Cargo Operating Manual PDF

BERGESEN
Cargo Operating Manual
LNGC BERGE ARZEW (H2217)

LNGC BERGE ARZEW Cargo Operating Manual
Introduction.....................................................................................................3 Part 2 Cargo Auxiliary and Deck System ............................................... 2 - 1 3.7 Pre-Dry Dock Operations ............................................................. 3 - 49
Cargo Machinery Symbols and Colour Scheme...........................................4 2.1 Temperature Monitoring System ................................................... 2 - 2 3.7.1 Stripping and Line Draining............................................... 3 - 49
Abbreviation....................................................................................................5 2.2 Insulation Space Nitrogen Control System .................................... 2 - 4 3.7.2 Tank Warm Up................................................................... 3 - 51
2.3 Cofferdam Glycol Heating System ................................................ 2 - 6 3.7.3 Inerting ............................................................................... 3 - 53
Part 1 Cargo and Ballast System ............................................................. 1 - 1 2.3.1 Hull Ventilation ................................................................. 2 - 10 3.7.4 Aeration.............................................................................. 3 - 55
1.1 Cargo Piping System...................................................................... 1 - 2 2.4 Fire Fighting System .................................................................... 2 - 12
1.1.1 Liquid, Vapour, Spray Pipes................................................ 1 - 2 2.4.1 Fire Protection and Wash Deck.......................................... 2 - 12 Part 4 Integrated Automation System (IAS) ...........................................4 - 1
1.1.2 Gas Line (One Tank Operation) .......................................... 1 - 4 2.4.2 Water Spray System........................................................... 2 - 14 4.1 General ........................................................................................... 4 - 3
1.1.3 Fuel Gas and Vent Pipes ...................................................... 1 - 4 2.4.3 Dry Powder System ........................................................... 2 - 16 4.2 Hardware ........................................................................................ 4 - 6
1.1.4 Inerting/Aeration Pipes ........................................................ 1 - 4 2.4.4 CO2 System ....................................................................... 2 - 18 4.3 Operation........................................................................................ 4 - 7
1.2 Cargo Pumps.................................................................................. 1 - 6 2.4.5 Fire Detection System........................................................ 2 - 20
1.2.1 Main Cargo Pumps .............................................................. 1 - 8 2.5 Auxiliary FW Cooling System..................................................... 2 - 22 Part 5 Emergency Procedures ..................................................................5 - 1
1.2.2 Stripping/Spray Pumps ...................................................... 1 - 10 2.6 Steam Condensate System ........................................................... 2 - 23 5.1 Vapour Leakage ............................................................................. 5 - 2
1.2.3 Emergency Cargo Pump .................................................... 1 - 12 2.7 Bilge and Scupper System ........................................................... 2 - 26 5.2 Liquid Leakage............................................................................... 5 - 4
1.3 Cargo Compressors...................................................................... 1 - 14 2.8 Instrument Air System ................................................................. 2 - 27 5.3 Water Leakage to Barrier Space..................................................... 5 - 7
1.3.1 HD Compressors................................................................ 1 - 14 2.9 Emergency Air System ................................................................ 2 - 28 5.4 Fire and Emergency Breakaway..................................................... 5 - 7
1.3.2 LD Compressors ................................................................ 1 - 18 5.5 Emergency Cargo Pump Installation.............................................. 5 - 9
1.4 Boil-Off/Warm Up Heater ........................................................... 1 - 22 Part 3 Cargo Operations........................................................................... 3 - 1 5.6 One Tank Operation ..................................................................... 5 - 11
1.5 LNG Vaporizer ............................................................................ 1 - 24 3.1 Insulation Space Tests.................................................................... 3 - 1 5.6.1 Warm Up (No.3 Tank) ....................................................... 5 - 11
1.6 Forcing Vaporizer ........................................................................ 1 - 26 3.2 Post Dry Dock Operation ............................................................... 3 - 3 5.6.2 Inerting ............................................................................... 5 - 13
1.7 Vacuum Pumps ............................................................................ 1 - 28 3.2.1 Insulation Space Inerting ..................................................... 3 - 3 5.6.3 Aeration.............................................................................. 5 - 15
1.8 Custody Transfer System ............................................................. 1 - 30 3.2.2 Drying Cargo Tanks............................................................. 3 - 7 5.6.4 Drying and Inerting ............................................................ 5 - 17
1.8.1 Radar-Based Level Gauge ................................................. 1 - 30 3.2.3 Inerting Cargo Tanks ........................................................... 3 - 9 5.7 Ship to Ship Transfer.................................................................... 5 - 18
1.8.2 System Readout and Control ............................................. 1 - 32 3.2.4 Gassing-up Cargo Tanks .................................................... 3 - 11 5.8 Jettisoning of Cargo...................................................................... 5 - 19
1.8.3 Float Level Gauge.............................................................. 1 - 40 3.2.5 Cooling Down Cargo Tanks .............................................. 3 - 15
1.8.4 Trim-List Indicator ............................................................ 1 - 42 3.3 Ballast Passage............................................................................. 3 - 17 Part 6 Design Concept of the Vessel.........................................................6 - 1
1.9 Nitrogen Production System ........................................................ 1 - 44 3.3.1 Cooling Down Tanks Prior to Arrival................................ 3 - 19 6.1 Principal Particulars ....................................................................... 6 - 1
1.10 Inert Gas and Dry Air System.................................................... 1 - 46 3.3.2 Spraying During Ballast Voyage ....................................... 3 - 21 6.2 Rules and Regulations .................................................................... 6 - 7
1.11 Gas Detection System ................................................................ 1 - 48 3.4 Loading ........................................................................................ 3 - 23 6.3 Design Concept of the Cargo System............................................. 6 - 9
1.12 Cargo and Ballast Valve Control ............................................... 1 - 50 3.4.1 Preparations for Loading.................................................... 3 - 23 6.3.1 Cargo Containment System Principle .................................. 6 - 9
1.12.1 Cargo and Ballast Control System ................................... 1 - 50 3.4.2 Cargo Lines Cool Down .................................................... 3 - 23 6.3.2 Membrane Cargo Containment .......................................... 6 - 10
1.12.2 Emergency Shutdown System ......................................... 1 - 54 3.4.3 To Load Cargo with Vapour Return to Shore .................... 3 - 27 6.3.3 Deterioration or Failure...................................................... 6 - 15
1.12.3 Ship Shore Link ............................................................... 1 - 56 3.4.4 Nitrogen Set-up During Loading ....................................... 3 - 31 6.4 Hazardous Areas and Gas Dangerous Zone ................................. 6 - 17
1.12.4 Mooring Load Monitoring System .................................. 1 - 60 3.4.5 De-Ballasting ..................................................................... 3 - 33
1.13 Relief Systems ........................................................................... 1 - 62 3.5 Loaded Voyage with Boil-Off Gas Burning ................................ 3 - 35 Part 7 Properties of LNG..........................................................................7 - 1
1.13.1 Cargo Tank Relief Valves................................................ 1 - 62 3.5.1 Normal Boil-Off Gas Burning ........................................... 3 - 35 7.1 Physical Properties, Composition and Characteristics of LNG ...... 7 - 1
1.13.2 Insulation Space Relief Valves ........................................ 1 - 62 3.5.2 Forced Boil-Off Gas Burning............................................. 3 - 37 7.2 Characteristics of LNG................................................................... 7 - 4
1.13.3 Pipe Relief Valves ........................................................... 1 - 62 3.6 Discharging with Gas Return from Shore .................................... 3 - 39 7.2.1 Flammability of Gases ......................................................... 7 - 4
1.14 Ballast Level and Draft Indicating System ................................ 1 - 64 3.6.1 Preparations for Unloading ................................................ 3 - 39 7.2.2 Supplementary Characteristics ............................................. 7 - 5
1.15 Fuel Oil Bunkering and Transfer Systems ................................. 1 - 66 3.6.2 Liquid Line and Arm Cooldown before Discharging ........ 3 - 42 7.2.3 Avoidance of Cold Shock to Metal ...................................... 7 - 6
3.6.3 Discharging ........................................................................ 3 - 44 7.3 Health Hazards ............................................................................... 7 - 7
3.6.4 Ballasting ........................................................................... 3 - 47
1 Index
Introduction 4. Never underestimate the fire hazard of petroleum products, whether Notices
fuel oil or cargo vapour.
General The following notices occur throughout this manual:
5. Never start a machine remotely from the control room without
Although the ship is supplied with Shipbuilder’s plans and manufacturer’s checking visually if the machine is able to operate satisfactorily. Warning
instruction books, there is no single handbook which gives guidance on Warnings are given to draw reader’s attention to operation where danger to life
operating complete systems, as distinct from individual items of machinery. In the design of equipment and machinery, devices are included to ensure that, as or limb may occur.
far as possible, in the event of a fault occurring, whether on the part of the
The purpose of this manual is to fill some of the gaps and to provide the ship’s equipment or the operator, the equipment concerned will cease to function ! Caution
officers with additional information not otherwise available on board. It is without danger to personnel or damage to the machine. If these safety devices Cautions are given to draw reader’s attention to operations where danger to life
intended to be used in conjunction with the other plans and instruction books are neglected, the operation of any machine is potentially dangerous. or limb may occur.
already on board and in no way replaces or supersedes them.
Description Note !
In addition to containing detailed information of the machinery and related Notes are given to draw reader’s attention to points of interest or to supply
systems, the machinery manual provided by each vendor, contains safety The concept of this Cargo Operating Manual is based on the presentation of supplementary information.
procedures, and procedures to be observed in emergencies and after accidents. operating procedures in the form of one general sequential chart (algorithm)
Used in conjunction with the BERGESEN SMS MANUAL, this information is which gives a step-by-step procedure for performing operations.
designed to ensure the safety and efficient operation of the ships. Quick
reference to the relevant information is assisted by division of the manual into The manual consists of introductory sections which describe the systems and
Parts and Sections, detailed in the general list of contents on the preceding pages. equipment fitted and their method of operation related to a schematic diagram
where applicable. This is then followed where required by detailed operating
Reference is made in this book to appropriate plans or instruction books. procedures for the system or equipment involved.
For other information refer to:
The overview of machinery operations, consists of a basic operating algorithm
1) Books and Publications contained in the SMS Directory which sets out the procedure for operations from preparing the plant for
operation from dead ship condition, to shutting down the plant in readiness for
2) SMS Manual dry dock. The relevant illustration and operation section number is located on the
right hand side of each box.
In many cases the best operating practice can only be learnt by experience.
Where the information in this manual is found to be inadequate or incorrect, Each machinery operation consists of a detailed introductory section which
details should be sent Hull Piping Design Team of DSME so that revisions may describes the objectives and methods of performing the operation related to the
be made to manuals of other ships of the same class. appropriate flow sheet which shows pipelines in use and directions of flow
within the pipelines.
Safe Operation
Details of valves which are OPEN during the different operations are provided in
The safety of the ship depends on the care and attention of all on board. Most text for reference.
safety precautions are a matter of common sense and good housekeeping and are
detailed in the various manuals available onboard. However, records show that The ‘valves’ and ‘fittings’ identifications used in this manual are the same as
even experienced operators sometimes neglect safety precautions through over those used by LNGC BERGE ARZEW.
familiarity and the following basic rules must be remembered at all times.
Illustrations
1. Never continue to operate any machine or equipment which appears
to be potentially unsafe or dangerous and always report such a All illustrations are referred to in the text and are located either in text where
condition immediately. sufficiently small or above the text, so that both the text and illustration are
accessible when the manual is laid face up. When text concerning an illustration
2. Make a point of testing all safety equipment and devices regularly. covers several pages the illustration is duplicated above each page of text.
3. Never ignore any unusual or suspicious circumstances, no matter Where flows are detailed in an illustration these are shown in colour. A key of all
how trivial. Small symptoms often appear before a major failure colours and line styles used in an illustration is provided on the illustration.
occurs. Details of colour coding used in the illustrations are given in the colour scheme.
Symbols given in the manual adhere to international standards and keys to the
symbols used throughout the manual are given on the following pages.
3 Introduction
Cargo Machinery Symbols and Colour Scheme
STANDARD SYMBOL STANDARD SYMBOL

VALVE, COCK, STRAINER, PIPE FITTING & INSTRUMENT VALVE, COCK, STRAINER, PIPE FITTING & INSTRUMENT
SYMBOL DESCRIPTION SYMBOL DESCRIPTION SYMBOL DESCRIPTION SYMBOL DESCRIPTION

CARGO LINE
GLOBE STOP STR
F.W. LINE
COCK 2-WAY STRAINER SIMPLEX STR REDUCER
CONDENSATE LINE
GLOBE STOP ANGLE COCK 3-WAY T-TYPE STRAINER SIMPLEX LA EJECTOR
STRIPPING/SPRAY LINE
GLOBE SDNR STR COCK 3-WAY L-TYPE STRAINER SIMPLEX LB HAND PUMP
GLOBE SDNR ANGLE COCK 4-WAY MUD BOX STR OFF PAGE CONNECTOR GAS LINE
GATE RISING PRESS. CONTROL REDUCING MUD BOX ANG CENTRIFUGAL PUMP
STEAM LINE
GATE NON RISING QUICK CLOSING STR ROSE BOX SCUPPER PIPE
FLAP CHECK QUICK CLOSING ANG STEAM STRIP W/DRAIN VALVE DECK STAND NORMAL N2 LINE
DIESEL OIL LINE
NON-RETURN
(SWING CHECK/ DUO-PLATE) FLOW CONT. 2-WAY DISC/DIA. SOUNDING CAP S/C WEIGHT DECH STAND LOCAL HYD.
LIFE CHECK STR REMOTE HYD. B' FLY WAFER SOUNDING CAP NORMAL FULL DISCH. OVBD
INERT GAS LINE
LIFE CHECK ANGLE REMOTE HYD. B' FLY FLANGE SOUNDING CAP DECK PIECE NOT CONN. CROSSING PIPE
L.O LINE
BALL CHECK WITHOUT SPRING REMOTE PNEU. B' FLY LUG FILLING CAP CONNECTED CROSSING PIPE
BALL CHECK WITH SPRING REMOTE PNEU. B' FLY WAFER AIR PIPE GOOSE NECK BOSS
F.O LINE
B' FLY LUG REMOTE PNEU. B' FLY FLANGE AIR VENT FLOAT A SCR BOSS WITH PLUG
GLYCOL WATER LINE
B' FLY WAFER REMOTE ELEC. F' FLY LUG AIR VENT FLOAT A EXPANSION BEND PIPE
B' FLY FLANGE REMOTE ELEC. B' FLY WAFER AIR VENT FLOAT B SCR PRESSURE INDICATER SEA WATER LINE
BILGE LINE
HOSE CONN. GLOBE STR REMOTE ELEC. B' FLY FLANGE AIR VENT FLOAT B COMPOUND GAUGE
HOSE CONN. GLOBE ANG SURFACE DROP COUPLING DRESSER PRESSURE TRANSMITTER HYD. OIL LINE
SAFETY STR PRESSURE VACUUM COUPLING SLEEVE THERMOMETER
SAFETY ANG PRESS. VACUUM HIGH VELOCITY COUPLING FLANGED DRESSER LEVEL ALARM HIGH AIR LINE
CLOSE OPEN
SELF CLOSING STR SPRING PRESS. VACUUM BREAKER SPECTACLE FLANGE LEVEL ALARM LOW
VAPOR LINE
BLANK FLANGE
F
SELF CLOSING ANG SPRING GAS FREEING COVER GAS FLOW METER
NEEDLE STR FLAME ARRESTER BELL MOUTH
NEEDLE ANG ORIFICE PLATE SPOOL PIECE
NEEDLE 3-WAY TEST ORIFICE VALVE
4 Symbol
CYL CYLINDER HPT HIGH PRESSURE TURBINE RECIRC RECIRCULATING
Abbreviation DAMP DAMPER HSC HIGH SEA CHEST REDUC REDUCTION
ABNOR ABNORMAL DB DOUBLE BOTTOM / DISTRIBUTION BOARD HTR HEATER REF REFRIGERATION TYPE
ABP AFTER BOTTOM PORT DEARER DEAERATOR HYD HYDRAULIC REG REGENERATION TYPE
ABS AFTER BOTTOM STBD DEL DELIVERY IAS INTEGRATED AUTOMATION SYSTEM REGUL REGULATOR
ABS ABSOLUTE DET DETECTOR / DETECTION IG INERT GAS RESV RESERVE
AC AIR CONDITIONER DG DIESEL GENERATOR IGG INERT GAS GENERATOR RIO REMOTE IO
ACB AIR CIRCUIT BREAKER DIFF DIFFERENTIAL IGV INLET GUIDE VANE RM ROOM
ACC AUTOMATIC COMBUSTION CONTROL DIS DISCHARGE IN INLET RPB REMOTE PUSH BUTTON
ACCOM ACCOMMODATION DISCON DISCONNECT INCIN INCINERATOR RPM REVOLUTIONS PER MINUTE
ACCU ACCUMULATOR DK DECK INCOM INCOMMING RTN RETURN
ACK ACKNOWLEDGE DO DIESEL OIL IND INDICATION RVI ROTOR VIBRATION INDICATION
ACM AFTER CENTRAL MIDDLE DP DIFFERENTIAL PRESS INH INHIBIT S STARBOARD
ACT ACTIVATE DRK W DRINKING WATER INJECT INJECTIION S/D SCHEMATIC DIAGRAM
ADJ ADJUSTING DRN DRAIN INSP INSPECTION S/S SHIP SIDE
ADV ADVANCE DRV DRIVE, DRIVING INSUL INSULATION S/T STERN TUBE
AE AUXILIARY ENGINE DRY DRYER INTERM INTERMEDIATE SAH STEAM AIR HEATER
AFT AFTER DSHTR DESUPERHEATED SYSTEM HEATER INTLK INTERLOCK SAL SALINITY
AHD AHEAD DW DISTILLED WATER IR INFRA-RED SB SOOT BLOWER
AHU AIR HANDLING UNIT ECC ENGINE CONTROL ROOM CONSOLE ISO ISOLATING SC SEA CHEST
ALM ALARM ECONM EXHAUST GAS ECONOMIZER L/VPR LNG VAPOURIZER SCRUB SCRUBBER
ALS AFTER LOWER STBD ECRC ENGINE CONTROL ROOM LCV LEVEL CONTROL VALVE SDC STEAM DUMP CONTROL
AMP AMPERE EDR ELECTRIC DISTRIBUTING PANEL ROOM LD LOW DUTY SEC SECONDARY
APT AFT PEAK TANK EDSHTR EXTERNAL DESUPERHEATED LDO LIGHT DIESEL OIL SEL SELECT
AST ASTERN EDUCT DEUCTOR LIQ LIQUID SEP SEPARATOR
ATM ATMOSPHERE EER ELECTRIC EQUIPMENT ROOM LL LOW-LOW SEQ SEQUENCE
ATOM ATOMISING EH EXTEREMELY HIGH LO LUBRICATION OIL SERV SERVICE
AUS AFTER UPPER STBD EHQ EMERGENCY HEADQUARTER LP LOW PRESSURE SETTL SETTLING
AUTO AUTOMATIC ELEV ELEVATOR LPSG LOW PRESSURE STEAM GENERATOR SG STEERING GEAR
AUX AUXILIARY EMCY EMERGENCY LPT LOW PRESS TURBINE SHTR SUPERHEATED STEAM HEATER
AVAIL AVAILABLE EMR ELECTRIC MOTOR ROOM LSC LOW SEA CHEST SIN PH SINGLE PHASE
B/ATOM BURNER AUTOMIZING ENG ENGINE LTG LIGHTING SOL SOLENOID
B/L BALLAST / LADEN ENGAGE ENGAGED LVL LEVEL SP SPACE
B/THR BOW THRUSTER EQ EQUIPMENT LWR LOWER SPR SPRAY
BALL BALLAST ER ENGINE ROOM M/COND MAIN CONDENSER ST START
BATT BATTERY ESBD EMERGENCY SWITHBOARD M/LOADER MANUAL LOADER STBY STAND BY
BC BOTTOM CENTRAL ESD EMERGENCY SHUT DOWN M/WHEEL MAIN WHEEL STC STEAM TEMPERATURE CONTROL
BGB BOILER GAUGE BOARD ESDS EMERGENCY SHUT DOWN SYSTEM MAN MANUAL STM STEAM
BH TK BILGE HOLDING TANK EXH EXHAUST MANI MANIFOLD STOR STORAGE
BHD BULKHEAD EXP EXPANSION MANO MANOUVERING STR STARTER
BLK BLOCK EXT EXTENSION MB MAIN BOILER STRIP STRIPPING
BLR BOILER EXTR EXTRACTOR MFWPT MAIN FEED WATER PUMP TURBINE SUC SUCTION
BLWR BLOWER F/VPR FORCING VAPOURIZER MG MASTER GAS SUPP SUPPLY
BMS BURNER MANAGEMENT SYSTEM FCL FWD CENTRAL LOWER MGPS MARINE GROWTH PREVENTING SYSTEM SV SOLENOID VALVE
BNR BURNER FCLE FORECASTLE MID MIDDLE SVB SOLENOID VALVE BOX
BO BOIL-OFF FCU FWD CENTRAL UPPER MSBD MAIN SWITCHBOARD SW SEA WATER
BO/WU BOIL-OFF / WARM-UP FCV FLOW CONTROL VALVE MT MAIN TURBINE SWBD SWITCHBOARD
BOG BOIL OFF GAS FDB FOREWARD DEEP BALLAST MV MANOEUVERED VALUE SYNC SYNCHRONIZE
BOSUN ST BOSUN STORE FDF FORCED DRAFT FAN N2 NITROGEN SYS SYSTEM
BRG BEARING FDWC FEED WATER CONTROL NAV NAVIGATION T/C TURBOCHARGER
BW BILGE WELL FE FLAME EYE NOR NORMAL TC THERMOCOUPLE
BWC BRIDGE WING CONSOLE FEW FINISHED WITH ENGINE NOZL NOZZLE TCV TEMPERATURE CONTROL VALVE
BZ BUZZER FG FUEL GAS O/C OPEN/CLOSE TEMP TEMPERATURE
CAB CABINET FLP FWD LOWER PORT O2 OXYGEN TG TURBO GENERATOR
CCC CARGO CONTROL ROOM CONSOLE FO FUEL OIL / FIBER OPTIC OMD OIL MIST DETECTOR THR THRUSTER
CCR CARGO CONTROL ROOM FORC FORCING OP OPEN TK TANK
CENT CENTRAL / CENTRIFUGAL FPT FORWARD PEAK TANK OUT OUTLET TOPP UP TOPPING UP
CFW COOLING FRESH WATER FREQ FREQUENCY OVBD OVERBOARD TP TRIP
CIRC CIRCULATING F-ST FOLLOW AUTO START OVFL OVERFLOW TPS TANK PROTECTION SYSTEM
CL CLOSE FUNC FUNCTION OVLD OVERLOAD TRANS TRANSMITTER / TRANSFER
CLK CLOCK FUP FWD UPPER PORT OVRD OVERRIDE TRBL TROUBLE
CLR COOLER FW FRESH WATER OW SEP OILY WATER SEPARATOR TURN GEAR TURNING GEAR
CMR CARGO MOTOR ROOM FWC FRESH WATER CONTROL P PORT UPP UPPER
CNR CORNER FWD FORWARD P/WAY PASSAGE WAY UPS UNINTERRUPTED POWER SUPPLY
CO2 CARBON DIOXIDE GACP GENERATOR AUTO CONTROL PANEL PB PUSH BUTTON V VOLTAGE
COFF COFFERDAM GEN GENERATOR PCV PRESSURE CONTROL VALVE V/F VOLTAGE / FREQUENCY
COM COMMON GMS GAS MANAGEMENT SYSTEM PD PIPE DUCT VAC VACUUM
COMP COMPRESSOR GRAV GRAVITY PIST PISTON VAP VAPOUR
COMP RM CARGO COMPRESSOR ROOM GRP GROUP PKG PACKAGE VIB VIBRATION
COND CONDENSATE / CONDENSER GS GENERAL SERVICE PNEUM PNEUMATIC VISC VISCOSITY
CONDUCT CONDUCTIVITY GUS GLOBAL USER STATION PNL PANEL VL VERY LOW
CONT CONTROL GVNOR GOVERNOR POS POSITION VPR VAPOURIZER
COOL COOL, COOLING GW GLYCOL WATER PP PUMP VRC VALVE REMOTE CONTROL
COUNT COUNT, COUNTER H HIGH PPTW PUMP TOWER VV VALVE
CP CONTROL PANEL HAND HANDLE / HANDLING PRES PRESSURE W WATER
CSBD CARGO SWITCHBOARD HD HIGH DUTY PRI PRIMARY / PRIMING WH WHEELHOUSE
CSL CONSOLE HDR HEADER PROV PROVISION WHC WHEELHOUSE CONSOLE
CSW COOLING SEA WATER HFO HEAVY FUEL OIL PRP PROVISION REFRIGERATION PLANT WIND WINDING
CTS CUSTODY TRANSFER SYSTEM HH HIGH-HIGH PSU POWER SUPPLY UNIT WO WASTE OIL
CUR CURRENT HP HIGH-PRESSURE PURIF PURIFIER WS WORKSHOP
CW COOLING WATER HPM HIGH-PREFORMANCE PROCESS MANAGER PWR POWER WU WARM UP
5 Abbreviation
3.6.4 Ballasting ........................................................................... 3 - 47
Part 1
Cargo and Ballast System
Illustration 1.1a Cargo Piping System
CG514
CG002
CG513
CG515
CG524 CG516
No.2 HIGH DUTY COMP.
CG510
CG509
CG525 CG523 CG511
No.2 B.O/W.UP
FROM E/R
HEATER
CG526 CG522 CG512
IG021 IG020 IG022 CG527
CG519 LNG VAPOUR LINE
CG506
CG505
CG521 CG507
TO E/R No.1 B.O/W.UP
HEATER
LNG LIQUID LINE
CG405 CG520 CG518 CG517 CG508
No.2 LOW DUTY COMP.
CS506 CG502
CG501 STRIPPING LINE
CG503
CS505
CG532 CG504
No.1 LOW DUTY COMP.
FORCING VAP.
CS504
CS503 CN683
DEMISTER
CG530
TO INS.PRESS.
LNG VAPORIZER
CS501 CS502
CG528
CS003
GAS MAIN
VAPOUR MAIN
CS004 CS002 CS001

STRIPPING/SPRAY MAIN
LIQUID MAIN
CF401 CF301 CF201 CF101
CF402 CF302 CF202 CF102
No.4 CARGO TANK No.3 CARGO TANK No.2 CARGO TANK No.1 CARGO TANK
1-1 Part 1 Cargo and Ballast System

Part 1 Cargo and Ballast System The Inert Gas and Dry-Air System (section 1.10), located in the Engine Room, is 1.1.1 Liquid, Vapour, Spray Pipes
used to supply inert gas or dry air to the cargo tanks via piping which connects
1.1 Cargo Piping System with the main cargo system through a blind valve (seutelven) to avoid gas The system comprises a 600\450A butt welded, cryogenic stainless steel
returning to the engine room. pipeline connecting each of the four cargo tanks to the loading/discharge
Description manifolds at the ship’s side by means of a common line.
All of the cargo piping is welded to reduce the possibility of joint leakage.
The cargo piping system is illustrated in a simplified perspective drawing Flanged connections are electrically bonded by means of bolts/nuts between At each tank liquid dome there is a manifold which connects to the loading and
showing only the principal features of the system. flanges to ensure that differences in potential, due to static electricity between discharge lines from the tank to allow for the loading and discharge of cargo.
cargo and other deck piping, tanks, valves and other equipment, are avoided.
Liquid cargo is loaded and discharged via the two crossover lines at midships This manifold on the liquid dome connects to the tank discharge lines from the
and is delivered to and from each cargo tank liquid dome via the liquid header Both liquid and vapour systems have been designed in such a way that expansion port and starboard cargo pumps, the loading line, emergency pump well and
which runs fore and aft along the trunk deck. Each crossover line at midships and contraction are absorbed in the piping configuration. This is done by means spray line.
separates into two loading/discharging connections, port and starboard, making a of expansion loops and bellows on liquid and vapour piping respectively.
total of four loading/discharge connections on each side of the ship. No.2 and 3 tanks also have the facility to fill the discharge line prior to start of
Fixed and sliding pipe supports and guides are provided to ensure that pipe cargo pumps to prevent pressure surge.
The cargo tank vapour domes are maintained in communication with each other stresses are kept within acceptable limits.
by the vapour header running fore and aft along the trunk deck. The vapour main At certain points along the liquid line, blank flanges and sample points are fitted
also has a cross connection at the midship manifold for use in regulating tank All sections of liquid piping that can be isolated, and thus possibly trapping to facilitate inerting and aeration of system during refit.
pressures when loading and discharging. liquid between closed valves, are provided with safety valves which relieve
excess pressure to the nearest vapour dome. This is a safety measure, although All sections of the liquid line outside the cargo tanks are insulated with a rigid
When loading, the vapour header and crossover, together with the HD normal working practice is to allow any remaining liquid to warm up and boil off polyurethane foam, covered with a moulded GRP cover to act as a tough water
compressors, are used to return the displaced gas from the tanks back to the before closing any such valves. and vapour tight barrier
shore installation. When discharging, the vapour header is used in conjunction
with either the vapour crossover, or a vaporizer, to supply gas to the tanks to All major valves such as the midships manifold (port and starboard) valves, also Vapour Line
replace the outgoing liquid cargo. called ESD Manifold Valves, and individual tank loading and discharge valves,
are remotely power operated from the IAS, so that all normal cargo operations The system comprises a 700\600\500\350A cryogenic stainless steel pipeline
The stripping/spray line can be connected to the liquid crossover lines and can be can be carried out from the Cargo Control Room (CCR). connecting each of the four cargo tanks by means of a common line to the ship
used to drain or to cool down each cargo tank, and also to spray during side vapour manifold, the compressor room and the forward vent mast.
discharging if the return vapour is insufficient. When an ESD is activated, the manifold valves are closed, discontinuing loading
or unloading operations. The line to the cargo compressor room allows for the vapour to be used in the
The vapour header and stripping/spray headers are both connected to the vapour following manner:
dome of each tank. The vapour domes also house the tank safety valves, pressure A non-return valve is fitted at the discharge flange of each cargo pump. A 6 mm
pick up and three sample points. The spray line on each tank consists of two hole is drilled in the valve disc to allow the tank discharge lines to drain down Sent ashore during cargo loading by means of the HD compressors in order to
spray assemblies inside the tank at the top to distribute the incoming liquid into and be gas freed. Non-return valves are also fitted at the discharge flange of the control pressure in the cargo tanks.
several spray nozzles in order to assist in evaporation and thus achieve a better compressors. The spray/stripping and emergency cargo pump discharge lines
cool down rate. have non-return valves located directly after the hydraulically operated discharge During ballast/loaded voyages the boil-off gas is sent to the engine room via the
valves. LD compressors and heater for use as fuel in the boilers.
The stripping/spray, liquid and vapour headers have branches to and from the
cargo auxiliaries room with connections to the compressors, heaters and A small 6 mm diameter spray nozzle is also fitted at the top of each cargo pump During repair periods the gas to be vapourised and used to purge-dry the cargo
vaporizer for various auxiliary functions. Removable bends are supplied for discharge line inside the tank to cool down the pump tower leg in order to tanks.
fitting where necessary to allow cross-connection between the various pipe work maintain a cold temperature through the complete discharge.
for infrequent uses such as preparing for dry dock and recommissioning after dry The line to the forward riser acts as a safety valve to all tanks and is used to
dock. control the tank pressure during normal operations.
The vapour header connects the vapour domes to each other for the venting of At certain points along the vapour line, blank flanges and sample points are fitted
boil off gas, which discharges to atmosphere through vent mast riser No.1. The to facilitate inerting and aeration of system during refit.
vapour main also directs the boil-off gas to the engine room for gas burning, via
the LD compressors and boil-off/warm-up gas heaters. All sections of the vapour line outside the cargo tanks are insulated with a rigid
polyurethane foam covered with a moulded GRP cover to act as a tough water
and vapour tight barrier.

