBV 12V
104V LMS
18V 11V 348 High Sea
High Sea 105V
Chest (Port) Chest
WBV WBV Fire Bilge Pump Air S106V WBV WBV (Starboard)
Start/Start Fire Line
374 376 Forward Pressurising Pump 373 373
Low Sea LMS To Bilge LCHL
LS 120V 126V LMS Low Sea
Chest PP138 Bilge Well 16V (2.0m3/h x 500kPa) Chest
Well To Bilge Separator
(Port) LAH (Port) LMS
(Starboard)
WBV BG105
LS
Air Forward
PI CI Service and Bilge Pump WBV
LS LAH 372
375 From Cofferdam Bilge Well LS
BG104
132V Around Pipe Duct LCHL (Starboard) 125V
PP137

In an emergency the bilge, fire and GS pumps can also be used to supply sea Once the flushing has been completed, the pump should be stopped and its
water to the water spray system. To achieve this, set the valves in accordance valves returned to their normal positions. All of the water spray system drain
with the following table: valves should then be opened and the system allowed to fully drain down.
Once fully drained, the drain valves should all be closed and the system valves
Position Description Valve returned to their normal working positions as outlined above.
Open No.1 bilge, fire and GS pump sea water suction 12V
valve
Closed No.1 bilge, fire and GS pump bilge main suction 11V
valve
Closed No.1 bilge, fire and GS pump fire main discharge 14V
valve to fire main
Open Bilge, fire and GS pumps discharge valve to 111V
ballast eductor and water spray cross-connection
Closed Water spray pump discharge valve WBV-347
Open No.2 bilge, fire and GS pump sea water suction 104V
valve
Closed No.2 bilge, fire and GS pump bilge main suction 105V
valve
Open No.2 bilge, fire and GS pump fire main discharge 109V
valve to fire main
Closed Ballast stripping eductor inlet valves from bilge, WBV-342
fire and GS pumps WBV-352
a) Start the No.1 bilge, fire and GS pump and when it is operational
and has stabilised, start the No.2 bilge, fire and GS pump.
b) Check that the system is operating correctly, but when finished,

the valves must be reset so that both bilge, fire and GS pumps
are lined-up on the fire main.
WARNING
Care must be taken when using the bilge, fire and GS pumps to ensure
that the suction valves to the bilge main and forward bilge wells are
closed, as the supply of oily bilge water to the water spray system could
result in oil being added to a burning fire.
After use, flush through the system with fresh water taken from the starboard
fresh water tank via the connection to No.1 bilge, fire and GS pump. To do this,
turn the spectacle flange in the line between the starboard fresh water tank and
the pump and open one of the bilge, fire and GS pump suction and discharge
valves. With the pump’s other valves confirmed closed, the starboard fresh
water tank suction valves, 46V and 16V, should be opened. The pump can then
be started and the system flushed through, one section at a time.

Illustration 5.4.3a Dry Powder System

Starboard
Fire Control Station (Main)
No.1 Tank Unit Release Hand Hose Release
Port Starboard Starboard Station Cabinet No.10 Station
R Starboard
Monitor Monitor (2500L) for Monitor for Monitor
(Spare)
To Hand To Hand To Hand To Hand

Hose Hose Hose Hose
Cabinet Cabinet Cabinet Cabinet
No.2 No.4 No.6 No.8
SUS316 R R R R R R R
Cargo Control Station No.2 No.1 PI PI PI

Connection Connection
Port Starboard Valve Valve
Monitor Monitor
PI PI
R
Key
Main Regulator
Nitrogen
CO2
Nitrogen and Sodium

Bicarbonate Release
Release Station
Station Port Hand Hose Port
for Monitor
No.2 Tank Unit for Monitor (Spare) Cabinet No.11 (Main)
Starboard R
(2500L)
To Hand To Hand To Hand To Hand To Hand

Hose Hose Hose Hose Hose
Cabinet Cabinet Cabinet Cabinet Cabinet
No.1 No.3 No.5 No.7 No.9
SUS316 R R R R R R R R
No.2 No.1
PI PI PI
Valve Valve
PI PI
R
Main Regulator

5.4.3 Deck Dry Powder System When the tank pressure has attained a preset value, it operates the powder Procedure for Operating the Port Tank with the Starboard
discharge valve pneumatic actuator, causing the valve to open and discharge Manifold Monitor and Vice Versa
the dry powder via the monitor or hose station onto the fire.
Dry Powder Monitors and Hoses
Should the starboard manifold monitor be in use, resulting in the total
Manufacturer: NK Co Ltd The monitors are situated at the cargo hose manifolds and the hand hose cabinets consumption of the No.1 tank dry powder charge, the No.2 tank (port) dry
No. of sets: 2 manifold stations and 12 hose units are strategically situated to cover the cargo deck area. The configuration of the powder charge can be discharged via the starboard monitor as follows:
whole system is as detailed in illustration 5.4.3a.
Type: Centrimax BC30 powder (based on sodium
bicarbonate) with anti-caking agent - nitrogen a) Open the crossover isolating valves in the dry powder
In an emergency, the nitrogen cylinders and discharge valves can be operated compartments.
propellant
manually from inside each of the dry powder storage compartments. Inside
Tank capacities: 2,500 litres/2,550kg (No.1 tank) each compartment are also emergency crossover valves on the dry powder b) Open the No.2 ball valve 2 (port or starboard) in the active
2,500 litres/2,760kg (No.2 tank) discharge lines, which when opened will allow the cross-transfer of dry powder control cabinet. If the second system does not fire, open the
Nitrogen cylinders: No.1 tank 12 cylinders, No.2 tank 13 cylinders to the opposite tank, thereby providing additional fire fighting capability. These second CO2 cylinder stop valve. The system should fire.
Cylinder capacity: 68 litres each at 130 bar (approximately 75kg full) valves normally remain closed, allowing the two dry powder tanks to operate
independently. This procedure is reversed for the port monitor.
Monitor pilot bottles: CO2, 1.1kg each
Capacities: Monitor - 25kg/sec (horizontal sweep - 360°,
Note: During cargo loading and discharging operations, the manifold
vertical sweep - +80° to -45°) monitors must be made ready for immediate use. The inlet valves to each Procedure for Operating of the Dry Powder Fire Extinguishing
Hand hoses - 3.5kg/sec (33m long hoses) monitor must be open and the monitor nozzle directed towards the manifold System Using the Hand Hoses
Hose pilot bottles: CO2, 1.1kg each and locked in position. The hand-held hose units should have their doors
open ready for deployment. a) Open the dry powder hand hose cabinet door.
Introduction b) Pull out the complete length of the hose, 33 metres.

Procedure for Operating of the Dry Powder Fire Extinguishing
The fixed deck dry powder monitor system consists of two independent 2,500 System Using the Monitors c) Open one pilot gas cylinder valve.
litre capacity tanks containing a compound called centrimax BC30 whose main
constituent is sodium bicarbonate. Each tank is connected to a bank of 68 litre a) The monitor should have been pre-aligned with the cargo d) Open the ball valve by turning the handle downwards.
nitrogen cylinders, 12 for the starboard (No.1) tank and 13 for the port (No.2) discharge manifold and the dry powder supply valve to the
tank located in the same compartment, which are activated from small CO2 monitor left in the open position. This area is the most e) Aim the nozzle to the side of the fire and pull the nozzle
pilot bottles fitted in release cabinets in the cargo control room and fire control susceptible to gas leaks and fires. trigger.
station, or from pilot cylinders mounted local to the discharge monitors.
b) Open the remote/local CO2 cabinet door. f) Sweep the dry powder jet across the fire from side to side.
The main monitors are situated at the after end of the port and starboard
cargo manifolds and are aligned to face and cover the liquid and vapour lines c) Remove the securing device from one pilot operating cylinder.
Precautions
and valves at the manifolds. The monitors have push-fit plastic caps fitted to
the ends of the discharge nozzles to prevent any moisture or sea spray from d) Open the CO2 cylinder valve by turning valve handle anti- • Always wear full fire-proof clothing and personal protection
entering the dry powder lines that may result in them becoming clogged. In clockwise fully. equipment.
addition, a spare monitor is located at the forward end of each manifold.
e) Open the correct ball valve to allow CO2 gas to open the nitrogen • After opening the cabinet door, the operation must begin quickly
The vessel is also equipped with eleven independent free-standing dry powder cylinders by moving the handle downwards. This activates the to prevent the powder caking.
hose stations that connect to the same 2,500 litre storage tanks as used by the pressurising of the dry powder charge and opens the main valve. • Be aware of the reaction of the nozzle gun on commencing
monitors detailed above. Inside each of the hose stations is a small CO2 pilot The dry powder discharge now begins. discharging.
cylinder, which when opened will activate the main nitrogen bottles in the dry
powder room, and open a release valve to allow the powder to be discharged to • Prevent kinking of the hose and twists in the line.
the hose station being operated.
When the main nitrogen cylinders have been opened by any of the pilot bottles,
the gas from the 68 litre cylinders is injected into the lower part of the tank to
fluidise the powder and to pressurise the whole of the tank.

Illustration 5.4.3a Dry Powder System

Starboard
Fire Control Station (Main)
No.1 Tank Unit Release Hand Hose Release
Port Starboard Starboard Station Cabinet No.10 Station
R Starboard
Monitor Monitor (2500L) for Monitor for Monitor
(Spare)
To Hand To Hand To Hand To Hand

Hose Hose Hose Hose
Cabinet Cabinet Cabinet Cabinet
No.2 No.4 No.6 No.8
SUS316 R R R R R R R
Cargo Control Station No.2 No.1 PI PI PI

Port Starboard Valve Valve
Monitor Monitor
PI PI
R
Key
Main Regulator
Nitrogen
CO2
Nitrogen and Sodium

Bicarbonate Release
Release Station
Station Port Hand Hose Port
for Monitor
No.2 Tank Unit for Monitor (Spare) Cabinet No.11 (Main)
Starboard R
(2500L)
To Hand To Hand To Hand To Hand To Hand

Hose Hose Hose Hose Hose
Cabinet Cabinet Cabinet Cabinet Cabinet
No.1 No.3 No.5 No.7 No.9
SUS316 R R R R R R R R
No.2 No.1
PI PI PI
Valve Valve
PI PI
R
Main Regulator

Manual Operation (Emergency) CAUTION
During this operation care should be taken during the release of residual
All systems can be manually fired should the remote operation system fail.
gases. To minimise the risk of injury, the flange should be released
The manual operation of each system is identical, and consists of opening the
gradually.
valves 1 and 2, which are indicated on illustration 5.4.3a. The system will then
operate as before.
Note: Before refilling the dry powder tanks, check that the pressure gauges
on the nitrogen bottles and tanks are all reading zero.
Procedure for the Emergency Operation of the Dry Powder
Monitors f) Recharge the nitrogen bottles and refill the dry powder tanks.
If the remote pilot cylinders have failed to activate the nitrogen bottles in g) Recharge/replace the pilot operating cylinder(s) that were used
the storage compartments, they can all be opened manually. To achieve this, in the discharge.
proceed as follows:
a) Mounted on each nitrogen bottle is a manual release handle.

After first removing the safety clip, use this handle to open the
top valve on each cylinder, then at the distribution manifold
open the required discharge line valve by hand.
b) The pressure in the tank will build up and open the main valve.
The dry powder discharge then begins.
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 N2. This is to prevent any residue powder remaining in the
lines thereby causing a blockage to subsequent usage. There is usually enough
N2 remaining in the bottle bank to do this.
a) Set the No.3 control valve to the CLOSE position. This will
close the main dry powder discharge valve.
b) Set the No.1 control valve to the N2 STOP position. This will
stop the nitrogen cylinders pressurising the dry powder tank.
c) Set the cleaning valve to the CLEANING position.
d) Set the No.2 control valve to the N2 RELEASE position. This

will allow the remaining nitrogen in the bottles to blow through
the lines.
e) When the operation has been completed and the nitrogen bottles
exhausted, return all of the valves to their normal operating
positions.

Illustration 5.4.4a Typical FM200 Fire Extinguishing System and Instruction Plate
INSTRUCTION CHART FOR FM-200 FIRE EXTINGUISHING SYSTEM

F.C.S FM200 SKID ELECTRIC EQUIPMENT ROOM
PS
FM200
CONTROL
PANEL
L
E
F
350LB X 1 BTL
THE SYSTEM MAY BE OPERATED BY REMOTE, LOCAL MANUAL AND EMERGENCY. B. EMERGENCY OPERATION
FOR REMOTE MANUAL OPERATION, DISCHARGE BUTTONS ARE LOCATED IN THE FIRE CONTROL
STATION AND NEAR THE ENTRANCE DOORS TO THE SPACE. 1) ENSURE NO PERSONNEL IN THE SPACE AND CLOSE THE DOOR, OPENINGS AND STOP
THE VENT FANS.
FOLLOW THE INSTRUCTION WHEN THE FIRE IS NOTED IN THE SPACE
2) GO TO THE MASTER CYLINDER WITH LEVER OPERATED CONTROL HEAD IN FM200
A. REMOTE AND LOCAL MANUAL OPERATION CYLINDER PACKAGE UNIT.
1) GO TO THE DISCHARGE PUSHBUTTON LOCATED NEAR TO THE OUTSIDE OF ENTRANCE 3) TAKE OUT THE SAFTY PIN ON LEVER OPERATED CONTROL HEAD AND HOOK UP
DOOR OR CONTROL PANEL OF FIRE CONTROL STATION THE LEVER.
2) ENSURE NO PERSONNEL IN THE SPACE TO BE FLOODED AND CLOSE THE DOOR, 4) THE FM200 DISCHARGE SIGNAL IS TRANSMITTED FROM THE PRESSURE SWITCH TO
OPENINGS AND STOP THE VENT FANS. F&G AND THE OPERATION IS COMPLETED.
3) PUSH THE BUTTON AND AUDIBLE & VISIBLE ALARM IS ACTIVATED

C. AFTER DISCHARGE COMPLETED
4) AFTER TIME DELAY PRESET (ABOUT 20 SEC.), THE ELECTRIC CONTROL HEAD ON
MASTER FM200 CYLINDER IS ACTIVATED AND GAS IS DISCHARGED. 1) ENSURE THE FIRE IS COMPLETELY EXTINGUISHED BEFORE VENTILATING THE SPACE.
5) THE FM200 DISCHARGE SIGNAL IS TRANSMITTED FROM PRESSURE SWITCH TO FIRE & GAS 2) BEFORE PERMITTING ANYONE TO ENTER THE SPACE, VENTILATE THOROUGHLY, OR
SYSTEM AND THE OPERATION IS COMPLETED. USE SELF-CONTAINED BREATHING APPRATUS.
IF NOT OPERATED WITHIN A MINUTE, FOLLOW THE EMERGENCY OPERATION. 3) RESET THE SYSTEM TO RESERVE UNIT FOR SERVICE.
FM200 Control Panel (Fire Control Station) 4) RE-FILL FM200 GAS FOR USED CYLINDER AND RESET THE SYSTEM TO MAIN UNIT.
FM200 CONTROL PANEL
Instruction Caution Plate Electric Equipment Room

PS (C Deck Accommodation) Caution Plate
Chart
Manual Control Manual Control
Point Plate Point Plate
Junction
Box Status Box
Flashing Light
FM200 Warning Plate

Gas Flashing Light Key
Power (AC 220V) 1. Power Fail Status Box Electric Horn
Gas F FM200
(Main and Emergency) 2. Release Alarm Flashing Light
Cylinder
3. Fan Stop Warning Warning Plate Electrical Signal
4. Damper Close FM200 Skid Plate

5.4.4 FM200 AND NOVEC 1230 FIRE EXTINGUISHING The system is activated by opening one of two nitrogen-filled pilot bottles in Protected Position No. of Bottles No. of
SYSTEMS the release cabinet designated for the compartment. The pilot nitrogen is then Compartment x Size Nozzles
fed to the pressure valves on each main bottle, thus releasing the fire fighting
DACS cabinet A deck 1 x 600lbs 3
medium.
Introduction room
Forward HFO Forward of No.1 6 x 200lbs 6
The various electrical compartments are protected by FM200 and NOVEC Compartments Covered by the FM200 Systems pump room cofferdam
1230 fire fighting systems. Both of these systems have a main and emergency Electrical Accommodation C deck 1 x 350lbs 2
power supply. The compartments covered by the FM200 systems are as follows: equipment room
• Engine control room Galley exhaust Accommodation A deck 1 x 20lbs 1
FM-200 System • No.1 HV and No.1 LV switchboard rooms duct
Manufacturer: NK Co., Ltd Engine room Engine room 2nd deck 1 x 900lbs 4
• No.2 HV and No.2 LV switchboard rooms No.1 transformer
• No.1 cargo switchboard room room
The FM200 system comprises dedicated storage bottles mounted on skid
frames that discharge the released extinguishing medium into the nominated • No.2 cargo switchboard room Engine room Engine room 2nd deck 1 x 900lbs 4
compartments. The bottles are stored vertically within the skid frame which is No.2 transformer
• Emergency generator room room
solidly secured against any movement. The FM200 fire fighting medium bottles
are pressurised with dry nitrogen at 2.48MPa at 21°C. The bottles are released • DACS cabinet room No.1 cargo Accommodation A deck 1 x 200lbs 1
by pushing the designated pushbutton on the release panel situated in the fire transformer room
• Forward HFO pump room
control station, or local panel located next to the compartment entrance. This No.2 cargo Accommodation A deck 1 x 200lbs 1
action will give audible and visual alarms within the protected compartment to • Electrical equipment room transformer room
allow personnel sufficient time to safely evacuate. • Galley exhaust duct
Upon remote activation of the release mechanism, a brass pressure differential

• Engine room No.1 transformer room Procedure for Operating the FM200 Fire Extinguishing
valve mounted on the master bottle opens by displacing a brass piston, allowing • Engine room No.2 transformer room System
the fire agent to be discharged in the form of a compressed liquid. If more than • No.1 cargo transformer room
one bottle is fitted, the first (or master) bottle is discharged and the second (or The systems for the various compartments are normally operated from a
slave) bottle is released at the same time. The pressure rise in the fire fighting • No.2 cargo transformer room remote panel in the fire control station. The systems are operated manually
medium discharge line will also activate a pressure switch sending a signal to from this panel, the details of which can be seen in illustration 5.4.4a. An
the DACS system. Should the remote activation of the system not be possible, The following gives the particulars for the above compartment: emergency back-up release system is also fitted close by the entrance door to
the bottle contents can also be manually released by operating a lever-operated each compartment, that allows a local operation of the system should this be
control head on the master bottle. A locking pin secures the lever in the closed Protected Position No. of Bottles No. of necessary.
position, and by pulling out the pin and lifting the lever a spring-loaded valve Compartment x Size Nozzles
is forced to open, thus releasing the bottle contents. Engine control Engine room 2nd deck 2 x 600lbs 6 Remote Operation from the Fire Control Station
room
Upon confirmation of a fire in a designated compartment the following are to
NOVEC 1230 System No.1 HV and No.1 Engine room 2nd deck 2 x 900lbs 7 be carried out:
Manufacturer: Tyco Safety Products LV switchboard
rooms a) Ensure that all personnel have evacuated the compartment and
No.2 HV and No.2 Engine room 2nd deck 2 x 900lbs 7 that all doors are closed, ventilation fans are stopped and any
The NOVEC 1230 system covers the cargo compressor room and cargo motor
LV switchboard other means of feeding the fire with fuel or air are stopped.
room within which are their respective bottles containing the fire fighting
rooms
medium discharging into the compartment. The nature of the medium requires
that components used within a protected compartment should be suitable for No.1 cargo Upper deck 1 x 900lbs 8 b) Proceed to the fire control station remote panel OR to the local
use in hazardous areas. switchboard room panel by the compartment entrance door.
No.2 cargo Upper deck 1 x 900lbs 8
The NOVEC 1230 fire fighting medium bottles are pressurised by dry nitrogen switchboard room c) Push the release button for the compartment. Confirm that the
at a similar pressure and temperature to the FM200 medium mentioned above. Emergency Upper deck 1 x 600lbs 3 audible alarm is activated.
Upon activation, the medium discharges into the designated compartment generator room
within 10 seconds to extinguish the fire.

Illustration 5.4.4b NOVEC 1230 Fire Extinguishing Systems

24V DC
Maintained Fire Cargo Motor Room
Remote Release Cabinet
Supply Control
Station Port Loop
PI
H H Starboard Loop
DS1
Electric Horn
PS PS
Flashing Light
NOVEC F
1230
Relay
Box Vent Stop
24V DC 220V AC
Maintained (Main)
Supply Local Release Cabinet PS
220V AC
(Emergency)
PI PS PS PI PS PI PS
PI PI
H H
DS1
No.1 No.2 No.8 No.9
PS PS
Electric Cylinder
Motor JB JB JB JB
Room Monitoring (N.C)
Fault 9 Cylinders
Entrance
Monitoring
Facility NOVEC Released (N.C)
24V DC
Maintained Fire Cargo Compressor Room
Remote Release Cabinet
Supply Control
Station Port Loop
PI
H H Starboard Loop
DS1
Electric Horn
PS PS
Flashing Light
NOVEC F
1230
JB
Relay
Box Vent Stop
220V AC
(Main)
Local Release Cabinet PS
220V AC
(Emergency)
PI PS PS PS PI PS PI
PI PI
H H
DS1
No.1 No.10 No.11
PS PS
No.2 Key
NOVEC 1230
Compressor Cylinder
JB Room JB JB JB JB Pilot Line
Entrance Monitoring (N.C)
Fault 11 Cylinders Electrical Signal
Monitoring
NOVEC Released (N.C)
Facility DS Door Switch
JB Junction Box

d) After a preset time delay of 20 seconds the electric control head Spaces Covered by the NOVEC 1230 System Illustration 5.4.4c NOVEC 1230 Release Cabinet
on the master bottle will activate and gas will discharge into the
compartment. Cargo motor room: 9 x 180 litre cylinders with 18 nozzles
Cargo compressor room: 11 x 180 litre cylinders with 22 nozzles
e) At the same time the slave bottles will activate by the respective
electric bottle control heads operating. Hi Flex Hose Pressure Gauge Pilot Line Valve Nitrogen Cylinder
Procedure for Operating the NOVEC 1230 Fire Extinguishing

Emergency Operation System
In the event that the electrical system fails, proceed as follows:
The systems for the these compartments are normally manually operated from
a) Ensure that all personnel have evacuated the space and that all remote release cabinets located in the fire control station. As an emergency
doors are closed, ventilation fans are stopped and their dampers back-up, a release station is also located in the vicinity of each compartment
closed, and any other means of feeding the fire with fuel or air that allows for local operation of the system(s) should this be necessary.
are stopped.
Remote Operation from the Fire Control Station
b) Proceed to the compartment containing the master cylinder.
Upon confirmation of a fire in a designated space the following is to be carried
c) Remove the safety pin on the lever operated control head. out:
d) Pull down on the lever to release the FM200 gas. a) Ensure that all personnel have evacuated the space and that all
doors are closed, ventilation fans are stopped and their dampers
e) The gas will be discharged and the discharge pressure activates closed, and any other means of feeding the fire with fuel or air
the pressure switch to the audible alarm system. are stopped.
b) Proceed to the fire control station remote release cabinets OR to

After Discharge is Completed the local cabinets in the vicinity of the compartment.
a) Ensure that the fire is completely extinguished before ventilating c) Obtain the release control cabinet key from its storage location
the space. in a breakable glass container next to the cabinets.
b) Before permitting anyone to enter the space, ventilate thoroughly d) Open the release cabinet door. This will set off an audible alarm
or use self-contained breathing apparatus. and stop the ventilation fans if they have not been previously
shut down.
c) Reset the system to reserve the unit for service.
e) Open the cylinder outlet valve on one of the two pilot cylinders.
d) Replace the used cylinders and reset the system. Ensure a pressure is indicated on the pressure gauge. If no
pressure is indicated, open the other cylinder.
f) Open one pilot line valve within the cabinet to activate the
NOVEC 1230 cylinder release mechanisms. If the cylinders fail
to operate, open the second line valve.

Illustration 5.4.5a Fire Detection Panel
CS3000
POWER ON
FIRE SEC 2 DET 13
FIRE
DISCONNECTION
1 (1)
ECR TEST......
ALARM TRANSFER
ZONE DETECTOR EXTERNAL ALARM
MENU DELAY OFF.....
SYSTEM FAULT..
ALARM MUTE
ALARMS IN QUEUE 7 8 9 S SECTION EA
EXTERNAL FAULT
ALARM
CONTROL
M MUTE
EXTERNAL CONTROL ALARM RESET

ACTIVATED 1 2 3 SD
SMOKE
DETECTOR AD
ALARM
DELAY R RESET
SECTION / DETECTOR
NOT RESET 0 ON OFF TIMER LIST
Auto Release
1 2
FIRE DOORS
Consilium Consilium Consilium Consilium Consilium Consilium Consilium Consilium Consilium Consilium
1 1 2 1 2 1 2 1 2 1 2 1 2 1 2
2 3 4 3 4 3 4 3 4 3 4 3 4
3 5 6 5 6 5 6 5 6 5 6 5 6
4 7 8 7 8 7 8 7 8 7 8 7 8
5 9 10
6
Salwico LPK-1 Salwico LPK-2 Salwico KPK-2 Salwico UTK-2 Salwico SPK-2 Salwico SPK-2 Salwico SPK-2 Salwico SPK-2 Salwico SPK-2 Salwico SPK-2
1-2 3-4 5-6 7-8 9 - 10
Main Power
Emergency Power
Battery Charge
Fault
Battery Fault
Power Fault
Earth Fault
Output2 Battery Power
4A 4A 20A 20A 2 x 4A
F1 F2 F3 F4 F5 F6
SW1

5.4.5 Fire Detection System Manual call points, short-circuit isolators and a timer are also connected into F1, F2, F3, F4: These are keys used for choosing functions from
the loops where required. A fault in the system or a false alarm is detected the menus in the display and for entering certain
immediately, since the function of the detectors and other installed loop characters with no keys of their own.
Fire Alarm Equipment units are automatically and continuously tested. The system can also identify
defective detectors in each loop and can be monitored via the DACS. Numerical Keys 0-9: Numerical input keys.
Manufacturer: Consilium Marine
Type: CS3000 Fire Detection System Correction Key: The last key stroke is erased.
Control Unit Panel
Detector types:
Return Key: The system returns to normal status and CS3000 is
• NS-AOHS-IS combined smoke/ heat set at 84°C The control unit panel is divided into two parts. This consists of the fire alarm
displayed on the screen.
panel and the operating panel. The alarm panel is activated when there is a
• NS-AUV UV ultraviolet flame fire alarm in the system, but the operator verifies and supervises the system by
using the keys and the display on the operating panel. Z, D, SD, EA, EC, AD: These are command keys used to choose the unit
• NS-AH/A15 heat set at 54°C (zone/detector no. etc) to operate.
Fire Alarm Panel Mute: This is a fault handling key used to acknowledge
Introduction faults and to mute the buzzers.
When a fire alarm is detected on the system the FIRE indicator on this panel
The CS3000 fire alarm and detection system is a computerised fully addressable flashes and the zone number and the detector in alarm are displayed on the Reset: Fault handling key used to reset the faults.
fire alarm system with analogue detectors. The operating panel, control unit numeric display. The keys and the operation of them are as follows:
and power supply are contained in a central cabinet located in the wheelhouse.
On, Off, Timer: These are operation keys used to choose the operation
Three repeater panels have been fitted and these are located in the fire control
Alarm Mute: This key is used to acknowledge the fire alarm to perform.
station, ECR and on the cargo control room console. The repeater panels allow
the ship’s staff to monitor alarms and scroll through the alarms in the queue and to mute the buzzer.
list, but not to perform any disconnections or reconnections. List: This is used to open the list function and the up and
Alarm Reset: This key is used to reset the fire alarm. down arrow keys are used to scroll through them.
There are nine loops connected in the system with a battery back-up provided
in the event of a power failure. The fire detection system has a direct input into Alarms in Queue: The LEDs indicate the existence of multiple Power On: This is illuminated when the power source is on.
the DACS for recording any alarms, faults and disconnections, and the outputs alarms which can be scrolled through using this
of the system are used to stop ventilation fans and close fire doors in the event key. Each alarm is listed in the alphanumeric Disconnection: General disconnection of detectors indicator.
of a fire. display.
Test: This is illuminated when the central unit is in test
The nine detection loops in the system are as follows: External Control Activated: This LED indicates that an external control mode.
1. Wheelhouse, accommodation - D deck and C deck levels output is active.
2. Accommodation - B deck and A deck levels Alarm Transfer: This is illuminated when the dedicated fire output is
Section/Detector Not Reset: This LED indicates that an alarm reset has activated (steady light) and is flashing when the door
3. Accommodation - upper deck, been attempted but failed and the detector is is open, the fire output is deactivated.
4. Engine room casing - upper deck, A deck, B deck and C deck still in alarm.
(starboard) levels External Alarm: This is illuminated when an external alarm output has
been disconnected or is faulty.
5. Engine room - steering gear room on 3rd deck level Operating Panel
6. Engine room - 2nd deck level, 3rd deck level (mid and
The operating panel is used for controlling the system and to display extra Delay Off: This is illuminated when the time delay is
starboard)
information in the case of a fire alarm. The alphanumeric display is used as a deactivated.
7. Engine room - 4th deck level and floor level complement to the numeric display on the fire alarm panel, as a communication
8. Cargo motor room, cargo machinery room, forward pump room, medium when operating the system, and to display guiding texts for the System Fault: This is illuminated when a fault has occurred in the
bosuns’ store function keys. Under normal conditions, when the central unit is in normal system.
status, the text ‘CS3000’ is displayed together with the date and time. The keys
9. Emergency generator room and the operation of them on this panel are as follows:
Abnormal Condition: This is illuminated when an abnormal condition has
The detection system consists of a wide range of detectors and sensors to suit occurred on the system.
different needs and conditions, as listed above.

Illustration 5.4.5b Engine Room Fire Alarm Repeater Panel
Central Unit Panel
CS3000
POWER ON
FIRE ZONE 2 DET 13
FIRE
DISCONNECTION
1 (1)
TEST......
ALARM TRANSFER
ZONE DETECTOR EXTERNAL ALARM
MENU DELAY OFF.....
SYSTEM FAULT..
ALARM MUTE
ALARMS IN QUEUE 7 8 9 Z ZONE EA
EXTERNAL FAULT
ALARM
CONTROL
M MUTE
EXTERNAL CONTROL ALARM RESET

ACTIVATED 1 2 3 SD
SMOKE
DETECTOR AD
ALARM
DELAY R RESET
SECTION / DETECTOR
NOT RESET 0 ON OFF TIMER LIST
Fire Alarm Panel Operating Panel

System Operation g) If the ALARMS IN QUEUE is pressed when the last fire alarm If no key is depressed for approximately 60 seconds, the display will return
has been displayed, the first fire alarm will be displayed again to the first non-resettable fire alarm. If the fire alarm has been reset it will
Detection of a Fire Alarm
and the ALARMS IN QUEUE indicator will go out for 5 disappear from the display and from the fire alarm list. The display will then
When the FIRE lamp is flashing on the alarm panel a fire has been detected by seconds. return to the next fire alarm, or if there are no more fire alarms it will return to
the system. When this occurs, proceed as follows: its normal status and CS3000 will be displayed on the screen. If the alarm does
not reset, the reason will be displayed on line three. The problem should then
a) Press the ALARM MUTE pushbutton to mute and acknowledge Reset Fire Alarm be investigated. The non-resettable fire alarm will be displayed again.
the fire alarm.
Only one fire alarm can be reset at a time and that will be the displayed The LIST button can always be used regardless of the system status. Pressing
b) The FIRE indicator will stop blinking and become steady alarm. the LIST button shows the fire alarms one by one on the first line of the
red. Press the ALARM MUTE button to silence the internal alphanumeric display. These can then be reset in the normal way one at a time.
buzzer. The section number and detector address in alarm will a) Press the ALARMS IN QUEUE button repeatedly to select the If an alarm does not reset, the reason will be displayed on line three.
be displayed on the fire alarm panel and on the alphanumeric appropriate fire alarm.
display on the operating panel.
b) Press the ALARM RESET button to reset the fire alarm. The Fault Indication
c) The section number and the detector address are displayed on system will then try to reset the fire alarm.
If the FAULT indicator is flashing and the internal buzzer sounding, one
the first line, and additional information about the location is
c) When a fire alarm has been reset it will disappear from the or more faults have been detected in the system and the latest fault will be
displayed on the second line, if provided.
display and the alarm will be moved to the fire alarm history displayed on the alphanumeric display. The first line will display the word
list. The next fire alarm will then be displayed, or if there are FAULT and a fault code followed by the section number, the detector address
If the ALARMS IN QUEUE lamp is flashing there is more than one fire alarm
no more fire alarms, the system will return to normal status and and a fault message. Additional text will be displayed on line two if provided,
in the system.
the text CS3000 will be displayed on the screen with the current the fault codes are listed in the manufacturer’s manual. Only one fault can be
date and time. acknowledged at a time. Press the M button in the FAULT field to acknowledge
a) Press the ALARM MUTE button repeatedly to mute and
the fault and to mute the buzzer.
acknowledge each alarm in turn.
d) If the fire alarm does not reset, the reason will be displayed on
line three. The indicator SECTION/DETECTOR NOT RESET If the FAULT indicator stops flashing and becomes steady yellow, the internal
b) The FIRE and ALARMS IN QUEUE indicators will stop buzzer will be permanently silenced. The fault will be placed in a fault list
flashing and become steady red when all of the fire alarms have will be displayed. This could be because the detector still detects
high levels of smoke, fumes and/or ionisation, etc, or the actual and the alphanumeric display erased. The next fault will then be displayed if
been muted. The audible fire alarm will be permanently silenced there are any more faults, otherwise the display will be erased and return to its
when the ALARM MUTE button has been pressed. detector may be faulty which would need investigating.
previous status. The number of faults in the system and the order they occurred
will be displayed on line three. The fault list can then be scrolled through by
c) The section number and detector address in alarm will then Fire Alarms That Do Not Reset using the up and down arrow keys.
be displayed on the fire alarm panel and on the alphanumeric
display of the operating panel. A detector that cannot be reset can be listed in two ways. Press the LIST or the
ALARMS IN QUEUE button. To Reset Faults
d) The address of the first fire alarm will be displayed on the
first line, and additional information about the alarming unit The ALARMS IN QUEUE button can only list the non-resettable fire alarms a) Press the LIST button to open the list function, as the faults can
will be displayed on the second line, if provided. The address if all of the alarms have been acknowledged and reset (ie, if the ALARMS only be reset from the fault list.
of the latest fire alarm will be displayed on the third line, and IN QUEUE LEDs are not illuminated), and if all of the faults have been
additional information about this unit will be displayed on the acknowledged. If this is not the case, the ALARMS IN QUEUE button will b) Press the F2 button to select the fault list. The latest fault will
fourth line. The total number of fire alarms will be shown to the only list the fire alarms that are not reset. always be displayed first. The fault list can then be scrolled
right on line one. through using the list key. The LED on the arrow key will be
a) Press ALARMS IN QUEUE button repeatedly to select the illuminated if there are more faults to be listed.
e) Press the ALARMS IN QUEUE button to display the next fire appropriate fire alarm. The fire alarm address will be displayed
alarm. on the fire alarm panel and the operating panel alphanumeric c) Press the arrow keys until the appropriate fault is displayed.
display.
f) The second fire alarm address will be displayed both on the fire d) Press the RESET button in the fault field to reset the fault. The
alarm panel and on the alphanumerical display. The fire alarm b) Press the ALARM RESET button. The system will try to reset system will attempt to reset the fault.
will be presented on the two first lines on the display. Five the fire alarm.
seconds after pressing the ALARMS IN QUEUE button, the
first fire alarm will be displayed again.

e) The fault will have been reset if it disappears from the list. The
next fault will be displayed after about 5 seconds. If the fault
list is empty, the text LIST EMPTY will be displayed, and
the system returns to normal status. If the fault has not been
reset, the reason will be displayed on line three and further
investigation will be required.
Disconnections
Different parts of the fire alarm system such as detectors, manual call points,
section units, alarm devices, external control devices and loops can be
disconnected from the system if required. This can be useful when there are
activities such as welding in a particular section or the removal of detectors
is required for maintenance work, etc. A whole section can be disconnected
permanently or for a defined time interval using the timer function. If this
is undertaken, the disconnected section can only be reconnected from the
‘Disconnections’ list.
When operating the system, a mistake can be corrected using the BACK key to
erase one step at a time backwards. To interrupt the disconnection function and
return to the normal status, press the RETURN key. The system will then return
to its normal status and the words CS3000 indicated on the screen.
Disconnection Process
a) Press the Z button to select the section.
b) Enter a zone number and the section menu will be displayed.
c) Press the OFF button to disconnect the section.
d) When the section has been disconnected the text on line three
will be changed to ORDER DONE.
e) The DISCONNECTION LED will be illuminated if this is the

first active disconnection in the system.
f) A message will be displayed on line three for approximately five

seconds if the system cannot disconnect the section. The system
will then return to the previous menu.
g) Continue to define the next disconnection or, if finished, return

to normal by pressing the return button.
Further in-depth operations of the fire detector panel are available from the
manufacturer’s manual.

5.5 Reliquefaction Plant Fresh Water Cooling System
Illustration 5.5a Cargo Machinery Fresh Water Cooling System

210V S38V
TIAH
PI No.2 Heavy Duty Inter-cooler After-cooler
TX TI PI
PP039 TI Compressor FC26 RX811 Key
Lubricating FC14 FC13 FC14 RX8 RX805 RX810
212V S37V Oil Cooler 04
DACS TX FC25
PI RX812 Fresh Water Cooling
Central Fresh RX806
Water Coolers for S40V No.2 Heavy Duty Sea Water
Compressor FC24
TI
Set at Reliquefaction
36°C TI PI Plant TI S35V Motor Control Air
E
P FC23 Electrical Signal
PI
TI PI
Compressor FC22
TI Lubricating
Control
Air Oil Cooler
211V S33V FC21
No.1 PI
No.1 Heavy Duty
PIAL
Motor Fresh
PX PP042
FC19 Water
Filling FC35
PCL
PS PP043 Expansion
RX802 Tank On Deck
RX808 LAL LS (1.5m3)
RX803
219V 204V 203V 218V Drain Cooler for FC32 RX8 RX809 RX812
S18V S17V Cargo Heater 32
PI PI Booster Booster FC34
Central Cooling Sea Water Compressor Compressor
Fresh Water Pump PI PI Cooling
No.2 No.1 Inter-cooler After-cooler
for Reliquefaction Plant Pumps for
(1,348m3/h x 400kPa) No.1 No.2 Reliquefaction
CI CI
Plant
CI CI
x 240kPa) PIAL Fresh Water System
PX
PP035 (See Illustration 2.5.2b
202V 201V S15V S16V
PCL Machinery)
PS
PP036
From Sea Water Crossover 255V

Main (See Illustration 2.4.1a Machinery)
No.2 BOG 254V
Central
FC29 FC17
No.2 Cooling Fresh
Water Boost No.1
CI
(91m3/h x 300kPa)
CI FC04 FC02
Cooler Cooling Fresh 253V 251V
FC27 FC15
Water System
Machinery)


5.5 Reliquefaction PLANT FRESH WATER Cooling The reliquefaction cooling water pumps are normally selected for automatic b) Ensure all pressure gauge and instrumentation valves are open
System operation via the DACS, one pump being sufficient for normal operation. and ensure all vent valves are closed.
Pumps are selected as DUTY 1 or DUTY 2, and pressing the Duty/Standby
ON pushbutton then starts the first duty pump and selects both pumps for c) Set up the valves as per the following table:
Reliquefaction Plant Central Cooling Fresh Water Pumps
automatic operation. Should the operating duty pump fail or fail to maintain
Manufacturer: Shinko Industries Ltd. the desired pressure the Duty 2 (standby) pump will start automatically. If the Position Description Valve
No. of sets: 2 Duty/Standby automatic function is available the Duty/Standby dialogue box
Open Reliquefaction plant fresh water cooling system FC34
Type: Vertical centrifugal motor-driven will be green, but if the Duty/Standby automatic function is not available the
expansion tank outlet valve
dialogue box will be red and the selector pushbutton will be inoperative.
Model: SVS400M Open No.1 reliquefaction plant fresh water cooling W201V
Capacity: 1,348m³/h at 400kPa A 1.5m³ expansion tank provides a positive head to the system as well as pump suction valve
Motor rating: 440V, 250kW at 1,800 rpm allowing for thermal expansion. The positive head ensures that, in the event Open No.1 reliquefaction plant fresh water cooling W203V
of a failure of a cooler, fresh water leaks into the sea water system so that sea pump discharge valve
water does not contaminate the fresh water system. The tank outlet is connected Open No.2 reliquefaction plant fresh water cooling W202V
Reliquefaction Plant Fresh Water Coolers to the system pump suction and the tank is topped-up with fresh water from the pump suction valve
Manufacturer: Hisaka Works Ltd fresh water service system. The tank is located in the cargo motor room and is Open No.2 reliquefaction plant fresh water cooling W204V
No. of sets: 2 per engine equipped with a low level switch and alarm. pump discharge valve
Type: Plate Open No.1 reliquefaction plant fresh water cooler inlet W209V
To prevent corrosion within the system, chemicals are added to the cooling water
Model: UX-996-NPM-225 valve
via the fresh water expansion tank. To facilitate this the cooling water must be
Capacity: 1,348m³/h fresh water and 1,250m³/h sea water sampled and analysed at regular intervals, and the treatment chemical added to Open No.1 reliquefaction plant fresh water cooler outlet W211V
the expansion tank as required to maintain the correct water condition. valve
Closed No.2 reliquefaction plant fresh water cooler inlet W210V
Auxiliary Central Cooling Fresh Water Booster Pumps Low temperature cooling water from the starboard LT system also supplies the valve
Manufacturer: Shinko Industries Ltd. two auxiliary central cooling fresh water booster pumps that supply cooling Closed No.2 reliquefaction plant fresh water cooler outlet W212V
No. of sets: 2 water to the high duty compressors and the cargo heater drain cooler, both valve
situated on deck. The return water from deck feeds back into the starboard Operational Reliquefaction plant fresh water cooler three-way WF280F
Type: Vertical centrifugal motor-driven central cooling fresh water system. The auxiliary central cooling system control valve
Model: SVS125M booster pumps are selected for duty and standby operation in the same way as Open No.1 BOG compressor LO cooler inlet valve FC27
Capacity: 91m³/h at 300kPa the reliquefaction cooling water pumps.
Open No.1 BOG compressor LO cooler outlet valve FC28
Motor rating: 440V, 15kW at 1,800 rpm
Open No.2 BOG compressor LO cooler inlet valve FC29
WARNING
Open No.2 BOG compressor LO cooler outlet valve FC30
Care must be taken when handling chemicals to avoid direct skin, eye
Introduction or clothing contact. Approved eye protection and gloves MUST be worn Open No.1 BOG compressor motor inlet valve FC15
The fresh water cooling system for the reliquefaction plant and cargo at all times. In the event of accidental contact, seek medical attention Open No.1 BOG compressor motor outlet valve FC16
machinery cooling fresh water system consists of two centrifugal pumps, which immediately. Open No.2 BOG compressor motor inlet valve FC17
draw water through two 100% duty plate coolers and circulate it around the Open No.2 BOG compressor motor outlet valve FC18
reliquefaction plant and cargo machinery cooling water systems. The cooling Preparation for the Operation of the Reliquefaction Plant Open Nitrogen compander (skid No.1) inlet valve FC03
water returns to the plate coolers, which are cooled with sea water supplied by Open Nitrogen compander (skid No.1) outlet valve FC01
two dedicated centrifugal pumps, as detailed in Section 2.4.1 of the Machinery
Cooling Fresh Water System
Open Nitrogen compander (skid No.2) inlet valve FC04
Operating Manual.
The following description assumes that No.1 reliquefaction plant fresh water Open Nitrogen compander (skid No.2) outlet valve FC02
One cooling fresh water pump is normally in service, with the standby pump cooler will be in service. Open No.1 nitrogen booster compressor jacket cooler RX832
switched for automatic starting. A pressure switch located on the discharge inlet valve
manifold provides the start signal for the standby pump should the operational a) Ensure that the cooling fresh water system is fully charged with
Open No.1 nitrogen booster compressor jacket cooler RX808
pump fail to maintain the pressure for any reason. The temperature of the water and that all air is vented from the system by opening the
outlet valve
cooling water entering the reliquefaction plant and cargo machinery cooling air separator valves FC13 and FC14. Ensure that the expansion
tank drain valve is closed and the expansion tank is at the correct Open No.2 nitrogen booster compressor jacket cooler RX804
water system is controlled by a three-way valve which regulates the flow of
level. Top-up the tank if required from the fresh water service inlet valve
water to the coolers. The temperature of the cooling water at the system inlet
is maintained at a temperature of 36°C. system.

Illustration 5.5a Cargo Machinery Fresh Water Cooling System

210V S38V
TIAH
PI No.2 Heavy Duty Inter-cooler After-cooler
TX TI PI
PP039 TI Compressor FC26 RX811 Key
Lubricating FC14 FC13 FC14 RX8 RX805 RX810
212V S37V Oil Cooler 04
DACS TX FC25
PI RX812 Fresh Water Cooling
Central Fresh RX806
Water Coolers for S40V No.2 Heavy Duty Sea Water
Compressor FC24
TI
Set at Reliquefaction
36°C TI PI Plant TI S35V Motor Control Air
E
P FC23 Electrical Signal
PI
TI PI
Compressor FC22
TI Lubricating
Control
Air Oil Cooler
211V S33V FC21
No.1 PI
No.1 Heavy Duty
PIAL
Motor Fresh
PX PP042
FC19 Water
Filling FC35
PCL
PS PP043 Expansion
RX802 Tank On Deck
RX808 LAL LS (1.5m3)
RX803
219V 204V 203V 218V Drain Cooler for FC32 RX8 RX809 RX812
S18V S17V Cargo Heater 32
PI PI Booster Booster FC34
Central Cooling Sea Water Compressor Compressor
Fresh Water Pump PI PI Cooling
No.2 No.1 Inter-cooler After-cooler
for Reliquefaction Plant Pumps for
(1,348m3/h x 400kPa) No.1 No.2 Reliquefaction
CI CI
Plant
CI CI
x 240kPa) PIAL Fresh Water System
PX
PP035 (See Illustration 2.5.2b
202V 201V S15V S16V
PCL Machinery)
PS
PP036
From Sea Water Crossover 255V

Main (See Illustration 2.4.1a Machinery)
No.2 BOG 254V
Central
FC29 FC17
No.2 Cooling Fresh
Water Boost No.1
CI
(91m3/h x 300kPa)
CI FC04 FC02
Cooler Cooling Fresh 253V 251V
FC27 FC15
Water System
Machinery)


Position Description Valve The auxiliary cooling water system booster pumps are normally selected
as a duty/standby pair, one pump normally being able to meet all cooling
Open No.2 nitrogen booster compressor jacket cooler RX806
requirements in this system. The individual pumps are selected from the DACS
outlet valve
in the same manner as for reliquefaction cooling water pumps. From the DACS
Open No.1 nitrogen booster compressor after-cooler RX831 select one pump, then START and place the pump in AUTO, now go to the
inlet valve second pump and place in AUTO. The Duty and Standby pumps have now
Open No.1 nitrogen booster compressor after-cooler RX802 been selected.
outlet valve
Open No.2 nitrogen booster compressor after-cooler RX810 The system is set up using the following valves:
inlet valve
Open No.2 nitrogen booster compressor after-cooler RX812 Position Description Valve
outlet valve Open No.1 auxiliary central cooling FW booster pump W251V
inlet valve
d) Set the reliquefaction cooling water pumps to duty/standby. Open No.1 auxiliary central cooling FW booster pump W252V
From the DACS select one pump, then START and place in outlet valve
AUTO, now go to the second pump and place in AUTO. The
Open No.2 auxiliary central cooling FW booster pump W253V
Duty and Standby pumps have now been selected.
inlet valve
e) Check that the fresh water cooler three-way temperature control Open No.2 auxiliary central cooling FW booster pump W254V
valve is set at 36°C and that the valve is operating correctly. outlet valve
Open No.1 HD compressor motor inlet valve FC19
f) Check that sea water cooling is being supplied to the fresh Open No.1 HD compressor motor outlet valve FC20
water coolers in accordance with Section 2.4.1 of the Machinery Open No.2 HD compressor motor inlet valve FC23
Operating Manual. Open No.2 HD compressor motor outlet valve FC24
g) Check the water level in the expansion tank and replenish if
required. Vent individual coolers as necessary. Open No.1 HD compressor LO cooler outlet valve FC22
h) Check the level of chemical treatment and dose as required. Open No.2 HD compressor LO cooler outlet valve FC26
Open Cargo heater drain cooler inlet valve FC31
i) Circulate the reliquefaction plant and cargo machinery cooling Open Cargo heater drain cooler outlet valve FC32
water system and check all users are being supplied with cooling
water at the required temperature and pressure.
j) With all of the machinery systems operating, check that

the correct temperatures and pressures are being maintained
throughout the systems. Check also for system leaks when at the
correct operating temperature.
Auxiliary Central Cooling Fresh Water Booster Pump System
Two high duty (HD) compressors are installed in the cargo machinery room
and are used for compressing the LNG vapour for return to the shore terminal
during cargo loading, tank purging and tank warming-up. The two auxiliary
central cooling fresh water booster pumps draw their supply from the starboard
LT cooling water system and supply the cooling water for the compressors and
the cargo heater drain cooler.

5.6 Passageways and Forward Bilge Systems
Illustration 5.6a Passageways and Forward Bilge System

Below Upper Deck
50
Key
LAH LS
LAH Sewage From BG19 Bilges
Shore LAH
Fire Main No.5 Fire Main
Connection BF75
65 From Air
LS BG25 BG23
Drinking
Water
Fire Main LS BG03 Electrical Signal
Tank No.7
(Port) 50 65
BG10 65
BF79
40 Chain
Bilge Shore LS 50 No.1
Locker
Connection BG21 50
50 BG27
50 LAH
50
BF05
To Overboard
Discharge
40 50
No.6 Cofferdam
No.5 Cofferdam
No.1 Cofferdam
BG02
From
Forward
Fire Main
No.5 Trunk No.1 Trunk Water Ballast Fore Peak Tank 50
Tank
50
65 50
BG01
LAH LAH No.3 BG09
LAH
BG26
LAH
50
40 No.2
LS LS From Fire Main
LS
LS BG05
Bilge
Shore BG20 50 40 BG08 BF06
50 BG04
Connection BF78
Chain
50 No.6 50 65 40 Locker
Fresh 50 65
Water Tank BG06
From 65
LS (Starboard) LAH LAH
65 Fire Main
BG24 BG22
Bosun’s BG07 From
Sewage
Store Fire Main
LAH Shore From No.4 LS LS
Connection Fire Main BF74
BG18
50
LS
Pilot Boarding Space
From Fire Main Fire Main From Fire Main
Compressed LAH
Air System From
Detail of Cargo Machinery Room BF75 BF74 Chain 40 BF05 Fire Main
50 BF06 Locker No.1
Compressor Room Motor Room BG10 65 BG03
No.2
50
25 50 BG27
CA88 BG08 Bosun’s
BG01
Bilge BG09 Store
65 BG02
Tank
A No.5 No.4 BG06 BG07
65
25
BG19 BG18 Forward
Heavy Fuel
25 BG17 25 25 BG28 No.3
50 50 Oil Tank
(Port and
BG16 BG27
BG14 BG13 BG12 Starboard)
From
Fire Main
BF08 BG29 Forward Water
Typical Section Ballast Tank
LAH (Centre)
40 40 Fire Main Fire Main BG05 50
Forward
Fore Peak Tank
Heavy Fuel Oil
50
40 BG15 40 BG11 LS Pump Room
25
No.7 No.6
65 65
BG04 50 50 BG26
LS LS
To Engine Upper Deck Upper Deck
Room Bilge
Void
Primary Tank Side Passageway LAH LAH

5.6 Passageways and Forward Bilge System • No.6 eductor located in the starboard aft passageway - aft Position Description Valve
starboard passageway bilges.
Open Overboard discharge valve BG-07
Bilge, Fire and General Service Pumps • No.7 eductor located in the port aft passageway - aft port Open Port bosun’s store bilge well suction valve BG-10
passageway bilges.
Manufacturer: Shinko Industries Ltd. Open Starboard bosun’s store bilge well suction BG-09
No. of sets: 2 valve
The cargo machinery room bilge system comprises of the motor room bilge
Type: Vertical centrifugal motor-driven and the compressor room bilge. These are separate systems and each bilge Closed No.3 eductor discharge valve BG-06
Model: RVP200-2MS system is pumped out using a dedicated air operated pump. The systems are
Capacity: 255/150m³/h at 340kPa/1.1MPa described below. Void Space and Forward HFO Pump Room Bilges Using No.3 Eductor
Motor rating: 440V, 110kW at 1,800 rpm The void space and forward HFO pump room bilges are discharged overboard
Procedure to Pump Out the Forward Bilges using the eductor and valves in the table below. When discharging bilges
overboard, valve BG-08 on the discharge line from the bosun’s store bilges
Introduction To empty the bilge wells and spaces, proceed as follows: should be kept closed.
The forward bilge systems operate to pump bilge water out of the spaces which a) Set the designated bilge, fire and GS pump to supply sea water Position Description Valve
are external to the engine room. These spaces include: to the fire and wash deck line, from which the required eductor Open No.3 eductor driving water inlet valve BF-08
• The chain lockers is supplied. One pump is normally left set-up for this purpose.
Open No.3 eductor discharge valve BG-06
• The focsle store areas b) When an adequate vacuum has been established the relevant Open Overboard discharge valve BG-07
• The forward HFO pump room bilge suction valve can be opened. Open Void space forward bilge suction valve BG-26
Open Void space aft bilge suction valve BG-04
• The forward void space c) When the selected bilge is empty, close the suction valve, stop Open Forward HFO pump room bilge well suction BG-05
• The pilot boarding spaces the bilge, fire and GS pump and close the eductor valves. valve
• The aft passageways Closed No.2 eductor discharge valve BG-08
d) If any flanges have had their blank flanges removed then these
• The cargo machinery spaces are to be refitted.
Note: When discharging bilge water from the forward HFO pump room great
Any water leakage into the various spaces, except the cargo machinery spaces, care must be taken to ensure that no oil is present in the water.
Chain Locker Bilge Wells Using No.1 Eductor
is removed using bilge eductors. The eductors have their driving water supplied
from the fire and wash deck main as shown in illustration 5.6a. Unlike the The chain locker bilges are discharged overboard using the eductor and the Starboard Pilot Boarding Space Bilge Using No.4 Eductor
engine room bilge system, there is no oil content monitor fitted to the overboard valves in the table below:
discharges of these systems, so care must be taken when emptying any of the The starboard pilot boarding space bilge well is discharged using the eductor
bilge wells that no oil contamination exists. The monitoring of the bilge wells and valve in the table below. The driving water is supplied via a flexible pipe
is achieved by the use of float switches linked to the DACS. and the discharge line is normally fitted with a blank flange which will require
Open No.1 eductor driving water inlet valve BF-05 removal before any bilge water is discharged.
There are seven 5m³/h bilge eductors covering the forward bilge sections. The Open No.1 eductor discharge valve BG-03
list below shows the various eductor locations and from where they derive their Open Port chain locker bilge well suction valve BG-02 Position Description Valve
bilge suction. Open Starboard chain locker bilge well suction BG-01 Open No.4 eductor driving water inlet valve BF-74
valve Operational Starboard pilot boarding space bilge suction BG-18
• No.1 eductor located in the bosun’s store - chain lockers.
non-return valve
• No.2 eductor located in the bosun’s store - bosun’s store bilge
Bosun’s Store Bilge Wells Using No.2 Eductor
wells.
The bosun’s store bilges are discharged overboard using the eductor and valves Port Pilot Boarding Space Bilge Using No.5 Eductor
• No.3 eductor located in the forward HFO pump room - void
in the table below. Valve BG-06 on the discharge line from the forward HFO The port pilot boarding space bilge well is discharged using the eductor and
space and forward HFO pump room.
pump room should be kept closed. valve in the table below. The driving water is supplied via a flexible pipe and
• No.4 eductor located in the starboard pilot boarding space
the discharge line is normally fitted with a blank flange which will require
bilge. Position Description Valve removal before any bilge water is discharged.
• No.5 eductor located in the port pilot boarding space bilge. Open No.2 eductor driving water inlet valve BF-06
Open No.2 eductor discharge valve BG-08

Illustration 5.6a Passageways and Forward Bilge System

Below Upper Deck
50
Key
LAH LS
LAH Sewage From BG19 Bilges
Shore LAH
Fire Main No.5 Fire Main
Connection BF75
65 From Air
LS BG25 BG23
Drinking
Water
Fire Main LS BG03 Electrical Signal
Tank No.7
(Port) 50 65
BG10 65
BF79
40 Chain
Bilge Shore LS 50 No.1
Locker
Connection BG21 50
50 BG27
50 LAH
50
BF05
To Overboard
Discharge
40 50
No.6 Cofferdam
No.5 Cofferdam
No.1 Cofferdam
BG02
From
Forward
Fire Main
No.5 Trunk No.1 Trunk Water Ballast Fore Peak Tank 50
Tank
50
65 50
BG01
LAH LAH No.3 BG09
LAH
BG26
LAH
50
40 No.2
LS LS From Fire Main
LS
LS BG05
Bilge
Shore BG20 50 40 BG08 BF06
50 BG04
Connection BF78
Chain
50 No.6 50 65 40 Locker
Fresh 50 65
Water Tank BG06
From 65
LS (Starboard) LAH LAH
65 Fire Main
BG24 BG22
Bosun’s BG07 From
Sewage
Store Fire Main
LAH Shore From No.4 LS LS
Connection Fire Main BF74
BG18
50
LS
Pilot Boarding Space
From Fire Main Fire Main From Fire Main
Compressed LAH
Air System From
Detail of Cargo Machinery Room BF75 BF74 Chain 40 BF05 Fire Main
50 BF06 Locker No.1
Compressor Room Motor Room BG10 65 BG03
No.2
50
25 50 BG27
CA88 BG08 Bosun’s
BG01
Bilge BG09 Store
65 BG02
Tank
A No.5 No.4 BG06 BG07
65
25
BG19 BG18 Forward
Heavy Fuel
25 BG17 25 25 BG28 No.3
50 50 Oil Tank
(Port and
BG16 BG27
BG14 BG13 BG12 Starboard)
From
Fire Main
BF08 BG29 Forward Water
Typical Section Ballast Tank
LAH (Centre)
40 40 Fire Main Fire Main BG05 50
Forward
Fore Peak Tank
Heavy Fuel Oil
50
40 BG15 40 BG11 LS Pump Room
25
No.7 No.6
65 65
BG04 50 50 BG26
LS LS
To Engine Upper Deck Upper Deck
Room Bilge
Void
Primary Tank Side Passageway LAH LAH

Position Description Valve Cargo Machinery Room Bilges Position Description Valve
Open No.4 eductor driving water inlet valve BF-75 Normally No.1 bilge primary tank inlet valve in engine B235V
The cargo machinery room has two separate bilge systems, the motor room
Operational Port pilot boarding space bilge suction non- BG-19 open room
bilge system and the compressor room bilge system. Each room has a port and
return valve starboard bilge well and these are equipped with high level float switches which Open Compressor room port bilge well suction BG-17
are linked to the DACS. The bilge wells in both rooms are pumped out using a valve
dedicated air operated pump. The pump discharges to a small bilge tank in the Open Motor room port bilge well suction valve BG-28
Starboard Aft Passageway Bilges Using No.6 Eductor
CMR. The small bilge tank is also drained to the engine room bilge primary Set Valve to drain to BG-12 BG-13
The starboard aft passageway bilge well is discharged using the eductor and tank, or to the upper deck, depending on the condition of the bilge water. Open CMR Bilge tank outlet valves to No.1 tank BG-12, BG
valve in the table below. The discharge line is normally fitted with a blank
Closed Bilge tank outlet valves BG-14
flange which will require removal before any bilge water is discharged. The bilge wells can also be drained directly to the upper deck by opening
valves BG-11 and BG-15 for the motor and compressor rooms respectively, Open Air operated pump compressed air supply CA88
depending on the condition of the bilge water. valve
Open No.6 eductor driving water inlet valve BF-78 c) When the selected bilge is empty, stop the air operated pump
Operational Starboard aft passageway bilge suction non- BG-20 Compressor Room Bilge System by closing valve CA88. Close the bilge suction valves and the
return valve pump discharge valve BG29.
Description Valve
Starboard bilge well suction valve BG-16
Port Aft Passageway Bilges Using No.7 Eductor Note: The bilge wells are pumped to the bilge tank in the cargo machinery
Port bilge well suction valve BG-17
room and then drained by gravity from the bilge tank to the engine room
The port aft passageway bilge well is discharged using the eductor and valve in Bilge tank drain valve BG-12 drain tank.
the table below. The discharge line is normally fitted with a blank flange which
Starboard and port bilge well drain valve BG-15
will require removal before any bilge water is discharged.
Position Description Valve Motor Room Bilge System

Open No.7 eductor driving water inlet valve BF-79 Description Valve
Open Port aft passageway bilge suction non-return BG-21 Starboard bilge well suction valve BG-27
valve Port bilge well suction valve BG-28
Starboard and port bilge well drain valve BG-11
Procedure to Pump Out the Compressor Room and Motor

Room Bilges Using the Air Operated Pump
To empty the bilge wells to the engine room No.1 bilge primary tank, proceed
as follows:
a) Ensure that the deck compressed air system pressure is normal.