Illustration 1.1a Cargo Piping System
CG514
CG002
CG513
CG515
CG524 CG516
CG510
CG509
CG525 CG523 CG511
No.2 B.O/W.UP
FROM E/R
HEATER
CG526 CG522 CG512
IG021 IG020 IG022 CG527
CG506
CG505
CG521 CG507
HEATER
LNG LIQUID LINE
CG405 CG520 CG518 CG517 CG508
No.2 LOW DUTY COMP.
CS506 CG502
CG501 STRIPPING LINE
CG503
CS505
CG532 CG504
No.1 LOW DUTY COMP.
FORCING VAP.
CS504
CS503 CN683
DEMISTER
CG530
TO INS.PRESS.
LNG VAPORIZER
CS501 CS502
CG528
CS003
GAS MAIN
VAPOUR MAIN
CS004 CS002 CS001

LIQUID MAIN
CF401 CF301 CF201 CF101
CF402 CF302 CF202 CF102

Spray Line 1.1.3 Fuel Gas and Vent Pipes
The system comprises a 80/65A butt welded, cryogenic stainless steel pipeline During transportation of LNG at sea, gas vapour is produced due to the transfer
connecting the spray pump in each of the four cargo tanks to the stripping/spray of heat from the outside sea and air, through the tank insulation; also energy is
header and serves the following functions by supplying LNG to: absorbed from the cargo motion due to the vessel’s movement.
Spray rails in each tank, used for tank cool down and gas generation main Under normal power conditions, the boil-off gas is used as a means of fuel in the
liquid line, used for cooling down lines prior to cargo operations priming ship’s boilers.
of discharge lines in No.2 and 3 cargo tanks to prevent line surge when
starting main cargo pumps The gas vapour is taken from the vapour header and passed through the demister,
then on into the LD Compressors. It then passes through the boil-off/warm up
Supply of LNG or LN2 to vaporizers for gas generation to compressors heater before going to the ship’s boilers where it is burnt as fuel.
and heaters
The fuel gas pipe to the engine room is 300A and is fitted with fuel gas master
At certain points along the spray line, blank flanges and sample points are fitted valve and a flow meter.
to facilitate inerting and aeration of system during refit.
Vent Line
All sections of the spray line outside the cargo tanks are insulated with a rigid
polyurethane foam covered with a moulded GRP cover to act as a tough water During normal operations the pressure in the tanks is controlled by the use of the
and vapour tight barrier. boil-off gas in the boilers as fuel, or controlled via the forward vent mast and the
common vapour line.
1.1.2 Gas Line (One Tank Operation)
Each cargo tank is also fitted with an independent means of venting, comprising
The system comprises a 300A pipeline which can be connected to the vapour of two 250A lines exiting the tank top into their own pilot operated relief valve.
line and the forward vent mast for use when ‘One Tank Operation’ is required. From here the gas passes through a 300A and/or 450A line into a vent mast
where it is vented to atmosphere.
The use of this line enables a single tank to be isolated and repair work carried
out without having to warm up and inert the whole vessel. All vent mast are protected by the N2 purge fire smothering system.
Connection to each individual tank is by means of a spool piece between the At certain points along the vent line, sample points are fitted to facilitate inerting
200A blank flanges situated at each vapour dome on the vapour and gas header. and aeration of system during refit.
Sections of the vent line outside the cargo tanks are insulated with a rigid
During single tank operations it is possible to connect to the Inert Gas Generator polyurethane foam covered with a moulded GRP cover to act as a tough water
by means of a spool piece. and vapour tight barrier.
At certain points along the gas header, blank flanges and sample points are fitted 1.1.4 Inerting/Aeration Pipes
to facilitate inerting and aeration of system during refit.
The system comprises of a 450 mm flanged line which supplies inert gas/dry air
to the cargo tanks and pipelines for inerting and drying during refit periods.
The inert gas/dry air is supplied from the inert gas plant situated in the engine
room.
The line is connected to the gas header and the liquid header by means of a spool
piece.
By selective use of the spool pieces it is possible to inert/aerate all or a single

cargo tank.

Illustration 1.2a Operator Curve for Cargo Pumps

SAPRAY PUMP CURVE
SPRAY PUMP, MODEL 2EC-092 (LNG at –163’C, 440 Volts, 60Hz)
7.0 40.0
6.5 37.5
(Over Current Relay = 35 Amps)

6.0 35.0
Total Discharge Pressure (bar) at 0.45 SG with

Liquid Level 29.3 m Below Pressure Gauge
MAIN CARGO PUMP CURVE Discharge Pressure
Corresponding Current Draw (amps)

5.5 32.5
Ebara Model 12EC-24 (LNG at –163’C, 440 Volts, 60Hz)
8.5 900 5.0 30.0
4.5 27.5
(Minimum Continuous Flow = 16 m3/hr)

8.0 850
Pump Discharge Pressure Gauge Reading (bar) at 0.45 SG with

Cargo Tank One-Half Full (Gauge 17.3 m Above Liquid Level)
4.0 25.0
(Maximum Flow = 60 m3/hr)

(Rated Flow = 50 m3/hr)
7.5 800
3.5 22.5
7.0 750 3.0 20.0

Discharge Pressure
Corresponding Current Draw (Amps)

2.5 17.5
6.5 700
(Under Current Relay = 15 Amps)
Current (0.47 SG)
2.0 15.0
Current (0.43 SG)
(Minimum Continuous Flow = 562 m3/hr)
6.0 650
1.5 12.5
5.5 600 1.0 10.0

0 4 8 12 16 20 24 28 32 36 40 44 48 52 56 60 64
(Maximum Flow = 2,040 m3/hr)

(m3/hr)
(Rated Flow = 1,700 m3/hr)

Capacity
5.0 550
- Refer to INSTALLATION, OPERATION AND MAINTENANCE MANUAL in all cases for detailed instructions.
- This graph is based on shop testing of pumps supplied to DAEWOO HEAVY INDUSTRIES and is provided for reference only.
4.5 500
- Actual expected TDH to be modified to reflect on-site conditions of piping, pressure tap elevation, field SG, tank liquid level and tank gas pressure.
Current (0.47 SG) - To convert pressure (bar) to head (m): TDH = (PRESSURE x 10.2) / (FIELD SPECIFIC GRAVITY)
- To normalize on-site amperage: AMP1 = AMP2 x (440/VOLT2) x (0.45/SG2), (Where: 2 = on-site conditions; 1 = conditions in above graph)
4.0 450
Current (0.43 SG)
3.5 (Under Current Relay = 378 Amps) 400

EMERGENCY CARGO PUMP CURVE
Ebara Model 8ECR-12 (LNG @ -163’C, 440 Volts, 60 Hz)
3.0 350 8.5 330
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200
Pump Discharge Pressure Gauge Reading (bar) at 0.45 SG with

8.0 300
Capacity (m3/hr)
Cargo Tank One-Half Full (Gauge 17.3 m Above Liquid Level)

7.5 Discharge Pressure 270
- Discharge Pressure Gauge Reading will be different when tank is above or below one-half tank level (13.38 m) and SG different than 0.45.
- To convert Pressure (bar) to Head (m): TDH = (PRESSURE x 10.2) / (FIELD SPECIFIC GRAVITY)
7.0 240
- To normalize on-site Amperage: AMP1 = AMP2 x (440/VOLT2) x (0.45/SG2), (Where: 2 = on-site conditions; 1 = conditions in above graph)
Corresponding Current Draw (Amps)

6.5 210
(Minimum Continuous Flow = 196 m /hr)

6.0 180
(Maximum Flow = 660 m3/hr)

(Rated Flow = 550 m3/hr)
5.5 Current (0.47 SG) 150
Current (0.43 SG)

5.0 120
4.5 90
(Under Current Relay = 76 Amps)

4.0 60
3.5 30
3.0 0
0 50 100 150 200 250 300 350 400 450 500 550 600 650 700
Capacity (m3/hr)
- Discharge Pressure Gauge Reading will be different when tank liquid level is above or below one-half tank level (13.38 m) and SG is different than 0.45.
- To convert pressure (bar) to head (m): TDH = (PRESSURE x 10.2) / (FIELD SPECIFIC GRAVITY)
- To normalize on-site amperage: AMP1 = AMP2 x (440/VOLT2) X (0.45/SG2), (Where: 2 = on-site conditions; 1 = conditions in above graph)"

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

Illustration 1.2.1a Main Pumps
Liquid : LNG Pump Charteristic Curve

Rated Flow : 1700 m3/h
Rated Head : 155m
Main Cargo Pump
Electrical Cable Specific Gravity : 0.5
Impeller Trim : 625mm
220 550
Pump Discharge
Head
200 500
Shaft Power at 0.5 SG
180 450
Minimum Continuous
Flow (557 m/h)
160 400
Junction Box H
Cooling/Lubricating Filter
NPSHR/Pump Down x 100(m)

Head (m), Efficiency (%)
140 350
Power (kW)
Lifting Eyebolt 120 Maximum Flow 300
And
(2040 m3/h)
100 250
Efficiency
80 200
60 150
Upper Bearing
40 100
NPSHR
20 50
Pump Down
0 0
Stator 0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200
Flow (m3/h)
Representative Motor Performance Data (Calculated)

522.2kW/700HP/440V/60Hz/Y500
Rotor 1000 100 1800
Speed (RPM) Efficiency (%)
900 90 1799
Power Factor (%)
Lower Bearing
800 80 1798
700 70 1797
Power Factor (%)

600 60 1796
Power Input (kW)
Efficiency (%)
Automatic Thrust
Current (amps)
Shaft Speed
(RPM)
Balancing Device
and
And
500 50 1795
Impeller 400
Current (amps)
40 1794
300 30 1793
200 20 1792
Input Power (kW)
Pump Inlet
100 10 1791
0 0 1790
05 0 100 150 200 250 300 350 400 450 500 550 600 650 700
Shaft Power Out (kw)

1.2.1 Main Cargo Pumps The cargo pumps will be automatically stopped should any of the following Restart of pumps in normal operation are restricted depending on the liquid level
(See Illustration 1.2.1a) occur: above the submerged electric motor. Pumps may not be restarted with tank liquid
level below at 0.89 m.
Specification 1) Cargo tank pressure below, or equal to, primary insulation space
pressure plus 5 mbar (ESDS: Cargo Tank Protection). 1) Normal start-up
Manufacturer: Ebara International Corporation - 1st restart : minimum 5minutes after shut down
Pump model: 12EC-24 2) Vapour header pressure below or equal to atmospheric pressure - 2nd restart : 15minutes after 1st restart
Number of stages: 1 plus 3 mbar. - 3rd restart : 15minutes after 2nd restart
Operating temperature: -163°C No more than 4 restarts within one hour
Capacity rated flow: 1,700 m3/h 3) Extreme high level in cargo tank (99% volume).
Rated head: 155 m 2) Emergency start-up
Power rated: 448.4 kW (Motor rated at 522.2 kW) 4) Activation of emergency shut down trip For liquid level below motor centerline (approximately 1.5 m liquid in
Efficiency: 80.8 % (10 push buttons and 12 fusible elements) (ESDS: Stage 1) tank), restart after 30 minutes and not more than 2 restarts within one
Rotational speed: 1,780 rpm hour.
Minimum starting level : 0.89 m 5) Activation of ship/shore pneumatic, fibre-optic or electrical shut-
down (ESDS: Stage 1) Note !
Each main cargo pump is rated to discharge 1,700 m3/h at 155 m head of LNG. In case of a sustained locked rotor start, attempt to restart only after 30 minutes
For optimum discharge results, bulk discharge will be carried out with 8 pumps 6) Motor single-phasing and with no more than 2 restarts total.
running in parallel.
7) Low motor current Quantities of cargo remaining in tanks after stripping refer to chapt. 3.6.3
The pump discharge valves will be throttled to ensure optimum performance as discharging.
indicated by the pump performance graph. 8) High motor current (electrical overload)
During the course of discharge, changes in flow rate and tank levels will alter 9) Low discharge pressure with time delay at starting
these readings and the discharge valve will have to be readjusted accordingly.
10) Cargo Control Room stop
Under normal conditions it should be possible to maintain the full discharge rate
until the tank level approaches approximately 2.3 m, at which time the pump will 11) Activation of ESDS stage 2
start to cavitate and lose suction as indicated by fluctuations in the discharge
pressure and ammeter readings. 12) Cargo tank level low
The discharge valves should be throttled to stabilise conditions and one pump ESDS signifies that all cargo plant is shut down in addition to the pump(s) on the
stopped if necessary. The remaining pump should be progressively throttled in to tank(s) in question.
maintain suction and to prevent the operation of the low discharge pressure trip,
until a level of approximately 0.37 m is reached. Note !
An insulation test of all pumps is to be carried out before arrived loading and
By trimming the vessel 1 meter or more by the stern, it should be possible to discharging port in order to establish that all pumps are operational and to allow
reduce the amount of liquid remaining in the tanks before the pumps are stopped. time for the installation of the emergency cargo pump should it be necessary.
Adjust the trim carefully at the end of discharging cargo to give an even keel for Disconnect the insulation monitor at terminal 6 before carrying out this test.
gauging.
Note !
The cargo pumps may be run in closed circuit on their own tanks by opening the Pump should not be started or operated against closed discharge valve due to
loading valve. This may be required if the discharge is temporarily halted when potential damage which may result due to insufficient cooling and lubrication for
the tanks are at low level, thereby avoiding the problems of restarting with low motor and bearing and excessive vibration levels associated with zero flow
level and low discharge pressure. conditions.
The pump shall be tested before arrival discharge port on calm sea condition, and
during loading when the tank level is about 4~5 m subject to terminal’s
acceptance.

Illustration 1.2.2a Stripping/Spray Pumps
Electrical Cable
Liquid : LNG Pump Characteristic Curve
Specific Gravity : 0.5
Lifting Eyebolt
Rated Flow : 50 m3/h Stripping / Spray Pump
Rated Head : 135m
Lifting Eyebolt Pump Discharge
Impeller Trim : 209m
200 2.0
Minimum Cont. Shaft Power at 0.5SG 1.8

180
Head Flow (16.0m3/h)
160 1.6
Maximum
NPSH/Pump Down x 100(m)

Junction Box Flow(60.0m3/h) 1.4
Head (m), Efficiency (%)

140
Cooling/Lubricating Filter
Power (kW)
120 1.2
100 1.0
&
80 0.8
Efficiency 0.6
60
NPSHR
40 0.4
Upper Bearing
Rotor Pumpdown
20 0.2
0 0
Stator
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70
Flow (m3/h)

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

Lower Bearing Balancing Device Efficiency (%)
90 3590
Upper Impeller Speed (RPM)
Power Factor (%)
80 3580
Power Input(kW), Current(Amps),

70 3570
and Power Factor(%)
Shaft Speed (rpm)

Efficiency(%)
60 3560
Lower Impeller 50 3550

Current (Amperes)
40 3540
Pump Inlet
30 kW Input (kW) 3530
20 3520
Inlet Filter
10 3510
0 0
05 10 15 20 25 30
Shaft Power Output(kW)

1.2.2 Stripping/Spray Pumps 4) Activation of Emergency Shut Down System trip

(See Illustration 1.2.2a) (10 push-buttons and 12 fusible elements) (ESDS: Stage 1)
Specification 5) Activation of ship/shore pneumatic, fibre-optic or electrical shut-

down (ESDS: Stage 1)
Manufacturer: Ebara International Corporation
Pump model: 2EC-092 6) Motor single-phasing
Number of stages: 2
Operating temperature: -163°C 7) Low motor current
Capacity rated flow: 50 m3/h
Rated head: 135 m 8) High motor current (Electrical overload)
Power rated: 6.9 kW (Motor rated at 22.4 kW)
Efficiency: 54.4 % 9) Low discharge pressure with time delay at starting
Rotational speed: 3,560 rpm
Minimum starting level: 0.3 m 10) Cargo Control Room stop
A stripping/spray pump is installed in each tank for cooling purposes and for 11) Activation of ESDS stage 2
forced vaporization of LNG. It is rated at 50 m3/h at 135 m head of LNG.
12) Cargo tank level low low
The pumps are started and stopped from the CCR via the IAS. In an emergency
all pumps will be stopped by activation of the Emergency Shut Down System Note !
trip. An insulation resistance test of all pumps is to be carried out before arrived
loading and discharging port in order to establish that all pumps are operational
The instances when these pumps can be used are: and to allow time for the installation of the emergency cargo pump should it be
necessary.
1) To cool down the liquid header prior to discharging.
Restart of pumps in normal operation are restricted depending on the liquid level
2) To cool the cargo tank during ballast voyage prior to arrival at the above the submerged electric motor. Pumps may not be restarted with tank liquid
loading terminal by discharging LNG to the spray rails in the tanks. level below at 0.3 m.
3) To pump LNG from the tanks to the forcing vaporizer or LNG 1) Normal start-up
Vaporizer (emergency case) when forced vaporization of LNG in - 1st restart : minimum 5minutes after shut down
the boilers is required.
- 2nd restart : 15minutes after 1st restart
4) To enable each cargo tank to be stripped as dry as possible for - 3rd restart : 15minutes after 2nd restart
reasons such as technical stop involving cargo tank entry.
No more than 4 restarts within one hour
Whenever possible the stripping/spray pump should be started early enough to
avoid possible starting problems due to very low tank levels (about 0.5 m 2) Emergency start-up
minimum). For liquid level below motor centerline (approximately 0.56 m liquid in
tank), restart after 30minutes and not more than 2 restarts within one
The stripping/spray pumps will be stopped automatically should any of the hour,
following occur:
Note !
1) Cargo tank pressure below or equal to primary insulation space In case of a sustained locked rotor start, attempt to restart only after 30 minutes
pressure plus 5 mbar (ESDS: Cargo tank protection). and with no more than 2 restarts total.
2) Vapour header pressure below or equal to atmospheric pressure Quantities of cargo remaining in tanks after stripping refer to chapt. 3.6.3
plus 3 mbar (ESDS: Stage 1). discharging.
3) Extreme high level in cargo tank (99% volume)
1 - 10 Part 1 Cargo and Ballast System

Illustration 1.1.3a Emergency Cargo Pump
Liquid
Specific Gravity
:
:
LNG
0.5
Pump Characteristic Curve
Rated Flow
Rated Head
:
:
50 m3/h
135m
Emergency Pump
Impeller Trim : 209m
200 2.00
Head
175 1.75
Minimum Cont.
Flow (196m3/h)
150 1.50
Shaft Power at 0.5SG
Head(m), Power(kW)
125 1.25
Pumpdown (m)
Efficiency (%)
Maximum Flow
(660m3/h)
NPSH /
&
100 1.00
Top Bearing
75 NPSHR 0.75
Shaft
Efficiency
50 0.50
25 0.25
Pumpdown
0 0.00
Rotor 0 50 100 150 200 250 300 350 400 450 500 550 600 650 700 750 800
Flow (m3/h)
Stator

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

Power Factor(%)
450 90 3590
Efficiency(%)
400 80 3580
Lower Bearing Speed (RPM) Current (Ampere)
350 70 3570
Shaft Speed (RPM)

Power Factor (%)
Efficiency (%)
Power Input (kW)
60
Current (amps)
Automatic Thrust 300 3560
and
Balancing Device
and
250 50 3550
200 40 3540
Input Power (kW)
30 3530
Impeller 150
100 20 3520
50 10 3510
Pump Inlet 0 0
0
05 0 100 150 200 250 300
Shaft Power Ouptput (kW)

1.2.3 Emergency Cargo Pump Restart of pumps in normal operation are restricted depending on the liquid level
(See Illustration 1.1.3a, see procedure 5.5 for details of installation) above the submerged electric motor. Pumps may not be restarted with tank liquid
level below 0.86 m.
Specification
1) Normal start-up
Manufacturer: Ebara International Corporation - 1st restart : minimum 5minutes after shut down
Pump model: 8ECR-12
Number of stages: 1 - 2nd restart : 15minutes after 1st restart
Operating temperature: -163°C - 3rd restart : 15minutes after 2nd restart
Capacity rated flow: 550 m3/h
Rated head: 155 m No more than 4 restarts within one hour
Power rated: 171 kW (Motor rated at 223.8 kW)
Efficiency: 67.8 % 2) Emergency start-up
Rotational speed: 3,560 rpm For liquid level below motor centerline (approximately 1.6 m liquid in
Minimum starting level: 0.86 m tank), restart after 30 minutes and not more than two (2) restarts within
one hour.
Each cargo tank is equipped with an emergency pump well or column.
Note !
This pump well has a foot valve which is held in the closed position by highly In case of a sustained locked rotor start, attempt to restart only after 30 minutes
loaded springs. and with no more than 2 restarts total.
Should a failure of either one or both main cargo pumps in one tank require the
use of the emergency pump, the emergency pump is lowered into the emergency
pump well after the well has been purged with nitrogen.
The weight of the emergency pump overcomes the compression of the springs to
open the foot valve.
A small flow of nitrogen should be maintained whilst the pump is being installed.
(See section 5.5 Emergency Cargo Pump Installation)
Note !
Before undertaking this operation it is important to reduce the tan k pressure to
near to atmospheric pressure and to keep it at this level throughout the entire
operation.
Electrical connections are made to the fixed junction box which is located
adjacent to each pump well.
A dedicated starter is available with one circuit breaker which is placed in No.1
cargo switchboard. This starter supplies all 4 fixed junction boxes.
All safety devices are transferred to the emergency pump when the circuit
breaker is engaged, as they are the same for the main cargo pumps.
Note !
An insulation test of all pumps is to be carried out after before arrival loading
and discharging port in order to establish that all pumps are operational and to
allow time for the installation of the emergency cargo pump should it be
necessary.

Illustration 1.3.1a HD Compressor
VENT.
POWER ON
PSLL PSL
11 11 PI PSLL PSLL PSL TSHH L L EMS
8B 8A 8C 8C 10
PT
EMERGENCY POWER ON EMERGENCY
8
PCV D STOP STOP
5
11
TE TE TE L L L
PI
8 9A 9F
SEAL GAS
COMPRESSOR READY TO START READY TO START
RUNNING COMPRESSOR AUX. L.O. PUMP
GEAR BOX
PCV
3
PI 5
PCV
INSTRUMENT AIR 8
DRTD
SURGE CONTROL
ZI PDI FI FIC FI
11 B BULKHEAD
3A 1 3 1 SEAL
PI TI PT PT TE TE
2 2 2 2 2A 2B
E-MOTOR
C C
S A TI
PROCESS GAS OUT 8
OIL FILTER
I/P FT
FY 1
1 PI TI
BULKHEAD
1 1
PDI PDI PDSH

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

1.3 Cargo Compressors Compressor Systems The LO system feeds the following:
1.3.1 HD Compressors Seal Gas System Journal bearing on both sides of the high-speed shaft
Two high duty (HD) compressors, installed in the compressor room on deck, are The seal gas system is provided to prevent LO mist from entering the process Journal bearing on the driven end of the low speed shaft
provided for handling gaseous fluids, LNG vapour and various mixtures of LNG stream (compressed LNG vapour) and to avoid cold gas flow into the gearbox Integral thrust and journal bearing on the non-driven end of low speed shaft
vapour, inert gas or air during the cooling down, cargo operation and tank and into the LO system. Seal gas is nitrogen produced by the nitrogen generators
on board. Sprayers for the gear wheels
treatments.
HD compressors’ bulkhead seals
Two low duty (LD) compressors, installed in the compressor room on deck, are The seal gas is injected into the carbon ring with back-up labyrinth type seals
provided for handling the LNG vapour for the boiler produced by the natural boil between the gearbox shaft bearing and the compressor wheel.
Surge Control System
off and forced vaporization, which is used as fuel.
The system is maintained by a pressure control valve where seal gas pressure is
always higher than the suction pressure (usually adjusted at 300 mbar). An automatic surge control system is provided to ensure that the compressor
The HD and LD compressors are driven by electric motors, installed in an flow rate does not fall below the designed minimum during start-up and steady
electric motor room segregated from the compressor room by a gas tight state operation. Below this rate, the gas flow will not be stable and the
bulkhead; the shaft penetrates the bulkhead with a gas tight shaft seal. Seal gas entering the gearbox from the shaft seals is returned to the LO sump,
separated from the oil and vented to atmosphere on top of cargo compressor compressor will be liable to surge, causing shaft vibration which may result in
room. damage to the compressor.
HD Compressors
After a period of more than 8 days of non-operation, the unit must be purged All the HD compressors are equipped with an automatic surge control system
Manufacturer: Cryostar which consists of:
Model: CM 400/55 - HD with dry and warm nitrogen. As long as the seal gas system is operated, the
Type: Centrifugal. Single stage. Fixed speed machine can left stand-by under gas for extended periods.
A flow transmitter
with adjustable guide vanes. Suction and discharge pressure transmitter
Volume flow: 35,000 m3/h LO System
A ratio station
Inlet pressure: 1,060 mbarA An anti-surge controller
Outlet pressure: 1,960 mbarA LO in the system is stored in a vented 400 liters LO sump. An integrated steam
immersion heater with thermostatic temperature control valve is fitted in the A surge control valve on the gas stream
Inlet temperature: -140°C
Shaft speed: 11,200 rpm sump to maintain a constant positive temperature and avoid condensation when
the compressors are stopped. The heater will automatically switch of at 40°C LO On the basis of a preset ratio between the gas flow and compressor differential
Motor speed: 3,580 rpm pressure signals, the anti-surge controller produces a signal which modulates a
Rated motor power: 1,000 kW temperature. The auxiliary LO pump is not operating below 15°C.
compressor surge control valve.
Inlet guide vanes setting: -30 to +80 deg
Efficiency: 80% LO is supplied from the sump through separate suction strainer screens and one
of the 2 LO pumps. The discharge from the pumps is through check valves to a Inlet Guide Vanes
The compressors are operated locally or from the IAS in CCR. The following common LO supply line feeding the gearbox, bearings and bulkhead seal. The
main operational pump is driven by the high speed shaft gear. Upon failure of the To achieve the required gas flow, the compressors have inlet guide vanes fitted
conditions trip the compressors: at the suction end.
driven pump, the standby electric motor driven auxiliary pump is energised
Safeties in ESDS and Tank protection system : immediately. The standby electric motor driven auxiliary pump is also used
during start up of the compressors. The LO passes through a fresh water cooled The vanes are operated by pneumatic actuators which receive control signals
oil cooler and a 3-way temperature control valve, to maintain the LO inlet from the flow controller.
Tk No.1, 2, 3 or 4 - differential pressure: tank/primary space = 5 mbar temperature at approximately 35°C. The oil supply to the bearings is fed via a 25
Tk No.1, 2, 3 or 4 - differential pressure: tank/primary space = 0 mbar micron duplex filter. Rotation of the vanes is possible through its full range of travel of -30° to +80°.
The position is indicated both locally and in the IAS. (Range 0 to 100%)
Differential pressure: vapour header/atmospheric pressure = 3 mbar
The duplex filter has to be switched, as soon as the pressure drop reached 2 bar
Differential pressure: vapour header / primary pressure header = 0 mbar differential pressure and the clogged filter cartridge has to be replaced or
Tank No.1, 2, 3 or 4 - extreme high liquid level (99% volume) cleaned.
Electric power failure and other trip signal from ESDS A pressure control valve regulates the oil flow to the bearings. Excess oil is
Ventilation flow failure in the electric motor room bypassed and discharged to the sump. Pump relief valves act as back up and are
set at 8 bar.
Safeties on local control system (oil temperature, oil pressure, discharge
gas temperature, seal gas pressure and shart vibration)

Illustration 1.3.1a HD Compressor
VENT.
POWER ON
PSLL PSL
8B 8A 8C 8C 10
PT
8
PCV D STOP STOP
5
11
TE TE TE L L L
PI
8 9A 9F
SEAL GAS
GEAR BOX
PCV
3
PI 5
PCV
INSTRUMENT AIR 8
DRTD
SURGE CONTROL
ZI PDI FI FIC FI
11 B BULKHEAD
3A 1 3 1 SEAL
PI TI PT PT TE TE
2 2 2 2 2A 2B
E-MOTOR
C C
S A TI
PROCESS GAS OUT 8
OIL FILTER
I/P FT
FY 1
1 PI TI
BULKHEAD
1 1
PDI PDI PDSH