The system is supplied from the GS air system in the engine
room.
b) Set the required valves as in the table below:

Open Compressor room starboard bilge well suction BG-16
valve
Open Motor room starboard bilge well suction BG-27
valve

Section 6: Cargo Operations
6.1 Insulation Space Pressurising
6.1.1 Insulation Space Inerting
6.1.2 In-Service Test

Illustration 6.1.1a Nitrogen System FI

PAL PAH PI FI PAL PAH PAL PIC PI
From Nitrogen
PX PI NG FX
Buffer Tank in FX PX PI PI PX PX
Engine Room NG99 109
NG98 NG97 NG96

NG103 NG102 NG100 Near Manifold
NG
NG58 43
NG64
NG98 NG34 NG27 NG17 NG10
NG NG71
CR 76 CR To Aft CR CR CR
NG To Aft IS 501 NG 401 NG IS Bilge 301 NG To Aft IS 201 NG To Aft IS 101
Bilge Well To Aft IS
91 69 51 Well 32 Bilge Well 15 Bilge Well
NG83 To Fixed Bilge Well NG57 To Fixed NG38 To Fixed NG21 To Fixed NG04 To Fixed
NG Gas NG Gas NG Gas NG Gas NG Gas
NG NG NG NG
90 Detection 68 Detection 50 Detection 31 Detection 14 Detection
88 NG NG NG 48 NG 29 NG 12 NG
NG NG System NG NG System NG NG System NG NG System NG NG System
86 66 60 41 24 07
92 89 NG 70 67 52 49 33 30 16 13
PI PI PI PI
NG NG 79 PI
NG NG NG NG NG NG NG NG
85 82 59 56 40 37 23 20 06 03
CR CR CR CR NG CR
NG NG NG46 NG NG NG NG
504 404 NG 304 204 26 104
84 NG 58 NG 39 22 09 05
63
NG81 78 NG55 45 NG36 NG19 NG02
NG NG
NG
NG80 NG54 NG NG35 25 NG18 08 NG01
62
No.5 To No.5 No.4 To No.4 Gas No.3 44 To No.3 Gas No.2 To No.2 Gas No.1 To No.1 Gas
Gas Gas Gas Gas Gas
Liquid Gas Dome Liquid Dome Gauge Liquid Dome Gauge Liquid Dome Gauge Liquid Dome Gauge
IBS
IBS
IBS
IBS
IBS
IBS
IBS
IBS
IBS
IBS
IS
IS
IS
IS
IS
IS
IS
IS
IS
IS
Dome Dome Dome Dome Dome
Dome Gauge Board Dome Board Dome Board Dome Board Dome Board
NC506 NC406 NC306 NC206 NC106
CR NC505 NC405 NC305 NC205 NC105

NC CR403 NC CR303 NC CR203 NC CR103 NC
503
501 401 NC 301 NC 201 NC 101 NC
NC
NC 507 NC 407 NC NC 307 NC 207 NC 107
NC PX PX NC
NC PX 502 402 302 PX 202 NC PX 102
414 314 214
514 To Fixed 114
NC PI NC To Fixed PI NC To Fixed NC To Fixed NC To Fixed
PI Gas PI PI
503 NC 403 Gas NC 303 Gas NC 203 Gas 103 Gas
NC Detection 417 NC NC NC
Detection 317 Detection 217 NC Detection NC Detection
517 System 415 315 117
NC System System 215 System 115 System
NC504 NC404 NC NC304 NC204 NC104
NC NC CR 418 CR CR NC CR NC CR
518 318
515 502 402 302 218 202 118 102
To Fixed Gas To Fixed Gas To Fixed Gas To Fixed Gas
To Fixed Gas NG
Detection System Detection System Detection System Detection System
NC512 Detection System 108 NC416 NC412 NC312 NC212 NC112
NC316
NC516 NC216 NC116
NG To Spray Line To Spray Line
To Spray Line To Spray Line To Spray Line
77
NG
NC510 NC509 NC508 NC410 NC409 NC408 NC310 NC309 NC308 42 NC210 NC209 NC208 NC110 NC109 NC108
From NG
NC519 Engine Room 75 NC419 NC319 NC119
NC511 NC411 NC311 Near Manifold NC211 NC219 NC111
Waste
Gas Motor Room
Compressor Room NG74
to GCU
No.2 HD Compressor Shaft Seal NG72
CG901
No.1 HD Compressor Shaft Seal Key
To Nitrogen
BOG No.2 BOG Compressor Shaft Seal Booster Nitrogen
CG900 to GCU
No.2 BOG Compressor BHD Seal Compressor
216 219 To Cold Box BOG
Skid
No.1 BOG Compressor Shaft Seal Insulation
NG113 Electrical Signal
NG NG NG No.1 BOG Compressor BHD Seal NG74
106 112 111

Illustration 6.1.1b Cargo Barrier Space Pressure Control Screen Shot
Ras Gas III 1 Feb 2008, 21:16:10

Illustration 6.1.1c Insulation Spaces Evacuation
PAL PAH PI FI PAL PAH PAL PIC PI FI
PI PX PI PI
PX PI FX PX PI NG
NG99 109
To Gas
Combustion NG98 NG97 NG96
Unit NG100
NG103 NG102
PAL DPIC
PS
MMO79 NG76
PI
NG86 NG85 NG84 Purging and Interbarrier

1: For Emergency NG88 Sealing Header and Insulation
45V Pump Junction Spaces Pressurisation
A NG83
Box Purging NG79 Header
2: For Thermowell
Purging PI
46V NG81 NG80 NG80
To Safety
Chamber To Fixed Gas
44V Detection System No.5 Vent Mast
NG82
NG98 Gas
No.5 VP NG78
IBS
Dome
IS
Liquid
IBS
IS
40V Pressure Gauge and Twin
NG89 NG90 NG91 Dome
Chambers Water Guard System Detail
Set at
PI
0.55MPa
37V 38V NG92
A
34V 36V Valve Closed
During IBS
Set Set PI and IS
0.5MPa PCV-8-70 0.5MPa PCV-8-68 Vacuum
NC505
Process
NC514 NG77 Water
33V 35V NC515 NC512 To Fixed Gas
NC517
Detection System
NC518 NC507
NC501 From
Set at To Fixed Gas Engine Room
1.3MPa Detection
V-8-64 System NC504 NC502 Twin Chambers Water Guard System is Used
PSV-8-61 NC516
to Protect Insulated Spaces During Filling
To Spray Line With Nitrogen Operation
NC503
Nitrogen Buffer Tank PI NC510 NC509 NC508

(65m3)
NC511 PIC
Key
V-8-62 NC519 Nitrogen

From Nitrogen Generator Air
Membrane Unit
V-8-63
Plug Electrical Signal
To Nitrogen Generator
Membrane Unit For Purging Pressure Gauge and
V-8-65
A Twin Chambers Water
Guard System Detail

6.1 Insulation space pressurising The nitrogen production plant is maintained in an automatic mode, but during Position Description Valve
normal operations, one generator (capacity 145m3/h) is able to maintain
Closed IS exhaust sample/purge valve NG81
6.1.1 Insulation Space Inerting the pressure in the buffer tank owing to the small demands placed upon the
system. When a high nitrogen demand is detected, the second generator will Closed IBS exhaust control valve NC502
On completion of a dry dock period the insulation and interbarrier spaces may start automatically. (See Section 4.8 of this manual for details of the nitrogen Closed IBS exhaust control isolation valves NC501, NC503
require inerting and this can be carried out either by using the on board nitrogen production plant.) Closed IBS exhaust control bypass valve NC504
generator or having the nitrogen vapour supplied from ashore. Normally the Closed IBS fixed gas detection take-off valve NC507
ship’s nitrogen generators are sufficient for providing the nitrogen.
Operating Procedure for Vacuum Process Closed IBS exhaust sample/purge valve NC505
Prior to any inerting of these spaces, either with the nitrogen being supplied (See illustration 6.1.1c)
c) Remove the safety relief valves CR503 and CR504 on No.5
from ashore or on board, great care has to be taken to ensure that all sampling
and control systems are fully operational and personnel are fully conversant Because the insulated spaces must be at the same pressure during evacuation, a liquid dome and replace with the twin water guard system
with the operation. temporary bypass is installed between the IBS and IS exhaust lines at the relief units.
valve flanges on the gas dome, the relief valve having been removed. Similarly,
If possible, the cargo tanks should be maintained at a pressure of at least 3kPa a pressure gauge and twin water guard system is installed at the relief valve d) Remove the safety relief valves CR501 and CR502 on No.5
above atmospheric during the inerting and drying of the insulation spaces to flanges on the liquid dome. During the vacuum process the inlet valve to this vapour dome and connect to the vacuum pump.
reduce the risk of over-pressurising the spaces. unit must be closed.
e) Close the inlet valve on each of the twin water guard units.
In the extreme case where the oxygen content in the insulation spaces was Assuming the No.5 cargo tank insulation space is to be evacuated and refilled,
above 10%, then the vacuum pumps would be required to pull a vacuum of proceed as follows: f) Start the vacuum pump and carefully bring the insulation spaces
20kPa absolute in both the IBS and IS spaces simultaneously and back-fill
down to a 20kPa absolute vacuum, monitoring the progress
with nitrogen. a) Set the nitrogen supply valves to the interbarrier and insulation locally on the twin water guard system pressure gauges and the
spaces as follows: local pressure gauge board.
The vacuum pump is supplied from shore as the vessel does not normally carry
these.
Position Description Valve g) When the insulation spaces reaches a 20kPa absolute vacuum,
Before cooling down the cargo tanks, the nitrogen in the insulation spaces Closed IS supply sample/purge valve NG98 stop the vacuum pump and slowly open the nitrogen supply to
should contain less than 3% oxygen and be dryer than -20°C dew point. The Closed IS supply bypass valve NG92 the spaces via the bypass valves NC519 and NG92 and fill to a
nitrogen provides a dry and inert medium for the following purposes: Closed IS supply control valve NG90 pressure of 95kPa absolute, open the inlet valve to the twin water
guard system to prevent over-pressurisation of the spaces.
• To prevent the formation of a flammable mixture in the event of Closed IS supply control isolating valves NG89, NG91
an LNG leak Closed IS portable gas sampling high point valve NG88 h) Repeat the above process three times or until the nitrogen in the
• To permit easy detection of a leak through a barrier Closed IBS supply bypass valve NC511 insulation spaces contains less than 3% oxygen and be dryer
Closed IBS supply bypass valve NC519 than -20°C dew point.
• To prevent corrosion
Closed IBS supply control valve NC509
i) When the nitrogen content in the insulation space is within
The nitrogen is produced by two nitrogen generators located in the engine Closed IBS supply control isolating valves NC508, NC510
the required limits the system can be set up ready for normal
room and is stored in a pressurised 65m3 buffer tank at 0.9MPa, ready to be Closed IBS portable gas sampling low point valves NC515, NC514
supplied to the pressurisation headers through make-up regulating valves. operations.
NC516
Closed IBS portable gas sampling high point valves NC517, NC518
From the headers, branches are led to the interbarrier and insulation spaces of CAUTION
each tank. Any excess nitrogen is vented through regulating exhaust valves to Closed Fixed gas detection take-off valve NC512 The pressure within the insulation spaces should be kept at atmospheric
the nitrogen vent mast on each tank from the IBS and to deck from the IS. until the tank pressure increases sufficiently for it to be constantly
b) Set up the nitrogen exhaust valves to the interbarrier and maintained at least 30kPa above the insulation spaces pressure during
The system is automatically maintained by alternate exhaust and make-up insulation spaces as follows: normal operations. This is because the insulation spaces MUST be
as the atmospheric pressure and the temperature rises and falls, between a protected at all times against over-pressurisation which could result in
pressure of 0.5kPa and 1.0kPa above atmospheric. Position Description Valve membrane failure.
Closed IS exhaust control valve NG85
Both the IBS and IS spaces on each tank are provided with pressure relief
Closed IS exhaust control isolating valves NG84, NG86
valves which open at a pressure, sensed in each space, of 3kPa for the IBS and
3.5kPa for the IS above atmospheric. A manual bypass with a globe valve is Closed IS exhaust control bypass valve NG83
provided for local venting and sweeping of a space if required. Closed IS fixed gas detection take-off valve NG82

Illustration 6.1.1d Nitrogen Pressurisation and Control System (Tank No.5)

PAL PAH PI
FI PAL PAH PAL PIC PI FI
To Gas
PX PI
Combustion FX PX PI PI PX PI
NG FX
Unit NG99 109 Interbarrier and Insulation
Spaces Pressurisation Header
NG98 NG97 NG96
Purging and Sealing Header
NG103 NG102 NG100
CR501
NG98
PIAL
PS
DACS No.5 Liquid Dome NG76
To Aft IS Gauge Board
PI NG91 Bilge Well
PI
NG90 NG86
NG88 NG87
45V NG92 NG89 NG85 NG83 NG79
To Fixed Gas
CR NG84
46V NG82 Detection System
To Safety 504
Chamber
44V NG81
To No.5 Gas
Set at NG80 Dome Gauge Board
0.55MPa Gas NG78
No.5
IBS
Dome
IS
Liquid Key
IBS
IS
40V 32V
Dome To No.5 Gas Nitrogen
Set at
NC506 Dome Gauge Board
0.55MPa Electrical Signal
37V 38V CR503 NC505
No.5 Liquid Dome To Fixed Gas
CN008 36V NC501
Gauge Board Detection System
NC507
NG
Set
Set PCV-8.70 PCV-8.68 PX NC502 NC504 114
0.5MPa 0.5MPa NC513
PI NC514 NC503 NG77
33V 35V NC515
NC517
NC518
From
Set at
Engine Room
1.3MPa
V-8.64 NC516
CR502
To Spray Line
NG108
NC512
Nitrogen Buffer Tank PI NC510 CN509 NC508 To Fixed Gas
(65m3) Detection System Compressor Room Motor Room
NC511
NG75
NC519
NG73
From Nitrogen No.2 HD Compressor Shaft Seal
Generator NG72
Plug No.1 HD Compressor Shaft Seal
To Nitrogen To Nitrogen
Generator Membrane No.2 BOG Compressor Shaft Seal
Booster
For Purging No.2 BOG Compressor BHD Seal Cold Box
Compressor
Insulation
No.1 BOG Compressor Shaft Seal Skid
No.1 BOG Compressor BHD Seal NG74
NG113

Operating Procedure for Normal Inerting d) The IBS exhaust valves, NC102, NC202, NC302, NC402 and
(See illustration 6.1.1d) NC502, are set for 1.0kPa via the space split range controller,
and the IS exhaust valves, NG06, NG23, NG40, NG59 and
a) The manual valves on each side of the supply and exhaust NG85, are set for IBS plus 0.4kPa gauge, ie, 1.4kPa via the
control valves, together with the valves to the liquid and gas space split range controller.
dome gauge boards, should be fully open. For clarity the No. 5
tank has been used as an example, all other tanks should be set e) The pressure control valve from the nitrogen buffer tank reduces
up as below: the pressure from 0.9MPa to 0.5MPa to supply the IBS/IS
pressurisation header.
f) Open the manual isolating valves NG100 (to purging and
Closed IS supply sample/purge valve NG98 sealing header), NG96 and NG98 on the insulation space
Closed IS supply bypass valve NG92 pressurisation header and set the control valve NG97 to 30kPa
Automatic IS supply control valve NG90 at the DACS, bypass valve NG99 is to be closed to allow the
Open IS supply control isolating valves NG89, NG91 supply of nitrogen to the headers from the nitrogen buffer tank
Closed IS portable gas sampling high point valve NG88 in the engine room.
Closed IBS supply bypass valve NC511
In the event of cargo gas leakage into an interbarrier space, each space can be
Closed IBS supply bypass valve NC519 swept with a continuous feed of nitrogen by opening the exhaust bypass valve,
Automatic IBS supply control valve NC509 eg, NC504 for No.5 tank, from the space and allowing a controlled purge
Open IBS supply control isolating valves NC508, NC510 through the IBS supply valve NC511. Close monitoring of the gas analyser on
Closed IBS portable gas sampling low point valves NC515, NC514 this space will be necessary during purging.
NC516
Closed IBS portable gas sampling high point valves NC517, NC518 CAUTION
Open Fixed gas detection take-off valve NC512 The insulation spaces must be protected at all times against over-
pressurisation which could result in membrane failure.
b) Set up the nitrogen exhaust valves to the interbarrier and
insulation spaces as follows: A portable elbow bend can be connected to the IBS supply header for
connection to the spray line for IBS stripping if required, see Section 7.2 of
this manual for details.
Automatic IS exhaust control valve NG85
Set Points
Open IS exhaust control isolating valves NG84, NG86
Closed IS exhaust control bypass valve NG83 Space Set Point Action
Open IS fixed gas detection take-off valve NG82 IBS 0.2kPa Low pressure alarm
Closed IS exhaust sample/purge valve NG81 IBS 0.5kPa Nitrogen supply valve control
Automatic IBS exhaust control valve NC502 IBS 1.0kPa Nitrogen exhaust valve control
Open IBS exhaust control isolation valves NC501, NC503 IBS 1.5kPa High pressure alarm
Closed IBS exhaust control bypass valve NC504 IBS 3.0kPa Pressure relief valve opens
Open IBS fixed gas detection take-off valve NC507 IS 0.0kPa Low differential pressure alarm
Closed IBS exhaust sample/purge valve NC505 IS 0.4kPa Low pressure alarm
IS IBS +0.2kPa (0.7kPa) Nitrogen supply valve control
c) The IBS nitrogen supply control valves, NC109, NC209, IS 1.0kPa High differential pressure alarm
NC309, NC409 and NC509, are normally set to open at 0.5kPa
IS IBS + 0.5kPa (1.5kPa) Nitrogen exhaust valve control
and close at 1.0kPa by the split range controller via the DACS,
and the IS supply control valves, NG14, NG31, NG50, NG68 IS 2.5kPa High pressure alarm
and NG90, are set for IBS plus 0.2kPa, ie, 0.7kPa, via the split IS 3.5kPa Pressure relief valve opens
range controller for the space.

6.1.2 In-Service Test Illustration 6.1.2a IBS and IS Piping Arrangement on Liquid Dome
Classification society regulations require that the barriers of a membrane tank

should be capable of being checked periodically for their effectiveness. The From Interbarrier Space
Pressurisation Header
following covers the practice, recommendations and precautions which should
be taken during the in-service examination of the interbarrier and insulation F
From Insulation Space
spaces. To N2 Vent Mast
Pressurisation Header
To Gas Detector
Method for Checking the Effectiveness of the Barriers
Primary Barrier (304L Stainless Steel)
Each IBS space is provided with a permanently installed gas detection system
capable of measuring gas concentration at intervals not exceeding thirty
minutes. The results of this monitoring give a continuous indication of the
membrane tightness; any gas concentration in excess with regard to the steady
rates would be the indication of membrane damage.
Depending on the degree of leakage the gas concentration can be controlled by Safety Valve
purging with nitrogen or alternatively it may be necessary to take the vessel out Connection
of service to effect repairs. for IBS
Secondary Barrier (Triplex)

The insulation space is monitored in the same manner and the same procedures
for purging in the way that the IBS would be carried out. Leakage through the
secondary barrier will show as a migration of nitrogen from the higher to lower
pressure space, ie, IS to IBS. The IS supply (make-up) and IBS exhaust valves
will be continually open.
IBS
IS
am
ff erd
Co
N2 Distribution of Nitrogen at IBS Bottom and
Stripping of the Leaked Cargo in IBS (Bottom
AFT Part)
Portable Liquid Level Measuring (Bubbling Type)

and Portable Gas Sampling for IBS (Low Point)
Nitrogen Distribution at IBS Top and Portable

Gas Sampling High Point
Nitrogen Distribution in IS Safety Valve Connection for IBS

(Bottom Through Cofferdam AFT)
Aft IS with Portable Liquid Level Gauge
Bilge IS Safety Valve Pilot Portable Gas
Bubbling Type and Manual Sounding (AFT)
Well Sampling for IS (High Point)
and Portable Gas Sampling for IS (Low Point AFT)

6.2 Post Dry Dock and Pre-loading Operations
6.2.1 Drying Cargo Tanks
6.2.2 Inerting Cargo Tanks
6.2.3 Gassing-Up Cargo Tanks
6.2.4 Cooling Down Cargo Tanks

Illustration 6.2.1a Drying Cargo Tanks (Summer)

Manifold
Gas
Combustion CL012 CL014 CL013 CL011
Vent Gas Heater
Safety Valve RR808 Port Forward Starboard
RL848
RL849
RL813
CS062 CS061
CS051
RG846

RG850
RG848
RG849
RG825 RG803 RG801 1st
2 nd
RG821
CS052
Cold Box No.1 BOG Compressor
No.1 No.2
CS064 CS063
CG880
Gas
RL808
RL807
RL830
CG852 CG854 RG847 LNG Transfer
Combustion RG810 RG816 Pumps
Unit CG900
CG072 CG071
CG883
RL810
RL809
BOG Heater RG804 RG802 1st 2nd RG822
CG078 CG077
CG855 CG851 No.2 BOG Compressor CS066 CS065
CG881
CG862 CG864
CG834 RL820 RL815
CG882
CL032 CL034 CL033 CL031

High Duty Heater
RL818 RL819
RL822
CG865 CG861 CG832 CG833 CG831
CG079
CS750
RL816
RL821
CG821 CS068 CS067
CG844
RL817
RL824 RL823
CL042 CL044 CL043 CL041
LNG Vaporiser
CS871
CS872
CG842 CG843 CG841 Key

No.2 HD Compressor
Dry-Air
CS870
CG822
Locked
Closed
CG800 Nitrogen
Vapour Return Line Atmospheric Air
CG807 CG808
CG809
Dry-Air Supply
CG802
CG804
CS757
CG803
CG801
CS756
CG806
CG805
CL702
Inert Gas Dryer

and Plant from
Engine Room
Vapour Main
To Cofferdam
CG721
CG722
Liquid Main
Spray Main CL700
CS752 CS751
CR862
SAS551
SAS451
SAS351
SAS251
SAS151
CG720
CS555
CS455
CS355
CS255
CS155
CL510
CL410
CL310
CL210
CL110
CG571
CG471
CG371
CG271
CG171
CS556
CS456
CS356
CS256
CS156
CR560
CR460
CS554
CS454
CS354
CS254
CS154
CS550 CS557
CS450 CS457
CS350 CS357
CS250 CS257
CS150 CS157
CL508
CL501
CL408
CL308
CL208
CL401
CL301
CL201
CL108
CL101
CG570
CG470
CG370
CG270
CG170
CS551
CS552
CS451
CS452
CS351
CS252
CS251
CS152
CS151
CL507
CL502
CL500
CL407
CL402
CL400
CL307
CL302
CL300
C3352
CL207
CL202
CL200
CL107
CL102
CL100


CL504
CL503
CL404
CL403
CL304
CL303
CL204
CL203
CL104
CL103

6.2 Post Dry dock and Pre-loading b) Install the spool piece to connect the discharge line from the j) Monitor the dew point at the gas dome through the sample
Operations dry-air/inert gas plant with the liquid header. valves on the vapour header located between the two manual
vapour valves, these valves are listed as SAG170 and SAG170
c) Confirm the spectacle flanges on the vapour dome are in the at the No.1 tank, and are also fitted on tanks Nos.2, 3, 4 and 5
6.2.1 drying cargo tanks
open position. respectively.
Introduction d) Open valve CL702 to supply dry-air to the liquid header. k) When the dew point has reached -20°C or less, close the filling
and the vapour valves of the tank.
During a dry docking or tank inspection, the cargo tanks which have been e) Using the DACS, open the individual tank filling and branch
opened up and contain wet-air must be dried out before cargo can be carried valves in accordance with the following table: Note: The No.1 tank should be the final tank processed to ensure that the
again. The drying process is necessary to avoid the formation of ice when the system is always full of dry-air.
tanks are cooled down and to prevent the formation of corrosive agents if the Position Description Valve
humidity combines with excess sulphur and nitrogen oxides present in the inert Open No.1 tank filling and branch valves CL100, CL110 l) Wet-air which may be contained in the discharge lines from the
gas. cargo pumps, float level piping and any associated pipework in
Open No.2 tank filling and branch valves CL200, CL210
the cargo compressor room must also be purged with dry-air;
Before gassing-up, the tanks are filled with inert gas to prevent the possibility Open No.3 tank filling and branch valves CL300, CL310
this is normally carried out in conjunction with the drying of
of any flammable air/LNG mixtures forming. Normal humid air is initially Open No.4 tank filling and branch valves CL400, CL410 the cargo tanks. Section 6.7.3 of this manual provides a detailed
displaced by dry-air and then the dry-air is displaced by inert gas produced Open No.5 tank filling and branch valves CL500, CL510 procedure on this, simply substitute dry-air for inert gas.
from the dry-air/inert gas plant. (Refer to Section 4.9, Inert Gas System).
f) Open the manual header valves to the vapour domes in m) When all of the tanks have been dried, stop the inert gas plant
Note: The inert gas is primarily nitrogen and carbon dioxide containing less accordance with the following table: and close the supply valve CL702 to the liquid header. Valve
than 1% oxygen and with a dew point of -45°C or below. CG721 is to be left open at all times, except for isolation or
Position Description Valve maintenance.
In the summer the dry-air is heavier than the ambient air, therefore the dry-air Open No.1 tank vapour valves CG170, CG171
from the dry-air/inert gas plant is introduced to the bottom of the cargo tanks Note: It is necessary to lower the tank’s dew point by the use of dry-air to
Open No.2 tank vapour valves CG270, CG271
through the filling pipes. The ambient air is displaced from the top of each tank at least -20°C before feeding the tanks with inert gas. This is to avoid the
through the vapour header, and is discharged from the vent mast at No.1 tank. Open No.3 tank vapour valves CG370, CG371
formation of any corrosive agents.
This is followed by introducing inert gas using the same piping route and the Open No.4 tank vapour valves CG470, CG471
displacement method. The nitrogen system should be ready to be brought into Open No.5 tank vapour valves CG570, CG571 The parameters for operation are as follows:
use. Open Vapour header valve to No.1 vent mast riser CG721
Tanks 100% capacities of each tank, excluding domes are:
In winter the dry-air can be lighter than the ambient air and in this case the g) Raise the set point of the regulating valve CG720 to 100mbar
dry-air is introduced into the top of the tank through the gas dome and vapour and maintain the cargo tank pressure at least 20mbar higher than
header. The ambient air is displaced up the filling line into the liquid header No.1 24,871.71m³
the insulation spaces, venting through the No.1 mast riser as No.2 47,852.48m³
and then vented to atmosphere through the forward vent mast at No.1 tank. necessary.
No.3 47,833.10m³
The dry-air operation can be carried out in port or at sea, taking approximately No.4 47,827.60m³
h) From the inert gas control panel, start the inert gas generator to
20 hours to reduce the dew point to < -20°C, at which time the plant operation No.5 47,839.24m³
produce dry-air. This will automatically discharge to the funnel
is changed over to produce inert gas.
until the correct dew point is obtained. When the dew point is Total tank volume 216,224.13m³
at -45°C, the valve to deck will open and the discharge valve to Volume of dry-air produced per hour 21,000m³/h
Operating Procedure for Drying Tanks (Summer) the funnel close.
Time taken for drying operation 20 hours (2 volume changes)
(See illustration 6.2.1a above)
i) Monitor the dew point of each tank by taking a reading with
All of the valves are assumed closed prior to operations. a portable meter at the three liquid dome sample lines. These
sample lines measure at stepped levels from the top to the
Dry-air, with a dew point of -45°C is produced by the dry-air/inert gas plant at bottom of the tank and the valves are in pairs, listed as SA101/
a flow rate of 21,000Nm³/h. SA102, SA103/SA104 and SA105/SA106 on No.1 tank, and are
also fitted on tanks Nos.2, 3, 4 and 5 respectively.
a) Prepare the dry-air/inert gas plant for use in the dry-air mode.

Illustration 6.2.1b Drying Cargo Tanks (Winter)

Gas Manifold
Vent Gas Heater
RL848
RL849
RL813
CS062 CS061
CS051
RG846

RG850
RG848
RG849
RG825 RG803 RG801 1st 2nd RG821
CS052
No.1 No.2
CS064 CS063
CG880
Gas
RL808
RL807
RL830
Unit CG900 CG072 CG071
CG883
RL810
RL809
BOG Heater RG804 RG802 1st
2 nd
RG822
CG078 CG077
CG881
CG862 CG864
CG834 RL820 RL815
CG882
CL032 CL034 CL033 CL031

High Duty Heater
RL818 RL819
RL822
CG865 CG861 CG832 CG833 CG831
CG079
CS750
RL816
RL821
CG821 CS068 CS067
CG844 CL042 CL044 CL043 CL041
RL817
RL824 RL823
LNG Vaporiser
CS871
CS872

No.2 HD Compressor
Dry-Air
CS870
CG822
Locked
Closed
CG800 Nitrogen
Vapour Return Line
Atmospheric Air
CG807 CG808
CG809
Dry-Air Supply
CG802
CG804
CS757
CG803
CS756
CG801
CG806
CG805
CL702
Inert Gas Dryer

and Plant from
Engine Room
Vapour Main
To Cofferdam
CG721
CG722
Liquid Main
Spray Main CL700
CS752 CS751
CR862
SAS551
SAS451
SAS351
SAS251
SAS151
CG720
CS555
CS455
CS355
CS255
CS155
CL510
CL410
CL310
CL210
CL110
CG571
CG471
CG371
CG271
CG171
CS556
CS456
CS356
CS256
CS156
CR560
CR460
CS554
CS454
CS354
CS254
CS154
CS550 CS557
CS450 CS457
CS350 CS357
CS250 CS257
CS150 CS157
CL508
CL501
CL408
CL308
CL208
CL401
CL301
CL201
CL108
CL101
CG570
CG470
CG370
CG270
CG170
CS551
CS552
CS451
CS452
CS351
CS252
CS251
CS152
CS151
CL507
CL502
CL500
CL407
CL402
CL400
CL307
CL302
CL300
C3352
CL207
CL202
CL200
CL107
CL102
CL100


CL504
CL503
CL404
CL403
CL304
CL303
CL204
CL203
CL104
CL103

Operating Procedure for Drying Tanks (Winter) i) Raise the set point of regulating valve CG720 to 100mbar and The parameters for operation are as follows:
(See illustration 6.2.1b above). maintain the cargo tank pressure at least 20mbar higher than
the insulation spaces, venting through the No.1 mast riser as Tanks 100% capacities of each tank, excluding domes are:
All of the valves are assumed closed prior to operations. necessary.
No.1 24,871.71m³
Dry-air, with a dew point of -45°C is produced by the dry-air/inert gas plant at j) From the inert gas control panel, start the inert gas generator to No.2 47,852.48m³
a flow rate of 21,000Nm³/h. produce dry-air. This will automatically discharge to the funnel
No.3 47,833.10m³
until the correct dew point is obtained. When the dew point is
at -45°C, the valve to deck will open and the discharge valve to No.4 47,827.60m³
a) Prepare the dry-air/inert gas plant for use in the dry-air mode.
the funnel close. No.5 47,839.24m³
b) Install the spool piece to connect the discharge line from the Total tank volume 216,224.13m³
dry-air/inert gas plant with the vapour header via the compressor k) Monitor the dew point of each tank by taking a reading with Volume of dry-air produced per hour 21,000m³/h
suction line. a portable meter at the three liquid dome sample lines. These Time taken for drying operation 20 hours (2 volume changes)
sample lines measure at stepped levels from the top to the
c) Install the spool piece to connect the liquid header with No.1 bottom of the tank and the valves are in pairs, listed as SA101/
vent mast riser at valve CL700. SA102, SA103/SA104 and SA105/SA106 on No.1 tank, and are
also fitted on tanks Nos.2, 3, 4 and 5 respectively.
d) Confirm the spectacle flanges on the vapour dome are in the
OPEN position. l) When the dew point has reached -20°C or less, close the filling
and the vapour valves of the tank.
e) Open valves SAG843 and CG843 to supply dry-air to the vapour
header. Note: No.1 tank should be the final tank processed to ensure that the system
is always full of dry-air.
f) Using the DACS, open the individual tank filling and branch
valves in accordance with the following table:. m) Wet-air which may be contained in the discharge lines from the
cargo pumps, float level piping and any associated pipework in
Position Description Valve the cargo compressor room must also be purged with dry-air;
Open No.1 tank filling and branch valves CL100, CL110 this is normally carried out in conjunction with the drying of
the cargo tanks. Section 6.7.3 of this manual provides a detailed
procedure on this, simply substitute dry-air for inert gas.
Open No.4 tank filling and branch valves CL400, CL410 n) When all of the tanks have been dried, stop the inert gas plant.
Open No.5 tank filling and branch valves CL500, CL510 Close the supply valve CL609 to the vapour header. Valve
CG721 is to be left open at all times, except for isolation or
g) Open the manual header valves to the vapour domes in maintenance.
accordance with the following table:
Note: It is necessary to lower the tank’s dew point by the use of dry-air to at
Position Description Valve least -20°C, before feeding the tanks with inert gas to avoid the formation of
Open No.1 tank vapour valves CG170, CG171 corrosive agents.
Open Liquid header valve to No.1 vent mast riser CL700
h) Open the manual liquid header valve to No.1 vent mast riser.

Illustration 6.2.2a Inerting Cargo Tanks Prior To Gas Filling

Gas Manifold
Combustion
CL012 CL014 CL013 CL011
Vent Gas Heater
RL848
RL849
RL813
CS062 CS061
CS051
RG846

RG850
RG848
RG849
RG825 RG803 RG801 1st 2nd RG821
Cold Box
CS052
No.1 BOG Compressor
No.1 No.2
CS064 CS063
CG880
Gas
RL808
RL807
RL830
Unit CG900
CG072 CG071
CG883
RL810
RL809
CG855 CG851 No.2 BOG Compressor CG078 CG077
CS066 CS065
CG881
CG862 CG864
CG834 RL820 RL815
CG882
CL032 CL034 CL033 CL031

High Duty Heater
RL818 RL819
RL822
CG865 CG861 CG832 CG833 CG831
CG079
CS750
RL816
RL821
CG821
CS068 CS067
CG844
RL817
RL824 RL823
CL042 CL044 CL043 CL041
LNG Vaporiser
CS871
CS872
CG842 CG843 CG841

No.2 HD Compressor
Key
CS870
CG822
Locked
Closed
CG800
Dry-Air
Vapour Return Line Nitrogen
Inert Gas
CG807 CG808
CG809
Dry-Air Supply
CG802
CG804
CS757
CG803
CS756
CG801
CG806
CG805
CL702
Inert Gas Dryer

and Plant from
Engine Room
Vapour Main
To Cofferdam
CG721
CG722
Liquid Main
Spray Main CL700
CS752 CS751
CR862
SAS551
SAS451
SAS351
SAS251
SAS151
CG720
CS555
CS455
CS355
CS255
CS155
CL510
CL410
CL310
CL210
CL110
CG571
CG471
CG371
CG271
CG171
CS556
CS456
CS356
CS256
CS156
CR560
CR460
CS554
CS454
CS354
CS254
CS154
CS550 CS557
CS450 CS457
CS350 CS357
CS250 CS257
CS150 CS157
CL508
CL501
CL408
CL308
CL208
CL401
CL301
CL201
CL108
CL101
CG570
CG470
CG370
CG270
CG170
CS551
CS552
CS451
CS452
CS351
CS252
CS251
CS152
CS151
CL507
CL502
CL500
CL407
CL402
CL400
CL307
CL302
CL300
C3352
CL207
CL202
CL200
CL107
CL102
CL100


CL504
CL503
CL404
CL403
CL304
CL303
CL204
CL203
CL104
CL103

6.2.2 Inerting Cargo Tanks Position Description Valve k) When all of the tanks are inerted to less than 2% oxygen and
dried to -40°C dew point:
Introduction Open No.2 tank filling and branch valves CL200, CL210 • Stop the supply of inert gas
Open No.3 tank filling and branch valves CL300, CL310 • Close the supply valve CL702 to the liquid header
Inert gas, with an oxygen content of less than 1% and a dew point of -45C, is
Open No.4 tank filling and branch valves CL400, CL410 • Close the tank filling valves CL100~CL500
produced by the dry-air/inert gas plant with a flow rate of 21,000Nm³/h. For
a more detailed description on the operation of the inert gas generating plant, Open No.5 tank filling and branch valves CL500, CL510
• Ensure vapour header vent valve, CG720, is set in auto to
refer to Section 4.9 of this manual. 230mbar
f) Open the manual header valves to the vapour domes in
• Remove the spool piece that connects the inert gas header to
The emergency pump column has to be inerted with nitrogen before inerting accordance with the following table:
the liquid header
the cargo tanks.
Position Description Valve • Valve CG721 is to be left open at all times, except for
WARNING isolation or maintenance
Inert gas from this generator and pure nitrogen will not sustain life. Open No.2 tank vapour valves CG270, CG271
Great care must be exercised to ensure the safety of all personnel Note: Until the ship is ready to load LNG, the tanks can be maintained
Open No.3 tank vapour valves CG370, CG371 under inert gas pressure for as long as necessary. While the cargo tanks are at
involved with any operation using inert gas of any description to avoid
Open No.4 tank vapour valves CG470, CG471 atmospheric pressure the insulation spaces must remain under a vacuum. The
asphyxiation due to oxygen depletion.
Open No.5 tank vapour valves CG570, CG571 cargo tank pressure must be maintained at least 20mbar above the insulation
The time taken to reduce the oxygen content to less than 2% by volume and Open Liquid header valve to No.1 vent mast riser CL700 spaces pressure and to reduce leakage once the tanks are pressurised, isolate
the final dew point to -40°C is a further 20 hours. Inert gas can be introduced all of the valves at the forward venting system.
without first using dry-air where the tanks have been maintained during refit g) Raise the set point of regulating valve CG720 to 100mbar and
with a flow of dry-air. This reduces the combined operation time by 20 hours. maintain the cargo tank pressure at least 20mbar higher than
the insulation spaces, venting through the No.1 mast riser as
During the time that the inert gas plant is in operation for drying and inerting necessary.
the tanks, the inert gas is also used to dry and to inert all of the other LNG and
vapour pipework. Before introduction of LNG liquid or vapour, the pipework h) From the inert gas control panel, start the inert gas generator
not purged with inert gas must be purged with nitrogen. to produce inert gas. This will automatically discharge to
the funnel until the correct dew point and oxygen content is
obtained. When inert gas with an oxygen content of less than
Procedure for Inerting the Cargo Tanks 1% in volume and a dew point of -45C is produced, the valve to
(See illustration 6.2.2a). deck will open and the discharge valve to the funnel close.
a) Prepare the dry-air/inert gas plant for use in the inert gas i) Monitor the dew point at the gas dome through the sample
mode. valves on the vapour header located between the two manual
vapour valves, these valves are listed as SAG170 and SAG170
b) Install the spool piece to connect the discharge line from the at the No.1 tank, and are also fitted on tanks Nos.2, 3, 4 and 5
dry-air/inert gas generator with the liquid header. respectively. Oxygen (O2) content is to be less than 2% and the
dew point less than -40°C. Progress of the inerting can also be
c) Confirm the spectacle flanges on the vapour dome are in the monitored using the liquid dome sampling points, these sample
OPEN position. lines measure at stepped levels from the top to the bottom of the
tank.
d) Open valve CL702 to supply dry-air to the liquid header.
j) During tank inerting, purge the air contained in the lines and
e) Using the DACS, open the individual tank filling and branch equipment for approximately 5 minutes by using the sample
valves in accordance with the following table: point valves. (See Section 6.7.3, Gas Freeing, for a detailed
procedure.)

Illustration 6.2.2b Inerting Cargo Tanks with Nitrogen

Manifold
Gas
Vent Gas Heater
RL848
RL849
RL813
CS062 CS061
CS051
RG846

RG850
RG848
RG849
RG825 RG803 RG801 1st 2nd RG821
CS052
No.1 No.2
CS064 CS063
CG880
Gas
RL808
RL807
RL830
Unit CG900
CG072 CG071
CG883
RL810
RL809
2 nd
RG822
CG078 CG077
CG881
CG862 CG864
CG834 RL820 RL815
CG882
CL032 CL034 CL033 CL031

High Duty Heater
RL818 RL819
RL822
CG865 CG861 CG832 CG833 CG831
CG079
CS750
RL816
RL821
CG821 CS068 CS067
CG844
RL817
RL824 RL823
CL042 CL044 CL043 CL041
LNG Vaporiser
CS871
CS872
CG842 CG843 CG841

No.2 HD Compressor
CS870
CG822
Locked
Closed Key
CG800
Nitrogen
Vapour Return Line
Nitrogen Vapour
CG807 CG808 Dry-Air
CG809
Dry-Air Supply
CG802
CG804
CS757
CG803
CS756
CG801
CG806
CG805
CL702
Inert Gas Dryer

and Plant from
Engine Room
Vapour Main
To Cofferdam
CG721
CG722
Liquid Main
Spray Main CL700
CS752 CS751
CR862
SAS551
SAS451
SAS351
SAS251
SAS151
CG720
CS555
CS455
CS355
CS255
CS155
CL510
CL410
CL310
CL210
CL110
CG571
CG471
CG371
CG271
CG171
CS556
CS456
CS356
CS256
CS156
CR560
CR460
CS554
CS454
CS354
CS254
CS154
CS550 CS557
CS450 CS457
CS350 CS357
CS250 CS257
CS150 CS157
CL508
CL501
CL408
CL308
CL208
CL401
CL301
CL201
CL108
CL101
CG570
CG470
CG370
CG270
CG170
CS551
CS552
CS451
CS452
CS351
CS252
CS251
CS152
CS151
CL507
CL502
CL500
CL407
CL402
CL400
CL307
CL302
CL300
C3352
CL207
CL202
CL200
CL107
CL102
CL100


CL504
CL503
CL404
CL403
CL304
CL303
CL204
CL203
CL104
CL103

Drying and Inerting the Cargo Tanks Using Liquid Nitrogen Position Description Valve Note: No.1 tank should be the final tank to be inerted to ensure that the
Open Vaporiser inlet valve CS870 system is always full of nitrogen.
There are occasions where it is not possible to use the on board inert gas plant
to dry and inert the tanks, and the alternative method is to use liquid nitrogen Open Vaporiser manual discharge valve CG821
k) When all the tanks have been dried, stop the supply of liquid
from ashore. Open Vaporiser outlet valve to liquid header CL807
nitrogen and close the manifold supply valve to the spray header
Open No.1 tank filling valves CL100, CL110 and the regulating valve at No.1 vent mast riser. Raise the set
Liquid nitrogen is loaded from ashore and sent to the vaporiser via the spray Open No.2 tank filling valves CL200, CL210 point of CG720 to 230mbar.
header. The liquid nitrogen is vaporised and the gaseous nitrogen distributed to Open No.3 tank filling valves CL300, CL310
the liquid header and then to each of the tanks through the liquid filling line.
Open No.4 tank filling valves CL400, CL410 Position Description Valve
The warm gaseous nitrogen vapour displaces the atmospheric air through the Open No.5 tank filling valves CL500, CL510 Close No.1 liquid manifold ESDS (S) valve CL011
vapour main and to atmosphere at No.1 mast riser. Close No.1 manifold double-shut bypass valve CS061
f) Open the valves to discharge the air in the tanks to atmosphere Reset Vapour header pressure control valve CG720
The cargo tanks, associated pipework and machinery are considered to be dried via the No.1 vent mast riser.
and inerted when the readings from the portable oxygen and dew point meters l) Allow the vaporiser and cargo lines to warm-up to ambient
give the tank contents as being less than 2% O2 and a dew point of -40°C or Position Description Valve temperature before shutting off the steam supply to the vaporiser
less. This will normally take approximately 20 hours. and closing the system down. This is to avoid over-pressurisation
within the pipelines due to the cold nitrogen vapour expanding
Procedure for Drying and Inerting the Cargo Tanks Using as it warms-up. Monitor the pressure in the vaporiser and if
Open No.3 tank vapour valves CG370, CG371 necessary vent to one of the cargo tanks.
Liquid Nitrogen Open No.4 tank vapour valves CG470, CG471
(See illustration 6.2.2b). Open No.5 tank vapour valves CG570, CG571 m) Atmospheric air which may be contained in the discharge lines
Open Vapour header valve to No.1 vent mast riser CG721 from the cargo pumps, float level piping and any associated
a) Warm-through the main vaporiser as described in Section 4.6. pipework in the cargo compressor room, must be purged with
g) Check that the water curtain is in operation, then open the nitrogen. This is normally carried out in conjunction with the
b) Connect the spool piece between the vaporiser discharge line nitrogen supply valve to the spray header. drying of the cargo tanks by venting through the respective
and the liquid header in way of valve CL702. sample points, located on the pipework, until an acceptable
reading is obtained on the portable dew point and oxygen
c) Open the spray header to the main vaporiser. meters.
Open No.1 liquid manifold ESD(S) valve CL011
Position Description Valve The procedure for drying and inerting the associated pipework and machinery
h) Request the shore to supply the liquid nitrogen at slow speed space with nitrogen is identical to that used during the drying and inerting of
Open No.1 liquid manifold cooldown valve CS061 to cool down the spray header, vaporiser and liquid line. As the the tanks, using the on board inert gas/dry-air plant.
Open Spray header block valves CS750, CS752 system cools down, the automatic inlet and temperature valves
Open Spray header to vaporiser inlet valve CS756 will control the amount of flow and temperature in the vaporiser.
The outlet temperature should be +20°C, supply inlet pressure
d) Set the main vaporiser control valves. 2.5 bar, inlet flow 28m³/h and outlet flow 16,457m³/h.
Position Description Valve i) The tank pressure is controlled via the vapour header pressure
Set Vaporiser automatic inlet control valve CS871 control valve CG720 set in the automatic mode. Raise the set
point of this to 70mbar and maintain the cargo tank pressure at
Set Vaporiser automatic temperature control CS872
least 20mbar higher than the insulation space pressure.
valve
j) Monitor the dew point and oxygen content of each tank by
e) Open the valves to supply nitrogen gas to the liquid header and
taking a reading with the portable dew point and oxygen meters
open the tank isolating and filling valves.
at the sample points. When the dew point is -40°C or less and
the O2 content less than 2%, close in the filling and vapour
valves of the tank.

Illustration 6.2.3a Gassing-Up Cargo Tanks - Venting

Manifold
Gas
Combustion CL012 CL011
CL014 CL013
Vent Gas Heater
RL848
RL849
RL813
CS062 CS061
CS051
RG846

RG850
RG848
RG849
RG825 RG803 RG801 1st 2nd RG821
CS052
No.1 No.2
CS064 CS063
CG880
Gas
RL808
RL807
RL830
Unit CG900
CG072 CG071
CG883
RL810
RL809
CG855 CG078 CG077
CG851 No.2 BOG Compressor CS066 CS065
CG881
CG862 CG864
CG834 RL820 RL815
CG882
CL032 CL034 CL033 CL031

High Duty Heater
RL818 RL819
RL822
CG865 CG861 CG832 CG833 CG831
Pre-Cooler
CG079
CS750
No.1 HD Compressor
RL816
RL821
CG821
CS068 CS067
CG844
RL817
RL824 RL823
CL042 CL044 CL043 CL041
LNG Vaporiser
CS871
CS872

No.2 HD Compressor
LNG Liquid
CS870
CG822
Locked
Closed
CG800 Nitrogen
Vapour Return Line Inert Gas
LNG Vapour Warm
CG807 CG808
CG809
Dry-Air Supply
CG802
CG804
CS757
CG803
CS756
CG801
CG806
CG805
CL702
Inert Gas Dryer

and Plant from
Engine Room
Vapour Main
To Cofferdam
CG721
CG722
Liquid Main
Spray Main CL700
CS752 CS751
CR862
SAS551
SAS451
SAS351
SAS251
SAS151
CG720
CS555
CS455
CS355
CS255
CS155
CL510
CL410
CL310
CL210
CL110
CG571
CG471
CG371
CG271
CG171
CS556
CS456
CS356
CS256
CS156
CR560
CR460
CS554
CS454
CS354
CS254
CS154
CS550 CS557
CS450 CS457
CS350 CS357
CS250 CS257
CS150 CS157
CL508
CL501
CL408
CL308
CL208
CL401
CL301
CL201
CL108
CL101
CG570
CG470
CG370
CG270
CG170
CS551
CS552
CS451
CS452
CS351
CS252
CS251
CS152
CS151
CL507
CL502
CL500
CL407
CL402
CL400
CL307
CL302
CL300
C3352
CL207
CL202
CL200
CL107
CL102
CL100


CL504
CL503
CL404
CL403
CL304
CL303
CL204
CL203
CL104
CL103

6.2.3 Gassing-Up Cargo Tanks The first stage of the operation while venting to atmosphere will take Position Description Valve
approximately 10 hours, the second stage can be in two forms, with either
Auto LNG vaporiser control valve CS871
vapour returned to shore for 10 hours, or the use of the gas combustion
Introduction unit which will take approximately 20 hours based on the GCU capacity of Open LNG vaporiser outlet valve CG821
1,800m³/h. Open Supply to the vapour header CG805
After lay-up or dry dock, the cargo tanks are filled with inert gas or nitrogen.
If the purging has been carried out with inert gas, the cargo tanks have to On completion of warm LNG vapour purging, the cargo tanks will normally g) Open the header valves to the vapour domes in accordance with
be purged with LNG vapour and cooled down when the vessel arrives at the be cooled down. the following table:
loading terminal. This is because, unlike nitrogen, inert gas contains 15%
carbon dioxide (CO2) which will freeze at around -60°C and produces a white
powder or foam which can block valves, filters and nozzles. To avoid any Procedure for Gassing-Up the Cargo Tanks - Venting Position Description Valve
problems with blocked filters, etc, the manifolds, spray header and vaporisers Open No.1 tank vapour valves CG170, CG171
(See Illustration 6.2.3a).
are purged with nitrogen prior to the purging of the cargo tanks with inert Open No.2 tank vapour valves CG270, CG271
gas. It has been assumed, though unlikely, that all of the valves are closed prior to Open No.3 tank vapour valves CG370, CG371
use.
The inert gas in the cargo tanks is then replaced with warm LNG vapour to
remove any freezable gases such as CO2 and to complete the drying of the a) Install the following removable bends/spool pieces: Open No.5 tank vapour valve CG570, CG571
tanks. Close Vapour header valve to No.1 vent mast riser CG721
• Liquid header to No.1 mast riser
• Liquid header to HD compressor supply Note: For safety reasons, ensure that the hull water curtain on the connected
Operation side is in operation and that all purge/sampling valves are closed.
b) Prepare the LNG vaporiser for use.
LNG is supplied from the terminal to the liquid manifold where it passes to the
h) Using the DACS, open the individual tank loading valves in
stripping/spray header via the appropriate ESDS liquid valve. c) Adjust the set point of the temperature control valve to +20°C accordance with the following table:
for the vaporiser.
It is then fed to the vaporiser and the LNG vapour produced is passed at +20°C
to the vapour header and then into each tank via the vapour domes. Position Description Valve
d) Using the DACS, adjust the set point of the flow control valve
for the vaporiser to provide a flow of 34m³/h, which will give an Open No.1 tank filling and branch valves CL100, CL110
The LNG vapour is lighter than the inert gas, which allows the inert gases in inlet pressure of 6 bar and an outlet flow of 18,841m³/h. Open No.2 tank filling and branch valves CL200, CL210
the cargo tanks to be exhausted up the tank loading column to the liquid header. Open No.3 tank filling and branch valves CL300, CL310
The inert gas then free-flows to shore through the HD compressors and vapour e) Adjust the set point of the regulating valve at the No.1 mast riser Open No.4 tank filling and branch valves CL400, CL410
manifold. so that at all times the cargo tank pressure is at least 20mbar
higher than the insulation spaces.
Note: It may be possible at some terminals to discharge the inert gas to
i) Using the DACS, open valve CL011, the No.1 ESD manifold
atmosphere until the 5% hydrocarbon (% figure will be specified by the Position Description Valve valve on the starboard side, and request the terminal to
particular port authority) is detected at No.1 mast riser. The exhaust gas is
Set No.1 mast riser control valve CG720 commence the supply of LNG liquid to the ship at a slow rate.
then directed ashore via the HD compressors or to the GCU.
Open Liquid header to No.1 vent mast crossover CL700 Slowly increase the rate of delivery until the required rate to
The operation is considered complete when the hydrocarbon content (HC), as valve the vaporiser is attained. Whether rate or pressure is used will
measured at the top of the cargo filling pipe exceeds 95% by volume, 99% at depend on the terminal, either start at 1 bar and slowly build up
the tank bottom, and the CO2 less than 0.5% by volume. This normally entails f) Set up the spray header to supply LNG to the vaporiser in to 6 bar or start at 2m³/h and build up to 34m³/h.
approximately 1.5 changes of the volume of the atmosphere in the cargo tank. accordance with the following table:
j) Adjust the No.1 mast riser pressure with CG720 to 100mbar,
On completion of the warm LNG vapour purging, the cargo tanks will normally Position Description Valve as a minimum the cargo tank pressure must be at least 20mbar
be cooled down. higher than the insulation spaces.
Open No.1 starboard manifold double shut-off CS061
bypass valve to spray main
It may be necessary to undertake the purging of one or more tanks at sea using k) Monitor the inert gas exhausting at each liquid dome using the
Open Spray header block valves CS750, CS752 mid cargo tank sample cock initially, followed by the sample
LNG liquid already on board. In this case the liquid will be supplied to the
Open Spray header to vaporiser inlet CS756 cock at the vapour dome. Also monitor the inert gas exhausted
vaporiser via the stripping/spray header using the stripping/spray pump of a
cargo tank containing LNG liquid. Open LNG vaporiser inlet block valve CS870 at No.1 mast riser, using the sample cock.
Auto LNG vaporiser temperature control valve CS872