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

Operating Procedures HD Alarm and Trip Settings
To prepare for running of HD Compressors Normal Instrument range Action

No. Item Tag. No. Operation Set Point Signal
Condition Setting Range H, HH, L, LL Type
a) Check the LO level in the sump tank.
0 to 200 mbar
1 Suction Gas Pressure PT1 - - - 4 to 20 mA
b) Start the LO heater about 30 minutes (depending on ambient -25 to 200 mbar
temperature) prior to the expected compressor start up. 0 to 2000 mbar
2 Discharge Gas Pressure PT2 960 mbar - - - 4 to 20 mA
0 to +1100 mbar
Note !
3 Suction Gas Temperature TT1 -140 to +20 -200 to +200 - - - 4 to 20 mA
The temperature in LO sump tank is controlled by TCV5. The LO temperature
should be kept between approximately 40°C to 50°C in normal operations. Do 4 Discharge Gas Temperature TSHH2A -112 -200 to +200 HH T +100 4 to 20 mA
not operate the auxiliary LO pump at temperatures below 25°C. 5 Discharge Gas Temperature TSH2B -112 -200 to +200 H A +90 4 to 20 mA
6 IGV Start Position ZSL3 - - - - - Contact
c) Open the compressor suction and discharge valves.
7 Surge Valve Position ZSH/ZSL1 - - - - - Contact
d) Open the seal gas supply manual valve. 0 to 620 mbar
8 Process Gas Flow FT1 35,000 m3/h - - - 4 to 20 mA
0 to +61 mbar
e) Run the auxiliary LO pump to warm up the gearbox and bearings
YT9 - - - 4 to 20 mA
about 15 -30 minutes prior to compressor start up.
Check the LO system for leaks. 9 Vibration YE9 YSH9 5 to 20 mm 0 to 100 mm H A 40 mm Contact
YSHH9 HH T 45 mm Contact
f) Open the fresh water cooling inlet and outlet for the LO cooler. 10 Oil Filter Differential Press. PDSH7 0. 5bar 01. to 10.3 bar H A 2.5 bar Contact
11 Oil Tank Level LSL5 64 mm ±4 mm 66 mm ±6 mm L A, I1 -5 mm Contact
g) Open the instrument air supply to the control panel.
12 Oil Heater Temperature TCV5 55 0 to +60 - - 40
h) Ensure that the IGV position is set at 0% (start position). TSL5 L A, I1 25 Contact
13 Temperature in Oil Tank 55 20 to +90
TSH5 H A 60 Contact
i) Switch on power to the control cabinet.
TT8 - - - 4 to 20 mA
Temperature Oil System
j) Press the compressor reset button and check that all alarms/trip 14
(Gear Box) TSL8 42 0 to +100 L A, I2 20 Contact
lamps are off and the if ready to start lamp is on. TSH8 H A 55 Contact
15 Temperature Bulkhead Oil TSHH2A 60 20 to +90 HH T 80 Contact
k) At least two alternators should be coupled to the main switchboard
to have sufficient power available at the cargo switchboards. 16 Bearing Temperature TE9A TSHH9A 65 0 to +100 HH T 75 Contact
TT9F - - - 4 to 20 mA
17 Bearing Temperature TE9F 65 0 to +100
l) When stopping the compressor, leave the auxiliary LO and seal gas TSL9F L A, I2 15 Contact
until compressor is warm (approximately 1 hour).
PT8 - - - 4 to 20 mA
18 Lub. Oil Pressure (Gear Box) 2 bar 0 to 10 bar
! Caution PSL8A L A 1 bar Contact
A maximum of 2 consecutive starts is allowed. 180 minutes must be allowed for 19 Lub. Oil Pressure (Gear Box) PSLL8A 2 bar 0.1 to 10.3 bar LL T 0.8 bar Contact
cool down of the soft start compensation transformer before a further start 20 Lub. Oil Pressure (Bulkhead) PSL8C 2 bar 0.1 to 10.3 bar L A 0.4 bar Contact
attempt.
21 Lub. Oil Pressure (Bulkhead) PSLL8C 2 bar 0.1 to 10.3 bar LL T 0.2 Contact
22 Seal Gas Control Valve PCV11 - - - - 240 mbar Contact
23 Seal Gas Pressure PSL11 300 mbar 30 to 1240 mbar L A, I1, I2 200 mbar Contact
24 Seal Gas Pressure PSLL11 300 mbar 30 to 1240 mbar LL T 150 mbar Contact
min.+80°
25 IGV Position ZT3 - - - - 4 to 20 mA
max.-30°
T: Trip, A: Alarm
I1: Start-up Interlock LO Pump
I2: Start-up Interlock Machine

Illustration 1.3.2a LD Compressor
VENT.
POWER ON
PSLL PSL
8B 8A 8C 8C 10
PT
8
PCV D STOP STOP
5
11
TE TE TE L L L
PI
8 9A 9F
SEAL GAS
GEAR BOX
PCV
3
PI 5
PCV
INSTRUMENT AIR 8
DRTD
SURGE CONTROL
ZI PDI FI FIC FI
11 B BULKHEAD
3A 1 3 1 SEAL
PI TI PT PT TE TE
2 2 2 2 2A 2B
E-MOTOR
C C
S A TI
PROCESS GAS OUT 8
OIL FILTER
I/P FT
FY 1
1 PI TI
BULKHEAD
1 1
PDI PDI PDSH

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

1.3.2 LD Compressors LO System On the basis of a preset ratio between the gas flow and compressor differential
pressure signals, the anti-surge controller produces a signal which modulates a
Manufacturer: Cryostar LO in the system is stored in a vented 400 liters LO sump. An integrated steam surge control valve.
Model: CM 300/45-LD immersion heater with thermostatic temperature control valve is fitted in the
Type: Centrifugal. Single stage. Variable sump to maintain a constant positive temperature and avoid condensation when Inlet Guide Vanes
speed with adjustable guide vanes. the compressors are stopped.
Volume flow: 8,500m3/h To achieve the required gas flow, the compressors have inlet guide vanes fitted
Inlet pressure: 1,060 mbarA LO is supplied from the sump through separate suction strainer screens and one at the suction end.
Outlet pressure: 1,960 mbarA of the 2 LO pumps. The discharge from the pumps is through check valves to a
Inlet temperature: -60°C common LO supply line feeding the gearbox, bearings and bulkhead seal. The The vanes are operated by pneumatic actuators which receive control signals of
Maximum shaft speed: 24,000 rpm main operational pump is driven by the high speed shaft gear. Upon failure of the the fuel gas demand from the boilers.
Variable shaft speed 24,000 – 12,000 rpm driven pump, the standby electric motor driven auxiliary pump is energised
Motor speed: 3,580 rpm immediately. The standby electric motor driven auxiliary pump is also used to Rotation of the vanes is possible through an angle of 110°. The position is
Rated motor power: 280kW start the compressors. indicated both locally and on the IAS in the ECR.
Inlet guide valve setting: -30 to +80 deg
The LO passes through a sea water cooled oil cooler and a 3-way thermal bypass Bulkhead Shaft Seals
The compressors are operated locally or from the IAS in ECR. temperature control valve, to maintain the LO inlet temperature at approximately
35°C. The oil supply to the bearings is fed via a 25 micron duplex filter with an Each compressor shaft is equipped with a forced lubricated bulkhead shaft seal
The following conditions trip the compressors: automatic continuous flow switch over valve. preventing any combustible gas from entering the electric motors room.
Safeties in ESDS and Tank Protection System. A pressure control valve regulates the oil flow to the bearings. Excess oil is The seals are of flexibox supply. They are fixed on the bulkhead and float on the
bypassed and discharged to the sump. Pump relief valves act as back up and are shafts, supported by two ball bearings.
Tk No.1, 2, 3 or 4 - differential pressure: tank/primary space = 5 mbar set at 8 bar.
The LO seal ensures tightness between the two bearings. The lubrication comes
Tk No.1, 2, 3 or 4 - differential pressure: tank/primary space = 0 mbar
The LO system feeds the following: from the main LO circuit.
Differential pressure: vapour header/atmospheric pressure = 3 mbar
Differential pressure: vapour header/primary pressure header = 0 mbar Journal bearing on both sides of the high speed shaft Operating Procedures
Electric power failure and other trip signal from ESDS. Journal bearing on the driven end of the low speed shaft
To prepare the LD compressors for running:
Safeties in combustion control system of the boilers Integral thrust and journal bearing on the non-driven end of the low
speed shaft a) Check the LO level in the sump tank.
Safeties on local control system (oil temperature, oil pressure,
discharge gas temperature, seal gas pressure and shaft vibration) Sprayers for the gear wheels b) Start the LO heater about 30 minutes (depending on ambient
LD compressors’ bulkhead seals temperature) prior to expected compressor start up.
Compressor Sub Systems
Note !
Surge Control System The temperature in LO sump tank is controlled by TCV5. The LO temperature
Seal Gas System
should be kept between approximately 40°C to 50°C in normal operations. Do
An automatic surge control system is provided to ensure that the compressor not operate the auxiliary LO pump at temperatures below 25°C.
The seal gas system is provided to prevent LO mist from entering the process flow rate does not fall below the designed minimum. Below this rate, the gas
stream (compressed LNG vapour) and to avoid cold gas flow into the gearbox flow will not be stable and the compressor will be liable to surge, causing shaft c) Open the compressor suction and discharge valves.
and into the LO system. Seal gas is nitrogen produced by the nitrogen generators vibration which may result in damage to the compressor.
on board.
d) Open the seal gas supply manual valve.
All the LD compressors are equipped with an automatic surge control system
The seal gas is injected into the carbon ring with back-up labyrinth type seals which consists of: e) Run the auxiliary LO pump to warm up the gearbox and bearings
between the gearbox shaft bearing and the compressor wheel.
about 15 -30 minutes prior to compressor start up.
A flow transmitter
Check the LO system for leaks.
The system is maintained by a pressure control valve where the seal gas pressure
A compressor differential pressure transmitter
is always higher than the suction pressure (usually adjusted at 300 mbar).
A ratio station
Seal gas entering the gearbox from the shaft seals is returned to the LO sump, An anti-surge controller
separated from the oil and vented to atmosphere on top of cargo compressor
room. A surge control valve on the gas stream

LD Alarm and Trip Settings

f) Open the cooling water inlet and outlet LO cooler (usually left
open). Normal Instrument range Action
No. Item Tag. No. Operation Set Point Signal
Condition Setting Range H, HH, L, LL Type
g) Open the instrument air supply to the control panel.
0 to 2000 mbar
1 Suction Gas Pressure PT1 - - - 4 to 20 mA
h) Switch on power to the control cabinet. -25 to +200 mbar
0 to 2000 mbar
i) Switch on power to the variable speed controller. (Each LD 2 Discharge Gas Pressure PT2 960 mbar - - - 4 to 20 mA
0 to +1100 mbar
compressor is supplied from a separate cargo switchboard i.e Port
and Starboard.) 3 Suction Gas Temperature TT1 -140 to +20 -200 to +200 - - - 4 to 20 mA
4 Discharge Gas Temperature TSHH2A -112 -200 to +200 HH T +100 4 to 20 mA
On the IAS in the CCR; 5 Discharge Gas Temperature TSH2B -112 -200 to +200 H A +90 4 to 20 mA
6 IGV Start Position ZSL3 - - - - - Contact
a) Set up the cargo piping system for the correct operation to be
carried out. 7 Surge Valve Position ZSH/ZSL1 - - - - - Contact
0 to 620 mbar
8 Process Gas Flow FT1 8,500 m3/h - - - 4 to 20 mA
b) Select the appropriate mimic on LD compressor for the correct 0 to +61 mbar
operation.
YT9 - - - 4 to 20 mA
c) IGV (inlet guide vanes) must be set at 0% and motor speed 9 Vibration YE9 YSH9 5 to 20 mm 0 to 100 mm H A 40 mm Contact
adjusted to 50% before compressor can start. YSHH9 HH T 45 mm Contact
10 Oil Filter Differential Press. PDSH7 0.5 bar 01. to 10.3 bar H A 2.5 bar Contact
d) Message ‘Ready to Start’ appears on the mimic display below the
compressors when the safeties are clear. 11 Oil Tank Level LSL5 64 mm ±4 mm 66mm ±6 mm L A, I1 -5 mm Contact
12 Oil Heater Temperature TCV5 55 0 to +60 - - 40
e) Start the compressor motor. TSL5 L A, I1 25 Contact
13 Temperature in Oil Tank 55 20 to +90
TSH5 H A 60 Contact
f) Switch the compressor control to automatic mode.
TT8 - - - 4 to 20 mA
Temperature Oil System
14 TSL8 42 0 to +100 L A, I2 20 Contact
(Gear Box)
TSH8 H A 55 Contact
15 Temperature Bulkhead Oil TSHH2A 60 20 to +90 HH T 80 Contact
16 Bearing Temperature TE9A TSHH9A 65 0 to +100 HH T 75 Contact
TT9F - - - 4 to 20 mA
17 Bearing Temperature TE9F 65 0 to +100
TSL9F L A, I2 15 Contact
PT8 - - - 4 to 20 mA
18 Lub. Oil Pressure (Gear Box) 2bar 0 to 10 bar
PSL8A L A 1bar Contact
19 Lub. Oil Pressure (Gear Box) PSLL8A 2bar 0.1 to 10.3bar LL T 0.8bar Contact
20 Lub. Oil Pressure (Bulkhead) PSL8C 2bar 0.1 to 10.3bar L A 0.4bar Contact
21 Lub. Oil Pressure (Bulkhead) PSLL8C 2bar 0.1 to 10.3bar LL T 0.2 Contact
22 Seal Gas Control Valve PCV11 - - - - 240 mbar Contact
23 Seal Gas Pressure PSL11 300 mbar 30 to 1240 mbar L A, I1, I2 200 mbar Contact
24 Seal Gas Pressure PSLL11 300 mbar 30 to 1240 mbar LL T 150 mbar Contact
min.+80°
25 IGV Position ZT3 - - - - 4 to 20 mA
max.-30°
T: Trip, A: Alarm
I1: Start-up Interlock LO Pump
I2: Start-up Interlock Machine

AUX. LUB. OIL PUMP SEQUENCE FOR HD/LD COMPRESSOR MAIN MOTOR SEQUENCE FOR HD/LD COMPRESSOR
Input Function in Main Control Panel (MCP) Output
INPUT FUNCTION IN MAIN CONTROL PANEL (MCP) OUTPUT
0____10
Oil Tank Level Low
t=10 sec
Feedback Aux. LOP 2
Seal Gas Press. Low Low running
Aux. LOP
Seal Gas Press. Low AND Ready to start Surge valve open
(To starter) ZSH1 1
Oil tank temp. Low Compressor
IGV in start position Ready to start
Aux. LOP Motor Overload
ZSL3 AND (To Starter)
Aux. LOP Start Ready
1
Common trip 8
Ready to start LOP Aux. LOP
AND Ready to start Common Alarm 7
Feedback Aux. LOP Running 2
(To MCP)
Cont. System Trouble
Remote/Local in Local Pos
LOP Local Start
Aux. LOP Start Ready 1 Aux. LOP

Compressor Start
AND Start order Ready 5
Ready to Start LOP (To start) Compressor
Feedback Compressor Ready to start
Main Motor running running 6
AND (To MCP)
4
Remote/Local in Remote Pos 1
LOP Remote Start

Main Motor Start order 0____30 Electrical failure
Aux. LOP Start Ready 1
AND OR t= 30 sec Comp.contactor
Feedback Comp. AND line
Ready to Start LOP
6
S running (To MCP)
4
Main Motor running
Feedback Comp. 6 = Compressor
Gear Oil Press.Low running running
3 (To MCP)
Main Motor running AND Remote/Local in Local Pos.
4
Main Motor running

M.Motor Local Start
4 impuls
1-0
Compressor Start 5 AND
ready
LOP run other blackout
R Compressor Ready S Main Motor
Aux. LOP Stop order 9
to start OR Start order
Remote/Local in Local Pos.
(To Starter)
Remote/Local in Remote Pos.
LOP Local Stop OR
M.Motor Remote Start
Main Motor runing 4
Remote/ Local in Remote Pos. Compressor Start 5 AND

ready
LOP Remote Stop
OR Aux. LOP
4
Compressor Ready
Main Motor running Stop order to start
(normal operation=1)
AND 9
(to starter)
Compressor Stop order R
3 0____21
Gear Oil Press.Low
t=21sec
AND Remote/Local in Local Pos.
Main Motor running 4 0____20 OR
Main Motor Local Stop
t=20sec
Emergency stop 0____120 Remote/Local in Remote Pos. Main Motor

t=120sec OR Stop order
Aux. LOP Motor overload Main Motor Remote Stop (normal operation=1)
(To Starter)
Electrical failure LOP
AND
0____10
Aux. LOP Start order
t=10sec
AND Electrical faiure Common trip 8
Feedback Aux. LOP Running 2 LOP contactor line
(To MCP)
Electrical failure
Feedback Aux. LOP Running 2 = Aux. LOP running Main Motor
(To MCP)

Illustration 1.4a Boil-Off/Warm Up Heater
PIT
2
P1
3
TE TE
2A 2B
TSHH
CG520
(CG525)
GAS OUTLET
TO VAP. HDR
CG521
(CG526)
GAS OUTLET SC313
(SC317)
STEAM INLET
TO F.G. LINE
P1 HY LS
1 4.2 TE TE
2 4A 4B
LS
4.1
TSLL
4
ZS HS HIC
2 2 2 LI
4
CD312 CD310
CD316 CD311
CONDENSATE OUTLET
2
D
SC310
SC314
TCV D DRAIN
2
CG517
(CG522) S CG519
(CG524) CG518
H (CG523)
GAS INLET
TCV
1
ZS
S 1
SV PCV
1 HS 1
1 P1
LNG VAPOUR HIC INSTRUMENT
1
AIR SUPPLY
STEAM HY
1

1.4 Boil-Off/Warm Up Heater g) Set the LNG vapour lines as detailed for the operation and the c) Set the LNG vapour lines as detailed for the operation to be taken.
heater to be put in use.
General Description d) Open the vapour outlet valve CG520(CG525) and the vapour inlet
h) In the CCR, set the controls for the heater to the ON position on valve CG517(CG522).
There are two steam heated boil-off/warm up heaters located in the cargo the IAS.
compressor room, which is situated on the starboard side on the main deck. e) In the CCR, set the controls for the boil-off heater on the IAS.
i) Open the instrument air supply to the controls for the heater.
The heaters are of the shell and tube type. f) Open the control air supply to the boil-off gas heater controls.
j) Check the condensate level in the sight glass.
The heaters are used for the following functions: g) Set the temperature and level controllers to the correct settings for
k) Set the temperature and level controller to the correct settings for gas burning of +30°C.
a) Heating the LNG vapour which is delivered by either of the HD the operation being undertaken (first stage: 0°C, second stage:
compressors at the specified temperature for warming up the cargo tanks +80°C for warming up operation with LNG vapour, appr. 50°C for h) Monitor the gas vapour outlet and condensate temperatures.
before gas freeing. warming up and inerting operation with inert gas).
On completion of the operation
l) Open the hydraulically operated gas inlet and manually operated
b) Heating inert gas supplied from inert gas generator for inerting operation
outlet valves. a) After the LD compressor has been shut down and the gas supply
and warming up with inert gas.
valve to the engine room shut, close the inlet valve to the heater
m) Monitor the gas vapour outlet and condensate temperatures. CG517(CG522).
c) Heating boil-off gas supplied to the main boilers or venting to atmosphere
via the LD compressors (or free flow).
On completion of the operation. b) Shut the steam inlet valve SC313(SC317).
a) Switch the auto-control to manual.
! Caution c) Open the steam side vent and open the drain valve when all the
When returning heated vapour to the cargo tanks, the temperature at the heater
b) Close the gas supply and outlet valve on the heater. pressure is off the heater.
outlet should not exceed +85°C, to avoid possible damage to the cargo piping
insulation and safety valves.
c) Close the steam supply valve to the heater when the temperature at TAG NO. IAS DESCRIPTION
the heater outlet is above 0°C. BW001 PIAHL No.1 BO/WU heater outlet pressure.
Specification: High alarm : 950 mbar, Low alarm : 30 mbar.
d) Open the steam side vent, then open the drain when all the steam BW002 TIAL No.1 BO/WU heater cond. temp. Low
Manufacturer: Cryostar Set point : 120°C
has vented.
Model: 34-UT-38/34-3.6 BW003 LAH No.1 BO/WU heater cond. level high
Type: Horizontal shell and tube heat exchanger BW004 TICAHL No.1 BO/WU heater outlet temp.
Controls and Settings
Rated capacity: 17,570 kg/h High alarm : Set +10°C, Low alarm : Set-10°C
The gas outlet temperature is controlled by controllers CG518, CG523 on the
Vapour inlet temperature: -140°C BW005 XA No.1 BO/WU heater common trip
inlet and CG519, CG524 on the gas heater bypass lines respectively.
Vapour max outlet temperature: +80°C BW005.01 TALL No.1 BO/WU heater cond. temp. LL Trip
Set point : 80°C
The steam condensate from the heater is returned to the drains system via the BW005.02 LAHH No.1 BO/WU heater cond. level. HH Trip
Operating Procedure in Warming Up Configuration
cargo steam drains cooler and cargo escape tank, the latter of which is fitted with BW005.03 XA No.1 BO/WU heater manual trip
a gas detector sampling point. BW005.04 TAHH No.1 BO/WU heater outlet temp HH Trip
a) Open the shell side vent valve.
Set point : 100°C
Boil-off Gas Heater Configuration BW009 PIAHL No.2 BO/WU heater outlet pressure.
b) Open the shell side condensate valves and check the drains.
The same procedure is followed for venting and warming through the heater as High alarm : 950 mbar, Low alarm : 30 mbar.
described above, except that the temperature control is set for a gas outlet BW010 TIAL No.2 BO/WU heater cond. temp. Low
c) Crack open the manual steam supply valve SC313, 317 (ensure the Set point : 120°C
temperature of approximately +30°C.
steam to deck is available and the isolating valve is open SC356). BW011 LAH No.2 BO/WU heater cond. level high
The LNG lines will be set for using one of the LD compressors to deliver the gas BW012 TICAHL No.2 BO/WU heater outlet temp.
d) When all the air has been expelled from the shell, shut the vent High alarm : Set +10°C, Low alarm : Set-10°C
to one of the heaters. No.1 heater is the designated heater for this operation,
valve. BW013 XA No.2 BO/WU heater common trip
although No.2 heater can be used by opening the cross connecting isolating valve
BW013.01 TALL No.2 BO/WU heater cond. temp. LL Trip
CG529.
e) When water has been drained from the shell, shut the drain valve. Set point : 80°C
BW013.02 LAHH No.2 BO/WU heater cond. level. HH Trip
The temperatures and pressures for the venting and warming up of the heater When the heater has been vented and warmed through, proceed as follows: BW013.03 XA No.2 BO/WU heater manual trip
should in approximately 30 minutes. BW013.04 TAHH No.2 BO/WU heater outlet temp HH Trip
a) Slowly open the manually operated steam inlet valve SC313(SC317). Set point : 100°C
f) Slowly open up the steam inlet valve.
b) Check the condensate level.

Illustration 1.5a LNG Vaporizer
PIT
2
TE TE
2A 2B
P1
3
RE-EVAPORATOR
CG530
GAS OUTLET
PS
F1
TI TE1
SC309
STEAM INLET
SC308
P1 HY LS
1 4.2 TE TE
2 4A 4B
LS
4.1
TSLL
4
ZS HS HIC
2 2 2 LI
4
SC307 CD309
CONDENSATE OUTLET
2
D
SC305
D
DRAIN
TCV
2
CS501 S CS503 CS502
H FC
LNG INLET
2
TCV
1
ZS
S 1
SV PCV
1 HS 1
LNG VAPOUR 1 P1
HIC INSTRUMENT
STEAM 1
AIR SUPPLY
HY
1

1.5 LNG Vaporizer 3) LN2 vaporization for inerting the cargo tank and insulation spaces. On completion of the operation;
General Description 4) Emergency forcing by manual operation: a) Shut liquid valve CS501.
(See Illustration 1.5a) The LNG vaporizer can function as the forcing vaporizer when the
forcing vaporizer has failed: b) Shut the steam supply valve SC309 when no LNG remains.
The LNG vaporizer is used for vaporizing LNG liquid, to provide gas when Flow control:
displacing inert gas from the cargo tanks with LNG vapour and for maintaining When the fuel gas demand from boiler is way in excess of the c) Open the steam side vent and then open the drain when all steam
the pressure in the tanks when LNG is being discharged and vapour is not natural boil-off generation. has been vented.
supplied from shore, and also for initial inerting in the insulation spaces with
LN2. Note ! d) Keep the vapour side valve open to system until vaporizer reaches
This operation is the normal procedure if the cargo tanks have been inerted with ambient temperature.
Both LNG and forcing vaporizers are situated in the cargo compressor room. inert gas containing carbon dioxide.
Control
Specification Operating Procedures
Process control is on outlet temperature from vaporizer with high and low
Manufacturer: Cyostar Set the LNG pipelines as detailed for the operation about to be undertaken. temperature alarms. This is controlled on the TCV (temperature control valve)
Model: 65-UT-38/34-59 CS503.
Type: Shell and ‘U’ tube design LNG Vaporizer
Heating medium: Saturated steam The steam condensate from the vaporizer is returned to the drains system via the
Inlet temp of steam: 220°C To prepare the LNG vaporizer for use; cargo steam drains cooler and cargo escape tank, the latter of which is fitted with
Maximum gas flow: 26,150 kg/h a gas detector sampling point.
Inlet LNG temperature: -163°C a) Open the shell side vent valve.
Outlet gas temp: -140°C to +20°C The following alarms and trips are available:
b) Crack open the shell side drain valve. Check that the condensate
Alarms are provided on the outlet gas temperature, high level and low drain valves are open, SC307 and CD309. Tag No. IAS Description
temperature of the condensate water. LV007 TIAL Low condensate temperature alarm
c) Crack open the steam supply manual valve SC308 (making sure Set point: + 120°C
The main vaporizer is used for the following operations: steam to deck is available).
LV010.01 TALL Low Low condensate temperature trip
Set point +80°C
1) Discharging cargo at the design rate without the availability of a d) When all air is expelled from the shell, shut the vent valve.
LV009 LAH High condensate level alarm
vapour return from the shore. LV010.02 LAHH High high condensate level trip
After about 30 minutes when pressures and temperatures have stabilised on the
If the shore is unable to supply vapour return, liquid LNG is fed to vaporizer. LV010.03 XA Local manual trip
the vaporizer by using one stripping pump or by bleeding from the NP001.04 PCAHH Primary insulation space at initial inerting trip
liquid header. The vapour produced leaves the vaporizer at e) Slowly open fully the steam inlet manual valve (SC309). Set point: -50 mbar
approximately -140°C and is then supplied to cargo tanks through GH019.1 PAH Vapor header pressure trip
the vapour header. Vapour pressure in the cargo tanks will f) Open the instrument air supply to the vaporizer controls. Set point: 200 mbar
normally be maintained at 1100 mbarA. (minimum 1040 mbarA) FV010.03 LAH Mist separator high level trip
during the whole discharge operation. Additional vapour is g) In the CCR, set the controls for the LNG vaporizer on the IAS
mimic. LV003 TICAHL LNG vaporizer outlet temp.
generated by the tank sprayer rings, the LNG being supplied by the High alarm : Set +20°C
stripping/spray pump. Low alarm : Set -20°C
h) Fill up the vaporizer with liquid using manual control. Check all
If the back pressure in the discharge piping to shore is not flanges and joints for any signs of leakage.
sufficient to have a minimum of 3 bar at the inlet to the vaporizer,
a stripping/spray pump will be used to supply liquid to the i) When vapour is produced, switch the control for liquid valve to
vaporizer. remote and automatic.
2) Purging of cargo tanks with vapour after inerting with inert gas and ! Caution
prior to cool down. LNG is supplied from the shore to the Thorough checks around the LNG vaporizer and associated flange connections
vaporizer via the stripping / spray line. The vapour produced at the must be conducted during the operation.
required temperature +20°C is then passed to the cargo tanks.