Illustration 6.2.3b Gassing-Up Cargo Tanks - To Shore

Gas Manifold
Combustion
Unit CG901 RG842 RG843 RG827 CL012 CL014 CL013 CL011
Vent Gas Heater
Safety Valve RR808
Header RG844 RG826 RG845 Port Forward Starboard
RL848
RL849
RL813
RG846 CS062 CS061
CS051
Plant
RG850 CL022 CL024 CL023 CL021
RG848
RG849
RG825 RG803 RG801 1st 2nd RG821
CS052
No.1 No.2
CS064 CS063
CG880
Gas
RL808
RL807
RL830
Unit CG900
CG883
CG072 CG071
RL810
RL809
CG855 CG851 No.2 BOG Compressor CG077
CG078
CS066 CS065
CG881
CG862 CG864
CG834 RL820 RL815
CG882
High Duty Heater CL032 CL034 CL033 CL031
RL818 RL819
RL822
CG865 CG861 CG832 CG833 CG831
CG079
CS750
RL816
RL821
CG821
CS068 CS067
CG844
RL817
RL824 RL823
CL042 CL044 CL043 CL041
LNG Vaporiser
CS871
CS872
CG842 CG843 CG841

No.2 HD Compressor
CS870
CG822
Locked
Closed
CG800
Key
Vapour Return Line LNG Liquid
Nitrogen
CG807 CG808
Inert Gas
LNG Vapour Warm
CG809
Dry-Air Supply
CG802
CG804
CS757
CG803
CS756
CG801
CG806
CG805
CL702
Inert Gas Dryer

and Plant from
Engine Room
Vapour Main
To Cofferdam
CG721
CG722
Liquid Main
Spray Main CL700
CS752 CS751
CR862
SAS551
SAS451
SAS351
SAS251
SAS151
CG720
CS555
CS455
CS355
CS255
CS155
CL510
CL410
CL310
CL210
CL110
CG571
CG471
CG371
CG271
CG171
CS556
CS456
CS356
CS256
CS156
CR560
CR460
CS554
CS454
CS354
CS254
CS154
CS550 CS557
CS450 CS457
CS350 CS357
CS250 CS257
CS150 CS157
CL508
CL501
CL408
CL308
CL401
CL301
CL208
CL201
CL108
CL101
CG570
CG470
CG370
CG270
CG170
CS551
CS552
CS451
CS452
CS351
CS252
CS251
CS152
CS151
CL507
CL502
CL500
CL407
CL402
CL400
CL307
CL302
CL300
C3352
CL207
CL202
CL200
CL107
CL102
CL100


CL504
CL503
CL404
CL403
CL304
CL303
CL204
CL203
CL104
CL103

l) When 5% hydrocarbon, (or the quantity the port authority will Procedure to Purge the Cargo Tanks - Vapour to Shore If the cargo tank pressure increases, request the terminal to reduce the supply
allow) is detected at the No.1 mast riser and each vapour dome, of LNG.
Stage Two
request permission from the terminal personnel to direct exhaust
gas to the terminal facilities. (See illustration 6.2.3b). If the cargo tank pressure decreases, either shut down one of the compressors
as necessary, or request the terminal to increase the LNG liquid supply to the
The second stage of the procedure is to bring the hydrocarbon content inside vaporiser.
Procedure to Purge the Lines and Equipment with LNG the cargo tanks up to 99% by volume at the tank bottom, utilising the HD
Vapour compressors returning vapour to shore. When the cargo tank hydrocarbon content reaches 99% by volume at the tank
bottom, throttle-in the individual tank loading valve until it is only just cracked
Where it has not been possible to purge the spray header and cargo machinery a) Prepare both HD compressors for use. open.
space equipment with nitrogen prior to the gassing-up of the tanks, then these
areas will have to be purged with LNG to ensure all traces of the inert gas are b) Install the spool piece connecting the liquid line to the suction i) Request the terminal to stop the supply of LNG liquid.
removed. This would normally be carried out during the gassing-up of the for the HD compressors if not already installed.
cargo tanks. j) Stop both HD compressors.
c) Adjust the set point of both HD compressors’ pressure control
During the change of atmosphere, purge the following sections for about five valve to 60mbar(g), or the required value. k) Close valve CS756, the spray header to vaporiser inlet valve.
minutes each:
d) On the HD compressors, open the following valves: l) Do not shut down the vaporiser until it has been warmed-
a) All sections of the stripping/spray header and tank connections, through to the ambient temperature.
via the valves at each liquid dome. Position Description Valve
• No.1 tank CS156, CS151, CS152, SAS151 Open Liquid header to IG crossover line CL702 m) Remove and blank the removable bends after purging them with
nitrogen and testing the gas content.
• No.2 tank CS256, CS251, CS252, SAS251 Open Crossover line to HD compressor supply CG808
• No.3 tank CS356, CS351, CS352, SAS351 Open No.1 HD compressor inlet valve CG831 n) Prepare the cargo system for cooldown.
Open No.2 HD compressor inlet valve CG841
• No.4 tank CS456, CS451, CS452, SAS451
Open No.1 HD compressor outlet valve CG832
• No.5 tank CS556, CS551, CS552, SAS551 Open No.2 HD compressor outlet valve CG842
Auto HD compressor discharge line to vapour CG800
b) At the manifolds, purge the manual, ESD and manifold return to shore line valve
bypass valves which are not in use, using the sample and drain
connections. Note: Ensure that valve CG079 vapour main to vapour manifold is closed,
otherwise the vapour will recirculate around the system.
c) Purge the following lines and equipment for five minutes each:
• Both heaters, BOG compressors and emergency vent line e) Open the vapour manifold ESDS valve CG071 (starboard side).
This will enable a free-flow of gas to the terminal and is a check
• Extremities of vapour header via sample points
that the pipeline layout on board has been lined-up correctly.
d) Continue with gassing-up of the cargo tanks while carrying out
the above. f) Using the DACS, adjust the set point of the No.1 mast riser
control valve CG720 to the required value, for example,
200mbar(g), so that this valve will remain closed during normal
running of the compressors, but would act in a safety capacity if
necessary.
g) As the tank pressure increases, use the DACS system to start

one or both of the compressors as necessary, returning vapour
to shore.
h) Using the DACS, monitor the pressure inside the tanks.

Illustration 6.2.3c Gassing-Up Cargo Tanks - To GCU

Gas Manifold
Combustion
Vent Gas Heater
Safety Valve RR808
Header Port Forward Starboard
RG844 RG826 RG845
RL848
RL849
RL813
RG846 CS062 CS061
CS051
Plant
RG850 CL022 CL024 CL023 CL021
RG848
RG849
RG825 RG803 RG801 1st 2nd RG821
CS052
No.1 No.2
CS064 CS063
CG880
Gas
RL808
RL807
RL830
Unit CG900
CG883
CG072 CG071
RL810
RL809
CG078
CS066 CS065
CG881
CG862 CG864
CG834 RL820 RL815
CG882
RL818 RL819
RL822
CG865 CG861 CG832 CG833 CG831
CG079
CS750
RL816
RL821
CG821
CS068 CS067
CG844
RL817
RL824 RL823
CL042 CL044 CL043 CL041
LNG Vaporiser
CS871
CS872
CG842 CG843 CG841

No.2 HD Compressor Key
CS870
CG822
Locked
Closed LNG Liquid
CG800
Nitrogen
Vapour Return Line
Inert Gas
LNG Vapour Warm
CG807 CG808
CG809
Dry-Air Supply
CG802
CG804
CS757
CG803
CS756
CG801
CG806
CG805
CL702
Inert Gas Dryer

and Plant from
Engine Room
Vapour Main
To Cofferdam
CG721
CG722
Liquid Main
Spray Main CL700
CS752 CS751
CR862
SAS551
SAS451
SAS351
SAS251
SAS151
CG720
CS555
CS455
CS355
CS255
CS155
CL510
CL410
CL310
CL210
CL110
CG571
CG471
CG371
CG271
CG171
CS556
CS456
CS356
CS256
CS156
CR560
CR460
CS554
CS454
CS354
CS254
CS154
CS550 CS557
CS450 CS457
CS350 CS357
CS250 CS257
CS150 CS157
CL508
CL501
CL408
CL308
CL208
CL401
CL301
CL201
CL108
CL101
CG570
CG470
CG370
CG270
CG170
CS551
CS552
CS451
CS452
CS351
CS252
CS251
CS152
CS151
CL507
CL502
CL500
CL407
CL402
CL400
CL307
CL302
CL300
C3352
CL207
CL202
CL200
CL107
CL102
CL100


CL504
CL503
CL404
CL403
CL304
CL303
CL204
CL203
CL104
CL103

Procedure to Purge the Cargo Tanks - Vapour to GCU f) Using the DACS, adjust the set point of No.1 mast riser control
valve CG720 to the required value, for example, 200mbar(g), so
Stage Two
that this valve will remain closed during normal running of the
(See illustration 6.2.3c). compressors, but would act in a safety capacity if necessary.
The following procedure would be used where the vapour to shore was not g) As the tank pressure increases, use the DACS system to start one
available. or both of the compressors as necessary, returning vapour to the
GCU.
The procedure is to bring the hydrocarbon content inside the cargo tanks up
to 99% by volume at the tank bottom, utilising the HD compressors returning h) Using the DACS, monitor the pressure inside the tanks.
vapour to the GCU.
If the cargo tank pressure increases, request the terminal to reduce the supply
The following procedure is limited by the capacity of the GCU: of LNG.
a) Prepare both HD compressors for use. If the cargo tank pressure decreases, either shut down one of the compressors
as necessary, or request the terminal to increase the LNG liquid supply to the
b) Install the spool piece connecting the liquid line to the suction vaporiser.
for the HD compressors if not already installed.
When the cargo tank hydrocarbon content reaches 99% by volume at the tank
c) Adjust the set point of both HD compressors’ pressure control bottom, throttle-in the individual tank loading valve until it is only just cracked
valve to 60mbar(g), or the required value. open.
d) On the HD compressors, open the following valves: i) Request the terminal to stop the supply of LNG liquid.
Position Description Valve j) Stop both HD compressors.

Open Liquid header to IG crossover line CL702
k) Close valve CS756, spray header to vaporiser inlet valve.
Open Crossover line to HD compressor supply CG808
Open No.1 HD compressor inlet valve CG831 l) Do not shut down the vaporiser until it has been warmed-
Open No.2 HD compressor inlet valve CG841 through to the ambient temperature.
Open No.1 HD compressor outlet valve CG832
Open No.2 HD compressor outlet valve CG842 m) Shut down the high duty heater.
e) Set up the high duty heater to supply to the GCU at 25°C. n) Remove and blank the removable spool pieces after purging
them with nitrogen and testing the gas content.
o) Prepare the cargo system for cooldown.
Open High duty heater inlet valve CG861
Auto High duty heater supply control valve CG864
Auto High duty heater temperature control valve CG865
Open High duty heater outlet valve CG862
Open High duty heater crossover valve to GCU CG883
Open Supply to GCU CG900

Illustration 6.2.4a Cargo Plant Screen Shot
Ras Gas III 1 Feb 2008, 21:16:10

6.2.4 Cooling Down Cargo Tanks Cooling down cargo tanks from +30 to -130°C so they can be loaded requires Initial Avg Tank Temp Time to Cool to Avg Temp -130°C Quantity
LNG to be sprayed into the tanks for about 10 hours at a rate of 126m³/h, or
°C Hours m3
about 1,260m³ total. That quantity is sufficient to cool the tank vapour and
Introduction primary membrane to the desired -130°C temperature to permit the tanks to be -118 2 250
loaded within 12.5 hours. -125 1 125
Arriving at the terminal to load the first cargo after refit or repairs where the -130 0 0
vessel was required 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 LNG Quantity Used for Cooldown in 10 Hours
LNG is supplied from the terminal to the cooldown manifold and from there
headers and tanks must be cooled down before loading can commence. The
directly to the spray header which is open to the cargo tanks. Once the cargo
cooldown operation follows immediately after the completion of gassing-up, If all five cargo tanks are cooled simultaneously through the spray nozzles in
tank cooldown is nearing completion, the liquid manifold crossovers, liquid
using LNG supplied from the terminal. one cooldown header for 10 hours continuously at an average spray header
header and loading lines are cooled down.
pressure of 3 bar, then the LNG quantity used for cooldown will be about
Unlike rigid cargo tank designs, vertical thermal gradients in the tank walls are 1,260m³ and the average temperature in each tank will be -130°C or colder.
Cooldown of the cargo tanks is considered complete when the temperature
not a significant limitation on the rate of cooldown. The rate of cooldown is
sensors in each tank indicate an average temperature of -130°C or lower over
limited for the following reasons: The following table from Gaz Transport & Technigas is based on the average
the whole tank. This applies only for the first cooldown after the tank has
cooldown data from other Mark 111 type membrane vessels, with 3 bar pressure
• To avoid excessive pump tower stress. been warmed-up, subsequent cooldowns only require the bottom temperature
to the spray rail. This is only a guide and individual vessels may differ.
• Vapour generation must remain within the capabilities of the sensors to be -130°C or lower. When this temperature has been reached, and
HD compressors to maintain the cargo tanks at a pressure of the Custody Transfer System (CTS) registers the presence of liquid, bulk
Cooling Down Time Primary Barrier loading can begin.
between 5 and 7kPa(g). Mean Temperature
• To remain within the capacity of the nitrogen system to maintain 0 hour 30°C Vapour generated during the cooldown of the tanks is returned to the terminal
the interbarrier and insulation spaces at the required pressures. 1 hour 12°C via the HD compressors and the vapour manifold as in the normal manner for
2 hours -20°C loading.
If the terminal can handle the vapours, all five cargo tanks can be simultaneously
cooled down to an average temperature in each of -130°C in 10 hours and use 3 hours -47°C
During cooldown, nitrogen flow to the IBS and IS spaces will significantly
about 1,260m³ of LNG. 4 hours -67°C increase. It is essential that the rate of cooldown is controlled, so that it
5 hours -85°C remains within the limits of the nitrogen system to maintain the interbarrier
LNG is supplied from the terminal to one of the four liquid manifolds and 6 hours -100°C space pressures at 0.2~0.7kPa gauge, and the insulation space pressure at
from there directly to the spray header which is open to one of the two spray IBS+0.2kPa gauge.
7 hours -113°C
headers in each tank, the other header is a 100% back-up. Once the cargo tank
cooldown is nearing completion, the liquid manifold crossovers, liquid header 8 hours -118°C
Once the cooldown is complete and the build-up to bulk loading has commenced,
and loading lines are cooled down. 9 hours -125°C the tank membrane will be at or near to the liquid cargo temperature, but it will
10 hours -130°C take some hours to establish fully cooled down temperature gradients through
Cooldown of the cargo tanks is considered complete when the temperature the insulation. Consequently, boil-off from the cargo will be higher than
sensors in each tank indicate an average temperature over the whole tank of The following table can be used as a guide to calculate the quantity of LNG normal during the first 3-4 days after loading to fully cool all of the cargo tank
-130°C or colder at most terminals. Arzew requires a bottom temperature of and the time required to complete cooldown of all five tanks that are not fully insulation to the loaded voyage operating temperature.
-145°C before start of loading. When these temperatures have been reached, cooled down to -130°C before loading can be started.
and the Custody Transfer System (CTS) registers the presence of liquid, bulk Procedure to Prepare for Tank Cooldown
loading can begin. Initial Avg Tank Temp Time to Cool to Avg Temp -130°C Quantity
°C Hours m3 Place in service the heating system for the cofferdams.
Vapour generated during the cooldown of the tanks is returned to the terminal
via either the terminal’s vapour return compressors (Arzew), or one of the 30 10 1,260
a) Prepare the records for the tank, secondary barrier and hull
ship’s HD compressors and the vapour manifold as in the normal manner for 12 9 1,125 temperatures.
loading. -20 8 1,000
-47 7 875 b) Check that the nitrogen pressurisation system for the insulation
During cooldown, nitrogen flow to the IBS and IS spaces will significantly spaces is in automatic operation and lined-up to supply the
-67 6 750
increase as those spaces cool down. It is essential that the rate of cooldown in additional nitrogen necessary to compensate for the contraction
the cargo tanks is controlled, so that it remains within the limits of the nitrogen -85 5 625
from cooling of the tanks. Prior to the cooling down, the nitrogen
system to maintain the interbarrier and insulation space at a minimum pressure -100 4 500 pressure inside the IBS will be raised to 0.7kPa(g) and the IS
of at least 0.3kPa above atmospheric pressure. -113 3 375

Illustration 6.2.4b Initial Cooldown - Return to Shore

Manifold
Gas
Vent Gas Heater Port Forward Starboard
Safety Valve RR808
RL848
RL849
RL813
CS062 CS061
CS051
RG846

RG850
RG848
RG849
RG825 RG803 RG801 1st 2nd RG821
CS052
No.1 No.2
CS064 CS063
CG880
Gas
RL808
RL807
RL830
Unit CG900
CG072 CG071
CG883
RL810
RL809
CG855 CG078 CG077
CG881
CG862 CG864
CG834 RL820 RL815
CG882
CL032 CL034 CL033 CL031

High Duty Heater
RL818 RL819
RL822
CG865 CG861 CG832 CG833 CG831
Pre-Cooler
CG079
CS750
No.1 HD Compressor
RL816
RL821
CG821 CS068 CS067
CG844
RL817
RL824 RL823
CL042 CL044 CL043 CL041
LNG Vaporiser
CS871
CS872
CG842 CG843 CG841

Key
No.2 HD Compressor
LNG Liquid
CS870
CG822
Locked
Closed
CG800 LNG Vapour
CG807 CG808
CG809
Dry-Air Supply
CG802
CG804
CS757
CG803
CS756
CG801
CG806
CG805
CL702
Inert Gas Dryer

and Plant from
Engine Room
Vapour Main
To Cofferdam
CG721
CG722
Liquid Main
Spray Main CL700
CS752 CS751
CR862
SAS551
SAS451
SAS351
SAS251
SAS151
CG720
CS555
CS455
CS355
CS255
CS155
CL510
CL410
CL310
CL210
CL110
CG571
CG471
CG371
CG271
CG171
CS556
CS456
CS356
CS256
CS156
CR560
CR460
CS554
CS454
CS354
CS254
CS154
CS550 CS557
CS450 CS457
CS350 CS357
CS250 CS257
CS150 CS157
CL508
CL501
CL408
CL308
CL208
CL401
CL301
CL201
CL108
CL101
CG570
CG470
CG370
CG270
CG170
CS551
CS552
CS451
CS452
CS351
CS252
CS251
CS152
CS151
CL507
CL502
CL500
CL407
CL402
CL400
CL307
CL302
CL300
C3352
CL207
CL202
CL200
CL107
CL102
CL100


CL504
CL503
CL404
CL403
CL304
CL303
CL204
CL203
CL104
CL103

will be maintained at IBS +0.2kPa(g). Pressurise the buffer tank c) Prepare both HD compressors for use. k) Cooldown of the cargo tanks is considered complete when
to the maximum pressure. the top (99%) and bottom (end) temperature sensors in each
d) Adjust the set point of both HD compressors’ pressure control tank indicate temperatures of -130°C or lower. When these
c) Check that the gas detection system is in normal operation. valve to 5kPa, or the required value. temperatures have been reached, and the Custody Transfer
System (CTS) registers the presence of liquid, bulk loading can
d) Prepare the nitrogen generators for use. e) On the HD compressors, open the valves in accordance with the begin.
following:
e) Prepare both HD compressors for use. This procedure will normally take approximately 10 hours.
Procedure for Cooldown with Gas Return Through the Vapour Open Vapour header valve to compressor supply CG803
line
Header
(See illustration 6.2.4b). Open No.1 HD compressor inlet valve CG831
Assuming the ship is ready to prepare for cooldown after the completion of Open No.1 HD compressor outlet valve CG832
gassing-up. Open No.2 HD compressor outlet valve CG842
AUTO Compressor discharge valve to vapour return CG800
Note: When cooling down, one spray rail should be sufficient for this to shore line
operation, experience will dictate whether the second rail needs to be used.
f) Open the vapour manifold ESD valve CG071 (starboard side).
a) Open the spray header valves to each tank and the spray rails. This will enable a free-flow of gas to the terminal and is a check
that the pipeline layout on board has been lined-up correctly.
Open Spray crossover valve to spray main CS750 g) Confirm open valves CL011 and CS061, the ESD valve and
Open Spray line block valves CS751, CS752 cooldown valve to the stripping/spray line, if using the No.1
liquid manifold on the starboard side.
Open No.1 tank spray master valve CS155
Open No.1 tank spray rail inlet valves CS151, CS152 h) Request the terminal to supply LNG liquid for the cooling down
Open No.2 tank spray master valve CS255 operation at minimum flow.
Open No.2 tank spray rail inlet valves CS251, CS252
Open No.3 tank spray master valve CS355 i) When the vapour pressure inside the tanks rises to approximately
5kPa, start one or both of the compressors as necessary using
the DACS. Increase the spray nozzle pressure.
Open No.4 tank spray rail inlet valves CS451, CS452 Note: Ensure that valve CG079, vapour main to vapour manifold, is closed,
Open No.5 tank spray master valve CS555 otherwise the vapour will recirculate around the system.
j) Using the DACS, monitor the pressure inside the tanks and
b) Confirm the vapour valves on each tank, as all the tanks are kept temperature cooldown rate. Adjust the in-use spray rail inlet
connected to the vapour header. valves CS151/2, CS251/2, CS351/2, CS451/2 and CS551/2 to
obtain an average temperature fall of 20/25°C per hour during
Position Description Valve the first 5 hours, thereafter 10/12°C per hour.
If the tank pressure continues to increase, request the terminal to reduce the
supply of LNG.
Open No.4 tank vapour valves CG470, CG471 If the tank pressure decreases, either shut down one of the compressors or
Open No.5 tank vapour valves CG570, CG571 request the terminal to increase the supply of LNG.
Close Vapour header valve to No.1 vent mast riser CG721

Illustration 6.2.4c Cooldown - GCU

Manifold
Gas
Vent Gas Heater
RL848
RL849
RL813
CS062 CS061
CS051
RG846

RG850
RG848
RG849
RG825 RG803 RG801 1st 2nd RG821
CS052
No.1 No.2
CS064 CS063
CG880
Gas
RL808
RL807
RL830
Unit CG900
CG072 CG071
CG883
RL810
RL809
2 nd
RG822
CG855 CG078 CG077
CG881
CG862 CG864
CG834 RL820 RL815
CG882
CL032 CL034 CL033 CL031

High Duty Heater
RL818 RL819
RL822
CG865 CG861 CG832 CG833 CG831
Pre-Cooler
CG079
CS750
No.1 HD Compressor
RL816
RL821
CG821 CS068 CS067
CG844
RL817
RL824 RL823
CL042 CL044 CL043 CL041
LNG Vaporiser
CS871
CS872
CG842 CG843 CG841

No.2 HD Compressor
Key
CS870
LNG Liquid
CG822
Locked
Closed
CG800
LNG Vapour
CG807 CG808
CG809
Dry-Air Supply
CG802
CG804
CS757
CG803
CS756
CG801
CG806
CG805
CL702
Inert Gas Dryer

and Plant from
Engine Room
Vapour Main
To Cofferdam
CG721
CG722
Liquid Main
Spray Main CL700
CS752 CS751
CR862
SAS551
SAS451
SAS351
SAS251
SAS151
CG720
CS555
CS455
CS355
CS255
CS155
CL510
CL410
CL310
CL210
CL110
CG571
CG471
CG371
CG271
CG171
CS556
CS456
CS356
CS256
CS156
CR560
CR460
CS554
CS454
CS354
CS254
CS154
CS550 CS557
CS450 CS457
CS350 CS357
CS250 CS257
CS150 CS157
CL508
CL501
CL408
CL308
CL208
CL401
CL301
CL201
CL108
CL101
CG570
CG470
CG370
CG270
CG170
CS551
CS552
CS451
CS452
CS351
CS252
CS251
CS152
CS151
CL507
CL502
CL500
CL407
CL402
CL400
CL307
CL302
CL300
C3352
CL207
CL202
CL200
CL107
CL102
CL100


CL504
CL503
CL404
CL403
CL304
CL303
CL204
CL203
CL104
CL103

Procedure for Cooldown with GCU and Using the Ship’s c) Set up to supply excess vapour to the GCU via the high duty
Stripping Pump heater and one HD compressor.
(See illustration 6.2.4c).
In this example it has been assumed that the gassing-up has been completed Open Vapour header valve to compressor supply CG804
alongside, as well as the cooling down of No.5 cargo tank and loading of line
LNG to that tank with at least sufficient LNG to cool down the remaining four Open No.1 HD compressor inlet valve CG831
tanks. Open No.1 HD compressor outlet valve CG832
Open HD compressor discharge to HD heater CG861
Note: It is assumed that due to the large quantity of vapour that will be
produced, the high duty compressor and heater would be required to control Automatic HD heater temperature control valve CG865
the pressure within the tanks. The pipeline configuration allows for the HD Automatic HD heater flow control valve CG864
compressor to supply the BOG heater, also the BOG compressor to supply Open HD heater outlet valve CG862
the HD heater. Open HD heater crossover valve to GCU CG883
Open Supply to GCU unit master valve CG900
a) Open the spray header valves to each tank and the spray inlet
valves. Start No.5 cargo tank stripping pump and open the pump d) Using the DACS, monitor the pressure inside the tanks and
discharge valve CS550. Set in automatic mode valve CS554 temperature cooldown rate. Adjust the in-use spray rail inlet
stripping pump return line to tank. valves CS151/2, CS251/2, CS351/2, CS451/2 and CS551/2 to
obtain an average temperature fall of 20/25°C per hour during
Position Description Valve the first 5 hours, thereafter 10/12°C per hour.
Open Spray line block valves CS751, CS752
Open No.1 tank spray master valve CS155 Note: The rate of cooldown will be controlled by the ability of the GCU
Open No.1 tank spray inlet valves CS151, CS152 to control the vapour generated, therefore it will be necessary to increase
Open No.2 tank spray master valve CS255 or reduce the pressure generated by the spray pump to maintain the tank
pressures within reasonable limits.
Open No.2 tank spray inlet valves CS251, CS252
Open No.3 tank spray master valve CS355 e) Cooldown of the cargo tanks is considered complete when
Open No.3 tank spray inlet valves CS351, CS352 the top (99%) and bottom (end) temperature sensors in each
Open No.4 tank spray master valve CS455 tank indicate temperatures of -130°C or lower. When these
Open No.4 tank spray inlet valves CS451, CS452 temperatures have been reached, and the Custody Transfer
Open No.5 tank spray master valve CS555 System (CTS) registers the presence of liquid, bulk loading can
begin.
Note: When cooling down, one spray rail should be sufficient for this
operation, experience will dictate whether the second rail needs to be used.
b) Confirm the vapour valves on each tank, as all the tanks are kept
connected to the vapour header.