Illustration 1.6a Forcing Vaporizer
PIT
2
TE TE
2A 2B
P1
3
RE-EVAPORATOR
CG532
GAS OUTLET
DEMISTER
PS
GAS OUTLET F1
TI TE1
SC304
STEAM INLET
GAS INLET GAS INLET
DEMISTER
LS1
DRAIN
P1 HY LS
1 4.2 TE TE
2 4A 4B
LS
4.1
TSLL
4
ZS HS HIC
2 2 2 LI
4
SC303 CD308
CONDENSATE OUTLET
2
D
SC301
D
TCV DRAIN
2
CS504 S CS506 CS505
H FC
LNG INLET
2
TCV
1
ZS
S 1
SV PCV
1 HS 1
LNG VAPOUR 1 P1
HIC INSTRUMENT
STEAM 1
AIR SUPPLY
LNG LIQUID HY
1

1.6 Forcing Vaporizer 2) Two conical baffles installed in the tube to allow eventually ! Caution
accumulated liquid to be directed into the gas stream on the pipe Thorough checks around the forcing vaporizer and the associated flange
General Description bottom. connections must be conducted during operation.
(See Illustration 1.6a)
Demister On completion of operation.
The forcing vaporizer is used for vaporizing LNG liquid to provide gas for
burning in the boilers to supplement the natural boil off. Both the LNG and A demister is used downstream of the forcing vaporizer to serve as a moisture a) Shut the liquid valve CS504.
forcing vaporizers are situated in the cargo compressor room. separator and prevent any carry over of liquid to the LD compressors.
b) Shut the steam supply valve SC304 when no LNG remains.
The forcing vaporizer is used to supplement boil-off gas for fuel gas burning up Specification
to 105% MCR. c) Open steam side vent and then open the drain when all steam has
Manufacturer: Cryostar been vented.
The LNG is supplied by a stripping/spray pump. LNG flow is controlled by an Model: VMS-10/12-1000
automatic inlet feed valve which receives its signal from the Boilers Gas Type: Shell with in / out nozzles and drain d) Keep the vapour side valve open to the system until the vaporizer
Management System. Mass flow: 7,708 kg/h reaches the ambient temperature.
Service temperature: -40°C
Specification Control
An alarm with trip is provided on the level of the drained LNG.
Manufacturer: Cryostar Process control is on the outlet temperature from the vaporizer with high and low
Model: 34-UT-25/21-3.6 To Prepare the Forcing Vaporizer for Use temperature alarms. This is controlled on the TCV (temperature control valve)
Mass flow: 7,090 kg/h CS506.
Type: Shell and ‘U’ tube design a) Open the shell side vent valve.
Heating medium: Saturated steam The steam condensate from the vaporizer is returned to the drains system via the
Inlet temp of steam: 170°C b) Crack open the shell side drain valve. Check that the condensate cargo steam drains cooler and cargo escape tank, the latter of which is fitted with
Maximum gas flow: 7,090 kg/h drain valves are open, SC303 and CD308. a gas detector sampling point.
Inlet LNG temperature: -163°C
Outlet gas temp: -40°C c) Crack open the steam manual supply valve SC304 (making sure The following alarms and trips are available:
that the steam to deck is available).
Tag No. IAS Description
Alarms are provided on the outlet gas temperature, high level and low
temperature of the condensate water. d) When all air is expelled from shell, shut the vent valve. FV007 TIAL Low condensate temperature alarm
After about 30 minutes when pressures and temperatures have Set point: + 120°C
stabilised on the vaporizer. FV010.01 TALL Low Low condensate temperature trip
Each forcing vaporizer is equipped with a temperature control system to obtain a
Set point: +80°C
constant and stable discharge temperature for various ranges of operation.
e) Slowly open fully the steam inlet manual valve. FV009 LAH High condensate level alarm
contact switch
The temperature of the gas produced is adjusted by spraying a certain amount of
f) Open the instrument air supply to the vaporizer controls. FV010.02 LAHH High high condensate level trip
bypassed liquid into the outlet side of the vaporizer through a temperature
FV010.03 LAH High mist separator cond. level trip
control valve and liquid injection nozzles.
g) In the CCR, set the controls for the forcing vaporizer on the IAS FV010.04 XA Local hand manual trip
mimic. GH019.1 PAH Vapour header pressure high trip
Both vaporizer tubes are fitted with spiral wires to promote turbulence ensuring
Set point: 200 mbar
efficient heat transfer and production of superheated LNG vapour at the exit of h) Fill up the vaporizer with liquid using manual control. Check all
the tube nests. FV001 PAL Forcing vaporizer steam pressure low
flanges and joints for any signs of leakage. Set point: 5 bar
FV012 TIAH Forcing vaporizer steam in temperature high
A re-evaporator is also used to ensure that accumulation of non-vaporized liquid i) When vapour is produced, switch the control for the liquid valve to
at the vaporizer discharge is avoided and that the output is at a stable temperature. FV003 TICAHL LNG Forcing vaporizer outlet temp.
remote and automatic.
High alarm : Set -20°C
Low alarm : Set -60°C
This is made possible by:
1) Two knitted mesh filters inserted in the gas flow path to fractionate
the droplets and create the necessary turbulence to break down the
small droplets injected into a fine fog of liquid gas and also to
moisten the mesh wires acting as vaporizing surface.

Illustration 1.7a Vacuum Pumps
PI PSL
WATER OUTLET COLLECTOR 203 202
Flange S.O. JIS B2221 - ND50 ND50 LOOSE
SUPPLY
Primary Space
ND200 ND200
Secondary Space
21 TI
9
TI
109
ND100 ND100
ND25 ND20 ND25

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

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

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

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

1.7 Vacuum Pumps Control and Alarm Settings Operating Procedures

Each vacuum pump will stop if the lubrication oil tank level, or flow is low, the a) Open the fresh water cooling water inlet and outlet at the vacuum
Two vacuum pumps located in the cargo compressor room are used to evacuate discharge temperature is high or the suction temperature is low. pump.
the primary and secondary spaces atmosphere in the following cases:
b) Check through the pump drain valve that there is no water in the
To replace air with nitrogen for inerting Tag No. IAS Description pump.
PSL202 - Low suction common pressure alarm/trip
A sample intake is fitted on the drain valve in order to permit
To replace methane with nitrogen for gas freeing before dry docking after Set point : 850 mbar
sampling during operation.
there has been leakage of cargo TSL1 - No.1 Vac. pump suction temperature low/trip
c) Vent the pump cooling water lines.
Set point : -55°C
To test tightness of the membranes at regular intervals or after membrane TSH2 - No.1 Vac. pump disch. temperature high/trip
repairs When evacuating the insulation spaces, the secondary barrier space is evacuated
Set point : +170°C
to 950 mbarA before the primary barrier space suction isolating valve is opened.
VP002 XA No.1 Vac. pump common trip alarm
When the associated tank is opened up
FSL1 - No.1 Vac. pump CW outlet flow low trip Both spaces are then taken down to 200 mbarA. This process ensures that it is
The pumps are driven by electric motors situated in the electric motors room LSL1 - No.1 Vac. pump oil tank level trip not possible to lower the pressure in the primary barrier insulation space without
through a gas tight bulkhead seal. The two pumps are used in parallel to evacuate TSL101 - No.2 Vac. pump suction temperature low trip
having the same pressure in the secondary barrier insulation.
the primary and secondary spaces in order to reduce the time taken to achieve the Set point : -55°C
vacuum of 200 mbarA. d) Check the pump LO tank level.
TSH102 - No.2 Vac. pump discharge temperature high trip
Set point : +170°C
The pumps are fresh water cooled from the auxiliary cooling fresh water system e) Ensure the free rotation of the pump.
VP004 XA No.2 Vac. pump common trip alarm
(refer to 2.5). The pumps are started and stopped from the starter panel in the
FSL101 - No.2 Vac. pump CW outlet flow low trip f) Operate the manual LO pump and ensure that the oil drips are
cargo switchboard room, local from the cargo compressor room.
LSL101 - No.2 Vac. pump oil tank level trip evident at each sight glass.
! Caution
If there is a failure or stoppage and the vacuum pump is hot and the cooling Specification If the pump has been stopped for more than 24 hours it is essential
water has stopped, wait for the vacuum pump to attain room temperature before to turn the rotor by hand 2 or 3 turns before starting the pump to
restarting in order to avoid shock due to cold water. Manufacturer: MPR industries ensure that the blades are not stuck on the cylinder.
Model: P100 SV
! Caution Type: Two horizontal rotary dry vacuum g) The vacuum pumps can now be started.
If the primary space pressure is reduced below the secondary space pressure pumps, single staged
there is a danger of distorting the secondary barrier by lifting it off its supporting Cooling medium: Deck central FW system
insulation. A maximum pressure difference of 30 mbar is allowed. Outlet temp of CFW: 48°C
Gas flow capacity: 1,250 m3/h
Discharge from the pumps is led to No.4 vent mast. Pump speed: 1,170 rpm
Power: 37 kW
Vacuum pull down: 200 mbarA
Oil drip feed rate: 8 drips/m
Bulkhead seal: Flexibox

Illustration 1.8.1a Kongsberg CTS
EER CCC
CCR CABINET
TS8886600
WORK STATION 1800x800x600
No.1 HxWxD
NETWORK MOUNTING PLATE WITH:
PRINTER
230 VAC NL-190 BACKUP DISPLAY
ADAPTER
19" 4x NL196 LEVEL DISPLAY
230 VAC GLK-100 UNITS BLOCKING & SIREN OFF SWITCHES
POINTING ETHERNET CAT-5 CABLE
EA-COMPUTERS BUZZER
DEVICE
Ex LON REPEATERS VIMEX TABLEAU
UPS POWER SUPPLY
INKJET Ref. sheet 004 & 053
230VAC
DOT MATRIX
230VAC
10x 0,75mm2
w/screen
Fixed cable 3m
MCI CONNECTION POWER EMI

INTERFACE BOX SUPPLY FILTER
Note 6 230VAC Note 4

POWER
Note 5 24VDC
Note 4 ALARM OUTPUTS VIMEX
230 VAC CPU UNIT
MASTER CLOCK
SYSTEM "A" TO I.A.S. MODBUS RTU, RS485
SYSTEM "B" TO I.A.S. MODBUS RTU, RS485
Ex-LON NETWORK SAFE
Note 2 4-20 mA TRIM-LIST SIGNALS
AREA
Note 3 HAZARDOUS
Note 5
AREA
Note 3
CAB. RADAR CAB. RADAR
Note 1
GLA-100/5 GLA-100/5
NODE NODE NODE NODE Note 2
TRANSMITTER
GT302
TRANSMITTER TRANSMITTER
ATM
GT302 GT302
VAPOUR VAPOUR
STAND STAND
PIPE HIGH PIPE HIGH
SECTIONS LEVEL SECTIONS LEVEL
ALARM ALARM Note 1: 5 pair twisted 0,5mm2 w/screen CCR : CARGO CONTROL ROOM
SWITCH SWITCH
Note 2: 2 pair 0,75mm2 w/screen EER : ELECTRIC EQUIPMENT ROOM
Note 3: 1 pair 0,5mm2 w/screen CCC : CARGO CONTROL CONSOLE IN CCR

Note 4: 3x 2,5 mm2
TEMPERATURE TEMPERATURE
SENSORS SENSORS Note 5: 2 pair 0,5mm2 w/screen
MN3927 MN3927 Note 6: 2x 1,5mm2
CARGO TANK 4 CARGO TANK 1

1.8 Custody Transfer System Patented measuring method Still Pipe measurement for LNG applications
1.8.1 Radar-Based Level Gauge The echoes in “the reflection diagram” correspond to the reflected pulses in P-AC2LNG/XE 011128 12 Kongsberg Maritime Ship Systems AS
Pulse Radar. The gas storage tank is designed to form a closed thermal system for the cargo,
Measurement Fundamentals KMSS's unique detection method keeps the echo strength relatively the same and is therefore kept close to the state of saturation. Gas evaporation under this
(See Illustration 1.8.1a) regardless of the distance to the liquid inside the measurement range. condition is fairly smooth, and a gradual boil-off process as thermal heating of
the tank content is very slow.
The Autronica GL-100 Level Gauge consists of the Autronica GLA-100 Level Echo strength : Free Space
Sensing Unit connected to the Autronica GLK-100 Signal Processing Unit. The On this ship, one (1) still pipe and two (2) thermowell are installed alongside the
Autronica GLA-100 Level Sensing Unit provides a microwave antenna with emergency pump well in each tank.
transmitter and receiver electronics. a tion
ens
Co
mp The level measurement accomplished provides an accuracy of ±5 mm over the
The radar is based on the principle of reflectometer. A microwave signal with a entire gauging height.
centre frequency of 10GHz is emitted from the antenna and directed towards the Autronica's echo strength
liquid surface in the tank. A part of this signal is reflected from this surface back Minimum level gauging based on the above accuracy is possible to 50 mm from
to the antenna, and the distance is in principle derived from the time delay of the the tank bottom.
reflected signal. Ech
o st
reng
th (1
/R)
The display resolution is 1 mm at the workstation and printer.
The phase variation of the reflection coefficient of the radar antenna and the tank
is measured and sampled during the frequency sweep. By in principle counting M42-00000.180 Distance
45m In the event of failure of the CTS, the HSH float level gauge may be used for
the number of periods of the phase change of the reflection coefficient, the level measurement providing that approval is given by the shore representatives.
distance to the target can be found. The signal is sampled and converted to The echo strength in a free space application is reduced by a factor related to 1/R.
digital form. The method utilised to find the number of periods or the frequency KMSS's patented detection method maintains the echo strength to be almost High gas vapour density, the mixture of gases and their partial pressures, and the
of the sampled signal is the Fast Fourier Transforms (FFT), which in principle is constant in the entire measuring range of the radar. This eases the setting of still pipe measuring process, will influence the propagation speed of the
a “Spectrum Analyser”. Accordingly the distance to the target is calculated. signal threshold to a fixed value. microwave signals. All these factors (which is normally not known in detail)
have to be compensated for in order to give exact distance measurement.
The radar measures the distance between the radar antenna and the liquid surface,
Echo strength : Still Pipe However, KMSS's unique AutroCAL® verification/calibration method uses the
i.e. the tank ullage. With specific data stored in the Signal Processing Unit, the
computer can calculate the exact level and volume in the tank. The values are specially designed pipe joint signatures for continuous measurement verification
corrected for trim and list. Also, by entering specific density for the carried cargo, /calibration in real time, and combined with accurate temperature measurement,
a tion
the system can calculate the weight. mp
ens the propagation speed of the radar signal can be calculated, thus giving very
Co
accurate readings of the liquid level (ullage). AutroCAL® makes the system
KMSS's radar-based level gauging system has a built-in software algorithm for independent to the gas mixture and their partial pressures.
Autronica's echo strength
averaging the measured values. This is a sliding averaging which means that the
last measured instantaneous value will be more significant than each of the Echo
The data set in the processor memory, being the result of every single
former values, the weighing curve being exponential. This averaging is built-in
str ength measurement, contains information both about the signature echoes and the echo
in order to avoid that liquid surface movements influence the measurement. from the liquid surface. The surveyor can use these signature echoes at any time
to verify the accuracy of the system. When using the Autronica system with
M42-00000.180 Distance
AutroCAL®, no separate verification pins or mechanical operations are needed
45m
to verify the accuracy of the system.
When applied in a still pipe, the pipe will act as a wave-guide for the radar signal
and there will be no free space losses.
However, ohmic losses will reduce the echo strength. These losses are equally
compensated by KMSS's patented detection method.

Temperature Measuring Pressure Measuring The system is operated with «track-ball» connected to the Operator Station.
From the Main Menu, the selection of each sub-menu can be done. Pop-up
Measuring principle The measuring principle is based on a capacitive pressure transmitter. The windows for parameter values and alarm limit settings are displayed on the
transmitter consists of a capacitive pressure-sensing cell together with an screen.
Each cargo tank is fitted with six active and six spare temperature sensor and electronic unit encapsulated in the transmitter body. A ceramic diaphragm is
each reading is recorded. connected to a solid ceramic substrate via a glass frit. Main functions of the Operator Station:
Gold plates at the ceramic diaphragm and the ceramic substrate comprise the
The measuring principle is based on Pt100 temperature sensing element capacitor. An applied pressure will deflect the diaphragm and the corresponding • Handling of alarms and failures
delivered according to IEC 751. The resistor element gives a decreasing change in capacitance will be converted to an output signal by the sensor • Configuration of the system
resistance value when the ambient temperature increases. Nominal resistance at 0 electronics. • Storage of measured parameter values
- 100ºC is 100 – 138.5 ohm. • Calculation using measured parameter values
One Autronica GT302/LNG Pressure Transmitter is installed on each tank to • Logging of History/Trend
To obtain the required accuracy each temperature sensor is calibrated. Therefore measure the gas vapour pressure. The transmitter will be installed on top of the • Generation/Printout of customised CTS reports
each temperature sensor has a serial no. for identification purposes. Before tank and only the ceramic diaphragm will be exposed to the tank atmosphere. • Graphic presentation of all relevant data
calibration all sensors are stabilised by varying the temperature from -196ºC and Fastening arrangement for the transmitter can be adapted to the actual • System interface to IAS
up to room temperature several times. installation. Cabling for the pressure transmitters can either be via the
Thereafter each sensor is measured several times at three different temperatures, temperature sensor cabinet, or via the connection box for the radar sensor. Data available on the screen:
and a calibration certificate is issued for each sensor. The total accuracy will also
take into account the other parts of the system, signal converters, microprocessor, • Cargo tank name
etc. • Cargo tank liquid ullage/level
• Cargo tank liquid volumes (total, individual and group)
Each Autronica MN3927/LNG Temperature Sensor consists of a mantle cable • Cargo tank discharge and loading rate (total, individual and group)
made of AISI 316 acid resistant steel of required length. In the lower end the • Cargo tank liquid weight (total, individual and group)
Pt100 element is sealed in a tube while in the upper end there is compression • Cargo tank temperature (average liquid, average vapour, individual)
fitting for fastening of the sensor. The sensor cables (four (4) wires cable) are • Cargo tank vapour pressure
normally connected to terminals in a cabinet on deck. • Trim, List and Draft
• ATM (atmospheric pressure)
Data is displayed at the workstation with a resolution of 0.01ºC and 0.01ºC on • Misc. level, temperature and pressure readings
report format. • Alarms
• Faults/Diagnosis
Flexible stand tails
• Trend curves
• Clock
150 • Configuration data
System Readout and Control
• Parameter settings
MN3927T1250
The Operator Stations are the main presentation unit in the system, and is based • Misc. Reports
11 Pt100
upon the Windows NT operating system with redundant high-speed data

Compression fitting communication between the various computers and microprocessors in the
Acid resistant steel
1/8"NPT (FS4,8-N18) system. Dedicated process displays are created in conjunction with the customer
NOT FASTENED
to provide the best operational environment.
4,8 Mantle cable,aci
resistant steel,AISI316
The Operator Stations are normally situated in the Cargo Control Room, where
the operator can monitor the data and control all essential operating parameters.
A number of Operator Stations can be connected in a network to provide several
L +/- 100 operator consoles at different locations onboard.
(see remark)
Alarms are handled continuously in the background; ensure that the operator is
MN-3927 immediately alerted if any alarm limits are exceeded. Failures that may occur in
the system are immediately reported on the screen. Reports on failures and
Ca.95 8
alarms, as well as history/trend reports on level, volume, vapour pressure and
Element
MN-3927
temperature are logged and stored and can be printed out at any time.
MN-3927 Customised reports are also available.

Independent High level Alarm System (Sub-supplier : Vimax) 1.8.2 System Readout and Control - Parameter settings
- Misc. Reports
Two(2) independent high level sensors are installed in the tops of each cargo Operator Station with Presentation Program - Control functions (Option available when integrated to the IAS by
tank. Kongsberg Simrad)
The extreme high level sensor is mounted at the 99% volume level and the high The Operator Stations are the main presentation unit in the system, and is based
level sensor is mounted at the 95% volume level. upon the Windows NT operating system with redundant high-speed data On the coming pages a number of screen pictures and reports are shown as
communication between the various computers and microprocessors in the examples.
The extreme high level sensor activates the ESD system and alarm.
The high level sensor sends an alarm signal. system. Dedicated process displays are created in conjunction with the customer
to provide the best operational environment. Display’s in the System
Alarm monitoring for level shall be configured as follows :
The Operator Stations are normally situated in the Cargo Control Room, where Main Menu
the operator can monitor the data and control all essential operating parameters.
Blocking
Alarm Signal From
Alarm Related Safety Blocking of
Status
Alarm A number of Operator Stations can be connected in a network to provide several
Monitoring Device Alarm Reset
Indication operator consoles at different locations onboard. Alarms are handled
Extreme Independent 1. IAS Alarm & ESDS CCR CCR Console CCR continuously in the background, ensure that the operator is immediately alerted if
High Level Level sensor 2. CCR To be Activated. Console & IAS Console any alarm limits are exceeded. Failures that may occur in the system are
(99% in console
volume) immediately reported on the screen. Reports on failures and alarms, as well as
Very High Main level 1.IAS Alarm & Overfill IAS IAS IAS history/trend reports on level, volume, vapour pressure and temperature are
Level Gauge protection logged and stored and can be printed out at any time. Customised reports are also
(98.5% In To be Activated.
volume) available.
The system is operated with «track-ball» connected to the Operator Station.
High High Main level 1.IAS Alarm only IAS IAS IAS
Level Gauge From the Main Menu, the selection of each sub-menu can be done. Pop-up
(98% in windows for parameter values and alarm limit settings are displayed on the
volume)
screen.
High Level Independent 1. IAS Alarm only CCR CCR Console CCR
(95% in Level sensor 2. CCR Console & IAS Console
volume) console Main functions of the Operator Station:
- Handling of alarms and failures
*) Abbr. IAS : Integrated Automation System - Configuration of the system
ESDS : Emergency Shut down System - Storage of measured parameter values
CCR : Cargo Control Room - Calculation using measured parameter values At the bottom of the main menu screen, the operator can call the different
- Logging of History/Trend functions/displays in the system uses the function buttons. The menu/function
- Generation/Printout of customised CTS reports buttons correspond too directly to the keys (F1-F12) on the keyboard and Shift +
Alarm Set Point based on Actual Volume Table Issued by ITS/NKKK.
- Graphic presentation of all relevant data F1-F12.
- Control functions (Option available when integrated to the IAS by
Tank No. No. 1 No. 2 No. 3 No. 4 Total Kongsberg Simrad) To fully operate the presentation program NL-300 / CTS a mouse or trackball is
Volume 21,938.46 40,447.05 40,418.03 35,255.33 138,058.86 required.
100.00% Data available on the screen if implemented:
Height @ -160 26.742 26.737 26.727 26.738 - Cargo tank name Pointing on actual key with the mouse and click can also activate the
- Cargo tank liquid level menu/function buttons.
Volume 21,719.07 40,042.58 40,013.85 34,902.77 136,678.27
99.00% - Cargo tank liquid volumes (total, individual and group)
Height @ -160 26.172 26.298 26.288 26.299 - Cargo tank temperature (average liquid, average vapour, individual) To simplify the instruction the term “click on the function” is used as a short
- Cargo tank vapour pressure form for “point on the function and click with the left mouse/trackball button”.
Volume 21,609.38 39,840.34 39,811.76 34,726.50 135,987.98
98.50%
- Trim, List and Draft
Height @ -160 25.902 26.085 26.075 26.086 - ATM (atmospheric pressure) This presentation gives only a brief introduction to the NL-300 / CTS
- Misc. level, temperature and pressure readings program. For more detail documentation and description of the different
Volume 21,499.69 39,638.11 39,609.67 34,550.22 135,297.68 - Alarms
98.00% functions in the system. See the User’s Manual NL-300 / CTS
Height @ -160 25.65 25.876 25.866 25.877
- Faults/Diagnosis
- Trend curves
Volume 20,841.53 38,424.70 38,397.13 33,492.56 131,155.92 - Clock
95.00% - Configuration data
Height @ -160 24.284 24.696 24.687 24.698

“Click on” the CTS and the picture that appears on the screen will be as below. CTS activity, details of all the parameter of the chosen tank is displayed. In this The “ACTIVITY” window will change as shown in the next display. In the
display the buttons “START LOADING / UNLOADING will activate the upper part of the display there is a button for each tank. This makes it easy to
logging of the system. shift between the different tanks for information.
The picture gives the operator an “overview” of all the Cargo tanks. By “Click When the activity is started a submenu will show in the display. Text header that When the LOADING / UNLOADING is completed, “click on” the “STOP
on” the Cargo tank Name button, the following display will appear on the screen: shall be displayed in the CTS report is inserted. LOADING” button then “click on” the REPORTS. A submenu will then appear
in the display.
Detailed information of the tank parameter is displayed. Moving from one tank After inserting the text and start the logging “click on” OK. The “NO In the REPORT menu select what further action to be done with the report.
to another is easily done by “Clicking on” the arrows beside the tank name. ACTIVITY” will change to “LOADING” and a green lamp will start blinking.
“Clicking on” the CTS activity button a new display will appear on the screen.

To get back to the MAIN MENU “click on” the button “MAIN MENU”. “Click After selected “SET IN AUTOMATIC” or “SET NEW VALUES” the system Selecting the “CARGO TANKS” the below display will come on the screen.
on” the button “SETUP CONFIG” to enter this display the user will be requested returns back to the menu display. A new selection of function can then be made. Changing of ALARM limits in the system can be done in this display.
a password. After inserting password the following menu will appear on the If the operator selects “TEMP SENSOR CTS” the following display will come
screen. on the screen.
In this menu different system parameter can be selected and changed. The Normally two sets of temperature sensors are installed in the tank, one set as “Click on” the “CARGO TANK DETAILS” in the config set up menu the
system also allows the user to enter manual values for some parameters that will spare. In this picture the operator can select what sensors that shall be used in the following display will show. This picture gives information of radar parameter
be used in stead of automatic read values. If TRIM / LIST is selected the CTS calculation on the different tank. “Click on” “PREV MENU” will return to setting.
following picture will appear. “CONFIG MENU” If “TEMP SENSORS MAN.SET” is selected the following
display will show. In this display manually entered values can be inserted and
Manually values for TRIM / LIST can be inserted and used in the system. used in the system.

Next button in the config. menu is “CALIBRATION VAPOUR” if the operator Back in “MAIN MENU” “Click on” the “CARGO TANKS” a display giving
is sure that the vapour pressure transmitter is ventilated to ATM pressure, the overview of all the tanks in the system will come on the screen.
sensor can be 0 adjusted in this display.
First the sensor must be reset, and then new offset can be set and afterwards
execute the setting.
Returning back to the MAIN MENU “click on” the “SETUP CARGO” the
display will be as follow:
The operator has the possibility to setup groups of tanks that he wants For more details of the rest of the functions in NL-300 / CTS. See the Users
information from. One tank can be displayed in different groups if selected. manual.
“Click on” the group name of which group you want to setup. “Click on” the
tank you want to appear in selected group, and then the tank name will be
displayed in the group “box”. When finish “Click on” the “CARGO GROUPS”
button then next display is shown on the screen.