Open Vapour header valve to No.1 vent mast riser CG721

6.3 Loading and Deballasting
6.3.1 Preparations for Loading
6.3.2 Cargo Line Cooldown
6.3.3 Loading Cargo with Vapour Return to Shore via the High Duty Compressor
6.3.4 Draining and Inerting Manifold Pipes and Loading Arms
6.3.5 Deballasting
Illustration 6.3.1a Preparations for Loading

Terminal Ship
Prior To Terminal Ship
Arrival Terminal advises ship of arm Ship advises terminal of tank Test ESD
Witness and log ESD1 operation Test of ESD operation
configuration to be used condition (Warm)
Pilot/loading master advises Witness and log ESD1 operation
1: LNG loading Warm terminal control room before opening ship's manifold
Lines are 2: LNG loading Inerted valves
Numbered from Vapour return etc
Forward 3: LNG loading Boil-Off
4: LNG loading Ship confirms ETA When ship's vapour return manifold Fully open ship's vapour return
To Shore
is open, open loading arm vapour valve
Ship advises systems operational
return valve
Ship advises changes (if any) Ship's cargo tanks will balance with
Cofferdam heating on If ship Inerted, vapour return to shore tank at approximately 40mbar.
line-up with shore flare
Arrival Secure ship at jetty
Cool Down
Cool down loading arms and ship's Ship advises terminal of readiness
Pilot/loading master advises
Ship checks communications liquid lines to start cooldown of loading arms
terminal on completion
and ship's liquid lines.
Ship continuously monitors Terminal advises ship when ready
loading frequency CCR requests start
Main propulsion on standby Cool arms simultaneously
Fire fighting equipment ready until frosted over entire length
Secure gangway Fire main pressurised OR Operation controlled by loading
Pilot/loading master advises master (approximately 45/60 minutes)
terminal staff
OR
If ship is in inerted condition, advise If ship is in inerted condition,
Check gangway ship when ready to start cooldown CCR advises terminal when ready
Hand over crew list of first loading arm and liquid line to start cooldown of first loading
Pre-loading
Meeting Pilot/loading master Display appropriate signage arm and liquid line
Relevant terminal personnel Ship's CCR specifies flow rate
Review loading schedule (approximately 20m3/h)
Relevant ship's personnel
Review loading schedule ESD Test
(Warm) Initiate ESD1 signal from shore Witness and log ESD1 operation
Connecting of all ship's valves
Up Vapour return arm connected first
Witness and log ESD1 operation
Position safety locks
of all shore hydraulic valves
Pressure test with N2 Loading strainers in place
Manifold blanks removed
Gas-Up
(If Inerted) Terminal confirms readiness to Ship's CCR confirms readiness to
Check gas-up ship's lines and tanks gas-up lines and tanks
System Terminal control room checks
system line-up Total Gas-Up
Line-Up Vapour return lined-up to shore Ship's CCR specifies liquid flow rate
Time
If ship inerted, vapour return to Monitor from CCR flare until CO2 content below 10% Ship's CCR requests start Approximately
line-up with shore flare When below 10% line-up for 20 Hours
normal vapour return recovery When CO2 content below 10%
inform terminal
Safety Continue gassing-up until CO2
Carry out safety inspection Carry out safety inspection
Inspection content is below 1% by volume
Complete and sign safety check list Complete and sign safety checklist
Start side water curtain at manifold
Cool Down
Terminal confirms readiness to Ship's CCR confirms readiness to Total Gas-Up
Tanks
cool down ship's lines and tanks cool down tanks And
CTS Carry out initial CTS gauging Carry Out
out initial
Carry Initial CTS gauging
Gauging Initial cooldown flow rates approx: Ship's CCR specifies liquid flow rate Cooldown
before opening ship's manifold 100m3/h for 4 hours Time
valves Ship's CCR requests start Approximately
150m3/h for 2 hours
200m3/h for 4 hours Ship's CCR informs terminal when 30 Hours
cooldown complete
Ready For Loading

6.3 Loading 6.3.1 preparations for loading
Prepare for loading as follows:

Introduction
• The chief officer is to prepare a detailed loading and deballasting
After cooldown is complete, the vessel is ready to load LNG. The cargo tanks plan which includes the trim and stability conditions during
are loaded simultaneously and deballasting is carried out at the same time. loading.
Refer to Section 6.3.5 for the details on deballasting. • The pre-arrival checklists are to be completed.
Loading is complete when all of the tanks are 98.0% full by volume. • A pre-loading meeting is to be held together with the terminal
representatives. The ship/shore safety list is to be filled in.
During loading the boil-off and displaced gas is returned to the shore facilities. • The Custody Transfer Measurement (CTM) is to be carried
It will normally be necessary to use at least one HD compressor whilst loading out together with the terminal representatives, surveyors and
to reduce and maintain the cargo tank pressure to the required pressure of authorities (customs).
between 5kPa and 10kPa gauge. Both compressors can be used in parallel if
• All connections (bonding wire, telephones, loading and
required.
bunkering arms) at the manifold are to be carried out according
to the terminal’s cargo handling manual.
Operation • The HD compressors are to be made ready for use in sending
vapour to the shore.
LNG is loaded via the loading manifolds to the liquid header and then to each
tank filling valve. • The chief officer is to supervise all loading operations on
board.
The boil-off and displaced vapour leaves each tank via the gas domes to the • The sounding, temperature and pressure on all cargo tanks is to
vapour header. The vapour is initially free-flowed to shore via the vapour be checked and noted according to the schedule for the loading.
crossover manifold. As the tank pressure rises, one HD compressor is brought The Cargo Monitoring Record is to be filled in.
into operation to increase the gas flow to shore and limit the vapour main and
hence cargo tank pressure. • Vessel is ready to cool down the loading arms.
(See illustration 6.3.1a, Preparations for Loading).
Deballasting is undertaken at the same time as cargo loading and the
deballasting sequence is arranged to keep the vessel within the required limits
of draught, trim, stress and stability.
Deballasting takes normally about 15 hours and so will be completed shortly

before the end of loading.
The flow of nitrogen to the interbarrier space (IBS) and the insulation space (IS)
is increased to maintain a positive pressure in these spaces during completion
of cooldown and the start of loading. The automatic nitrogen control system
will maintain the pressure in the insulation spaces, however, raise the set point
of the IBS from +0.2kPag to +0.7kPag prior to cooldown, (with experience it
may be found unnecessary to do this).
On completion of loading, the liquid header and other liquid lines are drained
to the No 5 cargo tank. The liquid remaining in the inclined part of the liquid
manifolds is pushed inboard using nitrogen pressure from ashore and the
loading arms are then purged and disconnected. If the vessel is not sailing
immediately, the reliquefaction plant can be used to control the tank pressures
or the GCU can burn any excess boil-off gas to control the tank pressure.

Illustration 6.3.2a Cargo Lines Cooling Down

Gas Manifold
Combustion
Vent Gas Heater
RL848
RL849
RL813
RG846 CS062 CS061
CS051
Plant
RG850 CL022 CL024 CL023 CL021
RG848
RG849
RG825 RG803 RG801 1st 2nd RG821
CS052
No.1 No.2
CS064 CS063
CG880
Gas
RL808
RL807
RL830
Unit CG900
CG883
CG072 CG071
RL810
RL809
CG078
CS066 CS065
CG881
CG862 CG864
CG834 RL820 RL815
CG882
RL818 RL819
RL822
CG865 CG861 CG832 CG833 CG831
CG079
CS750
RL816
RL821
CG821
CS068 CS067
CG844
RL817
RL824 RL823
CL042 CL044 CL043 CL041
LNG Vaporiser
CS871
CS872
CG842 CG843 CG841

No.2 HD Compressor
CS870
CG822
Locked
Closed
CG800 Key
LNG Vapour
CG807 CG808
Nitrogen
CG809
Dry-Air Supply
CG802
CG804
CS757
CG803
CS756
CG801
CG806
CG805
CL702
Inert Gas Dryer

and Plant from
Engine Room
Vapour Main
To Cofferdam
CG721
CG722
Liquid Main
Spray Main CL700
CS752 CS751
CR862
SAS551
SAS451
SAS351
SAS251
SAS151
CG720
CS555
CS455
CS355
CS255
CS155
CL510
CL410
CL310
CL210
CL110
CG571
CG471
CG371
CG271
CG171
CS556
CS456
CS356
CS256
CS156
CR560
CR460
CS554
CS454
CS354
CS254
CS154
CS550 CS557
CS450 CS457
CS350 CS357
CS250 CS257
CS150 CS157
CL508
CL501
CL408
CL308
CL208
CL401
CL301
CL201
CL108
CL101
CG570
CG470
CG370
CG270
CG170
CS551
CS552
CS451
CS452
CS351
CS252
CS251
CS152
CS151
CL507
CL502
CL500
CL407
CL402
CL400
CL307
CL302
CL300
C3352
CL207
CL202
CL200
CL107
CL102
CL100


CL504
CL503
CL404
CL403
CL304
CL303
CL204
CL203
CL104
CL103

6.3.2 cargo lines cooldown Position Description Valve Position Description Valve
Open No.1 tank vapour valves CG170, CG171 Open Starboard liquid manifold ESD valves CL011, CL021,
Pre-cooling of Liquid Pipes Before Loading Open No.2 tank vapour valves CG270, CG271 CL031, CL041
Open No.3 tank vapour valves CG370, CG371 Open No.1 manifold cooldown valve CS061
The cargo tanks will normally be maintained at -130ºC or colder during a ballast Open No.2 manifold cooldown valve CS063
voyage by drawing off the LNG vapour and returning the cold condensate back
Open No.5 tank vapour valves CG570, CG571 Open No.3 manifold cooldown valve CS065
to the cargo tanks via the spray main and spray nozzles after being liquefied
via the reliquefaction plant. Open Vapour main block valve to No.1 mast riser CG721 Open No.4 manifold cooldown valve CS067
Open No.1 tank liquid branch valve CL110 Open Manifold spray/liquid line cooldown valves CS051, CS052
As long as the tanks are at this temperature, the cooling down of the cargo Open No.2 tank liquid branch valve CL210
liquid lines can begin. This operation must be started in sufficient time before l) Request shore to supply LNG at a slow rate through all four
Open No.3 tank liquid branch valve CL310
loading commences with approximately 90 minutes being required, this will loading arms.
vary with terminals. Open No.4 tank liquid branch valve CL410
Open No.5 tank liquid branch valve CL510 m) The pre-cooling must be thoroughly monitored by observation
LNG is introduced into the liquid crossover and liquid header at a limited flow Open 10% No.1 tank filling valve CL100 of the temperatures and pressures. Temperature monitoring at
rate. The liquid flashes-off immediately due to the high temperature within Open 10% No.2 tank filling valve CL200 the liquid header crossover connection and at each cargo tank is
the pipes and the vapour that is generated is introduced to all of the tanks via Open 10% No.3 tank filling valve CL300 available at the DACS. As the filling valves are already open, the
the filling valves which are 10% open. The pre-cooling is then carried out as pressure in the tanks will start to rise, bringing the tank pressures
Open 10% No.4 tank filling valve CL400
follows: up together. As the pressure rises the HD compressor(s) should
Open 10% No.5 tank filling valve CL500 be started and controlled from the DACS.
Procedure for Cooling Liquid Lines g) Prepare both HD compressors for use. Adjust the set point of
Note: Ensure valve CG079 is closed once the HD compressor is started,
both HD compressors’ pressure control valve to 5kPa, or the otherwise vapour will circulate around the system.
In this case it has been assumed that the vessel is berthed starboard side required value.
alongside.
n) When the temperature at the liquid header for the tanks has
h) On the HD compressors, open the following valves:
a) Check the connection of the liquid and vapour arms, fallen to approximately -100°C, the liquid manifold double-shut
communications with shore, ship/shore electrical and pneumatic valves can be opened and the bypass valves closed.
connection and ESDS safety devices. Carry out safety tours.
Open Compressor supply from vapour header valve CG803 Position Description Valve
b) Complete the relevant ship/shore safety checklist. Open Vapour free-flow valve to vapour manifold CG079 Open No.1 starboard liquid double-shut valve CL013
Open No.1 HD compressor inlet valve CG831 Open No.2 starboard liquid double-shut valve CL023
When the shore terminal is ready to purge the manifold connections with Open No.2 HD compressor inlet valve CG841 Open No.3 starboard liquid double-shut valve CL033
nitrogen: Open No.1 HD compressor outlet valve CG832 Open No.4 starboard liquid double-shut valve CL043
Open No.2 HD compressor outlet valve CG842 Close No.1 manifold double-shut bypass valve CS061
c) Open liquid manifold ESDS valves CL011, CL021 CL031 and
CL041. Open Vapour return valve to vapour manifold CG800 Close No.2 manifold double-shut bypass valve CS063
Close No.3 manifold double-shut bypass valve CS065
d) Pressurise the loading arms and manifold, then leak test. Purge i) Open the vapour manifold ESD valve CG071 (starboard side).
This will enable a free-flow of gas to the terminal and is a check Close No.4 manifold double-shut bypass valve CS067
to atmosphere via the manifold drain valves until a reading of
that the pipeline layout on board has been arranged correctly. Close Manifold spray/liquid line cooldown valves CS051, CS052
1% oxygen is obtained, then close the ESD valves.
j) Using the DACS, adjust the set point of No.1 mast riser control Once the ship and shore pipelines have cooled down (about 90 minutes, but
e) Pressurise the vapour arm/manifold with nitrogen and leak test.
valve CG720 to the required value, for example, 23kPa, so will vary with terminals), open all of the tank filling valves fully and commence
This is carried out with the vapour manifold closed. Purge the
that this valve will remain closed during normal running of the loading at the agreed rate. As the loading rate increases the HD compressors
vapour arm to atmosphere via the manifold vent valve.
compressors, but would act in a safety capacity if necessary. should be able to limit the tank pressure to 5~10kPa gauge. Experience of the
equipment will determine if the operation of the compressors is carried out in
When it is agreed between the ship and the shore that the vessel is ready to
k) Set up the starboard manifold, numbered from forward to aft as the automatic or manual mode, low flow rates are sometimes better controlled
cool down:
follows. Most terminals only provide three chicksans, for sake in manual mode. If the compressors are unable to cope with the volume of boil-
of clarity all manifolds are used. off and displaced gas, it will be necessary to reduce the loading rate.
f) Open the tank valves in accordance with the following table:

Illustration 6.3.2b Cooling Down and Loading Flow Chart

Spray Master Valve Settings After Completion of Cooldown Tank No.1
During Cooldown Process and Before Loading 97.5% Stop Pump No.2
All Valves Closed 98.0% Finish Cargo Tank No.1
Hours Valve % CS061 CS063 CS069 CS067
1 50 Close CLOSE CL102
CS704 CS705
2 50 Open CL110 CL210 CL310 CL410 CL510
Liquid Arms Connected 3 50
Tank No.4
Connection Purged 4 60
ESDS Test / CTS Unblocked 97.5% Stop Pump No.3
ESD Valves Open Liquid/Vapour 5 60 98.0% Finish Cargo Tank No.4
Drains Closed Close CL402
6 70
Communications Established
Request Terminal to Start Loading
7 70
8 80 Tank No.2
97.5% Stop Pump No.4
98.0% Finish Cargo Tank No.2
Liquid Arm No.1 Starboard will be used for Maintain Tank Pressure During Close CL202
Take Temperature Readings Every 15 mins Loading Below 10kPa
Cooldown - Open ESD Valve CL011 Adjust Spray Master Valves Accordingly
Tank No.3
CS751 CS752 CS753 Spray After 8 to 10 Hours Start HD Compressors 1 & 2 During First 45 Minutes 98.0% Finish Cargo Tank No.3
Open 100% CS155 CS255 CS355 Isolating Cargo Tank Average Temperature -130ºC Until Terminal has all Loading Pumps Running Close CL302
CS455 CS555 Valves Stop One HD Compressor when Tank Pressure
Starts to Fall
Tank No.5
One Hour Before Finish of Cooldown 98.0%
Start Cooling Down Ship’s Liquid Line Stop Pump No.8
CS152 CS252 CS352 Less
Port Spray Drainings Finish Cargo Tank No.3
Open With all Loading Pumps Running
Valves
CS452 CS552 and at Full Loading Rate Leave Open Filling Valve CL500
Adjust Valves Position %
CL011 CL021 CL031 ESD CL102 55%
Open CL202 90%
CS063 CS065 CS067 CS751 CS752 Spray C/O CL302 80%
When Commencing Cooldown CL402 100% Loading Completed
Open CS061 CL502 80%

60% First 15 Mins
Open CS061 100% After 15 Mins
CL110 CL210 CL310 Liquid Master
Open
CL410 CL510 Valves
Close ESD Valves
Monitor Loading Operation CL011 CL021 CL031 CL041
Agree with Terminal to Maintain Calculate Rate, Observe Tank Pressures

300kPa Pressure in Spray Line Adjust HD Compressor
00 Min Crack Open
CL101 CL201 CL301 CL401 CL501 Check Insulation Space Pressures
10%
Open 15% D/S Valve CL023 CL033 CL043 Stop HD Compressor and Check Tank Pressure
15 Min After 15 min Open 50% CL023 CL033 CL043 Inform Engine Room Cargo Completed
With Shore Correct Spray Line Draining Shore Arms
Start Cooldown Cargo Tanks Pressure to 300kPa Volume On Board 195,500m3 Purging Ship Side
One Hour Notice to Ramp-down Close CG071 CTS
Start GCU and on BOG Compressor
Disconnect Communication Cable
Ready to Sail
Check IBS and IS Pressure Line Cooldown Should Finish at the Inform Terminal to Stop
Same Time as the Cargo Tanks 209,500m3 ( ± 97%) First Pump
Check Nitrogen Compressors

Note: It is important to patrol the deck area to monitor for cargo leaks. All
leaks, no matter how small, must be corrected immediately, even if this
requires slowing down or stopping the loading.
The following procedures are carried out when the vessel arrives with the
tanks cool and ready for loading. There are occasions where the vessel will
arrive with the tanks gassed-up but warm, eg, where it has heeled-out due to
charterer’s requirements, and the flow chart 6.3.2b is an example for cooling
down and loading. Each vessel may produce their own sequence based on the
vessel’s experience.

Illustration 6.3.3a Loading with Vapour Return to Shore

Gas Manifold
Combustion
Vent Gas Heater
Safety Valve RR808
RL848
RL849
RL813
RG846 CS062 CS061
CS051
Plant
RG850 CL022 CL024 CL023 CL021
RG848
RG849
RG825 RG803 RG801 1st 2nd RG821
CS052
No.1 No.2
CS064 CS063
CG880
Gas
RL808
RL807
RL830
Unit CG900
CG883
CG072 CG071
RL810
RL809
CG078
CS066 CS065
CG881
CG862 CG864
CG834 RL820 RL815
CG882
RL818 RL819
RL822
CG865 CG861 CG832 CG833 CG831
CG079
CS750
RL816
RL821
CG821
CS068 CS067
CG844
RL817
RL824 RL823
CL042 CL044 CL043 CL041
LNG Vaporiser
CS871
CS872
CG842 CG843 CG841

No.2 HD Compressor
CS870
CG822
Locked
Key
Closed
CG800
LNG Liquid
Vapour Return Line
LNG Vapour
Nitrogen
CG807 CG808
CG809
Dry-Air Supply
CG802
CG804
CS757
CG803
CS756
CG801
CG806
CG805
CL702
Inert Gas Dryer

and Plant from
Engine Room
Vapour Main
To Cofferdam
CG721
CG722
Liquid Main
Spray Main CL700
CS752 CS751
CR862
SAS551
SAS451
SAS351
SAS251
SAS151
CG720
CS555
CS455
CS355
CS255
CS155
CL510
CL410
CL310
CL210
CL110
CG571
CG471
CG371
CG271
CG171
CS556
CS456
CS356
CS256
CS156
CR560
CR460
CS554
CS454
CS354
CS254
CS154
CS550 CS557
CS450 CS457
CS350 CS357
CS250 CS257
CS150 CS157
CL508
CL501
CL408
CL308
CL208
CL401
CL301
CL201
CL108
CL101
CG570
CG470
CG370
CG270
CG170
CS551
CS552
CS451
CS452
CS351
CS252
CS251
CS152
CS151
CL507
CL502
CL500
CL407
CL402
CL400
CL307
CL302
CL300
C3352
CL207
CL202
CL200
CL107
CL102
CL100


CL504
CL503
CL404
CL403
CL304
CL303
CL204
CL203
CL104
CL103

6.3.3 LoadING Cargo with Vapour Return to Shore d) On the HD compressors, open the following valves: j) Monitor the tank pressures in order to achieve a pressure of
via the High duty compressor about 5-10kPa.
It has been assumed for clarity of the following description that all of the valves Open Compressor supply from vapour header valve CG803 k) Start one of the HD compressors as necessary.
are CLOSED prior to use and that the ship is starboard side alongside.
Open Vapour free-flow valve to vapour manifold CG079
Note: Ensure valve CG079 is closed once the HD compressor is started,
otherwise vapour will circulate around the system.
Preparations Before Loading a Cargo Open No.2 HD compressor inlet valve CG841
Open No.1 HD compressor outlet valve CG832 l) Adjust the opening of the tank filling valves to maintain an even
To prepare for cargo loading operations proceed as follows:
Open No.2 HD compressor outlet valve CG842 distribution.
• Switch on the unblocking level alarms in the custody transfer Open Vapour return valve to vapour manifold CG800
system and run a custody transfer print-out for official tank m) Ease in the filling valve of each tank as the tank approaches full
gauging capacity. Arrange to terminate the tanks at 15 minute intervals.
e) Open the vapour manifold ESD valve CG071 (starboard side).
• Confirm that the cargo system has been cooled down as detailed This will enable a free-flow of gas to the terminal and is a check
in Section 6.3.2 that the pipeline layout on board has been arranged correctly. n) The level alarms will sound when the tanks are at the following
levels:
Procedure for Loading Cargo with Vapour Return • High level alarm sounds at 95%, No.1 tank 27.704m, No.2
Note: The HD compressor capacity during loading is based on an average
(See illustration 6.3.3a). tank 27.131m, No.3 tank 27.13m, No.4 tank 27.134m and
tank temperature of -130°C, initially it may be necessary to use two HD
No.5 tank 27.125m.
compressors, but by midway through the loading, normally only one HD
a) Open the tank valves in accordance with the following table.
would be used with the load steadily decreasing, the second compressor • High High level alarm sounds at 98.2%, TANK FILLING
The tank vapour valves normally remain open, but have been
remains on standby. VALVES CLOSE. No.1 tank 28.665m, No.2 tank 28.432m,
included in the table for completeness.
No.3 tank 28.429m, No.4 tank 28.434m and No.5 tank
f) Set up the starboard manifold, numbered from forward to aft as 28.428m.
b) Open the tank valves in accordance with the following table:
follows:
Position Description Valve The tanks are topped-off at 98% capacity in Nos.1, 2, 3, 4 and 5 tanks. The
Position Description Valve filling valve will be manually closed from the DACS. No.1 tank 28.603m, No2
Open Starboard liquid manifold ESD valves CL011, CL021 tank 28.347m, No.3 tank 28.344m, No.4 tank 28.35m and No.5 tank 28.34m.
Open No.2 tank vapour valves CG270, CG271 CL031, CL041
Open No.3 tank vapour valves CG370, CG371 Open No.1 manifold double-shut valve CL013 Note: The independent extremely high level alarm will operate at 99.0%
Open No.4 tank vapour valves CG470, CG471 Open No.2 manifold double-shut valve CL023 capacity and initiate an emergency shutdown. There is a preparatory alarm at
Open No.5 tank vapour valves CG570, CG571 95% which closes the individual tank loading valve if it is still open.
Open No.3 manifold double-shut valve CL033
Open Vapour main block valve to No.1 mast riser CG721 Open No.4 manifold double-shut valve CL043
Open No.1 tank liquid branch valve CL110 CAUTION
Open No.2 tank liquid branch valve CL210 g) Request shore to supply LNG at a slow rate through all four The very high level alarms and shutdowns are emergency devices only
Open No.3 tank liquid branch valve CL310 loading arms. During the time of slow loading it is important and should on no account be used as part of the normal topping-off
to patrol the whole deck area to monitor for all potential cargo operation.
leaks. All leaks, even the smallest one, must be corrected
Open No.5 tank liquid branch valve CL510 o) Before topping-off the first tank, request the shore to reduce
immediately, even if this requires slowing down or even
Open 15% No.1 tank filling valve CL100 stopping the loading. the loading rate and continue reducing when topping-off each
Open 15% No.2 tank filling valve CL200 following tank. When a tank is at its required level, close the
Open 15% No.3 tank filling valve CL300 h) Increase the loading rate in stages as agreed with the terminal at corresponding loading valve, ie:
Open 15% No.4 tank filling valve CL400 the pre-loading meeting. • Tank No.1 - CL100
Open 15% No.5 tank filling valve CL500 • Tank No.2 - CL200
i) Start the deballasting programme. Keep the draught, trim
c) Prepare both HD compressors for use. Adjust the set point of and hull stresses within permissible limits by controlling the • Tank No.3 - CL300
both HD compressors’ pressure control valve to 5kPa, or the deballasting.
• Tank No.4 - CL400
required value.
• Tank No.5 - CL500

Illustration 6.3.3b Cargo Loading
Start Tank -HD Compressor Running or Ready

Loading
Operator Manually Confirm
-Ship-shore Link Tested and in
Operation
Start Permissive -Port or Starboard Manifold LNG Valves
Ras Gas III 1 Feb 2008, 21:16:10
-Port or Starboard Gas ESD Valves
Condition for Next Step Action
Open Vapour Return
-Vapour Return to Shore Valve Open to Shore Valve
CG800
Liquid Common Valves

CLn10
-Liquid Common Valves Open Open Cargo Filling Valves
-Cargo Filling Valve Open CLn00
CT1 CT2 CT3 CT4 CT5

Stop Level Stop Level Stop Level Stop Level Stop Level
Obtained Obtained Obtained Obtained Obtained
Close Cargo FIlling Close Cargo FIlling Close Cargo FIlling Close Cargo FIlling Close Cargo FIlling
Valves Valves Valves Valves Valves
CL100 CL200 CL300 CL400 CL500
CT1, CT2, CT3,

CT4, CT5
End

It is convenient to finish loading into tank No.5 for ease of line draining. Completion of Loading c) When ready to start the reliquefaction plant, SEQUENCE start
a compander to cool down the R loop until the cold box reaches
p) Slow down and stop the HD compressors as falling tank When the vapour manifold is closed for purging and disconnection the tank -150°C, this could take several hours.
pressures require. When the compressors are stopped, leave all pressure will start to rise quickly. In this situation carry out the following:
compressor valves open to free-flow vapour to shore via vapour
crossover valve CG079. a) Press the START button to start the GCU and initially free-flow
across the HD compressors and through the HD heater.
q) Stop loading when the final tank reaches 98.0% capacity minus
an allowance for line draining, and leave the tank loading valve
CL500 open. The final tank loading valve is put into MANUAL
operation to prevent inadvertent automatic closing at the 98.2%
alarm and to allow draining of the lines.
WARNING
Per the IGC Code, no cargo tank can be loaded to more than the
maximum fill limit of 98.9% capacity. If a tank is accidentally loaded
to more than 98.9% capacity, then a pump in that tank shall be used to
pump the excess LNG to another tank or back to the loading terminal
before the final CTS measurement is taken by the gauging surveyor.
d) STOP the BOG compressor and free-flow to the GCU across

the HD compressors while setting up to start the reliquefaction
plant.
e) Start the reliquefaction plant as per the section under REMOTE

OPERATION OF RELIQUEFACTION PLANT, Section 4.7,
page 14.
b) Select and start a BOG compressor to supply boil-off gas to

the GCU via the BOG heater, stop the free-flow via the HD
compressors.

Illustration 6.3.4a Manifold - Shore Lines Draining

Gas
Manifold
Combustion
Vent Gas Heater
Safety Valve RR808
RL848
RL849
RL813
RG846 CS062 CS061
CS051
Plant
RG850 CL022 CL024 CL023 CL021
RG848
RG849
RG825 RG803 RG801 1st 2nd RG821
CS052
No.1 No.2
CS064 CS063
CG880
Gas
RL808
RL807
RL830
Unit CG900
CG883
CG072 CG071
RL810
RL809
CG078
CS066 CS065
CG881
CG862 CG864
CG834 RL820 RL815
CG882
RL818 RL819
RL822
CG865 CG861 CG832 CG833 CG831
CG079
CS750
RL816
RL821
CG821
CS068 CS067
CG844
RL817
RL824 RL823
CL042 CL044 CL043 CL041
LNG Vaporiser
CS871
CS872
CG842 CG843 CG841

No.2 HD Compressor
CS870
CG822
Locked
Closed
CG800 Key
LNG Vapour
CG807 CG808 Nitrogen
CG809
Dry-Air Supply
CG802
CG804
CS757
CG803
CS756
CG801
CG806
CG805
CL702
Inert Gas Dryer

and Plant from
Engine Room
Vapour Main
To Cofferdam
CG721
CG722
Liquid Main
Spray Main CL700
CS752 CS751
CR862
SAS551
SAS451
SAS351
SAS251
SAS151
CG720
CS555
CS455
CS355
CS255
CS155
CL510
CL410
CL310
CL210
CL110
CG571
CG471
CG371
CG271
CG171
CS556
CS456
CS356
CS256
CS156
CR560
CR460
CS554
CS454
CS354
CS254
CS154
CS550 CS557
CS450 CS457
CS350 CS357
CS250 CS257
CS150 CS157
CL508
CL501
CL408
CL308
CL208
CL401
CL301
CL201
CL108
CL101
CG570
CG470
CG370
CG270
CG170
CS551
CS552
CS451
CS452
CS351
CS252
CS251
CS152
CS151
CL507
CL502
CL500
CL407
CL402
CL400
CL307
CL302
CL300
C3352
CL207
CL202
CL200
CL107
CL102
CL100


CL504
CL503
CL404
CL403
CL304
CL303
CL204
CL203
CL104
CL103



6.3.4 Draining and Inerting manifold pipes and b) Operate the following manually operated valves locally: j) Disconnect the vapour arm.
loading arms
Position Description Valve Note: The above are a guide, individual terminals may require a different
Open Spray header block valves CS750, CS752 disconnection sequence and procedure.
Introduction
Closed No.2 starboard manifold manual double shut- CL023
When the loading and discharge operations are completed, draining and off valve Liquid Lock Avoidance on Completion of LNG Operation
purging operations are carried out to remove all trapped liquid and vapour in Open No.2 starboard manifold cooldown valve CS063
the manifold liquid pipes and loading arms in order that the loading arms can No LNG liquid can remain enclosed in a pipe section between two valves.
be safely disconnected. The system is provided with two-valve protection to c) Request the shore terminal to start the nitrogen gas supply and There are safety relief valves fitted on the pipelines that should open and
prevent an accidental release of LNG. to raise the pressure in the liquid arm to 3 bar. That pressure is release any pressure build-up in these pipe sections to the nearest gas dome.
sufficient to force the liquid trapped in the large cargo manifold
To further prevent against accidental spillage, only one loading arm is to be piping to enter the 80mm diameter cooldown pipe, and be In order to avoid any pressure build-up and prevent the activation of the safety
disconnected at a time. The ship manifold is fitted with hinged manifold blanks, forced by the nitrogen vapour to rise up the 5 metre high vertical valve, both the liquid and spray header valves are left open to the cargo tanks
which allow the blank flange to easily and quickly be swung into position after cooldown pipe into the spray main and flow into cargo tank to allow any trapped liquid to flash-off as the lines warm-up. Once the operator
the loading arm is disconnected. The gasket must be installed and at least four No.5. is happy that there is no liquid remaining, the valves can be closed.
bolts inserted and tightened in the blank flange before the next loading arm can
be disconnected. The ship’s staff are to complete the bolting of the blank flange It should take about 5 minutes to blow the liquid up the cooldown pipe. When Position Description Valve
at the same time the next loading arm is being disconnected. the pressure in the liquid arms suddenly decreases to about 40kPa (0.04MPa), Open No.1 tank filling valve CL100
it indicates the liquid has been forced up and out of the large manifold pipes.
Open No.2 tank filling valve CL200
The cargo manifold is located about 5 metres below the crossover piping on Continue the nitrogen purge for one minute, then close manual manifold
this ship so the trapped LNG cannot drain by gravity to the cargo tanks. double-shut bypass valve CS063. Open No.3 tank filling valve CL300
Nitrogen vapour from the shore terminal is used to blow the LNG liquid Check for remaining LNG liquid by opening the liquid manifold manual drain Open No.5 tank filling valve CL500
and vapour in the liquid arms and ship manifold piping to the ship’s cargo valves. Open No.5 tank branch valve CL510
tanks through the 80mm diameter spray piping system connecting the cargo
Open Stripping main block valves CS750 CS751,
manifolds to the cargo tanks. If LNG liquid is still in the pipe, repeat the above operations. CS752,CS501
CS502
Vapour in the vapour manifold is blown to the cargo tanks through the vapour d) When hydrocarbon readings obtained from a portable meter
header by nitrogen gas supplied from the shore terminal. Open Stripping header spray master valves CS155, CS255
are less than 1.0% HC by volume at the vent cocks, close the
CS355, CS455
liquid manifold ESD valve CL013 and the manifold double-shut
CS555
bypass valve CS063.
Operation Procedure Open No.5 tank stripping return valve CS554
e) Request the shore terminal to stop the nitrogen supply. Open Manifold cooldown valves (starboard) CS061, CS063
The procedure described below is based on draining and inerting the starboard
CS065, CS067
side No.2 cargo manifold to cargo tank No.5.
f) Slowly open the liquid manifold manual drain valves to ensure Open Manifold double-shut valves (starboard) CL013, CL023
a) Operate the following valves from the DACS: the pressure in the arm is at atmospheric, then close the valves CL033, CL043
and advise the shore terminal it is safe to disconnect the loading
arm.
Open No.5 tank filling valve CL500 g) Repeat the above operation for each loading arm and manifold.
Open No.5 tank spray return valve CS554 h) When all the liquid lines have been purged and disconnected,
Open No.5 tank spray/liquid line valve CS556 shut the ESD valve CG071 on the vapour manifold and open the
vapour bypass valve CG077.
Open No.2 starboard manifold ESD valve CL021
i) Request shore to purge with nitrogen until the portable meters
read less than 1% HC by volume, close the vapour bypass valve
CG077.

Illustration 6.3.5a Deballasting

High Low (Port) (Port) (Port) (Port) (Port) (Port) Bosun Store
Sea Sea
4th Deck WBV WBV

374 375 For Ballast LIAHL
LX LX LX LX LX LX
Tank Ventilation
404V
412V WBV LX
376
WBV091 PI CP
WBV331 WBV WBV WBV WBV WBV WBV LCAL
LIAHL WBV 251 241 231 221 213 211

WBV 052 BA31 WBV WBV WBV WBV WBV LIAHL
WBV334 WBV333
No.3 Water 252 242 232 222 214 212 LX
WBV
LX 366 Ballast Pump WBV332 BA32
LX
WBV WBV335 PI CP
WBV321 WBV LS LCAL WBV012 WBV011
364
362
Aft WBV324 WBV323 WBV LCAL LS Pipe Duct Fore

Peak WBV363 No.2 Water 361 WBV022 Peak
Forward Tank
Tank Ballast Pump WBV322 Void
WBV050 Water
WBV (Central)
WBV315 Ballast
PI CP 051
WBV311 WBV Tank
351
WBV WBV314 WBV313 WBV WBV021
BA33
365 No.1 Water 341 WBV WBV WBV WBV WBV WBV LS
Ballast Pump WBV312 152 142 132 122 114 112
WBV353 BA34
WBV354 No.2 WBV352 WBV WBV345 151 141 131 121 113 111
LCAL
373
WBV344 No.1 WBV342
WBV343
WBV
Water Spray Pump WBV WBV LIAHL LIAHL LIAHL LIAHL LIAHL LIAHL
377
WBV 371 372
378 Sea Sea
WBV348 WBV347 WBV346 LX LX LX LX LX LX
Chest Chest
High Low No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank No.1b Water No.1a Water
Key
Sea Water
Hydraulic Oil
Electrical Signal
Instrumentation

6.3.5 deballasting Description Valve Description Valve

It has been assumed that the main sea water crossover pipe is already in use No.2 ballast tank (port) valves WBV221 Forward water ballast tank (C) valves WBV022
supplying other sea water systems, eg, the main circulating system, the sea WBV222 WBV050
water service system, etc, therefore ballast should not be run out through this No.2 ballast tank (starboard) valves WBV121 No.1A ballast tank (port) valves WBV211
line. WBV122 WBV212
No.3 ballast tank (port) valves WBV231 No.1A ballast tank (starboard) valves WBV111
Operating Procedure to Deballast the Ship by Gravity WBV232 WBV112
No.3 ballast tank (starboard) valves WBV131 No.1B ballast tank (port) valves WBV213
CAUTION WBV132 WBV214
Great care must be taken in the operation of the ballast system; failure No.4 ballast tank (port) valves WBV241 No.1B ballast tank (starboard) valves WBV113
to do so could cause damage to the glass reinforced plastic pipework. WBV242 WBV114
Damage is generally caused by pressure surge due to sudden changes in No.4 ballast tank (starboard) valves WBV141 No.2 ballast tank (port) valves WBV221
the flow rates. During the deballasting operation this can be caused by WBV142 WBV222
the opening of a full or partly full tank into the main lines when under No.5 ballast tank (port) valves WBV251 No.2 ballast tank (starboard) valves WBV121
vacuum. Under no circumstances should a vacuum be drawn on a closed WBV252 WBV122
ballast main.
No.5 ballast tank (starboard) valves WBV151 No.3 ballast tank (port) valves WBV231
a) Set up the ballast system to run to sea via the ballast main WBV152 WBV232
overboard discharge line. No.3 ballast tank (starboard) valves WBV131
c) A flow will now be established. WBV132
Position Description Valve No.4 ballast tank (port) valves WBV241
d) Run ballast to the sea until it becomes necessary to start the WBV242
Open Crossover valves between port and starboard WBV361 ballast pumps.
ballast main lines WBV362 No.4 ballast tank (starboard) valves WBV141
WBV050 WBV142
Open Ballast pump discharge to ballast main valves WBV335 Operating Procedure to Deballast the Ship by Pumping No.5 ballast tank (port) valves WBV251
WBV315 WBV252
Open Ballast discharge valves to high overboard WBV366 a) Prepare the required number of ballast pumps for discharge to No.5 ballast tank (starboard) valves WBV151
WBV365 sea via the starboard and starboard high overboard discharge WBV152
valves. Aft peak ballast tank valve WBV091
Open Ballast high overboard valve WBV378
b) Open the valves on the tank(s) to be emptied as per the Note: The pipeline configuration allows for a combination of 1, 2 or 3 ballast c) Open the discharge valve on the pumps in use in accordance
deballasting plan, ensuring that the vessel remains upright and pumps to be used for discharging ballast via one or both overboard discharge with the following:
stability is within the acceptable limits at all times. valves. Normally a maximum of two pumps would be used, No.1 and No.3
for the following example. Position Description Valve
Description Valve Open No.1 ballast pump discharge valve WBV314
Forward water ballast tank (C) valves WBV022 Open No.3 ballast pump discharge valve WBV334
Open No.1 ballast pump suction valve WBV311
WBV050
Open No.3 ballast pump suction valve WBV331 Ensure that ballast lines are not put under vacuum when changing from one set
No.1A ballast tank (port) valves WBV211
WBV212 Closed Ballast pump discharge to ballast main valves WBV335 of tanks to another by opening the next set of tanks before those currently in
WBV315 use reach the final level.
No.1A ballast tank (starboard) valves WBV111
WBV112
b) Confirm that the required ballast tank valves are open in Note: The ballast main pressures are monitored via the DACS and pressure
No.1B ballast tank (port) valves WBV213
accordance with the ballast plan, then from the DACS start the and vacuum alarms are also provided in the DACS. Tank valves are
WBV214
ballast pump(s). interlocked with the four level switches in the ballast ring main.
No.1B ballast tank (starboard) valves WBV113
WBV114 d) When the suction has been lost on all tanks, stop the pumps and
close the main ballast system down.

Illustration 6.3.5b Deballasting - Educting

High Low (Port) (Port) (Port) (Port) (Port) (Port) Bosun Store
Sea Sea
4th Deck WBV WBV

374 375 For Ballast LIAHL
LX LX LX LX LX LX
Tank Ventilation
404V
412V WBV LX
376
WBV091 PI CP
WBV331 WBV WBV WBV WBV WBV WBV LCAL
LIAHL WBV 251 241 231 221 213 211

WBV 052 BA31 WBV WBV WBV WBV WBV LIAHL
WBV334 WBV333
No.3 Water 252 242 232 222 214 212 LS
WBV
LX 366 Ballast Pump WBV332 BA32
LX
WBV WBV335 PI CP
WBV321 WBV LS WBV012 WBV011
364 LCAL
362
Aft WBV324 WBV323 WBV LCAL LS Pipe Duct Fore

Peak WBV363 No.2 Water 361 WBV022 Peak
Forward Tank
Tank Ballast Pump WBV322 Void
WBV050 Water
WBV (Central)
WBV315 Ballast
PI CP 051
WBV311 WBV Tank
351
WBV WBV314 WBV313 WBV WBV021
BA33
365 No.1 Water 341 WBV WBV WBV WBV WBV WBV LS
Ballast Pump WBV312 152 142 132 122 114 112
WBV353 BA34
WBV354 No.2 WBV352 WBV WBV345 151 141 131 121 113 111
LCAL
373
WBV344 No.1 WBV342
WBV343
WBV
Water Spray Pump WBV WBV LIAHL LIAHL LIAHL LIAHL LIAHL LIAHL
377
WBV 371 372
378 Sea Sea
WBV348 WBV347 WBV346 LX LX LX LX LX LX
Chest Chest
High Low No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank No.1b Water No.1a Water
Key
Sea Water
Hydraulic Oil
Electrical Signal
Instrumentation

Position Description Valve c) Open the suction valve on first tank to be stripped. (Water
ballast tanks 1 to 5 have two suctions, the after most suction
Closed No.1 ballast pump discharge valve WBV314
would normally be used for draining, the forward water ballast
Closed No.3 ballast pump discharge valve WBV334 tank has a suction direct from the starboard main and also one
Closed No.1 ballast pump suction valve WBV311 from the port main, the fore and aft peak tanks have a single
Closed No.3 ballast pump suction valve WBV331 suction.)
Closed Ballast main crossover valves WBV361
WBV362 Description Valve
Closed Ballast discharge valves to high overboard WBV365 Forward water ballast tank (C) suction valves WBV022
WBV366 WBV050
Closed Ballast high overboard discharge valve WBV378 No.1A ballast tank (port) aft suction valve WBV212
No.1A ballast tank (starboard) aft suction valve WBV112
e) Strip the ballast tanks as required, it may be necessary to do this
No.1B ballast tank (port) aft suction valve WBV214
after sailing (see below).
No.1B ballast tank (starboard) aft suction valve WBV114
Note: The pipeline configuration allows for a combination of 1, 2 or 3 ballast No.2 ballast tank (port) aft suction valve WBV222
pumps to be used during bulk discharge. No.2 ballast tank (starboard) aft suction valve WBV122
No.3 ballast tank (port) aft suction valve WBV232
No.3 ballast tank (starboard) aft suction valve WBV132
Operating Procedure to Strip the Ballast Tanks Using a Ballast
No.4 ballast tank (port) aft suction valve WBV242
Eductor
No.4 ballast tank (starboard) aft suction valve WBV142
The ballast eductor drive water is supplied from the 900m³/h water spray No.5 ballast tank (port) aft suction valve WBV252
pump. No.5 ballast tank (starboard) valve WBV152
Aft peak suction valve WBV091
a) From the DACS, set up ballast eductor using the water spray
pump to supply the drive water.
d) Start the water spray pump to supply the eductors.
e) When all of the tanks have been stripped, stop the water spray
Open Water spray suction valve (normally open) WBV348
pump and close the eductor system down.
Open Water spray discharge valve WBV347
Open No.1 eductor drive inlet valve WBV343 Position Description Valve
Open No.2 eductor drive inlet valve WBV353 Close No.1 eductor drive inlet valve WBV343
Open No.1 eductor drive outlet valve WBV344 Close No.2 eductor drive inlet valve WBV353
Open No.2 eductor drive outlet valve WBV354 Close No.1 eductor drive outlet valve WBV344
Open Eductor overboard discharge valve WBV377 Close No.2 eductor drive outlet valve WBV354
Close Eductor overboard discharge valve WBV377
b) From the DACS, set up the ballast main for educting.
Close No.1 ballast eductor suction valve WBV341
Position Description Valve Close No.2 ballast eductor suction valve WBV351
Open No.1 ballast eductor suction valve WBV341
Open No.1 ballast eductor suction valve WBV351
Note: One eductor can be used on both the port and starboard ballast mains
by opening the eductor suction crossover valve WBV345.

6.4 Loaded Voyage with Boil-off Gas Reliquefaction
6.4.1 Loaded Voyage with Boil-off Gas Reliquefaction

Illustration 6.4.1a Loaded Voyage with Boil-Off Gas Reliquefaction

Gas Manifold
Combustion
Vent Gas Heater
Safety Valve RR808
RG844 RG826 RG845
RL848
RL849
RL813
RG846 CS062 CS061
CS051
Plant
RG850 CL022 CL024 CL023 CL021
RG848
RG849
RG825 RG803 RG801 1st 2nd RG821
CS052
No.1 No.2
CS064 CS063
CG880
Gas
RL808
RL807
RL830
Unit CG900
CG883
CG072 CG071
RL810
RL809
CG078
CS066 CS065
CG881
CG862 CG864
CG834 RL820 RL815
CG882
RL818 RL819
RL822
CG865 CG861 CG832 CG833 CG831
CG079
CS750
RL816
RL821
CG821
CS068 CS067
CG844
RL817
RL824 RL823
CL042 CL044 CL043 CL041
LNG Vaporiser
CS871
CS872
CG842 CG843 CG841

No.2 HD Compressor
Key
CS870
CG822
Locked
Closed
CG800 LNG Liquid
Vapour Return Line LNG Vapour
Nitrogen
CG807 CG808
CG809
Dry-Air Supply
CG802
CG804
CS757
CG803
CS756
CG801
CG806
CG805
CL702
Inert Gas Dryer

and Plant from
Engine Room
Vapour Main
To Cofferdam
CG721
CG722
Liquid Main
Spray Main CL700
CS752 CS751
CR862
SAS551
SAS451
SAS351
SAS251
SAS151
CG720
CS555
CS455
CS355
CS255
CS155
CL510
CL410
CL310
CL210
CL110
CG571
CG471
CG371
CG271
CG171
CS556
CS456
CS356
CS256
CS156
CR560
CR460
CS554
CS454
CS354
CS254
CS154
CS550 CS557
CS450 CS457
CS350 CS357
CS250 CS257
CS150 CS157
CL508
CL501
CL408
CL308
CL208
CL401
CL301
CL201
CL108
CL101
CG570
CG470
CG370
CG270
CG170
CS551
CS552
CS451
CS452
CS351
CS252
CS251
CS152
CS151
CL507
CL502
CL500
CL407
CL402
CL400
CL307
CL302
CL300
C3352
CL207
CL202
CL200
CL107
CL102
CL100


CL504
CL503
CL404
CL403
CL304
CL303
CL204
CL203
CL104
CL103

6.4 loaded voyage with Boil-off Gas the same capacity and load-share. The transition between single control and Position Description Valve
reliquefaction master control with two compressors running is done by a time-based ramp.
Where the BOG compressors are unable to contain the tank pressure with Open No.2 tank vapour valves CG270, CG271
6.4.1 loaded voyage with Boil-Off Gas reliquefaction alone, the excess BOG is passed through the BOG heater prior Open No.3 tank vapour valves CG370, CG371
reliquefaction to being burnt in the GCU. Open No.4 tank vapour valves CG470, CG471
Introduction Gas Combustion Unit Open Vapour header valve to No.1 vent mast riser CG721
Manufacturer: Hamworthy Combustion Engineering Ltd. Automatic No.1 vent mast riser control valve set to CG720
The gas control system automatically controls the pressure within the cargo
Model: AMOxsafe 23kPa
tanks using one or both of the boil-off gas (BOG) compressors. Depending
on the amount of BOG generated it may be necessary to use both BOG Quantity: 1
b) Set up to supply vapour to the BOG compressors.
compressors and the gas combustion unit (GCU) to control the pressure in the BOG firing rate: 0~3,111kg/h (one fan running- GCU load 0-55%)
tanks between 5kPag and 19kPag. 0~5,657kg/h (two fans running- GCU load 0-100%) There is a starting interlock on all of the compressors which prevents them
0~850kg/h (free-flow mode) from going on standby if the diffuser guide vanes (DGV) are not in the fully
BOG Compressors BOG supply pressure: 3.3 bar closed position (to prevent an overcurrent trip). Start the compressor with the
DGV closed and interlock for the anti-surge valve which must be open, then
Furnace temperature: 450°C
Manufacturer: Atlas Copco Energas GmbH adjust the set point to 60%.
Exhaust gas temperature: 535°C (maximum)
Type: GT 026 T2 K2
Quantity: 2 Position Description Valve
During the voyage, the liquid cargo will start to boil-off into vapour. This
Mass flow: 6793kg/h Open Crossover from vapour header to BOG CG801
vapour is drawn off from the cargo tanks by the BOG cargo compressors.
compressors
Design pressure: 1MPa From the BOG compressor, the LNG vapour, at high temperature and pressure,
passes to the cryogenic heat exchanger in the cold box where it is turned into Open No.1 BOG compressor inlet valve RG821
liquid by the colder nitrogen passing through the cryogenic heat exchanger Open No.2 BOG compressor inlet valve RG822
Motor: 460kW (rated duty), constant speed
tubes. This cold liquid leaves the cold box via a separator to the LNG transfer Open No.1 BOG compressor bypass valve RG815
pumps where it is returned to the cargo tanks via the return condensate line to
No.4 and No.5 cargo tank bottoms, and/or to the spray main to be returned to Open No.2 BOG compressor bypass valve RG816
One Running Compressor (0% -100% Boil-off Rate)
the tanks via the spray return line. Automatic No.1 BOG compressor bypass control valve RG809
Each BOG compressor is a two-stage centrifugal compressor with diffuser
guide vanes (DGV) on each stage for controlling the compressor capacity. Automatic No.1 BOG compressor bypass control valve RG810
Once the vessel departs the loading port the reliquefaction plant will be
When one compressor is running, the suction pressure controller will modulate Open No.1 BOG compressor outlet valve RG803
required to maintain the cargo as close to its loading temperature and pressure
the recycle valve and the DGVs to control the pressure in the cargo tanks. If
as possible for the duration of the laden passage. These compressors will have Open No.2 BOG compressor outlet valve RG804
the cargo tank pressure increases above the set point, the recycle valve closes
been started at the load port by the reliquefaction plant control system, the Open Inlet valve to cryogenic heat exchanger RG825
and the DGVs will open in a split range arrangement. The DGVs will not start
valves required for this operation are listed below.
to open until the recycle valve is fully closed. The BOG compressor is running
at 100% capacity when the DGVs are fully open. c) Set up to supply condensate to the cargo tanks via the LNG
The reliquefaction plant and its operations have been described in greater detail
transfer pumps.
in Section 4.7 of this manual.
When the suction pressure drops below the set point the DGVs will close and
then the recycle valve will open in a split range arrangement. The recycle valve Position Description Valve
will not start to open until the DGVs are fully closed unless overridden by the Operating Procedures with Natural Boil-Off Gas Open No.1 LNG transfer pump inlet valve RL848
anti-surge control function.
During local operation, all alarms and trips are available and can be monitored Open No.2 LNG transfer pump inlet valve RL849
Two Running Compressors (100 – 150% Boil-off Rate) through the DACS. Open No.1 LNG transfer pump outlet valve RL810
Open No.2 LNG transfer pump outlet valve RL809
When two BOG compressors are running at the same time, one master a) Confirm the vapour dome outlet valves to the vapour header are
controller will be controlling the pressure in the cargo tanks. The ‘lead’ Open Condensate return control isolation valves RL822, RL824
open; these valves are normally always open.
compressor controller will then take the function as the master controller and Automatic Condensate return control valve RL823
the ‘lag’ compressor’s controller will be disabled. The output signal of the
Open Pre-cooler control isolation valves RL819, RL817
master controller will be sent to both compressors which will then operate at

Illustration 6.4.1b Loaded Voyage with Boil-Off Gas Reliquefaction - Excess BOG
Gas
Manifold
Combustion
Vent Gas Heater
Safety Valve RR808
RL848
RL849
RL813
RG846 CS062 CS061
CS051
Plant
RG850 CL022 CL024 CL023 CL021
RG848
RG849
RG825 RG803 RG801 1st 2nd RG821
CS052
No.1 No.2
CS064 CS063
CG880
Gas
RL808
RL807
RL830
Unit CG900
CG883
CG072 CG071
RL810
RL809
CG078
CS066 CS065
CG881
CG862 CG864
CG834 RL820 RL815
CG882
RL818 RL819
RL822
CG865 CG861 CG832 CG833 CG831
CG079
CS750
RL816
RL821
CG821
CS068 CS067
CG844
RL817
RL824 RL823
CL042 CL044 CL043 CL041
LNG Vaporiser
CS871
CS872
CG842 CG843 CG841

No.2 HD Compressor
Key
CS870
CG822
Locked
Closed LNG Liquid
CG800

Nitrogen
LNG Vapour Warm
CG807 CG808
CG809
Dry-Air Supply
CG802
CG804
CS757
CG803
CS756
CG801
CG806
CG805
CL702
Inert Gas Dryer

and Plant from
Engine Room
Vapour Main
To Cofferdam
CG721
CG722
Liquid Main
Spray Main CL700
CS752 CS751
CR862
SAS551
SAS451
SAS351
SAS251
SAS151
CG720
CS555
CS455
CS355
CS255
CS155
CL510
CL410
CL310
CL210
CL110
CG571
CG471
CG371
CG271
CG171
CS556
CS456
CS356
CS256
CS156
CR560
CR460
CS554
CS454
CS354
CS254
CS154
CS550 CS557
CS450 CS457
CS350 CS357
CS250 CS257
CS150 CS157
CL508
CL501
CL408
CL308
CL208
CL401
CL301
CL201
CL108
CL101
CG570
CG470
CG370
CG270
CG170
CS551
CS552
CS451
CS452
CS351
CS252
CS251
CS152
CS151
CL507
CL502
CL500
CL407
CL402
CL400
CL307
CL302
CL300
C3352
CL207
CL202
CL200
CL107
CL102
CL100


CL504
CL503
CL404
CL403
CL304
CL303
CL204
CL203
CL104
CL103

Position Description Valve b) Ensure that the gas outlet temperature of the heater is set to Position Description Valve
approximately 25°C.
Automatic Pre-cooler control valve RL818 Automatic Cold box separator waste gas control valve RG826
Open Pre-cooler supply valve RL815 The cargo reliquefaction and gas burning piping system is arranged so that Open Vent gas heater inlet valve RG843
Open Condensate return to spray main CR863 excess boil-off gas can be vented should there be any inadvertent stopping of Open Vent gas heater temperature controller RG848, RG849
the pressure control systems. The automatic control valve CG720 at the No.1 isolation valves
Open Condensate return to No.4 and No.5 cargo CR862
vent mast is set to operate at 23kPa and vents any excess gas to atmosphere. Automatic Vent gas heater temperature control valve RG847
tanks
Open No.4 cargo tank condensate return valve CR460 Open Vent gas heater outlet valve RL842
Note: It is possible for the operator to alter the setting of the forward vent Automatic GCU inlet valve CG901
Open No.5 cargo tank condensate return valve CR560 mast control valve from the DACS.
Open No.3 spray master and spray return valves CS355, CS354 b) Set up to supply waste gas to the cargo tanks via the liquid
Open No.2 spray master and spray return valves CS255, CS254 In the event of an automatic or manual shutdown of the pressure control system, header.
or if the tank pressure falls to 2kPa above the insulation spaces pressure, the
Open No.1 spray master and spray return valves CS155, CS254 following safety procedures are activated:
Open Spray main block valve CS752 Position Description Valve
• GCU master valves CG900 and CG901 will close and the gas Open Cold box separator waste gas outlet to liquid RG827
supply line to the GCU will be purged with nitrogen, exhausting header valve
Note: The LNG condensate can be returned to the bottom of the No.4 and to No.5 vent mast via the GCU nitrogen scavenging line and a
No.5 cargo tanks and/or to the spray main where it can be distributed back to non-return valve at the vent mast. Open Waste gas to liquid header valve CG802
any one of the five tanks via the spray return. Open No.5 cargo tank spray master valve CL555
• Reliquefaction plant goes to standby mode.
Open 10% No.5 cargo tank filling valve CL500
Note: If the volume of the boil-off gas exceeds the capacity of the • BOG compressors stop.
reliquefaction plant, the GCU has to be put into operation. • Waste gas valve switches to tanks.
c) Start the BOG compressor.

Operating Procedures With Excess Boil-Off Gas
d) Ensure that the inlet guide vanes are in automatic mode so that
In addition to the normal BOG operation through the reliquefaction plant, the
they will adjust themselves, according to how the control is set
excess gas can be disposed of in the GCU.
up.
a) Set up to supply line valves to the BOG heater in accordance
The operation of the pressure control system can then be controlled and
with the following table: monitored from the CCR.

Waste Gas Disposal
Open BOG heater supply from BOG compressor CG880
Open BOG heater inlet valve CG851 Note: The waste gas may consist of approximately 70% nitrogen and 30%
Open BOG flow control valve CG854 methane and must therefore be treated differently from normal methane rich
BOG by the GCU by default, unless the percentage of nitrogen exceeds 70%
Open BOG heater temperature control valve CG855
the waste gas is returned to the cargo tank(s).
Open BOG heater outlet valve CG852
Automatic GCU inlet valve CG900
Note: The waste gas produced by the cold box separator can be disposed of
in two ways, either by sending it to the GCU or returning it to the bottom of
CAUTION a cargo tank to admix with the cargo.
The heater should be thoroughly preheated by steam before the
admission of methane vapour. This prevents ice formation. a) Set up to supply waste gas to the GCU via valve RG827.
Personnel should always be present when the heater is put into operation, to Position Description Valve
locally monitor the temperature in the steam exhaust line and the vapour outlet. Open Cold box separator waste gas outlet RG844, RG845
During local operation all monitoring facilities are available via the DACS isolation valves
display screens.