Computer Cargo Record Sheets
CUSTODY TRANSFER MEASUREMENT DATA CUSTODY TRANSFER MEASUREMENT DATA
BEFORE LOADING AFTER LOADING
SHIP NAME LNG BERGE ARZEW Atm. Press 1019 mbar SHIP NAME LNG BERGE ARZEW Atm. Press 1019 mbar
DATE(YYYY/MM/DD) 2002-11-25 Ambient tmp 30.0 °C DATE(YYYY/MM/DD) 2002-11-25 Ambient tmp 30.0 °C
LOCAL TIME(HH:MM) 20:05 LOCAL TIME(HH:MM) 20:05
PORT NAME Namsos Cargo Density 0.4600 PORT NAME Namsos Cargo Density 0.4600
CARGO NO. 11L CARGO NO. 11L
GAS OFFICER Meg GAS OFFICER Meg
TRIM(m) 0.56 B/H Draft fore 1.00 TRIM(m) 0.56 B/H Draft fore 1.00
LIST(°C) 0.49 STBD Draft aft 2.00 LIST(°C) 0.49 STBD Draft aft 2.00
CT4 CT 3 CT 2 CT1 CT4 CT 3 CT 2 CT1

LEVEL MEASUREMENTS (m) LEVEL MEASUREMENTS (m)
1ST 0.000 0.000 0.000 0.000 1ST 0.000 0.000 0.000 0.000
2ND 0.000 0.000 0.000 0.000 2ND 0.000 0.000 0.000 0.000
3RD 0.000 0.000 0.000 0.000 3RD 0.000 0.000 0.000 0.000
4TH 0.000 0.000 0.000 0.000 4TH 0.000 0.000 0.000 0.000
5TH 0.000 0.000 0.000 0.000 5TH 0.000 0.000 0.000 0.000
AVERAGE LEVEL (m) 0.000 0.000 0.000 0.000 AVERAGE LEVEL (m) 0.000 0.000 0.000 0.000
TRIM CORRECTION (m) 0.031 0.036 0.036 0.020 TRIM CORRECTION (m) 0.031 0.036 0.036 0.020
LIST CORRECTION (m) 0.038 0.038 0.038 0.030 LIST CORRECTION (m) 0.038 0.038 0.038 0.030
CORRECTED LEVEL (m) 0.000 0.000 0.000 0.000 CORRECTED LEVEL (m) 0.000 0.000 0.000 0.000
LIQUID VOLUME (m3) 0.000 0.000 0.000 0.000 LIQUID VOLUME (m3) 0.000 0.000 0.000 0.000
TOTAL LIQUID VOLUME (m3) 0.000 TOTAL LIQUID VOLUME (m3) 0.000
TEMPERATURE (°C.) TEMPERATURE (°C.)
TOP (VAPOUR) (T1) 12.10 V 10.58 V 10.22 V 10.69 V TOP (VAPOUR) (T1) 12.10 V 10.58 V 10.22 V 10.69 V
95% (T2) 13.94 V 12.26 V 11.66 V 12.87 V 95% (T2) 13.94 V 12.26 V 11.66 V 12.87 V
80% (T3) 13.99 V 12.31 V 11.71 V 12.87 V 80% (T3) 13.99 V 12.31 V 11.71 V 12.87 V
50% (T4) 14.07 V 12.38 V 11.74 V 12.89 V 50% (T4) 14.07 V 12.38 V 11.74 V 12.89 V
10% (T5) 14.04 V 12.22 V 11.77 V 12.96 V 10% (T5) 14.04 V 12.22 V 11.77 V 12.96 V
BOTTOM (LIQUID) (T6) 13.99 L 12.44 L 11.86 L 12.87 L BOTTOM (LIQUID) (T6) 13.99 L 12.44 L 11.86 L 12.87 L
AVG. VAPOUR TEMP. (°C.) 13.6 12.0 11.4 12.5 AVG. VAPOUR TEMP. (°C.) 13.6 12.0 11.4 12.5
AVG. VAPOUR TEMP SHIP (°C) 12.4 AVG. VAPOUR TEMP SHIP (°C) 12.4
AVG. LIQUID TEMP (°C) 14.0 12.4 11.9 12.9 AVG. LIQUID TEMP (°C) 14.0 12.4 11.9 12.9
AVG. LIQUID TEMP SHIP (°C) 12.8 AVG. LIQUID TEMP SHIP (°C) 12.8
VAPOUR PRESSURE (mbar) 84 99 101 107 VAPOUR PRESSURE (mbar) 84 99 101 107
AVG. VAPOUR PRESSURE SHIP (mbar) 98 AVG. VAPOUR PRESSURE SHIP (mbar) 98
COMPANY NAME COMPANY NAME
BUYER (S) BUYER (S)
SELLER (S) SELLER (S)
MASTER MASTER
SURVEYOR SURVEYOR

CUSTODY TRANSFER MEASUREMENT DATA CUSTODY TRANSFER MEASUREMENT DATA
BEFORE UNLOADING AFTER UNLOADING
DATE(YYYY/MM/DD) 2002-11-25 Ambient tmp 30.0 °C DATE(YYYY/MM/DD) 2002-11-25 Ambient tmp 30.0°C
LOCAL TIME(HH:MM) 20:05 LOCAL TIME(HH:MM) 20:05
PORT NAME Namsos Cargo Density 0.4600 PORT NAME Namsos Cargo Density 0.4600
GAS OFFICER Meg GAS OFFICER Meg
CT4 CT 3 CT 2 CT1 CT4 CT 3 CT 2 CT1

LEVEL MEASUREMENTS (m) LEVEL MEASUREMENTS (m)
1ST 0.000 0.000 0.000 0.000 1ST 0.000 0.000 0.000 0.000
2ND 0.000 0.000 0.000 0.000 2ND 0.000 0.000 0.000 0.000
3RD 0.000 0.000 0.000 0.000 3RD 0.000 0.000 0.000 0.000
4TH 0.000 0.000 0.000 0.000 4TH 0.000 0.000 0.000 0.000
5TH 0.000 0.000 0.000 0.000 5TH 0.000 0.000 0.000 0.000
TOTAL LIQUID VOLUME (m3) 0.000 TOTAL LIQUID VOLUME (m3) 0.000
TEMPERATURE (°C.) TEMPERATURE (°C.)
TOP (VAPOUR) (T1) 12.10 V 10.58 V 10.22 V 10.69 V TOP (VAPOUR) (T1) 12.10 V 10.58 V 10.22 V 10.69 V
95% (T2) 13.94 V 12.26 V 11.66 V 12.87 V 95% (T2) 13.94 V 12.26 V 11.66 V 12.87 V
80% (T3) 13.99 V 12.31 V 11.71 V 12.87 V 80% (T3) 13.99 V 12.31 V 11.71 V 12.87 V
50% (T4) 14.07 V 12.38 V 11.74 V 12.89 V 50% (T4) 14.07 V 12.38 V 11.74 V 12.89 V
10% (T5) 14.04 V 12.22 V 11.77 V 12.96 V 10% (T5) 14.04 V 12.22 V 11.77 V 12.96 V
BOTTOM (LIQUID) (T6) 13.99 L 12.44 L 11.86 L 12.87 L BOTTOM (LIQUID) (T6) 13.99 L 12.44 L 11.86 L 12.87 L
AVG. VAPOUR TEMP. (°C.) 13.6 12.0 11.4 12.5 AVG. VAPOUR TEMP. (°C.) 13.6 12.0 11.4 12.5
AVG. VAPOUR TEMP SHIP (°C) 12.4 AVG. VAPOUR TEMP SHIP (°C) 12.4
AVG. LIQUID TEMP (°C) 14.0 12.4 11.9 12.9 AVG. LIQUID TEMP (°C) 14.0 12.4 11.9 12.9
AVG. LIQUID TEMP SHIP (°C) 12.8 AVG. LIQUID TEMP SHIP (°C) 12.8
VAPOUR PRESSURE (mbar) 84 99 101 107 VAPOUR PRESSURE (mbar) 84 99 101 107
AVG. VAPOUR PRESSURE SHIP (mbar) 98 AVG. VAPOUR PRESSURE SHIP (mbar) 98
BUYER (S) BUYER (S)
MASTER MASTER
SURVEYOR SURVEYOR

TRANSFER DOCUMENT OF LOADING TRANSFER DOCUMENT OF UNLOADING
PORT NAME Namsos Ambient tmp 30.0 °C PORT NAME Namsos Ambient tmp 30.0 °C
GAS OFFICER Meg Cargo Density 0.4600 GAS OFFICER Meg Cargo Density 0.4600
BEFORE LOADING BEFORE UNLOADING
DATE(YYY/MM/DD) 2002-11-25 DATE(YYY/MM/DD) 2002-11-25
TIME(HH/MM) 20:05 TIME(HH/MM) 20:05
TANK 4 TANK 3 TANK 2 TANK 1 TANK 4 TANK 3 TANK 2 TANK 1
TOTAL LIQUID VOLUME (m3) 0.000 (A) TOTAL LIQUID VOLUME (m3) 0.000 (A)
AVG. VAPOUR TEMP. (°C) 13.6 12.0 11.4 12.5 AVG. VAPOUR TEMP. (°C) 13.6 12.0 11.4 12.5
AVG. VAPOUR TEMP. SHIP (°C) 12.4 AVG. VAPOUR TEMP. SHIP (°C) 12.4
AVG. LIQUID TEMP. (°C) 14.0 12.4 11.9 12.9 AVG. LIQUID TEMP. (°C) 14.0 12.4 11.9 12.9
AVG. LIQUID TEMP. SHIP (°C) 12.8 AVG. LIQUID TEMP. SHIP (°C) 12.8
AFTER LOADING AFTER UNLOADING

DATE(YYY/MM/DD) 2002-11-25 DATE(YYY/MM/DD) 2002-11-25
TIME(HH/MM) 20:07 TIME(HH/MM) 20:07
TRIM(m) 0.56 B/H TRIM(m) 0.56 B/H
LIST(°C) 0.49 STBD LIST(°C) 0.49 STBD
TANK 4 TANK 3 TANK 2 TANK 1 TANK 4 TANK 3 TANK 2 TANK 1
TOTAL LIQUID VOLUME (m3) 0.000 (B) TOTAL LIQUID VOLUME (m3) 0.000 (B)
AVG. VAPOUR TEMP. (°C) 13.6 12.0 11.4 12.5 AVG. VAPOUR TEMP. (°C) 13.6 12.0 11.4 12.5
AVG. VAPOUR TEMP. SHIP (°C) 12.4 AVG. VAPOUR TEMP. SHIP (°C) 12.4
AVG. LIQUID TEMP. (°C) 14.0 12.4 11.9 12.9 AVG. LIQUID TEMP. (°C) 14.0 12.4 11.9 12.9
AVG. LIQUID TEMP. SHIP (°C) 12.8 AVG. LIQUID TEMP. SHIP (°C) 12.8
SUMMARY SUMMARY
TOTAL LIQUID VOLUME TRANSFER (m3) 0.000 (B-A) ROUND 0 TOTAL LIQUID VOLUME TRANSFER (m3) 0.000 (A-B) ROUND 0
BUYER (S) BUYER (S)
MASTER MASTER
SURVEYOR SURVEYOR

Illustration 1.8.3a Float Level Gauge
LOCAL LEVEL INDICATOR
806 LEVEL GAUGE
806 LEVEL GAUGES

P
U
8" X 6" REDUCER

1 2 3 4
FLOAT FLOAT FLOAT FLOAT
UP UP UP UP
1 2 3 4 5 6 7 8 1 2 3 4 5 6 7 8 1 2 3 4 5 6 7 8 1 2 3 4 5 6 7 8
INSPECTION COVER
8" X 8" X 8" TEE
SAMPLING INTAKE VALVE
HAZARDOUS AREA
8" GATE VALVE
ALARM OUTPUTS ALARM OUTPUTS ALARM OUTPUTS ALARM OUTPUTS
SIGNAL OUTPUTS LEVEL ALARM OUTPUTS SIGNAL OUTPUTS LEVEL ALARM OUTPUTS SIGNAL OUTPUTS LEVEL ALARM OUTPUTS SIGNAL OUTPUTS LEVEL ALARM OUTPUTS
RL 1 RL 2 RL 3 RL 4 RL 1 RL 2 RL 3 RL 4 RL 1 RL 2 RL 3 RL 4 RL 1 RL 2 RL 3 RL 4
WEATHER DECK
COM NC NO COM NC NO COM NC NO COM NC NO COM NC NO COM NC NO COM NC NO COM NC NO COM NC NO COM NC NO COM NC NO COM NC NO COM NC NO COM NC NO COM NC NO COM NC NO
4-20 mA 4-20 mA 4-20 mA 4-20 mA
HENRI SYSTEMS HOLLAND BV HENRI SYSTEMS HOLLAND BV HENRI SYSTEMS HOLLAND BV HENRI SYSTEMS HOLLAND BV
GLASS FIBRE AMTG 821/02 REMOTE LEVEL INDICATOR AMTG 821/02 REMOTE LEVEL INDICATOR AMTG 821/02 REMOTE LEVEL INDICATOR AMTG 821/02 REMOTE LEVEL INDICATOR
Circuit [EEx ia] IIC Circuit [EEx ia] IIC Circuit [EEx ia] IIC Circuit [EEx ia] IIC
Approval no : KEMA nr. Ex-93C7922 Approval no : KEMA nr. Ex-93C7922 Approval no : KEMA nr. Ex-93C7922 Approval no : KEMA nr. Ex-93C7922
Sensor output : U<11V I<14 mH Sensor output : U<11V I<14 mH Sensor output : U<11V I<14 mH Sensor output : U<11V I<14 mH
INSULATION PIPE Supply voltage : 12 VDC/3A max Supply voltage : 12 VDC/3A max Supply voltage : 12 VDC/3A max Supply voltage : 12 VDC/3A max
+ - + - + - + -
POWER POWER POWER POWER
TANK CEILING BLUE MARKED AREA BLUE MARKED AREA BLUE MARKED AREA BLUE MARKED AREA
4 .. 20 mA 4 .. 20 mA 4 .. 20 mA 4 .. 20 mA
OUTPUT SIGNAL OUTPUT SIGNAL OUTPUT SIGNAL OUTPUT SIGNAL
1.5 MM INVAR
PRIMARY BARRIER
100
HOLE OF 20MM
INTERVAL OF 150 MM
SAFE AREA

1.8.3 Float Level Gauge Isolating Valve and Float Inspection Chamber Operation
(See Illustration 1.8.3a)
A 200 mm gate valve, bolted to the top of the float well, allows the gauge head Gauging
The HSH float level measurement system is of conventional tanker type, but uses to be isolated for maintenance. A stainless steel inspection chamber is mounted
a stainless steel wire to compensate for temperature variations. above the isolating valve to provide access to the float and for connection of a) OPEN the gauge isolating valve fully (normally left OPEN).
special float recovery tools in the event of wire breakage.
A gauge head, containing a mechanical indicator, a stainless steel wire tensioned b) Put the crank handle in the stored position, i.e. with the handle
by a tensator spring and a 140 mm diameter float attached to the lower end of the Level Gauge Assembly towards the gauge cover.
wire, is fitted to each liquid dome.
The level gauge assembly comprises a gauge head and float assembly. c) Engage the hand crank and turn one(1) revolution clock-wise.
The shrinkage of the float in LNG is indicated in volume table and the minimum
level which can be read from the gauge is 145 mm. The level gauge incorporates a float assembly, clamped to an accurately d) Remove the hand crank when the float is released.
perforated wire manufactured from stainless steel, a viscous damper to control
! Caution the rate of descent of the float to the cargo level, a crank for raising the float to e) Float release is visible at the local read-out.
To reduce the risk of tape failure and wear on the gauging mechanism, the floats the storage position, a mechanical read-out and an intrinsically safe transmitter
should be fully stowed at all times, except when taking a sounding. Care should for remote read-out. When the float has reached the highest point, the hand crank Return the Gauge to the Stored Position.
be taken when stowing the float as excessive tension may cause wire breakage. ships through the magnetic coupling and the measuring drum is automatically
locked. a) Put the crank to the cranking position, i.e. with the handle
To obtain the liquid level, the float is released from its stowage position using outwards.
the release lever and allowed to descend freely to the liquid surface. The tank Remote Display System
sounding may then be read from the meter. The HSH gauges are checked against b) Carefully raise the float by turning the crank slowly in a counter
the Foxboro CTS during each alternate loading. Apart from the gauge-mounted transmitters, the remote display system clockwise direction.
comprises a display cabinet and a power supply rack, a translator rack and an
General input rack. Power supply unit is located in console in the Cargo Control Room. c) The magnetic coupling of hand crank and hoisting mechanism
Intrinsic safety circuit is installed in the Remote Level Indicator. prevents over-winding.
Each cargo tank is provided with an approved secondary level measurement
system. This secondary system provides an alternative means of cargo level Level Transmission d) When the float has reached the highest point, the hand crank slips
measurement in the event of failure of the primary capacitance column type through the magnetic coupling.
system. The HSH ‘806 Level Gauges’ is based on float gauges fitted to each The transmitter in the level gauge is supplied from remote level indicator and
cargo tank, the gauge heads incorporating local mechanical read-outs and provides the remote indicator with three separate level transmission signals. e) At the highest point of the float, the measuring drum is
electronic transmitters to provide remote level indication. Cargo tank levels These signals are DC level pulses generated by three inductive proximity automatically locked.
measured by the HSH system are displayed on remote level indicator fitted on switches in the level gauge, and are amplified and buffered in the remote
console in the Cargo Control Room. indicator. f) Check the local read-out level.
System Components The three conditioned logic signals are then fed into a programmable logic g) Hand crank must be removed.
device which generates an up or down pulse on its output for every mm level
The HSH system comprises a level gauge assembly for each cargo tank and change of the gauge float.
electronic equipment. The level gauge assembly is mounted on an assembly
comprising a float well, isolating valve and inspection chamber. A bi-directional digital counter memory is controlled by these up and down
pulses and the actual counter value is directly proportional to the liquid level in
Float Well the cargo tank.
The float well comprises a 200 mm-diameter tube installed vertically within the
cargo pump tower. The upper end of the float well penetrates the top of the tank
dome where it terminates in a flange. The lower end extends to within 75 mm of
the bottom of the tank where it is closed by a perforated plate. The lower end of
the float well is provided with a bolted inspection cover. Expansion is allowed
for by a sliding connection just below the dome penetration. To avoid level
errors caused by the ‘till well’ effect, there is a 25 mm diameter hole spaced
every 150 mm below the sliding connection.

! Caution Recovery Procedure for Float Breakage Actual data measured by ITS/NKKK.
Never remove a measuring drum before locking the spring motor. Unit : mm
Remove the oil fill plug and fit the lock tool. Failure to do so will unwind the a) If a float is lost, the spring motor will wind itself up because it is missing TANK
A B C D E
spring-motor and cause severe damage. NO.
the counter weight of the float.
The oil in the spring-motor compartment does not have to be drained in order to 1 915 455 96 66 20.7
lock the spring-motor. b) Then it is safe to close the gate valve below the level gauge and remove 2 925 450 94 64 20.7
Fit the measuring drum in exactly the same position as it was taken out, e.g. with the measuring drum side cover.
the float at the same level. If this is done correctly, re-adjustment of the level 3 910 435 96 66 20.7
gauge is not required. c) Judge if there is still enough measuring wire on the measuring drum (max. 4 910 410 96 66 20.7
capacity is 37 meters, tank height is approx. 33meters).
Maintenance A : Distance to aft bulk head from the gauge.
d) If necessary fit a new measuring wire.
The HSH system must be operated at regular intervals to ensure that the system B : Distance to center line of vessel (t : starboard).
is available in the event of failure of the primary and back-up measuring system. e) Attach the float recovery device to the end of the measuring wire in the
The stored reading and error between HSH and Custody Transfer System (CTS) same way as a float is attached.
C : Level above true zero where float becomes buoyant in liquid with a density
should be recorded at each operation. of 470 kg/m3.
f) Drain the oil compartment and open the side cover.
The float must not be left at liquid level after gauging because constant g) With the measuring drum still outside, turn the main shaft of the spring The level gauge is correctly set when, at an average tank temperature of
movement of the tensator spring, which ensures tension on the tape, will lead to 15°C and the float resting an the float resting on the float support, value “C”
motor counter clockwise until the local reading shows approx. the value of
premature failure. is obtained as reading.
a normally hoisted float (approx. 32,500 mm).
The oil filling of the level gauge should be renewed preferably once a year. h) Install the measuring drum with the recovery device attached, close the D : Level above true zero of the float support attached to the stilling well.
drum side cover and open the gate valve, while holding the spring motor
Once a year the terminal box should be checked for moisture. E : Immersion of the float in a liquid with a density of 470 kg/m3.
by hand to prevent it from turning.
The bearings of the level gauge should be checked every 2~3 years. i) Once the gate valve is fully open, allow the spring motor to turn slowly Punching Device
down.
At same time check the measuring cable and float for corrosion. If the primary membrane is damaged and leaks LNG into the primary insulation
j) When the spring motor stops turning, the recovery device has reached the space, to avoid catastrophic damage to the primary membrane the punching
An inspection hatch is provided in the float inspection chamber for access to the float. device shall be used before discharging the tank. See section 5.2. The
float assembly and for retrieving the float in the event of wire breakage.
inspection chamber and gauge header is removed and the punching messenger
k) Now use the hand crank to turn the recovery device plus float slowly up.
The gauge head is sealed with locking wire and lead seals by ITS/NKKK or device is fitted on the gate valve. When dropped through the gate valve, the
It may be necessary to assist the hand crank by helping to turn the spring
Class. It is important to avoid damaging these seals. In the event of these seals messenger device punches through the primary membrane.
motor clock wise by hand.
being broken, Head Office should be informed without delay in order that
arrangements can be made for the attendance of SGS and/or Class to check and l) Close the gate valve when the local indicator shows the value as set in
re-seal the gauges. step 7.
Wire Breakage m) Open the side cover and the side cover of the “T” pipe below the level
gauge and remove the recovery device and float.
In the event of Wire breakage, the Operator/Owner’s Head Office is to be
informed, as any maintenance requiring opening of the gauge will necessitate the n) Connect the original float in a normal manner to the measuring drum wire.
attendance of independent surveyor ITS/NKKK and/or CLASS DNV to re-
calibrate the gauge to satisfy Buyers, Sellers and Customs. Instructions for o) Allow the float to rest on the closed gate valve and adjust the local
recovery and replacement of the float assembly or wire are referred to the indicator and reference switch to their original values.
manufacturer’s instruction book.
p) Close all side covers and refill the oil.
q) The gauge is ready for use again.

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

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

Illustration 1.9a Nitrogen Generator
PERMEATE VENT PERMEATE VENT OFF-SPEC.

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

1.9 Nitrogen Production System The nitrogen generators are equipped with an oxygen analyser, which The analyser has the following characteristics, O2 range 0 to 25%, with an output
continually monitors the oxygen content in the nitrogen output. If the level of signal of 4 to 20 mA for the remote indicator, alarm panel and three way valve
Two nitrogen generators, installed in the engine room, produce gaseous nitrogen oxygen rises above 1% of the design value, then an alarm is activated on the actuation.
which is used for the pressurisation of the insulation spaces, as seal gas for the console. If the level of oxygen rises further then the high high alarm operates,
HD and LD compressors, fire extinguishing in the vent mast and for purging the redirecting the flow to atmosphere and closing the discharge line to the buffer In normal operation, N2 generator will be started and stopped by signal from
fuel gas system and various parts of the cargo piping. tank. pressure switch fitted on the buffer tank automatically.
According to N2 pressure in the buffer tank, single or both N2 generator will be
The two nitrogen generators (120 Nm3/h each), are able to produce 240 m3/h of The gaseous nitrogen generators are operated automatically, locally or from the operated.
nitrogen, which is mainly required for topping up the insulation spaces during CCR via the IAS. Pressure switches on the buffer tank control the cut-in/cut-out of the compressors.
loading, cool down and other services, like vent mast fire extinguishing, Under normal operation, one compressor is selected as run, with the secondary
compressor sealing and purging of the pipes related to boiler gas burning. Control Systems and Instrumentation compressor on automatic stand by cut-in.
The operating principle is based on the hollow fibre membranes through which The control panel permits fully automated unmanned operation of the units. The Nitrogen
compressed air flows and is separated into oxygen and nitrogen. The oxygen is following alarms and controls are mounted on the control panels.
vented to the atmosphere and the nitrogen stored in a 26 m3 buffer tank ready for Nitrogen is used for the pressurization of the insulation spaces, for purging of
use. Push buttons for start/stop operation cargo pipe lines, fire extinguishing in the vent mast and for the sealing of the gas
compressors. It is produced either by the vapourization of liquid nitrogen
System status indications
The nitrogen generators each consists of a Tamrotor EML 65/13 EWNA screw supplied from shore, or by generators whose principle is based on hollow fibre
compressor, cooled from fresh water cooling system, a single stage air/water Push button for audible alarm acknowledgement membranes to separate air into nitrogen and oxygen.
separator, three air filters arranged in series, a 3 kW electric heater, before Continuous N2 delivery pressure
passing into the membrane units. An oxygen analyser, after the membrane, Physical Properties of Nitrogen
monitors the oxygen content, and if out of range, above 4% O2, redirects the Continuous O2 content reading
flow to the atmosphere. Nitrogen is the most common gas in nature since it represents 79% in volume of
Dew-point analyser
the atmospheric air.
The nitrogen is stored in a 26 m3 buffer tank, where high and low service Electrical heater temperature control
pressure set points actuate the start and stopping of the generators. At room temperature, nitrogen is a colourless and odourless gas. Its density is
Emergency stop push button
near that of air, 1.25 kg/m3 under the standard conditions.
Nitrogen Generators
Alarms and Shutdowns When liquefied, the temperature is –196°C under atmospheric pressure, density
Manufacturer: Air Products of 810 kg/m3 and a vapourization heat of 199 kJ/kg.
Nominal flow rate: 120 Nm3/h x 2 sets Tag No. IAS Description
Delivery pressure: 9 bar Properties of Nitrogen
TS3A TAHH No.1 N2 gen. feed air temp. high high. Trip
Dew point at atmos. press: -65°C Set point: 70°C
Outlet gas composition: Oxygen 3% (% vol) Molecular weight: 28.016
No.1 N2 gen. filter differential press high. Trip Boiling point at 1 bar absolute: –196°C
Nitrogen balance to 100% (% vol) PDS4A DAPH
Set point: 0.7 bar
Liquid SG at boiling point: 0.81
Screw compressor; Tamrotor FL65-13: - TAH4A TAH
No.1 N2 gen. comp. temperature high. Trip Vapour SG at 15°C and 1 bar absolute: 0.97
Set point: 115°C Gas volume/liquid volume ratio at –196°C: 695
Maximum back pressure O2 enriched air: 0.5 mbar
Nominal power: 65 kW XA1A XA No.1 N2 gen. abnormal alarm Flammable limits: Non
System operating temperature range: 5°C to 50°C HS No.1 N2 gen. emergency stop
Dew point of 100% pure N2 : Below –80°C
TS3B TAHH No.2 N2 gen. feed air temp. high high. Trip Chemical Properties
Membrane inlet operating temperature: +50°C Set point: 70°C
Oil residual content: < 0.003 ppm
Filtration efficiency for oil residual content: < 0.003 ppm PDS4B DAPH No.2 N2 gen. filter differential press high. Trip Nitrogen is considered as an inert gas; it is non flammable and without chemical
Set point: 0.7 bar affinity. However, at high temperatures, it can be combined with other gases and
Dew point (with drying capability of membranes,
final dew point will be (-55°C): -20°C TAH4B TAH
No.2 N2 gen. comp. temperature high. Trip metals.
Set point: 115°C
Four independent time operated condensate drain valves.
XA1B XA No.2 N2 gen. abnormal alarm Hazards
Hollow fibre membrane unit with dry filters having the following characteristics Warning
HS No.2 N2 gen. emergency stop
(at 50°C inlet temperature) 120 Nm3/h x 2 sets, N2 97%, O2 residual 3%. Due to the absence or to the very low content of oxygen, nitrogen is an
PT5 PIAHL N2 buffer tank pressure high/low (8bar / 4bar) asphyxiant.
The membranes are provided with a back pressure control valve down stream of
a flow meter, which maintains a constant membrane pressure. Oxygen Analyser At liquid state, its low temperature will damage living tissue and any spillage of
liquid nitrogen on the ship’s deck will result in failure as for LNG.
A fixed O2 content analyser is installed on the package units, which is connected
before the remotely operated three way valve.

Illustration 1.10a Inert Gas and Dry Air System
CARGO COMPRESSOR RM
MOTOR TO FUNNEL TOP

ROOM
CARGO AREA ENGINE

IG023 (BLIND FLANGE V/V) ROOM
GAS SAMPLING CONN.
TO LDO STR. TK TOP FOR GAS DETECTION SYS. IG002
P
IG022 IG001
IG021 IG020 P
OUTLT INLET
IG009
FUEL OIL PUMP UNIT
P
WEATHER DK.
IG010
FLEX. HOSE CONN. FOR IG017
FW RINSING STEAM P
INLET
M
OIL COAMING
IG025
IG038
DRYER UNIT
S
IG007
FI P P
P
UPP. DK FI
LIQUID P
P
FR LDO STR. TK SEPARATOR
FT
S
P P
E/R FW MAIN INERT GAS COOLER

IG037
P
MT
IG008 PI PI
P
IG003
IG036 P
ELEC.
S
HEATER
IG039 ADS ADS

NO.1 AIR BLOWER UNIT P CONN. FOR
IG033
1 2
WATER
FW RINSING
SEPARATOR STEAM
HEATER
M O2
IG018 ANALYSER
P
FAN
FI FI FI COOLER
M
IG034 OIL
LO RECTIFIER
IG006
IGG P P
FLEX. HOSE
ABT. 1M OIL P P
CONDENSOR
DESIGN PRESS. 10 BAR CHARGING DRIER
NO.1 AIR BLOWER UNIT
IG004
CONN. FOR S.L.W.L.
M
P
FW RINSING IG012 FW FILLING

PURGING OUTLET
IG032
IG016
IG026 FW INLET
H UPP. DK
IG013 IG011
IG019 FW OUTLET STEAM OUTLET

L.S.W.L.
P
P BOA FW OUTLET
IG0
14
5
IG01
H
IG0
28
IG0
27 BOA FW INLET
ORIFICE (ID 288 MM, MAT : SUS316)
LOCATION : UNDER L.W.L
SEA WATER
INET WEATHER DK.
FROM BALLAST P/P IG024

TO NEAREST
DRAIN TO E/R SCUPPER
IG030 IG035 TO NEAREST
BILGE HOLD'G TK.
E/R SCUPPER
IG031
IG SCRUBBER P/P

1.10 Inert Gas and Dry Air System Before delivery out of the generator, water droplets and trapped moisture are A programme switch in the local control panel regulates one of the solenoid
separated from the inert gases by a demister. Further removal of water occurs in valves which also operates the pilot burner and initial firing.
General the intermediate dryer stage, where the refrigeration unit cools the gas to a
temperature of about 5°C. The bulk of the water in the gas condenses and is The main burner is ignited by a pilot burner. The main fuel oil burner is of the
The dry air/inert gas plant, installed in the engine room, produces dry air or inert drained away with the gas leaving this stage via a demister. In the final stage, the high pressure atomizing type. The fuel is directed to the burner orifice through
gas which is used for the tank and piping treatments prior to and after a dry water is removed by absorption process in a dual vessel desiccant dryer. tangential slots, which imparts a rotation motion ensuring that the fuel leaves the
docking or an inspection period. burner as a thin rotating membrane which is atomized just after the nozzle.
The desiccant dryer units work on an automatic change over cycle, where the out
The operating principle is based on the combustion of a low sulphur content fuel of line desiccant unit is first reactivated with warm dry air which has gone Alarms and Shutdowns
and the cleaning and drying of the exhaust gases. through the reactivation dryer system.
Tag No. IAS Description
The inert gas plant includes an inert gas generator, a scrubbing tower unit, two A pressure control valve located at the outlet of the dryer unit maintains a IG009 XA IGG system abnormal alarm
centrifugal fans, an effluent water seal, a fuel injection unit, an intermediate constant pressure throughout the system, thus ensuring a stable flame at the IG010 XA Cooling unit abnormal alarm
dryer unit (refrigeration type), a final dryer unit (adsorption type) and an generator. IG011 XA Dryer unit abnormal alarm
instrumentation / control system. IG012 XA IGG No.1 blower fail alarm
Dewpoint and oxygen content of the Inert Gas produced are permanently IG013 XA IGG No.2 blower fail alarm
Manufacturer: Hamworthy monitored. The oxygen level controls the ratio of the air/fuel mixture supplied to IG014 XA IGG FO pump fail
Inert gas delivery rate: 14,000 Nm3/h the burner. The oxygen content must be below 1% by volume and the dewpoint
IG016.01 OXAH IGG oxygen content high alarm
Dry air delivery rate: 14,000 Nm3/h of -45°C. Both parameters are displayed locally and remotely through the IAS.
IG016.02 OXAHH IGG oxygen content high high alarm
Delivery pressure: 250 mbar
For delivery of inert gas to the cargo system, two combined remote air-operated IG016.03 OXL IGG oxygen content low alarm
Inert gas/dry air dew point: -45°C
control valves operated through solenoid valves are fitted on the distribution IG017.01 DWAH IGG dew point high
Inert gas composition (% vol)O2 : 0.5
system, i.e the purge valve and the delivery valve. IG018 TIAH IGG delivery temperature high
Inert gas composition CO2 : 14%
Inert gas composition CO (max): 100 ppm IG019.1 PIAH IGG delivery pressure high
Inert gas composition NOx (max): 65 ppm Dry-Air Production IG021 XA IGG flame fail
Inert gas composition SOx (max): 2 ppm IG022 LAH Scrubber CW level high
Nitrogen balance to 100% The inert gas generator can produce dry-air instead of inert gas with the same IG025 PAL Scrubber inlet CW temperature low
Inert gas composition ‘soot’ Bacharach 0 capacity, however, for the production of dry-air: IG026 TAH Scrubber outlet CW temperature high
- There is no combustion in generator
The dry air/inert gas plant is locally operated. - There is no measure of oxygen content Inert Gas
- The oxygen signal is overridden when the mode selector is on dry-air Inert gas is used to reduce the oxygen content in the cargo system, tanks, piping
The connection to the cargo piping system is made through two non-return production and compressors in order to prevent an air/CH4 mixture prior to aeration post
valves and a blind flange valve which is in the normally closed position. warm up, before refit or repairs and prior to the gassing up operation post refit
After the processes of cooling and drying and, if the dewpoint is correct, the dry
before cooling down. Inert gas is produced on board using an inert gas generator
Working Principle air is supplied to the cargo system through the delivery valve (with the purge
valve closed). supplied by Hamworthy, which produces inert gas at 14,000 m3/h with a -45°C
dew point burning low sulphur content gas oil. This plant can also produce dry
Inert gas is produced by the combustion of Gas Oil supplied by the fuel oil pump
with air provided by blowers, in the combustion chamber of the inert gas Burner Description air at 14,000 m3/h and -45°C dew point.
generator.
The combustion air is supplied to the main burner by two ‘roots’ type blowers, The inert gas composition is as follows:
Good combustion is essential for the production of a good quality, soot free, low each supplying 50% of the total capacity of the generator. The quantity of Oxygen: < 0.5 % in vol.
oxygen inert gas. combustion air to the burner can be manually adjusted by a regulating valve in Carbon dioxide: < 14% in vol.
the excess air discharge line. A small size burner spray nozzle has to be used Carbon monoxide: < 100 ppm by vol.
The products of the combustion are mainly carbon dioxide, water and small when operating the plant at 50% with one blower unit only. Sulphur oxides (SOx): < 2 ppm by vol.
quantities of oxygen, carbon monoxide, sulphur oxides and hydrogen. The Nitrogen oxides (NOx): < 65 ppm by vol.
nitrogen content is generally unchanged during the combustion process and the Fuel (Light Diesel Oil) is supplied at a constant pressure by the gas oil electric
Nitrogen: balance
inert gas produced consists mainly of 86% nitrogen and 14% carbon dioxide. pump which has a built-in pressure overflow valve.
Dew point: < -45 °C
Initially, the hot combustion gases produced are cooled indirectly in the
Before ignition or start up of the unit, and with the pump running, all the fuel is Soot: complete absence
combustion chamber by a sea water jacket. Thereafter, cooling of the gases
pumped back via this fuel oil overflow valve which also serves to regulate the The inert gas is slightly denser than air: 1.35 kg/m3 abt at 0°C.
mainly occurs in the scrubber section of the generator where the sulphur oxides
are washed out. The sea water for the inert gas generator is supplied by scrubber delivery pressure of the pump.
SW pump or one of the ballast pumps via ballast main isolating valve BA225 as Warning
back up. The fuel oil flows to the nozzle of the main burner via two solenoid valves and Due to its low oxygen content, inert gas is an asphyxiant.
two fuel oil regulating valves.