6.5 Discharging
6.5.1 Preparation for Discharging
6.5.2 Liquid Line Cooldown Before Discharging
6.5.3 Arm Cooldown Before Discharging
6.5.4 Discharging With Vapour Return From Shore
6.5.5 Discharging Without Vapour Return From Shore
6.5.6 Ballasting
Illustration 6.5.1a Preparations for Discharging

Terminal Ship
Prior To Terminal Ship
Arrival Terminal advises ship of arm Cargo lines at -100ºC
Check System Terminal staff Relevant ship's personnel
configuration to be used: Ship checks communications Line - Up
LNG unloading Ship continuously monitors
Vapour return loading frequency
CTS Stop Gas Reliquefaction
Fire fighting equipment ready Main propulsion on standby
Carry out initial CTS gauging Carry out initial CTS gauging
Check fender system Fire fighting equipment ready before opening ship's manifold
Check ship/shore communication Fire main pressurised valves
Position spotting line ESDS checked
Check speed of approach meter Gas/fire detection checked Test ESD
Valve remote control system tested (Warm) Witness and log ESD1 operation Initiate ESD1 signal from ship/shore
of all shore hydraulic valves
CTS activated Witness and log ESD1 operation
Continuous monitoring of cargo of all ship valves
pump insulation
Ship confirms ETA
Open Vapour
Ship advises systems operational Fully open shore vapour ESD valve When shore vapour ESD valve is
Manifold Valve
Ship advises changes (if any) open, open ship's vapour ESD valve
Ship's cargo tanks will balance
with shore tank at 7~10kPa
Arrival
Secure ship at jetty Main propulsion on standby
Hand over crew list Ship advises terminal of readiness
Pilot/loading master advises
Display appropriate signage Cool Down to start cool down of loading arms
terminal on completion
Cool down unloading arms
Use of main communication CCR advises terminal and sends
Equipment and radars prohibited Terminal advises ship when ready low flow of cargo via cargo pump
Hot work prohibited
Observe port regulations Cool all arms simultaneously
until frosted over entire length
Continuously check mooring tension Operation controlled by loading
master (approx. 45/90 minutes)
Rig
Witness and check rigging of ESD Test
Gangway Terminal staff gangway (Cold) Terminal advises ship when ready Initiate ESD1 signal from ship/shore
Witness and log ESD1 operation Witness and log ESD1 operation
of all shore valves of all ship's valves
Safety
Carry out safety inspection Carry out safety inspection
Inspection
Complete and sign safety checklist Complete and sign safety checklist
Check O2 levels at sampling points Safety Carry out safety checks jointly Check through terminal safety
Checks with ship checks jointly with terminal staff
Pre-discharge
Terminal staff Relevant ship's personnel
Meeting
Review discharge schedule Review discharge schedule
Confirm safety checks Confirm safety checks
Ready For Discharging
Connect
Arms Vapour return arm connected first Start manifold water curtain
followed by the loading arms Discharge strainers in place
Position safety locks Manifold blanks removed
Pressure test with N2
Inert to <1% O2
Connect ESD/Communications link


6.5 discharging The cargo pumps can discharge each tank to a level of approximately 0.3m b) Select and start a BOG compressor to supply boil-off gas to
where the discharge is based on using only the cargo pumps. One of the two the GCU via the BOG heater, stop the free-flow via the HD
pumps in each tank is stopped at a level of approximately 1.0 to 0.6m to avoid compressors.
Introduction excessive turbulence at the tank bottom which can create a disturbance at the
suction of both pumps. Discharge is continued with one pump, throttling-in c) When ready to start the reliquefaction plant, SEQUENCE start
In co-ordinating LNG operations, the ship must be compatible with the shore on the discharge valve to maintain the current until the pump stops on low a compander to cool down the R loop until the cold box reaches
side terminals. The ship and shore-based personnel must also be familiar with discharge pressure cut-out or low current. -150°C, this could take several hours.
each other’s equipment and the division of all of the responsibilities.
Where the requirements are for the vessel to heel out, the stripping pump is run d) STOP the BOG compressor and free-flow to the GCU across
Each terminal has its own procedures which have to be strictly followed together with the remaining main pump from the 1 metre level until the main the HD compressors while setting up to start the reliquefaction
regarding the following operations: pump stops on low discharge pressure cut-out or low current. The vessel can plant.
• Approaching the terminal continue the discharge to a level of approximately 0.08m in each tank with a
3.0m trim using the stripping/spray pumps. e) Start the reliquefaction plant as per the section under REMOTE
• Mooring
OPERATION OF RELIQUEFACTION PLANT, Section 4.7,
• Connecting On completion of the discharge, the loading arms and pipelines are purged page 14.
and drained to the No.5 cargo tank and the arms are then gas freed and
• Loading disconnected.
6.5.1 PreparationS for discharging
• Disconnecting
Due to the manifold configuration it is necessary to purge the cargo lines using Preliminary Preparation:
• Departure
nitrogen at a pressure of at least 3 bar. This is done several times to ensure
successful draining at the manifold connections. • The chief officer is to prepare a detailed discharge and ballasting
During a normal discharge, only the main cargo pumps will be used and a plan which includes the trim and stability conditions during
quantity of cargo will be retained on board for maintaining the tanks in a discharge.
The vapour arm is normally disconnected and the resumption of reliquefaction
cold condition. The quantity being retained in the tanks varies according to
will cope with any vapour evolution. • The pre-arrival checklists are to be completed.
the charterer’s requirements and will be influenced by the operations of the
reliquefaction plant. • A pre-discharge meeting is to be held together with the terminal
When the vapour manifold is disconnected the tank pressure will start to rise
quickly. In this situation carry out the following: representatives. The ship/shore safety list is to be filled in.
If the ship has to warm-up tanks for technical reasons, the stripping/spray
• The custody transfer measurement (CTM) is to be carried out
pumps will be used to discharge the remaining cargo on completion of the bulk
a) Press the START button to start the GCU and initially free-flow with the terminal representatives, surveyors and authorities.
discharge with the main cargo pumps.
across the HD compressors and through the HD heater.
• All connections (bonding wire, telephones, loading and
During the cargo discharge, LNG vapour will be returned from the shore bunkering arms) at the manifold are to be carried out according
terminal to maintain the correct pressure in the cargo tanks. to the terminal’s cargo handling manual.
• The chief officer is to supervise all of the discharge operations
Operation on board.
• The sounding, temperature and pressure on all cargo tanks is
The main cargo pumps discharge LNG to the main liquid header and then to to be checked and noted according to the schedule during the
shore via the amidships liquid crossover manifold connections. Should the unloading. The Cargo Monitoring Record is to be filled in.
vapour return from the shore be insufficient to maintain the tank pressures,
other means of supplying vapour to the tanks either by using the tank sprays or • The vessel’s lines are to be made ready to allow cooldown of the
the main vaporiser have to be used. discharging arms.
Ballasting is undertaken at the same time as 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 necessary
to empty a cargo tank, the ship needs to be trimmed according to the terminal’s
maximum draught by the stern to assist in the stripping of the tank.


Illustration 6.5.2a Liquid Line Cooldown Before Discharge

Gas Manifold
Combustion
Vent Gas Heater
Safety Valve RR808
RG844 RG826 RG845
RL848
RL849
RL813
RG846 CS062 CS061
CS051
Plant
RG850 CL022 CL024 CL023 CL021
RG848
RG849
RG825 RG803 RG801 1st 2nd RG821
CS052
No.1 No.2
CS064 CS063
CG880
Gas
RL808
RL807
RL830
Unit CG900
CG883
CG072 CG071
RL810
RL809
CG078
CS066 CS065
CG881
CG862 CG864
CG834 RL820 RL815
CG882
RL818 RL819
RL822
CG865 CG861 CG832 CG833 CG831
CG079
CS750
RL816
RL821
CG821
CS068 CS067
CG844
RL817
RL824 RL823
CL042 CL044 CL043 CL041
LNG Vaporiser
CS871
CS872
CG842 CG843 CG841

No.2 HD Compressor
CS870
CG822
Locked Key
Closed
CG800
LNG Liquid
LNG Vapour
CG807 CG808
CG809
Dry-Air Supply
CG802
CG804
CS757
CG803
CS756
CG801
CG806
CG805
CL702
Inert Gas Dryer

and Plant from
Engine Room
Vapour Main
To Cofferdam
CG721
CG722
Liquid Main
Spray Main CL700
CS752 CS751
CR862
SAS551
SAS451
SAS351
SAS251
SAS151
CG720
CS555
CS455
CS355
CS255
CS155
CL510
CL410
CL310
CL210
CL110
CG571
CG471
CG371
CG271
CG171
CS556
CS456
CS356
CS256
CS156
CR560
CR460
CS554
CS454
CS354
CS254
CS154
CS550 CS557
CS450 CS457
CS350 CS357
CS250 CS257
CS150 CS157
CL508
CL501
CL408
CL308
CL208
CL401
CL301
CL201
CL108
CL101
CG570
CG470
CG370
CG270
CG170
CS551
CS552
CS451
CS452
CS351
CS252
CS251
CS152
CS151
CL507
CL502
CL500
CL407
CL402
CL400
CL307
CL302
CL300
C3352
CL207
CL202
CL200
CL107
CL102
CL100


CL504
CL503
CL404
CL403
CL304
CL303
CL204
CL203
CL104
CL103

6.5.2 Liquid Line Cool down Before discharging c) Prepare the manifold for cooling down. f) Using the No.3 tank spray pump, LNG is passed via the spray
header to the manifold and then through the spray line to the
Position Description Valve liquid header crossover valves into the liquid header, returning
Introduction to No.3 cargo tank via the loading line.
Open Manifold spray to liquid header valves CS051, CS052
The cargo lines are cooled down and the cargo plant is prepared to the highest g) From the DACS, start No.3 spray pump to allow cooldown to
possible level before arrival at the loading or discharging port. This is to allow d) Confirm that the vapour header valves are open.
commence.
the discharging to commence as soon as the vessel is moored and all procedures
have been completed. The spool pieces and reducers with their required filters Position Description Valve h) As cooldown of the header progresses, open and close each
are to be mounted. Open No.1 tank vapour valves CG170, CG171 of the tank loading valves in turn to permit cooldown of the
Open No.2 tank vapour valves CG270, CG271 complete liquid header.
The liquid line cooldown is carried out using the spray pump in No.3 tank
to pump LNG from No.3 cargo tank through the spray header to the liquid Open No.3 tank vapour valves CG370, CG371
Open No.4 tank vapour valves CG470, CG471 i) During line cooldown, monitor the following:
manifold pipework.
Open No.5 tank vapour valves CG570, CG571 • Cargo tank levels
Vapour displaced from the crossover pipework passes through the liquid header Open Vapour header valve to No.1 vent mast riser CG721 • Liquid crossover pressure
and then back to No.3 cargo tank via the filling line.
Automatic No.1 vent mast riser control valve set to CG720 • Liquid crossover temperature
23kPa
Vapour from the tanks will be supplied to the BOG compressors for • Liquid header temperature
reliquefaction and returned to the No.4 or No.5 cargo tanks as condensate.
e) Set up to supply vapour to the BOG compressors and LNG • Vapour header pressure
Although the text and illustration above indicates No.3 spray pump being used transfer pumps.
for cooldown, any of the spray pumps could be used if required. j) The line cooldown will be complete when the liquid header
Position Description Valve temperature falls below -100°C and frosting occurs at the
Open Crossover valve from vapour header to BOG CG801 loading valves.
Operating Procedure to Cool Down the Liquid Lines compressors
k) When the cooldown is completed, stop the No.3 spray pump
Open No.1 BOG compressor inlet valve RG821
a) Prepare the spray header system for cooling down. from the DACS.
(See illustration 6.5.2a). Open No.2 BOG compressor inlet valve RG822
Open No.1 BOG compressor bypass valve RG815 Position Description Valve
Position Description Valve Open No.2 BOG compressor bypass valve RG816 Closed No.3 spray pump discharge CS350
Open No.3 spray pump discharge valve CS350 Automatic No.1 BOG compressor bypass control valve RG809
approximately 15% l) If the time between cooldown completion and berthing is
Automatic No.1 BOG compressor bypass control valve RG810
Open No.3 tank spray master to spray main CS355 lengthy, the spray pump may be restarted.
Open Spray header block valves CS751, CS750 Open No.1 BOG compressor outlet valve RG803
Open Spray pump return valve to No.3 tank CS354 Open No.2 BOG compressor outlet valve RG804 Note: Return of cooldown liquid to the bottom of the tank via the loading line
Open Inlet valve to cryogenic heat exchanger RG825 can give rise to a localised temperature increase at the tank bottom sensor.
Sufficient time should be allowed for this to stabilise prior to gauging.
b) Prepare the liquid header system for cooling down. Open No.1 LNG transfer pump inlet valve RL848
Open No.2 LNG transfer pump inlet valve RL849
Position Description Valve Open No.1 LNG transfer pump outlet valve RL810
Open No.1 tank liquid branch valve CL110 Open No.2 LNG transfer pump outlet valve RL809
Open Condensate return control isolation valves RL822, RL824
Automatic Condensate return control valve RL823
Open No.5 tank liquid branch valve CL510 Open Condensate return to No.4 and No.5 cargo CR862
tanks
Open 10% No.3 tank filling valve CL300
Open No.4 cargo tank condensate return valve CR460
Open No.5 cargo tank condensate return valve CR560

Illustration 6.5.3a Arms Cooling Down Before Discharge

Gas Manifold
Combustion
Vent Gas Heater
Safety Valve RR808
RL848
RL849
RL813
RG846 CS062 CS061
CS051
Plant
RG850 CL022 CL024 CL023 CL021
RG848
RG849
RG825 RG803 RG801 1st 2nd RG821
CS052
No.1 No.2
CS064 CS063
CG880
Gas
RL808
RL807
RL830
Unit CG900
CG883
CG072 CG071
RL810
RL809
CG078
CS066 CS065
CG881
CG862 CG864
CG834 RL820 RL815
CG882
RL818 RL819
RL822
CG865 CG861 CG832 CG833 CG831
CG079
CS750
RL816
RL821
CG821
CS068 CS067
CG844
RL817
RL824 RL823
CL042 CL044 CL043 CL041
LNG Vaporiser
CS871
CS872
CG842 CG843 CG841

No.2 HD Compressor
CS870
CG822
Locked Key
Closed
CG800
LNG Liquid
Vapour Return Line
LNG Vapour
Nitrogen
CG807 CG808
CG809
Dry-Air Supply
CG802
CG804
CS757
CG803
CS756
CG801
CG806
CG805
CL702
Inert Gas Dryer

and Plant from
Engine Room
Vapour Main
To Cofferdam
CG721
CG722
Liquid Main
Spray Main CL700
CS752 CS751
CR862
SAS551
SAS451
SAS351
SAS251
SAS151
CG720
CS555
CS455
CS355
CS255
CS155
CL510
CL410
CL310
CL210
CL110
CG571
CG471
CG371
CG271
CG171
CS556
CS456
CS356
CS256
CS156
CR560
CR460
CS554
CS454
CS354
CS254
CS154
CS550 CS557
CS450 CS457
CS350 CS357
CS250 CS257
CS150 CS157
CL508
CL501
CL408
CL308
CL208
CL401
CL301
CL201
CL108
CL101
CG570
CG470
CG370
CG270
CG170
CS551
CS552
CS451
CS452
CS351
CS252
CS251
CS152
CS151
CL507
CL502
CL500
CL407
CL402
CL400
CL307
CL302
CL300
C3352
CL207
CL202
CL200
CL107
CL102
CL100


CL504
CL503
CL404
CL403
CL304
CL303
CL204
CL203
CL104
CL103

6.5.3 Arm Cool down before Discharging Position Description Valve Operating Procedure for Cooling Down the Shore Liquid Arms
Open No.4 manifold cooldown valve CS067 Using a Cargo Pump
Introduction Open No.1 ESD liquid manifold valve CL011
On completion of testing the discharge arm connections, the vessel uses one
Open No.2 ESD liquid manifold valve CL021 main cargo pump circulating on its own tank to cool down the shore arms.
After the discharging arms are connected to the ship’s manifold, they are Open No.3 ESD liquid manifold valve CL031
pressurised with nitrogen and purged to atmosphere until the oxygen content is Where pre-cooling of the ship’s liquid line has not been carried out this can be
below 1%. The nitrogen is delivered from the shore at a pressure of up to 3 bar. Open No.4 ESD liquid manifold valve CL041 done at the same time as the shore arms.
The connections are then tested for leaks using soapy water.
c) From the DACS, start No.3 spray pump circulating on No.3 a) Set up the starboard main cargo pump in No.2 tank ready to cool
The cooldown procedure of the discharging arms follows the terminal’s cargo tank. down the shore arms and manifolds via the double-shut bypass
procedure and is carried out using the ship’s spray pump or a cargo pump, valves. The starboard side is to be used.
in co-operation with the shore terminal. Reference should be made to the d) Adjust No.3 spray pump return valve to pressurise the spray line
terminal’s cargo operation manual. and starboard manifold. Position Description Valve
Open No.2 starboard cargo pump discharge valve CL201
The ship/shore safety checks must have been completed, custody transfer e) Once the shore arms start to show frosting, crack open the 20%
completed and the ship/shore vapour line opened. double-shut valves to remove any vapour lock.
Open No.2 cargo tank filling valve 20% CL200
Operating Procedure for Cooling Down the Shore Liquid Arms Open 5% No.1 starboard manifold double-shut valve CL013
Using a Spray Pump Open 5% No.2 starboard manifold double-shut valve CL023 b) Open the starboard manifold ESD and double-shut valves ready
to cool down the shore arms.
Open 5% No.3 starboard manifold double-shut valve CL033
On completion of testing the discharge arm connections, the vessel uses one Open 5% No.4 starboard manifold double-shut valve CL043
spray pump circulating on its own tank to cool down the shore arms. Where Position Description Valve
pre-cooling of the ship’s liquid line has not been carried out this can be done Open No.1 starboard manifold double-shut valve CL013
f) The cooling down is complete when the manifold, ship’s liquid
at the same time as the shore arms. Open No.2 starboard manifold double-shut valve CL023
line and shore arms are approximately -130°C. This will take
approximately 80 minutes but will vary with terminals. Once the Open No.3 starboard manifold double-shut valve CL033
For the purposes of clarity all four manifolds are shown in use. The manifolds
shore arms have been cooled down fully, open the double-shut Open No.4 starboard manifold double-shut valve CL043
used will depend on the requirements of the terminal being discharged at.
valves and close the manifold double-shut bypass valves.
Open No.1 ESD liquid manifold valve CL011
a) Set up No.3 spray pump ready to cool down the shore arms and Open No.2 ESD liquid manifold valve CL021
manifolds via the double-shut bypass valves. The starboard side Position Description Valve
is to be used. Closed No.1 manifold cooldown valve CS061
Closed No.2 manifold cooldown valve CS063
Position Description Valve Closed No.3 manifold cooldown valve CS065 c) From the DACS, start No.2 starboard cargo pump circulating
Open No.3 spray pump discharge valve CS350 Closed No.4 manifold cooldown valve CS067 on No.2 cargo tank. Adjust No.2 loading valve to pressurise
approximately 15% Open No.1 starboard manifold double-shut valve CL013 the liquid line and starboard manifold. Monitor the progress of
Open No.3 tank spray master to spray main CS355 Open No.2 starboard manifold double-shut valve CL023 frosting on the shore arms.
Open Spray header block valve CS751 Open No.3 starboard manifold double-shut valve CL033
d) The cooling down is complete when the manifold, ship’s liquid
Open Spray pump return valve to No.3 tank CS354 Open No.4 starboard manifold double-shut valve CL043 line and shore arms are approximately -130°C. This will take
approximately 80 minutes but will vary between terminals.
b) Prepare the starboard manifold ready to cool down the shore g) Stop No.3 spray pump and open the pump return valve to drain
arms. spray header back to tank. e) Stop No.2 cargo pump ready for an ESD test.
Position Description Valve Position Description Valve On completion of the cooldown and when the shore facility is ready for
Open No.1 manifold cooldown valve CS061 Open Spray pump return valve to No.3 tank CS354 discharge, proceed as outlined in Section 6.5.4 of this manual for discharging.
The terminal will require the vessel to carry out a cold ESD test on completion
Open No.2 manifold cooldown valve CS063
of the arm cooldown.
Open No.3 manifold cooldown valve CS065

Illustration 6.5.4a Discharge With Vapour Return From Shore

Gas
Manifold
Combustion
Vent Gas Heater
Safety Valve RR808
RL848
RL849
RL813
RG846 CS062 CS061
CS051
Plant
RG850 CL022 CL024 CL023 CL021
RG848
RG849
RG825 RG803 RG801 1st 2nd RG821
CS052
No.1 No.2
CS064 CS063
CG880
Gas
RL808
RL807
RL830
Unit CG900
CG883
CG072 CG071
RL810
RL809
CG078
CS066 CS065
CG881
CG862 CG864
CG834 RL820 RL815
CG882
RL818 RL819
RL822
CG865 CG861 CG832 CG833 CG831
CG079
CS750
RL816
RL821
CG821
CS068 CS067
CG844
RL817
RL824 RL823
CL042 CL044 CL043 CL041
LNG Vaporiser
CS871
CS872
CG842 CG843 CG841

No.2 HD Compressor
Key
CS870
CG822
Locked
Closed
CG800 LNG Liquid
Nitrogen
CG807 CG808
CG809
Dry-Air Supply
CG802
CG804
CS757
CG803
CS756
CG801
CG806
CG805
CL702
Inert Gas Dryer

and Plant from
Engine Room
Vapour Main
To Cofferdam
CG721
CG722
Liquid Main
Spray Main CL700
CS752 CS751
CR862
SAS551
SAS451
SAS351
SAS251
SAS151
CG720
CS555
CS455
CS355
CS255
CS155
CL510
CL410
CL310
CL210
CL110
CG571
CG471
CG371
CG271
CG171
CS556
CS456
CS356
CS256
CS156
CR560
CR460
CS554
CS454
CS354
CS254
CS154
CS550 CS557
CS450 CS457
CS350 CS357
CS250 CS257
CS150 CS157
CL508
CL501
CL408
CL308
CL208
CL401
CL301
CL201
CL108
CL101
CG570
CG470
CG370
CG270
CG170
CS551
CS552
CS451
CS452
CS351
CS252
CS251
CS152
CS151
CL507
CL502
CL500
CL407
CL402
CL400
CL307
CL302
CL300
C3352
CL207
CL202
CL200
CL107
CL102
CL100


CL504
CL503
CL404
CL403
CL304
CL303
CL204
CL203
CL104
CL103

6.5.4 Discharging with Vapour Return From Shore f) Start the remainder of the cargo pumps according to shore Liquid Lock Avoidance on Completion of LNG Operation
terminal instructions.
No LNG liquid can remain enclosed in a pipe section between two valves.
Introduction g) Once all the pumps are in operation adjust the discharge valves There are safety relief valves fitted on the pipelines that should open and
to obtain the required full rate. This is normally 80% load with release any pressure build-up in these pipe sections to the nearest gas dome.
This section follows on from the completion of loading arm cooldown and an ammeter reading of 42- 44 amps.
either starts with a cold ESD test or starting of the cargo pumps. In order to avoid any pressure build-up and prevent the activation of the safety
h) Request the shore terminal to supply return gas to the ship to valve, both the liquid and spray header valves are left open to the cargo tanks.
a) On completion of a cold ESD test, operate the following maintain a tank pressure of between 7 and 9kPa.
valves:
Completion of Discharge Open No.1 tank filling valve CL100
Open Manifold liquid ESD valves CL011, CL021
CL031, CL041 Towards the end of the discharge, the flow of the pumps will diminish. In Open No.3 tank filling valve CL300
order to maintain the pressure differential over the pump, the discharge valve Open No.4 tank filling valve CL400
Open Double-shut valves CL013, CL023
will have to be throttled-in to maintain about 35 amps. When the level in the
CL033, CL043 Open No.5 tank filling valve CL500
tank approaches 1 metre, stop one pump and continue to discharge with the
Open Manifold vapour ESD valve CG071 remaining pump. Open No.5 tank branch valve CL510
Open Vapour manifold block valve CG079 Open Liquid spray block valves CS751, CS750
Open Cargo tank liquid branch valves CL110, CL210 If any fluctuations are observed on the motor ammeter or the pump discharge CS703, CS051
CL310, CL410 pressure gauge during final pumping, the discharge flow rate should be further Open Liquid spray cooldown valve CS052
CL510 reduced until the readings stabilise. When the flow is throttled-down to the Open Spray master valves CS155, CS255
minimum continuous flow of 511m³/h, the required non-pumpable suction CS355, CS455
Discharge will commence from No.5 tank, then No.4 tank, followed by No.3 height (NPSH) will be about 50cms. This level represents the minimum level CS555
tank, No.2 tank and No.1 tank. attained by pumping. Artificially increasing the tank pressure can help to
Open No.5 tank spray return valve CS554
reduce the NPSH (see SIGGTO Liquified Gas Handling Principles).
Open Manifold cooldown valves (starboard) CS061, CS063
b) Open the discharge valve for No.5 starboard cargo pump,
Subject to trading patterns and charterer’s requirements a heel may be required CS065, CS067
CL501, 20% and start the cargo pump.
for maintaining the tank temperatures during the ballast voyage. The actual Open Manifold double-shut valves (starboard) CL013, CL023
quantity is allowed for in the discharge plan and the pumps are to be stopped CL033, CL043
Note: Check the pump motor ammeter carefully, the current should be steady
after the motor has been running for 3 seconds. During starting, while the at the required ullages.
discharge line is being filled, the current reading may be above normal.
Note: When the liquid level reaches 2 metres or less, avoid stopping the
c) Open the discharge valve CL501 for No.5 starboard cargo pump pump if at all possible until the cargo has been fully discharged. If the shore
to 20% and allow the pressure to stabilise. facility is unable to accept the liquid for intermittent periods, it is better to
keep the pump running and recirculate it back into the tanks until discharge
d) Adjust the discharge valve CL501 to obtain 66% load, 35 can be resumed and completed.
amps.
All LNG remaining in the downward leg of the loading arms and manifold
e) Carry out the procedures in b), c) and d) for the port cargo connection is to be drained to the tanks through the liquid line assisted by
pump. nitrogen pressure from ashore as per Section 6.3.4. The LNG and vapour
manifolds are then purged with nitrogen until an acceptable hydrocarbon
CAUTION content is reached.
Do not exceed the maximum rated current by 50% for more than 2 or
3 seconds when the tank is full. If the running current after this time is Note: Check the pump motor ammeter carefully, the current should be steady
more than 150% of the maximum rated current, the overcurrent trip after the motor has been running for 3 seconds. During starting, while the
will be activated and the pump stopped. Determine the cause of high discharge line is being filled, the current reading may be above normal.
current (possible blockage) before attempting to restart.

Illustration 6.5.5a Discharge Without Vapour Return From Shore

Gas
Manifold
Combustion
Unit CG901

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Al Sahla Cargo Operating Manual

1.3 Cargo System Technology

Issue: 1 - March 2009 IMO No: 9360855 Front Matter - Page 1 of 12

Issue: 1 - March 2009 IMO No: 9360855 Front Matter - Page 2 of 12

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Section 7: Emergency Procedures 7.9 Vent Mast on Fire

7.1 LNG Vapour Leakage into Barrier Spaces

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• Each document or update to a document is approved before Parkway 1.1.2

Issue: 1 - March 2009 IMO No: 9360855 Front Matter - Page 5 of 12

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Issue: 1 - March 2009 IMO No: 9360855 Front Matter - Page 7 of 12

Issue: 1 - March 2009 IMO No: 9360855 Front Matter - Page 8 of 12

Equipment Symbols and Colour Scheme

Systems Colour Scheme

Mud Box Spectacle Flange Domestic Fresh Water

Fresh Water Cooling

Hand Operated Feed Water

S Float Type (Disk) Air Vent

Issue: 1 - March 2009 IMO No: 9360855 Front Matter - Page 9 of 12

Electrical and Instrumentation Symbols

6600V AC Inverter Making Contact

Issue: 1 - March 2009 IMO No: 9360855 Front Matter - Page 10 of 12

Issue: 1 - March 2009 IMO No: 9360855 Front Matter - Page 11 of 12

Issue: 1 - March 2009 IMO No: 9360855 Front Matter - Page 12 of 12

1.1 Principal Particulars

1.1.1 Principal Particulars of the Ship

1.1.2 Principal Particulars of Cargo Equipment and Machinery

1.1.3 General Arrangement

1.1.4 Tank Capacity Plans

1.2 Rules and Regulations

1.3 Cargo System Technology

1.3.1 Cargo Containment System Principle

1.3.2 GTT Mark III Cargo Containment

1.4 Hazardous Areas and Gas Dangerous Zone Plan

Issue: 1 - March 2009 IMO No: 9360855 Section 1.1 - Page 1 of 15

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Issue: 1 - March 2009 IMO No: 9360855 Section 1.1 - Page 3 of 15

Manufacturer: Nordon Cryogenie SAS Manufacturer: Cryomec Manufacturer: Vanterus

Issue: 1 - March 2009 IMO No: 9360855 Section 1.1 - Page 4 of 15

Manufacturer: Flebu Dew Point Meter

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1.1.3 GENERAL ARRANGEMENT

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Illustration 1.1.3b Accommodation Deck D and Navigation Deck Arrangement

D Deck Navigation Deck

Issue: 1 - March 2009 IMO No: 9360855 Section 1.1 - Page 10 of 15

Illustration 1.1.3c Accommodation Deck C Arrangement

Issue: 1 - March 2009 IMO No: 9360855 Section 1.1 - Page 11 of 15

Illustration 1.1.3d Accommodation Deck B Arrangement

Clean Dirty Able

Ordinary Able Able Able Able Boatswain

Issue: 1 - March 2009 IMO No: 9360855 Section 1.1 - Page 12 of 15

Illustration 1.1.3e Accomodation Deck A Arrangement

Cargo Tank Construction Details and the Pump Column Base