STOP V/V BOX
FILTER
NO.1 C. TK PRIMARY INSU. SPACE

I A S
INDIVIDUAL ALARM FOR
NO.1 C. TK SECONDARY INSU. SPACE

CARGO AND ENGINE ROOM
AREA SHALL BE MONITORED

Illustration 1.11a Gas Detection System
NO.1 C. TK VENT MAST
SIDE PASSAGE WAY STBD FWD
SIDE PASSAGE WAY STBD AFT
SIDE PASSAGE WAY PORT FWD
SIDE PASSAGE WAY PORT AFT
PIPE DUCT FWD

CCR
PIPE DUCT AFT
CARGO COMPRESSOR ROOM 1

LNGC BERGE ARZEW
CARGO COMPRESSOR ROOM 2

I.R TYPE ANALYSER
CARGO AND ACCOM. AREA

ELECTRIC MOTOR 1
ELECTRIC MOTOR 2
BOSUN STORE STBD

CARGO AREA GAS DETECTION PANEL
BOSUN STORE PORT
BOW THRUSTER ROOM
FWD PUMP ROOM
AIR DUCT IN AIR COND. ROOM 1
AIR DUCT IN AIR COND. ROOM 2
1 - 47
AIR COND. ROOM
PANEL INSIDE
CARGO ESCAPE TANK

SAMPLING TUBE FOR
MOISTURE
SEPARATOR
WHEELHOUSE
(COMMON ALARM)
REPEATER PANEL
NO.1 BLR FUEL GAS DOUBLE PIPE

IR ANALYSER
Cargo Operating Manual
NO.2 BLR FUEL GAS DOUBLE PIPE

IR ANALYSER
BOIL-OFF GAS ROOM

IR ANALYSER
INERT GAS LINE AFTER DRYER

IR ANALYSER
EMERGENCY GENERATOR ROOM

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

IR ANALYSER
E/R AREA
E/R SUPPLY DUCT(STBD, AFT)

IR ANALYSER
GAS DETEC. PANEL
ENGINE ROOM AREA
E/R SUPPLY DUCT(PORT, FWD)

IR ANALYSER
E/R SUPPLY DUCT(PORT, AFT)

60% LEL. (3 POINTS) :
IR ANALYSER
FUEL GAS MASTER VALVE CLOSE
Part 1 Cargo and Ballast System

1.11 Gas Detection System In order to ensure a representative sample is monitored each time a space is
(See Illustration 1.11a) sampled each sample line has two way solenoids, which are operated
sequentially by the control unit. One of the sample lines is connected to the
There are two(2) systems for gas detection throughout the ship, one covers the sampling pump (P1) manifold, while the other line is connected to the
cargo and accommodation spaces and the other covers the engine room. continuously draw pump (P2) on the bypass manifold. The bypass line pump
Infrared gas analysers are used for both systems. discharges the samples not being analysed directly to atmosphere, while the
sampling pump discharges the gas through the analysing unit before being
Infrared Gas Analyser System discharged to atmosphere. As each point is being analysed the corresponding
indicator lights up, each point is analysed for approximately 60 seconds.
The principle of operation of the BRAVIDA is based on the infrared absorption
characteristics of methane gas. The analyser works on the principle that infrared light is absorbed by the
methane gas. Methane gas has a distinctive absorption band in the infrared
Samples for analysis (a mixture of methane and nitrogen), are drawn through spectrum. Therefore if a sample of gas is compared against a reference sample
small bore lines from the sample points, which are as follows; of air, the difference in out put from an infrared sensor will be in proportion to
the gas concentration.
Cargo Area System
If the methane concentration of any sample point reaches 30% LEL except
Sample order Location primary insulation spaces, 30% in volume for primary insulation spaces, an
1 No.1 cargo tank primary insulation space audible alarm is sounded in the main panel in the CCR and the corresponding
2 No.2 cargo tank primary insulation space indicator lamp is lit. Additionally, a gas detection alarm is activated on the
3 No.3 cargo tank primary insulation space wheelhouse, on their respective repeater panels.
4 No.4 cargo tank primary insulation space
5 No.1 cargo tank secondary insulation space Individual alarm for cargo and engine room area shall be interfaced into the
6 No.2 cargo tank secondary insulation space IAS.
7 No.3 cargo tank secondary insulation space
8 No.4 cargo tank secondary insulation space Sample points 13, 14, 15, 16, 17, 18, 19, 20, 21, 22, 23, 24 and 25 are also
9 No.1 cargo tank vent mast monitored up to 60% LEL at which point related ventilation fan shall be closed.
10 No.2 cargo tank vent mast
11 No.3 cargo tank vent mast Boil-off Gas Pipe Duct
12 No.4 cargo tank vent mast
13 Side passage way starboard forward Sample point Location
14 Side passage way starboard aft 1 No. 1 boiler fuel gas double pipe
15 Side passage way port forward 2 No. 2 boiler fuel gas double pipe
16 Side passage way port aft 3 Boil-off gas room
17 Pipe duct forward 4 Inert gas line after dryer
18 Pipe duct aft 5 Em’cy generator room
19 Cargo compressor room (1) 6 Engine room supply fan duct (STBD FWD)
20 Cargo compressor room (2) 7 Engine room supply fan duct (STBD AFT)
21 Electric motor room (1) 8 Engine room supply fan duct (Port FWD)
22 Electric motor room (2) 9 Engine room supply fan duct (Port AFT)
23 Bosun store starboard
24 Bosun store port The boil-off gas pipe duct samples are continuously monitored by its own
25 Bow thruster room sampling analyser. The alarm is initiated at 30% LEL, and if the gas
26 Forward pump room concentration continues to rise to 60% LEL at point 1, 2, or 3, the fuel gas master
27 Air duct. in air compressor (1) valve shall then be closed.
28 Air duct. in air compressor (2)
29 Air con. room All the above spaces activate the alarm at 30% LEL, and the air conditioning
30 Cargo escape tank room, which is set to alarm at 60% LEL, the related fan will then be stopped.
For full details refer to the BRAVIDA gas detection manual.
The gas analyser’s zero should be checked daily and the span checked weekly.

Illustration 1.12.1a Cargo Valve Hydraulic Lines
MANIFOLD(P)
(CL301) (CL302)
(OF003) (CL804) (CL803) (CG801) (CL802) (CL801) (OF001)
(CL300) (CL310)
(CL401) (CL402) (CL405) (CL400) (CL410) (CG601) (CG602)

(CS301) (CS304) (CL101) (CL102)
(CL200) (CL210) (CL100) (CL110) (CP178)
(CS305) (CS306) (CS307) (CL305)

(CS101) (CS104) (CL105)
(CS401) (CS404) (CS405) (CS406) (CS407) (CG106)
(CS201) (CS204) (CL205) (CL201) (CL202)
(CG002) (CG001)
(CG107) (CG105)
(CS107) (CS106) (CS105)
(CS207) (CS206) (CS205)
(CG405)
SIDE PASSAGE
NO.4 SOL. NO.3 SOL. NO.8 SOL. NO.2 SOL. NO.1 SOL.
V/V BOX V/V BOX V/V BOX V/V BOX V/V BOX
HYD. POWER (VR001)
PACK ROOM
POWER PACK
FOR CARGO
P T
TRUNK DECK TRUNK DECK TRUNK DECK TRUNK DECK
40A
40A
ACC STAND
FOR POWER UNIT
FOR CARGO
OIL COAMING (VR003) (VR002)
NO.7 SOL. OIL COAMING W/DRAIN PLUG

V/V BOX
(TYPICAL)
TO FROM
POWER UNIT
(FOR BALLAST)
SIDE PASSAGE
NO.5 SOL.
V/V BOX
(CS504)
(CG522)
(CS501)
(CG501)
(CG505) (CG517) (CG513) (CG509)
CARGO COMPRESSOR RM. (OF004) (CL704) (CL703) (CG701) (CL702) (CL701) (OF002)
MANIFOLD(S)

1.12 Cargo and Ballast Valve Control No.5 Solenoid cabinet feeds cargo compressor room Alarms and Shutdowns
1.12.1 Cargo and Ballast Control System Valves CG501, 505, 509, 513, 517, 522 piston type (butterfly) Tag No. IAS Description
Valves CS501, 504 piston type (globe) VC001 HS No.1 cargo hydraulic pump start
General Description VC002 HS No.2 cargo hydraulic pump start
No.7 Solenoid cabinet feeds starboard manifold (ESDS)
VC003 HS Cargo hyd. topping up pump start
All the valves necessary for the operation of the cargo and ballast system are
Valves CL701, 702, 703, 704, CG701 OF002, 004 piston type (butterfly) 40 litre VC001.1 HS No.1 cargo hydraulic pump stop
hydraulically operated by separate hydraulic power packs, situated in the
hydraulic power pack room in the engine room. Control of the power packs and accumulator with a 78bar nitrogen pressurised bladder distribution block to VC002.1 HS No.2 cargo hydraulic pump stop
valve operation is from the IAS, touch screen and key board situated in the CCR. ESDS valves. VC003.1 HS Cargo hyd. topping up pump stop
VC001.2 RL No.1 cargo hydraulic pump run
Cargo System No.8 Solenoid cabinet feeds port manifold (ESDS) VC002.2 RL No.2 cargo hydraulic pump run
VC003.2 RL Cargo hyd. topping up pump run
The hydraulic power unit consists of two main pumps and one topping-up pump. Valves CL801, 802, 803, 804, CG801 OF001, 003 piston type (butterfly) 40 litre
accumulator with a 78bar nitrogen pressurised bladder distribution block to VC001.3 XL No.1 cargo hydraulic pump remote
During normal loading and unloading operations, only one pump is required to
meet the demand, while the second pump is put on automatic standby cut in ESDS valves. VC002.3 XL No.2 cargo hydraulic pump remote
mode and will cut in when the system pressure is reduced to 98 bar. The topping VC003.3 XL Cargo hyd. topping up pump remote
up pump is normally used during forcing vaporization operations. Hydraulic Power Pack VC001.4 XA No.1 cargo hydraulic pump abnormal alarm
VC002.4 XA No.2 cargo hydraulic pump abnormal alarm
All remotely operated valves are piston operated, except for the liquid dome and The unit consists of an oil tank, with the two main and one topping up pumps
VC003.4 XA Cargo hyd. topping up pump abnormal alarm
the spray header isolating valves, which are vane type actuators. The supply oil situated on top of the tank. Return line is fitted with return filter with electric
clogging sensor. There is a bank of six accumulators of 54 litre capacity each, VC001.5 XL No.1 cargo hydraulic pump auto
is distributed to 6 solenoid valve cabinets situated in side passageway (port and
starboard) and 1 in cargo compressor room. Each cargo tank, manifold area, pressurised with nitrogen. Each accumulator has a drain valve, in order to drain VC002.5 XL No.2 cargo hydraulic pump auto
cargo compressor room and the master BOG station has its respective solenoid down to the main tank if required. The system is protected by 1 safety relief VC003.5 XL Cargo hyd. topping up pump auto
cabinet as follows: valves set at 143 bar, which return to the tank. There are no pump discharge line VC004 LAL Cargo hydraulic oil tank low. pump trip
filters apart from the individual filters fitted at each solenoid cabinet station. VC005 DPAH Cargo hyd. oil filter No.1 diff. pressure high
No.1 Solenoid cabinet feeds No.1 cargo tank VC006 PI Cargo hydraulic oil tank pressure indicating
Pressure switches control the pump cut in / cut out, with low oil pressure alarm
and pump failure alarms transmitted to the IAS. The oil level in the tank is VC007 PAH Cargo accumulator pressure high
Valves CL110, 100, CG 105, 106, 107, piston type (butterfly)
Valves CS106, 107 piston type (globe) monitored by a low level alarm switch. VC008 PAL Cargo accumulator pressure low
Valves CP178 piston type (ball) VC009 PAL Solenoid valve box No.4 accum. pressure low
Valves CL101, 102, 105, CS101, 104, 105 vain type (globe) LO tank (1,200 L) for valve remote control system is provided for hydraulic oil VC010 PAL Solenoid valve box No.7 accum. pressure low
storage in the engine room. VC011 PAL Solenoid valve box No.8 accum. pressure low
No.2 Solenoid cabinet feeds No.2 cargo tank VC012 TAH Cargo hydraulic oil tank temp. high
When hyd. Power pack for cargo system is failed, those for ballast system can
Valves CL210, 200 piston type (butterfly) use by open of VR002 and VR003.
Valves CS206, 207 piston type (globe) In this case, pressure switch signal for ESDS at hyd. Pressure very low should be
Valves CS201, 204, 205, CL201, 202, 205 vain type (globe) by-passed manually.
In normal use, VR002 and VR003 must be kept shut.
No.3 Solenoid cabinet feeds No.3 cargo tank
Pump Settings
Valves CL310, 300, CG001, 002 piston type (butterfly)
Valves CS306, 307 piston type (globe) Pump cut in 108 bar
Valves CS301, 304, 305, CL301, 302, 305 vain Type (globe) Pump cut out 127 bar
Standby pump cut in 98 bar
No.4 Solenoid cabinet feeds No.4 cargo tank High pressure alarm 130 bar
Low pressure alarm 105 bar
Valves CL410, 400, CG601, 602 piston type (butterfly) ESDS operating pressure 90 bar
Valves CS406, 407 piston type (globe) Relief valve 143 bar
Valves CS401, 404, 405, CL401, 402, 405 vain Type (globe)

Illustration 1.12.1b Ballast Valve Hydraulic Lines
UPPER DECK
BOSUN STORE
(OF08) 22084 A/B
) ) )
)
TO/FROM POWER UNIT
(P
(P (P (P
FOR CARGO (WW003)
TK
K K K
.T .T .T FWD
.
.B .B .B
(WW002)
.B
P/P RM
W W W
W
ENGINE
.4 .3 .2
.1
(WW001)
NO NO NO
ROOM
NO
POWER PACK
FOR BALLAST
F.P. TK
(BA013)(BA014)(BA015) (BA011) (BA025) (BA026)
(BA017) (BA018)(BA019)
(BA010) (BA009)
(BA016)
(BA020)(BA022) (BA023) (BA012)
(BA001)
(BA202) (BA021) (BA045) (BA046)

B.T. RM
(BA028) (BA027) (BA020) (BA008)
P T (BA039) (BA040)
(BA034) (BA033)
SOL. V/V BOARD
S)
FOR BALLAST, BILGE, FO (BA006) (BA005) (BA004) (BA007)
E/R
(P&
SW COOLING SYS
WATER SPRAY SYS.
TK
. B.
(BA002) (BA003)
PW
PIPE DUCT
EE
(BA224) (BA227)
) ) ) )
DD
K (S K (S K (S (S
.T .T .T TK
FW
.
(CW27) (CW28) .B .B .B .B
W W W W
4 3 2 .1
(BA222) (BA220) (BA221) (BA226)
. . .
(CW06) (CW10) (CW14) NO NO NO NO
(BA223) (BA228)
(OF12) (OF13) (OF11) (OF10)
(OF48) (OF81) (OF76) (OF85)

(BA216) (BA217) (BA218) (BA219)
(ES191) (ES196)
(BA204) (BA202) (BA207) (BA208)
(BA209)
(CW26) (CW25)
(CW101) (CW102) (CW103) (CW18) (BA201) (BA203) (BA205) (BA206)

Ballast, Bilge, FO Sea Water Cooling and Water Spray Systems Alarms and Shutdowns Emergency Hand Pump Operation
The hydraulic power unit consists of two main pumps and one topping-up pump. Tag No. IAS Description All the hydraulic position type operating valves have an emergency hand pump
During normal operations, only one pump is required to meet the demand, while VB001 HS No.1 ballast hydraulic pump start connection. There are three portable emergency hand pump units, one available
the second pump is put on automatic standby cut-in mode and will cut in when in the engine room, one in the duct keel space and one in the deck store. The
VB002 HS No.2 ballast hydraulic pump start
the system pressure is reduced to 98 bar. The topping up pump is normally used isolating valves on the distribution block are first shut off and the hoses of the
to maintain the system pressure outside of general operations. VB003 HS Ballast hyd. topping up pump start
emergency hand pump fitted to the snap on connectors. Control of direction is
VB001.1 HS No.1 ballast hydraulic pump stop via a hand operated change over control block.
All remotely operated valves are piston operated. The supply oil is distributed to
VB002.1 HS No.2 ballast hydraulic pump stop
1 solenoid valve board situated in the engine room. The operation of the valves is
conducted from the IAS in the CCR. VB003.1 HS Ballast hyd. topping up pump stop
VB001.2 RL No.1 ballast hydraulic pump run
Solenoid valve board for Ballast, Bilge, FO Sea Water Cooling and Water VB002.2 RL No.2 ballast hydraulic pump run
Spray Ship Side and other Valves Systems
VB003.2 RL Ballast hyd. topping up pump run
BA001~023, BA201~209, BA216~228 VB001.3 XL No.1 ballast hydraulic pump remote

VB002.3 XL No.2 ballast hydraulic pump remote
CW06, 10, 14, 18, 25, 26, 27, 28, 101, 102, 103
VB003.3 XL Ballast hyd. topping up pump remote
BS020, 025, 026, 027, 028, 033, 034, 039, 040, 045, 046, 202 VB001.4 XA No.1 ballast hydraulic pump abnormal alarm
VB002.4 XA No.2 ballast hydraulic pump abnormal alarm
ES191, 196 VB003.4 XA Ballast hyd. topping up pump abnormal alarm
VB001.5 XL No.1 ballast hydraulic pump auto
OF08, 10, 11, 12, 13, 48, 76, 81, 85
VB002.5 XL No.2 ballast hydraulic pump auto
WW001, 002, 003 VB003.5 XL Ballast hyd. topping up pump auto
VB004 LAL Ballast hydraulic oil tank low. pump trip
Hydraulic Power Pack
VB005 DPAH Ballast hyd. oil filter No.1 diff. pressure high Operating Procedure
The unit consists of an oil tank, with the two main and one topping up pumps VB006 PI Ballast hydraulic oil tank pressure indicating
situated on top of the tank. Return line is fitted with return filter with electric • Check the oil level in the tank.
VB007 PAH Ballast accumulator pressure high • Remove the locking pin off lever.
clogging sensor. There is a bank of six accumulators of 54 liter capacity each,
pressurised with nitrogen. Each accumulator has a drain valve, in order to drain VB008 PAL Ballast accumulator pressure low • Connect the threaded ends (1) to the actuator, “O” or “S”.
down to the main tank if required. The system is protected by 1 safety relief VB012 TAH Ballast hydraulic oil tank temp. high • Screw(lock) the decompression lever (3).
valves set at 143 bar, which return to the tank. There are no pump discharge line • Act on the pump lever with monitoring the pressure
filters apart from the individual filters fitted at each solenoid cabinet station. on the pressure gauge (2).
• Unscrew(unlock) the decompression lever (3) for decompression
Pressure switches control the pump cut in / cut out, with low oil pressure alarm of the circuit.
and pump failure alarms transmitted to the IAS. The oil level in the tank is
monitored by a low level alarm switch. Capacities and Ratings
Pump Model : PL-1317F

Pump Settings
Tank Volume : 5 Liter
Pump cut in 108 bar Stroke Volume : 17.6 ml
Pump cut out 127 bar Max. Pressure : 130 bar
Standby pump cut in 98 bar Weight : 15 kg (Wet Weight : 20 kg)
High pressure alarm 130 bar
Low pressure alarm 105 bar
Relief valve 143 bar
The hydraulic system can be used as a emergency back up supply to the main
cargo valve system, by opening isolating cross connecting valves which must be
kept shut in normal use.

Illustration 1.12.2a Emergency Shutdown System
INPUT SIGNAL ESDS CONTROL CABINET OUTPUT SIGNAL
NORMAL OPERATION BOILER CONTROL

PANEL
CCR
ALARM
BOILER CONTROL NO
Supplied IAS
PANEL by VRC Vendor
I.S.
INTERLOCK OPERATION BARRIER SOL. VALVE BOX
(SOL. CONT.) (I.S.) SHORE CONNECTION VALVE (PORT)
ESDS TEST SWITCH NO
Q'TY - 5
TEST (CCR) ESDS
ESDS RESET SWITCH NO

RESET (CCR) SOL. VALVE BOX
(I.S.) SHORE CONNECTION VALVE (STBD)
Q'TY - 5
ESDS CANCEL SWITCH ESDS
NC
CANCEL (CCR)
CARGO PUMP
TANK LEVEL VERY HIGH & OVERRIDE SWITCH NO
Q'TY - 8 ESDS TPS 1
TANK LEVEL EXTREMELY (CTS) CARGO SWITCH
HIGH OVERRIDE BOARD
SPRAY PUMP
Q'TY - 4 ESDS TPS 1
EMERGENCY SHUT DOWN SYSTEM
ESDS PLC
MANUAL SWITCH NC
H/D COMPRESSOR
MANUAL SWITH
(I.S.) I.S. CARGO SWITCH Q'TY - 2 ESDS TPS 1
CARGO TANK LIQUID DOME TOP --- Q'TY 4
BARRIER BOARD
MANIFOLD --------------- Q'TY 2 (SIGNAL) L/D COMPRESSOR
FORWARD AREA ------------ Q'TY 1 EMERGENCY Q'TY - 2 ESDS TPS 1
SHUT DOWN
CONTROL
O
NC
MANUAL SWITCH CARGO SWITCH EM'CY CARGO PUMP
BOARD Q'TY - 1 ESDS TPS 1
CCR CONSOLE ------------- Q'TY 1 ESDS FAIL
FIRE CONTROL ROOM --------- Q'TY 1
SELF
WHEELHOUSE ------------- Q'TY 1
DIAGNOSIS I.S.
BARRIER
(SOL.CONT.)
FIRE FUSIBLE PLUG NC
SOL. VALVE BOX
FUSIBLE PLUG (I.S.) TANK FILLING VALVE
(I.S.)
MELTED Q'TY - 4
CARGO TANK LIQ. DOME TOP -- Q'TY 4 TPS 2
CARGO TANK GAS DOME TOP -- Q'TY 4
MANIFOLD ------------- Q'TY 2
CARGO COMPRESSOR ROOM --Q'TY 1
ELECT. MOTOR ROOM ------ Q'TY 1
TANK
PROTECTION SOL. VALVE STAND
CONTROL 1 (I.S.)
PNEUMATIC PRESS. LOW FUEL GAS MASTER VALVE
IN SHIP/SHORE PRESS. SWITCH NC
Q'TY - 1 ESDS
CONNECTION (I.S.)
TANK
PROTECTION
CONT. AIR PRESS. PRESS. SWITCH NC
CONTROL 2 SHIP/SHORE
LOW PNEU. CONNECTOR
AIR RELEASE
I.S. TYPE AIR RELEASE MAGNETIC VALVE
CARGO TANK LEVEL I.S. TYPE NC CTS Q'TY - 1
ESDS
EXTREMELY HIGH (99%) SENSOR PANEL
CARGO VAPOR MAIN LINE I.S. TYPE NC

PRESS. LOW (3 mbar) IA
SENSOR PNEUMATIC
INTERFACE ESDS TO SHORE
CARGO VAPOR MAIN LINE &
PRIMARY INSULATION SPACE I.S. TYPE NC AIR SIGNAL
PRESSURIZATION MAIN LINE SENSOR IA
EQUAL PRESS.
ELECTRICAL POWER NC OPTICAL ESDS

SWITCH BOARD
FAIL INTERFACE FROM/TO SHORE
OPTICAL SIGNAL
HYD. OIL PRESS. NC
PRESS. SWITCH
LOW
ELECT. CONNECTOR ESDS

INTERFACE FROM/TO SHORE
TANK PROTECTION SYSTEM 1
ELECTRIC SIGNAL
CARGO TANK &
PRIMARY INSULATION SPACE I.S. TYPE NC
IA
DIFF. PRESS. LOW (5 mbar) SENSOR
CARGO TANK & : HONEYWELL SUPPLY EQUIPMENT

PRIMARY INSULATION SPACE I.S. TYPE NC
SENSOR IA
PRESS. EQUAL
REGEND
NO : NORMAL OPEN CONTACT
TANK PROTECTION SYSTEM 2
NC : NORMAL CLOSE CONTACT
CCR : CARGO CONTROL ROOM
CARGO TANK LEVEL I.S. TYPE CTS
VERY HIGH (98.5%) SENSOR
NC
PANEL
I.S : INTRINSICALLY SAFETY

1.12.2 Emergency Shutdown System ! Caution 3) Electric or Optic connection at LNG Terminal :
Before using the blocking switch, determine exactly what has caused the
D
In the event of fire or other emergency condition, the entire cargo system, gas shutdown. C E
Optic Elec/Optic
compressors and master boil-off gas isolating valve to the engine room may be Before using the blocking switch, turn the controls for all crossover valves to the
shut down by a single control. shut position.
Use the blocking switch only when absolutely necessary to recover from an B F
Shut down of the cargo system is actuated either manually or automatically by emergency condition. Electric INHIBIT
fire or certain off limit conditions. When the emergency condition is corrected, immediately restore the shutdown
system to normal. A BY-PASS
Description (Electric / Optic Selector) (Pneumatic Selector)
(See Illustration 1.12.2a) When alarm for ESD or tank protection system is activated, following equipment
and valves are tripped.
y ESD activation : -. Select Electric / Optic Selector to 'Optic or Electric or Elec/Optic'.
The manual emergency shutdown push buttons are located as follows:
Cargo Control Room - Stop of all cargo pumps -. Select Pneumatic Selector to 'By-pass'.
Wheelhouse - Stop of all cargo compressors
Fire control station - Closing of manifold valves 4) Test / Block Selector :
Each tank liquid dome (4 units) - Closing of fuel gas master valve Also, there is a key selector fitted on the CCR console to test the ESDS and
Deck forward area (1 unit) y Tank protection system 1 activation : to block the ESDS.
Port and starboard manifold platforms (2 units) - Stop of cargo pumps of the related cargo tank. For the ESDS test, operator can turn the selector switch to the test position,
- Stop of all cargo compressors equipment related to ESD system except Fuel Gas Master Valve, Cargo
Automatic shutdown for fire is controlled by twelve fuse plugs located as y Tank protection system 2 activation : Stripping Pumps and Low Duty compressor will be trip or closed.
follows: - Closing of filling valve of the related cargo tank. If an operator select the block position, ESD will not activate.
Each tank liquid dome (4 units)
Each tank vapour dome (4 units) 1) Ship/Shore Connection Selector Off
Port and starboard manifold platforms (2 units) Three (3) kinds of ship/shore connection method are provided to transfer the
Cargo compressor room (1 unit) ESD signal to/from ship terminal. Test Block
Electric motor room (1 unit)
-. Pneumatic Connection
There are three ESDS interface connections made to the shore facility, i.e. -. Electric Connection
electrical, optical and pneumatic. In port, the optical link and pneumatic systems -. Optic Connection
will inform the shore of any ship’s ESDS actuation and will stop the loading or
discharge pumps and close the shore liquid valves. And two (2) rotary type selectors on the CCR Console are provided to select or 5) Loading/Unloading Terminal Selector :
bypass the ship/shore connection. One is for pneumatic connection and the There is a loading/unloading terminal selector fitted on the CCR console to
Automatic shutdown occurs when any of the following conditions occurs: other is for electric/optic connection. avoid surge in the liquid line when ESD condition happens during the LNG
Each selector has linked to bypass function. transfer.
Vapour header pressure falls to within 3 mbar of atmospheric pressure
2) Pneumatic connection at LNG Terminal :
Vapour header pressure falls to primary insulation space header pressure Loading Unloading
D
Each tank pressure falls to within 5 mbar of the primary insulation barrier Optic Elec/Optic C E
space pressure (Tank protection system)

B
Each tank pressure falls to the primary insulation space pressure Electric INHIBIT F 6) Reset Push Button with Lamp :
(Tank protection system) A BY-PASS There is a reset push button fitted on the CCR console to reset the ESDS
after ESD activation.
Hydraulic oil press low for cargo valve control system
During reset the ESDS, lamp will be lighting and pneumatic pressure at the
Control air press low for ESDS air control board (Electric / Optic Selector) (Pneumatic Selector)
pneumatic control board will be monitored in the IAS CRT.
Ship blackout condition -. Select Electric / Optic Selector to 'Inhibit'. 7) ESD / TPS Tank Level Override Indication Lamp :
Extreme liquid level (99% volume) in any tank -. Select Pneumatic Selector to related position to match with ESD set There are four(4) lamps to indicate tank level override condition for TPS and
pressure. one(1) lamp to indicate tank level override condition for ESD. When all
Automatic shutdown for fire
cargo tank level is override, level condition for ESD will be override and
Shutdown signal from the terminal If operator select the by-pass position, pneumatic emergency shut-down signal lamp for ESD override will be lighting IAS.
from the terminal will not affect the emergency shut-down system on the ship.

Illustration 1.12.3a Ship-Shore Link
ELECTRIC EQUIPMENT CARGO CONTROL ROOM UNDERDECK CABLE WAY SHIP SIDE PORT
SHIP SHORE LINK
CARGO CONTROL CONSOLE CARGO DESK

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

PSU
GENERAL ALM ALM ALM
GENERAL ALM
GENERAL ALM ALM ALM
220VAC
1X2X0.75
GENERAL ALM ABCDEFG HIGK
GENERAL ALM AAABBB
GENERAL ALM
GENERAL ALM AAABBB
MODEM
GENERAL ALM
GENERAL ALM ABCDEFG HIGK

GENERAL ALM
GENERAL ALM
GENERAL ALM GENERAL ALM

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

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

1.12.3 Ship Shore Link There is a 4 way earthing connector fitted from ship-shore as used on some Control Enclosure
European terminals (but this contravenes current OCIMF and SIGTTO
Linked ship-shore emergency shutdown systems have been required by SIGTTO regulations) and is not recommended unless insisted upon by the terminal. The NFI-Seatechnik system is installed in : Electric equipment room in
since the early days of LNG loading and discharge installations. They minimize Accommodation ‘B’ deck.
the consequences of an accident or, if abnormal conditions arise, they allow the A 35 m umbilical is fitted to enable ship-to shore linking. Ship supply is required
process to be shut down with minimum spillage of liquid. Thus consequent risk by some terminals. This standard unit is an IP55 steel enclosure with part glazed front door panel.
to jetty and ship’s structures and escape of flammable vapour is avoided.
The length is increased to 50 m to enable LNGC ship-shore transfer. The internal equipment includes:
Since both ship and shore exchange liquid and vapour, the shipside and shore- • 4 off full duplex Telephone Interfaces (Tel/IF)
side Emergency Shutdown (ESD) must be linked. This is to avoid: A similar 35 m length Earth umbilical is supplied for use in those European • 1 full duplex ESD Interface-ship-shore and shore-ship
terminals which insist on its use. • Electrical/Optical Interface unit to connect to cabling
Excessive surge pressure on the loading arm connection causing damage, the • Port starboard Selection panel
upstream valve is closed first Configuration of 37-way connector • Dual Redundant Power Supply
• Control Alarm Intendance Unit
Overfilling ship or shore tanks An additional feature specified by experienced LNGC operators to ensure safe
functioning during emergency breakaway requires all ESD circuits to be The system is designed for ship or shore use, and complies whit IEC-945 for
Risk of damage or spillage due to excessive movement of ship with respect protected by intrinsically safe (Ex’ia’) techniques. The standard telephone shipboard equipment. The equipment complies with SIGTTO July 1987
to berth circuits which cannot be passed through Ex’ia’ certified barriers are powered recommendations.
from shore and isolated by Ex’ia’ relays on shore which are switched by
In addition to safety requirement for ESD, the ship to shore link has been continuity loops on board. The principal certification and protection is however a) Tel/IF Unit
extended to handle communications by telephone. Ex’d’. 3 voice and 1 data channels, multiplexed
The ship-shore links are implemented on the ship as follows: Telephone circuits are isolated by most shore systems via relay contacts, Ship-Shore Receive Ship-Shore Transmit
Channel
normally open. carriers carriers
Electric Link Data Channel 18 kHz 78 kHz
The ship fitted with on 37-way Pyle Receptacle for the comms/ESD circuits and Hot line phone 30 kHz 90 kHz
The Ship-Shore Link Control Panel, for Emergency Shut Down System (ESDS) one 4-way Pyle Receptacle whose pins are grounded to the ship’s structure. Public phone 42 kHz 102 kHz
& Communications, is proposed for complete compatibility with the Middle
Internal phone 54 kHz 114 kHz
Eastern and Atlantic Basin import LNG Terminals. These systems are used in Umbilical cable Pyle-Pyle
30% of all LNG terminals as either a main system or as a back-up system. The
system handles It is a Requirement of some terminals that the ship provided the ship-shore During normal operation the indicators display the status of each
umbilical cable, which is fitted at each end with 37-way Pyle National Plugs and telephone channel received from the ship and shore as follows;
• 4 Telephone channels are from single ship-shore in the case of earth-bonding cables, 4-way 37-way Pyle National Plugs.
- Tel. I/F Unit Ch. 1 : MLM Telephone circuit in operation
Green Indicator :
Umbilical cable Pyle-Miyaki Adapter (Signal received & detected)
- Tel. I/F Unit Ch. 2 : Hotline Phone
- Tel. I/F Unit Ch. 3 : PABX or Public Phone Telephone circuit not in operation
Yellow Indicator :
- Tel. I/F Unit Ch. 4 : PABX or Public Phone A special cable arrangement can be supplied to enable a ship equipped with this (No signal received & detected)
• Shore-ship ESD voltfree contact signals system to connect to the Miyaki-type explosion proof ship-shore links used in
• Additionally shore-ship ESD signals as required by certain US import Japanese, Korean Indonesian and Malaysian export terminals.
terminals (Detail terminal information is referred to ship/shore
compatibility booklet.) Electric Systems Explosion Proof (Ex’d;) Pyle National Connector-type
The main Fibreoptic Ship-Shore Link system (FO-SSL) is used in conjunction A 37-way Pyle National Connector system is fitted at port and starboard
with this Electric ESD system (PNC). manifold area under. The main protection is made by a single explosion proof
connector for both ISESD and non-IS telephone circuits. These circuits are
The system relies on Pyle National Ex’d flameproof connectors for connection of mixed in a single multicore cable.
the shore cable a the ship shore interface and, once connected to the ship, at the
shore receptacle at the shore cable reel. The system uses a 37 way Pyle National Warning
telecommunications and ESD digital and a 4..20 mA ship analogue process 4 way earth bonding connectors are provided but not used due to SIGTTO
signal. The 37 pin connector is fitted to the end of a cable reel on which the regulations prohibiting their use.
shore end is provided with a second connector provided by NFI. The telephones
on the ship are connected to the shore and are not powered from shipboard
supplies.

b) ESDS Illustration 1.12.3b Ship-Shore Optic Fibre Transmission

Signals provided by tone for normal safe mode and normal ESD mode.
Fail safe operation function
Status Lights Operation of the ESD system front panel status lamps are
as follows.
Shore Side Ship Side
ESD Status Lamp Operation
Normal Green From Mooring Load Monitor Display
From Mooring Tension Monitor Computer
Fault (Abnormal) when no ship Yellow
Fault (Abnormal) with ship Yellow & Red
ESD Red Mooring Ship's Hot
Mooring Hot Load Public
Load Public Plant Phone Exch. Line
Line Monitor
Monitor Phone Phone Phones Phone
Modem
No operator actions are required during system operation between the ship Modem
Phone
& shore.
c) Control Alarm Module Port Side

Alarm indication via failure-open volt-free contact in case of : Ship Connector el I/F el I/F el I/F el I/F
el I/F el I/F el I/F el I/F Unit Unit Unit Unit
Unit Unit Unit Unit
• Optical Cable failure

• Power failure to Control panel Multiples Unit
• Plug Disconnection Multiples Unit Shore Side Electric / Optical
Connector Interface
• System Failure, via diagnostics facilities of modems and via ‘Carrier Electric / Optical
Interface Port / Stb.d Section
Detect’
Emergency
Emergency Shutdown Unit
d) Power Supply Shutdown Unit
With E/O Interface
With E/O Interface
Input : 100W max at 100-230VAC

Power Supply Unit
Power Supply Unit
Control Alarm
Dual Input : (optional) Power supplies are dual fed Control Alarm
Spare Module
Module Spare
with auto changeover facility Shore Side Optical
(optional) Power supply 24VDC Cable Reel
50 - 100m
Indication/Controls : Power Supply distribution module with

Isolation switch, fused/MCCB protection Starboard Side
And power on indicator. Ship Connector Yuken Plant Emergency
Yuken Plant Emergency Shutdown Control System
Shutdown Control System
e) Port/Starboard Selector Module
This 1U rack module carries port and starboard selector pushbuttons.

The ESD electrical Bx signals from the FO Connection Box to the ESD
Module input are routed via this module and the ESD electrical Tx
signals to the FO Connection Box are routed via this module.
The module is used to select the shipside connection box in use.
If the system is in operation on the Port Connection box, Port is selected

and the red Push button is lit. An Abnormal ESD will occur if the
Starboard Pushbutton is pressed and vice versa.
The Telephone signal selection is via the FO Connection Box. This unit
outputs the control voltage (24V DC) to select Starboard.

Ship-Side Fibre Optic Connector Box PABX/Public Telephones
The system utilizes 2 connector boxed, one port and one starboard. Each box Standard type European telephones for 48VDC operation with ohm, on hook line
measures 560 mm wide x 400 mm high x 200 mm deep, has an NP16 flange on impedance 6,000 ohm will be supplied. Line termination shall be by RJ11
the lower left side for fibre pre terminated shipside connector tail on the right standard type socket outlet (USA/International). The telephones may be mounted
hand side. The tail is factor terminated with approximately 1.5 m cable. on the console. They will be connected into the Fibreoptic ship-shore link
cabinet and switched by internal circuitry within the Fibreoptic ship-shore link
The connector box includes a hinged lockable door and is made entirely from cabinet. The electric system selector is controlled by a yard supplied FO-EL
316 stainless steel. The boxed are certified to IP56 (DNV certificate no 3170644) selector switch fitted to the Cargo Control console.
In the event of damage, the tail can be replaced without the need for specialist Pneumatic Systems
skills or tools.
Two quick-connect male/female umbilical pneumatic connectors are provided at
Material : Body 316 Stainless Steel main deck level underneath the manifolds for use with the similar systems used
Material : Sleeves Phosphor Bronze at Ras Laffan and other terminals. These directly trip the loading valves on
Material : Protection Cap Naval Bronze pressure loss and are sensed by the Yuken ESD system.
Optical coupling method Full ceramic ferrule FC single mode type
Signal arrangement ferrule no : 1 Tel channel Ship-Shore Mooring Load Monitor system
2 Tel channel Shore-Ship
3 ESD channel Ship-Shore The MLM shall comprise of a Marimatech a/s notebook or desktop type
4 ESD channel Shore-Ship computer which will display value and status for all sensors attached to shore
5 Spare side installations.
6 Spare
Normally, the link shall be via a modem via the SSL system Channel 1 and is
Loop-Back Connector (Check Plug) supplied as part of the FO-SSL. In some areas (Oman), a shore supplied UHF
radio modem at 2GHz (Ethernet TCP/IP) is used. If necessary a Strainstall
The loop-back connector is used to carry out local functional test of the system. compatible connector will be supplied to allow the data from shore to be
It allows a full test to be carried out from the electrical telephone and ESD inputs transferred.
via the cable, up to the shipside combination connector, mounted in the
connector box, without the need for the vessel to be along side a jetty. Software on the computer can interpret Marimatech a/s MLM signals such as
Inchon 2 or Stainstall as in Inchon 1 and P’yeong Taek and most Japanese
Hotline Telephone unit terminals.
The dial-less version of the CTS-HP-3 uses two push buttons, Call and Signal.
The SeaTechnik Hotphone consists of the telephone body and handset, an

external power-supply and an external speaker.
The SeaTechnik Hotphone supports the following functionality for a maximum

of 3 inter connected Hotphones :
z Call The terminal Hotphone(s) are called by lifting the handset

and pressing the call button whilst the caller speaks into the mouth
piece. These actions result in the caller being heard at the called hones
and a visual indication. A two way conversation can commence when
the handset on one of the called phones is lifted.
z Signal The terminal Hotphone(s) are signaled by lifting the handset

and pressing the signal button. These actions result in an audible
tremolo sound and a visual indication at the signaled phones. A two
way conversation can commence when the handset on one of the
signaled pones is lifted.

Illustration 1.12.4a Mooring Load Monitor System
INCHON NO.1
MD-5 MD-4 MD-3 MD-2
5 BREAST LINES 5 BREAST LINES
MD-6 MD-1
2 STERN LINES
BD-4 BD-3 BD-2 BD-1
HEAD LINES
2 SPRINGS 2 SPRINGS
MS
QATAR NO.2
MD - 2B MD - 2B MD - 2C MD - 2D MD - 2E
BD - 2A BD - 2B BD - 2B

1.12.4 Mooring Load Monitoring System c) Smoothly and slowly adjust the heave in or pay out control until Yokugawa YEWMAC System
the desired operating speed is achieved.
Winches The Yokugawa YEWMAC data is transmitted via the channel 1 of the fibre optic
d) To cease heaving return the control to the neutral position. ESD Ship Shore Link system.
Spool Specification and Performance Whenever a winch is in use, a clear view of the overall task in
hand is essential. If the winch operator cannot clearly see the entire The computer in the CCR, when switched on, displays the load data from shore.
The LP hydraulic mooring winches and combined Windlass/Mooring Winches operation from the control position then a responsible man must be There is no operator input required.
are fitted with split spools designed to handle either a synthetic soft rope of 80 positioned to guide him.
mm diameter or a steel wire rope of 42 mm diameter. The spools are split into a Strainstall System
storage and a working area to avoid the wire becoming buried in the stowed Internationally recognised signals for the visual guidance of winch operators can
layers. Operators should ensure only one layer has been placed on the working be found in the ‘Code of Safe Working Practice for Merchant Seaman’. This uses a notebook PC in the CCR and modem. Data is transmitted from the
section before applying a load. Failure to comply with this will lead to rapid shore computer via EX’ia’ intrinsically safe interfaces and a connector midships.
deterioration in wire condition. Sunken Bitts
Operating Procedure - Strainstall System
Spool The ship is provided with 18 sunken bitts 4.5~4.8 m above the loaded and
Diameter 704 mm lightship condition waterline respectively. a) The RUN SCREEN page is automatically displayed on the monitor.
Storage length 655 mm This shows the mooring configuration, alarm limits and loads
Working length 420 mm The SWL is 150 tonnes applied.
First layer performance MLM (Mooring Load Monitor) System b) When starting the software, the MLM program runs under
Rated speed under load (245 kN) 15 m/min Rated speed no load Windows 95. The program is started by double-clicking on the
Winding pull 300 kN. Drum end diameter 1,350 mm The terminals at which the ship berths are normally fitted with MLM/Mooring SES icon in the Program Repeater Group. LOAD NEW JETTY
Tension Monitor systems. These include quick release mooring hooks which can be used to select s previously installed jetty configuration.
Precautions before using. have load cells which monitor the mooring line tension accurately.
Trending is available.
a) Check the correct function of clutches, gear change mechanism Terminal System Repeater
and safety contacts. Equipment should operate smoothly without P’yeong Taek Strainstall Ltd Installed Diagnostics via the serial ( COM ) port are also available.
undue effort being applied. Inchon Strainstall Ltd Installed
Oman Marimatech a/s Installed
b) Check brakes are free to operate and that the bands release evenly
from all contact areas. Bintulu Yokugawa YEWMAC Installed
Arun Yokugawa YEWMAC Installed
c) Check the ‘heave in’ and ‘pay out’ controls for correct function. Qatar Yokugawa YEWMAC Installed
Controls should return to the neutral position when released.
Bontang Yokugawa YEWMAC Installed
d) Verify that all lubrication routines have been carried out.

The analysis of tensions is carried out by a shore-based computer.
e) Check hydraulic feeder lines for signs of leakage.
In each case, the shore system relays data to the shipboard repeater and displays
Operating Procedure graphically the tensions on a screen in the CCR.
a) The drum end is keyed directly on to the drive shaft and always
turns whenever the winch is in use.
b) Personnel and loose gear should be kept well clear. To use the
drum end, ensure wire spool has been taken out of gear and the
brake applied.

Illustration 1.13.1a Cargo Tank Relief Valves Illustration 1.13.2a Insulation Space Relief Valves

1.13 Relief Systems 1.13.2 Insulation Space Relief Valves 1.13.3 Pipe Relief Valves
General Description Each section of the cargo pipe work, except the vapour line that can be isolated
Manufacturer: Fukui Seisakusho Co., Ltd. by two valves, has an over pressure relief valve fitted. The cargo manifold relief
Each cargo tank is fitted with two pressure / vacuum relief valves as required by Type: PSL-MD12-161-S1(B) lines, the cargo machinery space relief lines and No.3 & 4 cargo tanks relief lines
the IGC code. The primary and secondary insulation spaces are each protected Number of units: 16 plus 1 spare are led to No.3 & 4 vapor domes. No.1 & 2 cargo tank s relief lines are led to
by two pressure relief valves per cargo tank. The valves are manufactured by Number per tank No.1 & 2 vapor domes.
Fukui Seisakusho Co., Ltd. and are designed specifically to work on marine Primary Insulation Space: 2
based LNG systems. Secondary Insulation Space: 2
1.13.1 Cargo Tank Relief Valves Setting: Illustration 1.13.3a Cargo Pipe Relief Valve
(See Illustration 1.13.1a) Over Pressure: 10 mbar
Flow rate per valve: 2,146 Nm3/h
Manufacturer: Fukui Seisakusho Co., Ltd.
Type: PSL-MD13-161-S1(B) 10” x 12” The primary and secondary insulation spaces are protected by 4 relief valves per
Number of units: 8 plus 1 spare cargo tank.
Number per tank: 2
A gas detection line is lead out from below the valves, one points for the primary
Setting: insulation space and one point for the secondary insulation space per each tank,
Over Pressure: 250 mbar to the gas monitoring system, to give a constant indication of the atmosphere
Flow rate per valve: 27,700 Nm3/h inside the primary and secondary insulation spaces.
Vacuum Relieving: -10 mbar The primary insulation relief valve vapour outlet is led to a separate vent line,
which runs up alongside the associated vent mast. This is in order to prevent any
The cargo tank relief valves are fitted at the vapour domes of each tank and vent counter pressure or back flow from the main vent mast should the cargo tank
to their associated vent mast riser. A cargo tank pressure sensing line relays the relief valves lift, or from the nitrogen snuffing system.
pressure directly to the pilot operating valve. In this manner, accurate operation
at low pressures prevailing inside the tank are assured. It is extremely important the vent line is checked on a regular basis and drained
of any accumulation of water. The purpose of which is to ensure that the relief
The cargo relief valves are set up initially by the manufacturers for the valves operate at their correct settings, which would otherwise be altered if water
requirements on the ship. If overhaul of the valves by ship’s staff is carried out, were to accumulate in the vent mast and flow onto the valve assembly.
the valves must be checked and reset to the original settings. (See manufacturer’s
instructions for details.) The secondary insulation space relief valves vent directly to deck, via a
downward facing tail pipe. It is not necessary for these to be led to a vent mast as
It is extremely important that the vent mast is checked on a regular basis and the likely hood of LNG vapour in the insulation space is very remote.
drained of any accumulation of water. The purpose of which is to ensure that the
relief valves operate at their correct settings, which would otherwise be altered if The primary and secondary insulation spaces valves are set up initially by the
water were to accumulate in the vent mast and flow onto the valve assembly. manufacturer’s 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 manufacturer’s instructions for details.)

Illustration 1.14a Ballast Piping
)
(P
. TK
P) P) P)
.B
P)
W
K( K( K(
R
E/
BA223 BA211
.T .T .T TK(
S .C .B .B .B .
.B
)
W W W
(P
.3 W
NO.2
.4 .2 .1
TK
NO NO NO
B.STRIP.
NO
.B.
EDUCTOR
PW
EE
DD
BA222
BA006
FW
EM'CY BILGE
BA209
SUCTION
SLEEVE DOUBLE
BA221 BA215 BA208 O-RING BA005
BA213 (TYPICAL) BALLAST MAIN
BA004
NO. 2 B.P
ZINC ANODE
SEPARATOR BA001
STEEL PIPE
A.P. TK
PIPE DUCT F.P. TK
BA225
TO I.G.G. SYS
BA207
B.T. RM
BA220 BA214 BA206 BA003
BA212
NO. 1 B.P BA004

ZINC ANODE
)
SEPARATOR
(S
BA219
TK
.B.
E PW
S) S) S)
DE
)
TK( TK( TK( K (S
D
. . . .T
FW
BA218 BA210
S .C
.B .B .B .B
W W W W
.4 .3 .2 .1
NO NO NO
NO.1
B.STRIP.
EDUCTOR .T
K(
S)
NO
.B
W
R
E/

1.14 Ballast Level and Draft Indicating System They are mounted at the forward end bottom platform of the engine room. These System Capacities and Ratings
pumps take their suction from the sea/sea cross over, with the high sea suction
Description being on the port side and the low sea suction being on the starboard side. The Ballast pumps
latter being the normal operation when loading ballast. When discharging ballast Manufacturer: Shinko Ind. Ltd.
The ballast spaces beneath and around the outboard side of the cargo tanks are they take their suction from the ballast crossover main. Model: GVD 500-2MS/2LMS
utilised as ballast tanks to optimise draft, trim and heel during the various load Rating: 3,000 m3/h x 30 mTH
conditions of the vessel. There are two ballast eductors, each rated at 300 m3/h. Speed: 880 rpm
Power: 355 kW
Ballast will be carried during the return passage to the loading port, when only The ballast pumps are used to supply sea water to the inert gas system as back-up
sufficient gas is carried to maintain the tanks and their insulation at cryogenic for IG scrubber pump. Ballast stripping eductors:
temperatures. Rating: 300 m3/h (Manufacturer : Team Tec)
System Control
The ballast spaces are divided into 8 tanks, that is port and starboard under each
of the 4 cargo tanks. In addition, the fore peak water ballast tank, deep ballast The ballast system is controlled entirely from the CCR using the IAS in Control and Alarm Settings
tank (port and starboard) and aft peak tank are also used to carry ballast when conjunction with the ballast mimic.
required. There are also two small ballast tanks in the engine room, which are Point No. Setting Description
used to give fine list control. This gives a total ballast capacity of 52,412 m3, The ballast pumps are started and stopped using the mimic, provided that the
RG015 21.48 m Fore peak tank level high.
approximately 53,722 tonnes when filled with sea water. Two, 3,000 m3/h, switches on the local control panel are set to remote. The pumps have an auto
stop sequence control for low and high tank status. When on local control, the RG015 0.6 m Fore peak tank level low.
ballast pumps are fitted, which enable the total ballast capacity to be discharged
or loaded in approximately 12 hours for ballasting or deballasting. During cargo pumps can be started and stopped from the local control panel and can be RG001 25.48 m No.1 port ballast tank level high.
loading and unloading all of the ballast pumps shall be used. The pumps are stopped from this panel regardless of the position of the local/remote switch. The RG001 0.6 m No.1 port ballast tank level low.
driven by electric motors and are located on the engine room floor, starboard local control panels always take priority and can take control from the CCR at RG002 25.48 m No.1 starboard ballast tank level high.
side forward. any time.
RG002 0.6 m No.1 starboard ballast tank level low.
All hydraulically operated valves in the system are also operated using the on RG003 25.02 m No.2 port ballast tank level high.
The 600 mm fore and aft ballast main runs through the pipe duct with tank
valves mounted on tank bulkheads. This is connected to the stripping eductors. screen menu/keyboard in conjunction with ballast mimic. Two basic types of RG003 0.6 m No.2 port ballast tank level low.
valve are fitted, those which can be positioned at the fully closed position or RG004 25.02 m No.2 starboard ballast tank level high.
The ballast pumps fill and empty the tanks via the port and starboard side 600 fully open, and those which can be positioned at any point between fully open
RG004 0.6 m No.2 starboard ballast tank level low.
mm main. and fully closed. The position of all valves is shown on the mimic.
RG005 25.0 m No.3 port ballast tank level high.
Each ballast tank from No.1 WB tank (P&S) to No.4 WB tank (P&S) is provided Provision is made for a portable hand pump to be used to operate each valve in RG005 0.6 m No.3 port ballast tank level low.
with main suction (450A) and one(1) stripping suction (200A) which is located the event of hydraulic accumulator failure. The pump discharge valves, and tank RG006 25.0 m No.3 starboard ballast tank level high.
at after part. after main suction valves are multi-positional. All other valves are either open or RG006 0.6 m No.3 starboard ballast tank level low.
closed. In addition to being operable from the CCR, the valves can also be
RG007 25.07 m No.4 port ballast tank level high.
Two eductors are fitted for stripping and final educting of the tanks, one operated from the solenoid valve station, using the pushbuttons on the individual
solenoids. RG007 0.6 m No.4 port ballast tank level low.
starboard (No.1) and one port (No.2), with their own respective discharge valves.
RG008 25.07 m No.4 starboard ballast tank level high.
The driving water for No.1 eductor is from No.1 ballast pump and No.2 eductor The on screen ballast menu also shows when the pumps are switched to remote, RG008 0.6 m No.4 starboard ballast tank level low.
is feed from No.2 ballast pump. the pump’s suction and discharge pressure, the position of the manually operated
RG013 21.48 m Deep water ballast tank port level high.
All ballast pipes in the pipe duct are of GRP with galvanised steel bulkhead valves and the level in each tank, in terms of inage.
RG013 0.6 m Deep water ballast tank port level low.
pieces and suction bell mouths.
Vacuum Stripping System RG014 21.48 m Deep water ballast tank starboard level high.
All valves are butterfly valves hydraulically operated. The tank after main RG014 0.6 m Deep water ballast tank starboard level low.
suctions, pump discharge, driving water valves are of the intermediate position The system consist of a vacuum pump unit including two vacuum pumps, an air RG017 22.56 m ER water ballast tank port level high.
controlled type. separator per ballast pump and pneumatic type pump discharge control valve
RG017 1.96 m ER water ballast tank port level low
(BA214 and BA215).
RG018 22.56 m ER water ballast tank starboard level high.
The ballast tanks stripping suction and discharge valve are not of the
intermediate position controlled type. There is linked with ballast pump in the IAS. During operation of ballast pump, RG018 1.96 m ER water ballast tank starboard level low.
this system will be automatically operated to eliminate air in the ballast suction RG016 8.05 m Aft peak tank level high
line. Pneumatic type pump discharge control valve and two vacuum pumps are
RG016 0.6 m Aft peak tank level low
controlled in accordance with water level in the air separator.

Illustration 1.15a Fuel Oil Bunkering and Transfer System
OF502 OF503 OF503

OF504 OF506
OF062
OF39-B1X-125A
OF001
OF003
MIDSHIP (P)
OF070
FWD (P) Overflow TK
UPP. DK
(11.5 m3)
OF11-B1X-250A
OF041
OF007
HFO MAIN LINE 250A
OF008
OF04-B1X-250A
LDO MAIN LINE 100A OF060 OF058 OF057

CARGO Manifold
LAHH
OF43-B1X-200A
No.1 (STBD)
OF071
OF097
OF10-B1X-250A HFO Trans P/P

(50 m3 x 4 bar) OF050
OF055 OF053 OF051
P
HFO
OF002
MIDSHIP (S)
OF004
OF071
No.2 (PORT) Deep Tank
FWD (S)
OF517
OF38-B1X-40A (3,533.9 m 3)
FWD PUMP ROOM

UPP DK
LCAHH MDO TK FOR
OF046
INCINERATOR
LCAHH
LCAHH
OF013
OF010
OF011
OF048
OF012
OF12-B1X-100A
OF20- From IGG
B1X-150A
OF18-B1X-40A
OFC7-B1X-300A
LAHH
OF047
OF32-B1X-200A
To IGG
OF07-B1X-150A
No.1 E/R
OF076
No.2 E/R
HFO Tank
HFO Tank
OF308
(1,020.6 m3)
OF097
No.2 HFO No.1 HFO

(1,020.6 m3) Sett. Tank
Sett. Tank OP001
(214.6 m3)
OF203
(214.6 m3)
OF083
DO Service
OF403
OF096
OF080
OF302
Tk (37.7 m 3)
P
DO Storage
OF019
P
LDO Tk (332.7 m3)

OF404 OF310
OF305 OF306 Stor. Tk
(131.3 m3)
OF201
OF307
OF17-B1X-125A
P
P
OF081 OF085
OF19-B1X-150A
OF300 OF301
OFC4-B1X-40A
B1X-300A
OF202
OF41-B1X-125A
OFA0-B1X-150A
OF087
OF093
OF014
OF092
FR LDO STOR TK B
OF096
OF515
From DO
Fr D/G HFO Trans. Pump
Storage Tank
OF33-B1X-50A
Leakage OF088
OF24-B1X-150A (50 m3/h x 4 bar)
OF315
OF009
TK
OFC8-B1X-300A
OF313 OF017 OF078 To HFO Overflow Tank

OF314 OF13-B1X-100A
OF090
OF309
OF206
OF207
MDO Trans. Pump FO LINE

OF59-B1X-40A To Incinerator
OF208
(30 m3/h x 4 bar)

OF205
OF510
DO Tank
OF045 OF209 OF312 OF204 OF511 MDO LINE
(96.8 m3) OF37-B1X-40A
To EM’CY G/E
HFO LDO LINE
Overflow Tank LDO Trans. Pump
(3 m3/h x 4 bar)

1.15 Fuel Oil Bunkering and Transfer Systems All the tanks are fitted with high level alarms, should the pump not stop As with the heavy fuel oil tanks, all storage and service tanks are fitted with
transferring at the correct level. Overflows from the bunker and settling tanks are remotely operating quick closing suction valves, which enable them to be closed
Discharge of Oil Prohibited led to the engine room fuel oil overflow tank, which can hold approximately 96.8 from a fire station in case of emergency. These valves have to be reset manually.
The Federal Water Pollution Control Act prohibits the discharge of oil or m3 of fuel. These tanks can also be drained here, if they need to be inspected.
oily waste into or upon the navigable waters of the United States or the The engine room fuel oil transfer pump is used to pump this oil back to one of The fuel oil overflow tank can be pumped out by the engine room fuel oil
waters of the contiguous zone if such discharge causes a film or sheen upon the other tanks. There is a level alarm fitted to this tank as a warning of overflow transfer pump, the engine room diesel oil transfer pump (If spectacle blanks are
or a discolouration of the surface of the water or causes a sludge or conditions. turned), and the LDO transfer pump.
emulsion beneath the surface of the water. Violators are subject to a penalty
of $5,000. Drains from save-alls around equipment using fuel, either heavy fuel oil, or All storage tanks, both heavy fuel oil and diesel oil, are fitted with float type air
(USCG Rule # 155.445) diesel are led to the fuel oil drains tank, where a level alarm will sound, vent pipe with flame screens to prevent tank pressurization.
indicating a leak in the system.
General Description Capacities and Ratings
The suction valves from the bunker and settling tanks are fitted with remotely
(1) Boiler Fuel Oil System operated quick closing valves. These can be closed from a remote fire station. Engine Room HFO Transfer Pump: IMO
After being operated they have to be reset manually. No. of sets: 1
The port bunker tank (capacity 1,020.6 m3), and starboard bunker tank (capacity Type: ACF100N4NVBO
1,020.6 m3) are situated on either side of the engine room. The two settling tanks The forward fuel oil deep tank has its own fuel oil transfer pumps, which Capacity: 50 m3/h
are located alongside their respective bunker tanks, each having a capacity of discharge the oil down the deck main fuel oil line to any of the aft bunker or Pressure: 4 bar
214.6 m3. The forward deep tank (capacity 3,533.9 m3), is situated between No.1 settling tanks. The tank is equipped with a high level alarm. Either of the two
cofferdam and the bow thruster room. pumps can be used to transfer the oil into the deck main. Forward HFO Transfer Pump: IMO
No. of sets: 2
All the above tanks are able to be filled directly from the deck bunkering line, The heating device of rentan type is provided for heating the fuel oil. Type: ACE090K4NVBO
which runs from valves at the forward and aft ends of the main manifold, to the Capacity: 50 m3/h
forward deep tank and back to the aft tanks. This enables bunkering to be The engine room fuel oil transfer pump can be used in auto mode, where a low Pressure: 4 bar
carried out from either a shore installation or barges alongside. level switch in the fuel oil settling tank will initiate the pump to run and a high
level switch will cause the pump to auto-stop. Engine Room MDO Transfer Pump: IMO
Normally, fuel oil is supplied to the boilers from the settling tanks, in which the No. of sets: 1
fuel oil is allowed to stand for 24 hours. Any entrained water is allowed to settle Auto start of fuel oil transfer pump from STBD or Port tanks can be selected Type: ACF080K4NVBO
out and is drained from the tanks to the fuel oil drain tank through a spring from the IAS. Capacity: 30 m3/h
loaded self-closing valve. Pressure: 4 bar
(2) Diesel Oil System
The settling tanks are kept filled as necessary by transferring oil from the bunker Engine Room LDO Transfer Pump: IMO
tanks, using the engine room fuel oil transfer pump. The transfer pumps can take There are two separate diesel oil systems as follows: No. of sets: 1
suction from any of the fuel oil tanks, and discharge to any of them as well as to Type: ACE032L3NVBP
the main deck. This can be used to transfer fuel oil back to shore installations or a) Light diesel oil system supplies fuel to: Capacity: 3 m3/h
to the forward deep tank. Emergency diesel generator Pressure: 4 bar
Inert gas generator
The marine diesel oil transfer pump can also be used to transfer fuel oil after Operating Procedures
changing over spectacle blanks. However, great care should be taken if doing so b) Marine diesel oil system supplies fuel to:
to prevent contamination of the diesel oil system by fuel oil. Incinerator The Chief Engineer, who has ultimate responsibility that all these operations are
Boiler when in cold condition carried out safely, normally supervises the loading and transfer of fuel oil. The
The light diesel oil transfer pump can take suction from LDO tank and discharge Diesel generator engine programme of the transfer, quantities to be transferred, communications between
to the LDO tank of emergency diesel engine as well as main deck. staff involved and all other relevant details must be discussed before
Both the storage tanks in the engine room, the diesel tank containing 332.7 m3 commencing transfer/loading. The officer in charge must satisfy himself that the
All the fuel oil pumps (transfer and service) are gear and screw type driven by and the light diesel tank 131.3 m3. Both are fitted with high level alarms, but any personnel involved understand all details. Every fuel transfer must be recorded in
electric motors. overflow will go to the fuel oil overflow tank. the Oil Record Book. This must include the name of the officer in charge, time,
quantity loaded or transferred, capacities involved and all other relevant details.
The two engine room bunker tanks and two settling tanks are steam heated, Fuel from the diesel oil storage tank is run down to the diesel oil purifier feed The officer in charge must sign the record. The operation must be stopped at first
steam being supplied from the LPSG line at 8 bar. The bunker tanks each have 3 pump, which emits the purified diesel oil to the diesel oil service tank 37.7 m3 sign of leakage or spillage, and not recommenced until positive corrective action
coils, with a control valve to isolate the steam at tank low level. also a line to the suction side of the engine room heavy fuel oil transfer pump, has been undertaken to rectify the fault.
protected by spectacle blanks. .
The settling tanks each have three coils, with a control valve to maintain a
maximum temperature. The forward deep tank heating is from a connection to Fuel from the light diesel oil storage tank is run down to the suction of the light
the deck steam line system. All the lines to and from the tanks have steam diesel oil transfer pump, which discharges the oil to the emergency generator
tracing to maintain line temperatures. Drains from the heating coils go to the service tanks. This pump is able to transfer the oil back up to the deck main for
engine room drains cooler, then to the LPSG drain inspection tank. transfer to the shore station.

(1) To Receive Heavy Fuel Oil or Diesel Oil from a Barge or Terminal f) Set the pump by pass/relief valve at approximately mid position. (4) Diesel Oil Transfer
Ensure that the pump is flooded by operating the vent on the Diesel oil is transferred from the storage tank to the service tank through
a) Ensure the fuel oil tanks and bunkering lines are ready to receive suction filter casing. its own transfer pump.
fuel oil, with all lines complete, tank drains closed etc. Check
and record all levels in the tanks. g) Start the pump, and check that it is operating correctly. Adjust a) Open the following valves:
the relief valve setting to ensure optimum discharge pressure. Service tank filling valve OF047
b) Remove the blank on the appropriate bunker connection and the Check/inspect the system for leaks. Quick closing valves from the storage tank OF201
connect hose. Check all other bunker connections that their Run-down suction isolating valves OF202
blanks are in position and that the valves to the tanks to receive h) Constantly monitor the levels in the tanks being filled, as well as Pump suction and discharge valves OF314, OF017
the fuel are open. Check drip pans are in position around the the tank being transferred from. At the required level stop the Discharge valve onto the main transfer line OF302
filling connection. pump, or ensure the auto cut out has stopped the pump.
b) Vent off any air at the pump suction filter.
c) Check that the condition of the bunkering hose is satisfactory, i) Close all tank and pump valves. Apply heating to the filled tanks
and all connections are tight. Obtain a sample of bunkers being if required. c) Start the pump and monitor the service tank filling.
received.
j) Check the levels and amounts in the tanks and record details. d) On completion, stop the pump and close all valves. Note and
d) Establish communication between supplier and ship, with clear record the quantities transferred with current tank levels.
instructions regarding emergency stops and end of loading. Note !
Heating steam will normally be applied to bunker storage tanks as long as oil is (5) Empty FO Overflow Tank
e) Open the bunker master valve and request the supplier to above the minimum level, at which point the steam heating control valve will This tank can be emptied in the following ways:
commence bunkering, slowly at first and then increase until the automatically be closed.
required rate is reached. a) Using the engine room fuel oil transfer pump to transfer to the
(3) To Transfer Fuel Oil from Forward Deep Tank heavy fuel oil tanks.
f) Continuously monitor the tanks being filled and, as a tank
reaches its required level, open the filling valve to another tank The forward transfer pumps discharge into the filling line to transfer oil aft. b) Changing the line spectacle blank at crossover suction valve
and close the valve to the filled tank. OF516, enabling the diesel oil transfer pump to be used.
a) Put steam heating on the forward fuel tank and ensure the
g) When nearing completion of filling the last tank, slow down the temperature is raised for easy pumping. Control and Alarm Settings
oil flow. Check all tanks and top up if required. HFO TRANS P/P START BY 1 HFO SETT TK(S) LVL L 55 %
b) Ensure blanks are fitted to manifold valves and that valves are HFO TRANS P/P STOP BY1 HFO SETT TK(S) LVL H 85 %
h) Allow for lines to be blown through to the last tank. closed. Open the deck line valves and inlet valves on tanks to be HFO TRANS P/P START BY2 HFO SETT TK(P) LVL L 55 %
filled. HFO TRANS P/P STOP BY2 HFO SETT TK(P) LVL H 85 %
i) Ensure pumping has stopped, then close the master bunker valve. HFO DEEP TK VOLUME 3.8~17 m
When the amount received is confirmed, remove the bunkering c) Ensure the forward tank-filling valve is closed and open the OVER FLOW TK FOR HFO DEEP TK LVL HIGH 10 %
hose and replace the blank on the valve. pump discharge valve. HFO DEEP TK LVL H-H 90 %
1 E/R HFO TK(S) LVL H/L 18.5~8.7 m
1 E/R HFO TK(S) LVL H-H 95 %
j) Record all levels, amounts received and totals on board. d) Open the suction, discharge valves and the valve (OF007) on the
1 E/R HFO TK(S) LVL L-L 10 %
pump to be used, ensuring that the line is filled by testing the
2 E/R HFO TK(P) LVL H/L 18.5~8.7 m
(2) To Transfer Fuel Oil from Aft Bunker Tanks vent valve on the suction filter.
2 E/R HFO TK(P) LVL H-H 95 %
2 E/R HFO TK(P) LVL L-L 10 %
a) Check and record the levels in the tanks. e) Start the pump with the relief/by pass valve partly open and,
1 HFO SETT TK(S) LVL H/L 8.8~4.5 m
once oil is flowing, set the valve to give optimum discharge 1 HFO SETT TK(S) LVL H-H 95 %
b) Heat the fuel in the tank from which suction is to be taken. pressure. 2 HFO SETT TK(P) LVL H/L 8.8~4.5 m
Ensure the auto temperature control valve is operating correctly 2 HFO SETT TK(S) LVL H-H 95 %
and all drains are passing through the drain cooler to the drain f) Have personnel inspecting the line throughout the transfer, FO DRAIN TK LVL HIGH 90 %
inspection tank. ensuring that there is no leakage and that they are able to stop HFO OVER TK LVL HIGH 50 %
the transfer immediately should any problems occur. FO SLUDGE TK LVL HIGH 90 %
c) If transferring to a settling tank, ensure that tank is isolated from DO SERV TK LVL H/L 4.5~2 m
the fuel oil service system. g) As the transfer continues, continuously monitor the levels in the DO SERV TK LVL H-H 95 %
forward fuel tank as well as the tanks being filled. DO STOR TK LVL H/L 9.6~3.2 m
d) When the storage tank is at the correct temperature, test for DO STOR TK LVL H-H 95 %
water by depressing the self-closing valve and, if satisfactory. h) When the receiving tank is at the required level, stop the transfer, LDO STOR TK(S) LVL H/L 4.5~2 m
close all valves on the pump and tanks. Check all tank levels, LDO STOR TK(S) LVL H-H 95 %
e) Open all valves on the bunker lines on the system and tanks for and record with amounts transferred and received.
transfer to take place. Open suction and discharge valves on the
pump.

3.6.4 Ballasting ........................................................................... 3 - 47
Part 2
Cargo Auxiliary and Deck System
Illustration 2.1a Temperature Monitoring System
Port 16A/B Starboard Port Starboard
15A
1A/B
Fwd Bulkhead 3A/B 2A/B

18A 4A/B(Fwd)
20A 19A
25A Aft 24A Aft

21A 6A/B 5A/B(Aft)
26A Aft
8A/B(Fwd)
23A 22A 7A/B
28A Aft 27A Aft
9A/B
10A/B
13A/B
29A
12A/B
14A/B 11A/B
Key Key
Inner Hull and Cofferdam Secondary Barrier Space Temperature
PT 15A Centre Top TE 1A/1B CentreTop

PT 16A/B Centre Aft Top TE 2A/2B Starboard Aft Upper
PT 17A Starboard Aft Upper TE 3A/3B Port Forward Upper
PT 18A Port Forward Upper TE 4A/4B Forward Bulkhead
PT 19A Forward Bulkhead TE 5A/5B Aft Bulkhead
PT 20A Forward Bulkhead TE 6A/6B Port Forward Upper
PT 21A Forward Bulkhead TE 7A/7B Starboard Aft Upper
PT 22A Forward Bulkhead
TE 8A/8B Forward Bulkhead
PT 24A Aft Bulkhead TE 9A/9B Port Forward Lower
PT 25A Aft Bulkhead TE10A/10B Starboard Aft Lower
PT 26A Aft Bulkhead TE11A/11B Starboard Aft Bottom
PT 27A Aft Bulkhead TE12A/12B Pump Tower Base Support
PT 28A Aft Bulkhead TE13A/13B Centre Bottom
PT 29A Centre Aft Bottom TE14A/14B Port Aft Bottom
2-1 Part 2 Cargo Auxiliary and Deck System

Part 2 Cargo Auxiliary and Deck System
2.1 Temperature Monitoring System
General Description
Monitoring equipment is provided in the CCR for the secondary insulation

barrier and inner hull temperatures to give warning in case of failure of
insulation or leakage of the primary insulation barrier.
Each sensor is of the PT100 resistance type. The sensors are installed in the
secondary insulation barriers and alongside the inner hull associated with each
cargo tank. The temperature range of each sensor is : -200°C to +100°C.
The secondary insulation barrier thermocouples (sensors) are installed at 14

points around the space as shown, all 14 of them in pairs. During normal
conditions, one thermocouple is in service whilst the other is on standby. If the
first sensor fails, the second will come into service by manual selection at the
electric distribution panel room. (I.S. Barrier cabinet)
- Secondary insulation barrier sensors:

No. 1 to 10 : Double element sensor and double wiring
No. 11 to 14 : Single element sensor and double wiring
For the inner hull temperature measurement there are 15 sensors in each tank.
One is located along the bottom of the tank in the pipe duct, one double element
type sensor in liquid dome, while a further sensor is located in the trunk deck. In
the cofferdam spaces there are 5 temperature sensors on each of the forward and
aft bulkheads.
- Inner hull temperature sensors:

No. 15, 17 to 29 : Single element sensor and single wiring
No. 16 : Single element sensor and double wiring
The temperature measurements are indicated for each sensor in service in the
CCR via the IAS. Recording of these temperatures is also available via the IAS.
The thermocouples for the secondary insulation barrier sensor’s alarm point is
set at -120°C.
The thermocouples for the inner hull sensors alarm point is set at 0°C.
One(1) of the temperature sensors installed in the liquid dome (No.16) and in
the cofferdams (No.2 for No.1 cofferdam and No.26 for No.2 to No.5
cofferdam) are used for signal of the temperature control valve of the glycol
heating system.

Illustration 2.2a Insulation Space Nitrogen Control System
To 2nd INSUL. PRESS. MAIN

From ENGINE ROOM To Pri. INSUL. PRESS. MAIN
From LN2 LINE

LNG VAP.
2ND INSULATION
To CARGO LINES
PRIMARY INSULATION
To NO.4 VENT MAST
NO.2 CN587
VACUUM PUMP
NO.1 CN585
VACUUM PUMP
From
ENGINE ROOM
CN274
CN374
CN174
CN474
2ND INSUL. PRESS. MAIN
CN475
PRI. INSUL. PRESS. MAIN
CN279 CN282
CN375
CN275
CN175
CN276
CN283
CN284
CN277
CN280
CN278
CN281
CN285
CN581
CN683
CN472 CN372 CN272 CN172

LNG VAP.
CN471 CN371 CN271 CN171
CN574
CN573
CN580
CN577
To NO.4 VENT MAST N2 VENT MAST

CN572
CN579
CN576
CN571
CN578
CN575
VACUUM
COMPRESSOR ROOM
PUMP

2.2 Insulation Space Nitrogen Control System High / low and differential pressure alarms are fitted to the pressure control Nitrogen Barrier Space Header and Primary / Secondary Insulation
systems for each primary and secondary insulation space. Space Alarms
Nitrogen produced by generators and stored in a pressurised buffer tank, is
supplied to the pressurisation headers through make-up regulating valves. Nitrogen Generation Alarms and Shutdowns Tag No. IAS Description
Alarms and Shutdowns
From the headers, branches are led to the insulation spaces of each tank. Excess NP001 PICAHL Primary insulation space supply pressure
differential pressure with atmosphere
nitrogen is vented through exhaust pressure control valves to the No.2 nitrogen Tag No. IAS Description
(High alarm : 10 mbar, Low alarm : 0 mbar)
vent mast from the primary and secondary insulation spaces. NG008 TAHH No.1 N2 gen. Feed air temperature high high.
NP001.02 PIAH Primary insulation space pressure high
Trip Set point: 80°C
(High alarm : -90 mbar)
Both primary and secondary insulation spaces of each tank are provided with NG009 DAPH No.1 N2 gen. Filter differential press high.
pressure relief valves which open at a pressure, sensed in each space, of 10 mbar NP001.03 PCAHH Primary insulation space pressure high high
Trip Set point: 0.8 bar
(High High alarm : -50 mbar)
for the primary insulation space and 10 mbar for the secondary insulation space NG010 TAH No.1 N2 gen. Comp. Temperature high.
above atmospheric. A manual bypass with a globe valve is provided for local NP001.04 PC Main vaporizer pressure high high trip at
Trip Set point: 115°C
Activation of NP 001.03.
venting and sweeping of a space if required. NG007 XA No.1 N2 gen. Abnormal alarm
NP002 PICAHL Secondary insulation space supply pressure
NG001 HS No.1 N2 gen. Emergency stop differential pressure with atmosphere
The nitrogen production plant is maintained in an automatic mode. One 120 (High alarm : 10 mbar, Low alarm : 0 mbar)
Nm3/h package is able to maintain the pressure in the buffer tank owing to the NG002.01 XA Feed air comp. 1 abnormal - system trip
NP003 PICAHL Primary / Secondary. Common insulation space
small demands placed upon the system. When a high nitrogen demand is NG017 TAHH No.2 N2 gen. feed air temp. high high. supply pressure differential pressure with atmosphere
detected, the second 120 Nm3/h package will start automatically. Trip Set point: 80°C (High alarm : 10 mbar, Low alarm : 0 mbar)
NG018 DAPH No.2 N2 gen. filter differential press high. NP007 PIAHL Nitrogen purge main line pressure
Control Systems and Instrumentation Trip Set point: 0.8 bar (High alarm : 7 bar, Low alarm : 1 bar)
NG019 TAH No.2 N2 gen. comp. temperature high. NP010 FIAH Nitrogen purge main line nitrogen flow
The control panel permits fully automated unmanned operation of the units. Trip Set point: 115°C (High alarm : 180 Nm3/h)
The following alarms and controls are mounted on the control panels: NG016 XA No.2 N2 gen. abnormal alarm
NG011 HS No.2 N2 gen. emergency stop Operation of cleansing system in the insulation spaces mixed gas with cargo
Pushbuttons for start/stop operation
vapor and N2 gas in the spaces can evacuate from inlet of safety valve to
NG006 PIAHL N2 buffer tank pressure high/low
System status indications High: 8 bar Low: 3 bar pressurization main line through portable hose connection.
Push button for audible alarm acknowledgement NG012.01 XA Feed air comp 2 abnormal – system trip
Portable hose should be connected to primary and secondary insulation spaces
Continuous N2 pressure in buffer tank together when cleansing operation is required.
O2 content alarm
The compartment for cargo tank liquid dome shall be maintained inerted.
Dew point analyzer The O2 content shall not exceed 5% by volume.
Electrical heater temperature control Nitrogen shall be used for inerting.
O2 content and CH4 concentration shall be checked at regular intervals
Emergency stop push button
every 14 days.
Insulation Spaces
The barrier space header control valve CN976 reacts to the demand on the
system and maintains the header pressure at 5 bar. A flow meter upstream of
CN976 gives an indication on the IAS of the current demand on the nitrogen
system.
Pressure switches on the nitrogen buffer tank control the cut-in / cut-out of the
compressors. Under normal operation, one compressor is selected as run, with
the second compressor on automatic standby cut-in.

Illustration 2.3a Glycol Water Heater
USUAL LOAD
LEVEL GAUGE W/VALVE STAND BY
GW501 GW500 TOP OF ELEC. M. RM.
GLYCOL RESERVE
TANK (6,000 L)
FLEX. HOSE
GW301
GW302
(50 A)
GW320
GW321 AIR SEPARATOR
GW309
(65 A)
LG
GW314
GW340 GW339 RED 80X65 RED 80X65 GW333 GW332 GW327 GW313 GW308
GLYCOL WATER GLYCOL WATER
GW345 1,000 L HEATER 2
GW346 EXPANSION TANK
LS GLYCOL WATER
GW322
CIRCULAT. PUMP 2
(20%) STEAM DRAIN
GW344
(15 A)
GLYCOL WATER GW318
GW338 GW307
PNEUMATIC PUMP
GW329
GW325
FW359 GLYCOL WATER
(40 A)
ELEC. HEATER GW312
FRESH
WATER GW328 GW306
GW336 GW319
GW343
200 L GW315
GW316 AIR SEPARATOR
GW348
MIXING TANK GW305
(65 A)
GW311
GW335 GW334 GW331 GW330 GW324 GW310 GW304
(25 A) FW347
GLYCOL WATER
HEATER 1
GLYCOL WATER GW317
CIRCULAT. PUMP 1 STEAM DRAIN
FROM COMP. AIR
GW342 GW341
[ELECTRIC MOTOR ROOM]

R2 R1 A1 A2
STRIKING PLATE

2.3 Cofferdam Glycol Heating System c) Calculate the proportion of strong glycol required which, with Operating Procedure - Replenishment
water added, produces 200 litres of 45% glycol. Open valve
Glycol Water Heater GW346 and run down strong glycol to this level as observed on the If the level falls in the glycol water expansion tank, it must be replenished by
(See Illustration 2.3a) gauge glass. Close this valve and add water to the 200 litre mark 45% glycol water mixture.
by opening valve FW359.
The glycol water heating system is located in the cargo electric motor room. The a) Ensure that valves GW345 and GW347 at the mixing tank are
system heats glycol water which is pumped around the cofferdam system to d) Ensure the outlet valve GW344 is closed, then transfer the 200 closed.
maintain the temperature inside those spaces, when loaded, at approximately litres of glycol water into the glycol water expansion tank using the
+5°C. pneumatic transfer pump. b) Calculate the proportion of strong glycol required which, with
water added, produces 200 litres of 45% glycol.
An additional circuit branched off the main and standby circuits circulate glycol e) Repeat until the glycol water expansion tank is full and repeat
around each of the liquid domes. steps a) - d) whenever the glycol water expansion tank level falls c) Open valve GW346 and run down strong glycol to this level as
low. observed on the gauge glass. Close this valve and add water to the
The system comprises: 200 litre mark by opening valve FW359.
f) Open all the test valve/vents in the starboard passageway to both
3
- 2 x glycol water centrifugal circulating pumps rated at 30 m /h x 30 m main and standby cofferdam heating systems. d) Ensure the outlet valve GW344 is closed, then transfer the
head. 200litres of glycol water into the glycol water expansion tank using
g) Close valves GW308, GW340 to the standby coils and fill the main the pneumatic transfer pump.
- 2 x steam heaters rated at 343,000 kcal/h with high and low steam system via valves GW304 and GW335 until glycol water just starts
demand regulating valves. to issue from the test valves. The No.1 glycol water circulating e) Repeat until the glycol water expansion tank is full and repeat
pump or No.2 glycol water circulating pump can be used. Close steps a) - d) whenever the glycol water expansion tank level falls
- 1 x standby electric glycol water heater 80 kW split into 40, 20 and 2 x each test valve in turn. low.
10 kW elements.
h) Check that glycol water is flowing at the flow sight glasses in each f) Open the vent valves GW316 and GW321 on No.1 and 2 glycol
3
- 1 glycol expansion tank of 1 m . branch to the cofferdams and liquid domes. Force a flow through water heaters to vent air from the system.
any stagnant branches by closing off return valves to the other
- 1 glycol storage tank of 6 m3 capacity. branches as necessary.
- 1 glycol mixing tank of 0.2 m3. i) Open the vent valves GW316 and GW321 on No.1 and 2 Glycol
Water Heaters to vent air from the system.
- 1 pneumatic operated expansion tank topping up pump. Continue until no more air is vented.
The glycol heaters are heated from the deck 8 bar steam range, with the j) Close valves GW304, GW335 to the main coils and fill the stand
condensate drains passing back to the engine room via the contaminated steam by system via GW308 and GW 340 until glycol water just starts to
drains system. issue from the test valves. No.1 or 2 glycol water circulating pump
can be used. Close each test valve in turn.
Operating Procedure - Initial Fill and Commissioning
k) Check that glycol water is flowing at the flow sight glasses in each
The capacity of the system is 10.4 tonnes of 45% by volume glycol water branch to the cofferdams and liquid domes. Force a flow through
mixture. An initial fill of the glycol reservoir is sufficient for the whole system. any stagnant branches by closing off return valves to the other
If glycol is supplied already mixed then steps b) and c) can be omitted. If branches as necessary.
stronger glycol or neat glycol is supplied, follow steps b) and c) to mix correctly
mix 45% glycol water. l) Open the vent valves GW316 and GW321 on No.1 and 2 glycol
water heaters to vent air from the system.
a) With valve GW346 closed, fill the glycol reservoir from drums Continue until no more air is vented.
using a pneumatic portable pump.
m) Set the system ready for operation by closing standby valves
b) Ensure that the valves GW345 and GW347 at the mixing tank are GW308 and GW340 and opening the main valves GW304 and
closed. GW335.
n) Set No.2 pump to standby.

Illustration 2.3b Cofferdam Glycol Heating System
NO.5 COFFERDAM NO.4 COFFERDAM NO.3 COFFERDAM NO.2 COFFERDAM NO.1 COFFERDAM
NO.4 CARGO NO.3 CARGO NO.2 CARGO NO.1 CARGO
TANK TANK TANK TANK
GW480 GW454 GW424 GW394 GW362

GW449 / 50 / 51 / 52 GW428 GW419 / 20 / 21 / 22 GW389 / 90 / 91 / 92 GW357 / 58 / 59 / 60
GW484 GW478 GW477 GW458 GW398 GW368
GW445 / 46 / 47 / 48 GW415 / 16 / 17 / 18 GW385 / 86 / 87 / 88 GW353 / 54 / 55 / 56
GW483 GW479 GW475 / 76 GW457 GW453 GW427 GW423 GW397 GW393 GW367 GW361
GW482 GW481 GW456 GW455 GW426 GW425 GW396 GW395 GW366 GW365
GW384
GW474 GW473 GW444 GW443
SIDE PASSAGE WAY(S) GW414 GW413 GW383 GW352 GW351
GW472 GW471 GW464 GW463 GW442 GW441 GW434 GW433 GW412 GW411 GW404 GW403 GW382 GW381 GW374 GW373
GW364 GW363 GW350 GW349
GW470 GW469 GW440 GW439 GW410 GW409 GW380 GW379

GW466 GW461 / 62 GW436 GW431 / 32 GW406 GW401 / 02 GW376 GW371 / 72
GW468 GW460 GW459 GW438 GW429 / 30 GW408 GW399 / 400 GW378 GW369 / 70
GW467 GW437 GW407 GW377
GW465 GW435 GW405 GW375
NO.4 LIQUID NO.3 LIQUID NO.2 LIQUID NO.1 LIQUID

DOME DOME DOME DOME
ELECTRIC
MOTOR
ROOM

Cofferdam Glycol Heating System Control of the Heating Coils y Cofferdams :

(See Illustration 2.3b) - No.1 Cofferdam : GW365, GW366
One(1) of the temperature sensors installed in the liquid dome (No.16) and in the - No.2 Cofferdam : GW395, GW396
The purpose of this system is to ensure that the cofferdam temperature is kept at cofferdams (Sensor No.21 for No.1 cofferdam and sensor No.26 for No.2 to - No.3 Cofferdam : GW425, GW426
all times at 5°C or above, when the cargo tanks are in a cold condition. Each No.5 cofferdam) are used for signal of the temperature control valve of the - No.4 Cofferdam : GW455, GW456
cofferdam can be heated by two independent systems, one in service, while the glycol heating system. - No.5 Cofferdam : GW481, GW482
other is on standby.
Steam Heater Outlet Temperature Control The above valves shall be set based on the most severe condition on winter
In addition, the 4 liquid domes are heated by a separate pair of coils. season and LNG on the primary barrier.
The IAS provides two (2) controllers to control the heater outlet temperature at
Sight glasses in the flow lines to each coil allows the glycol water flow to be the required temperature. One controller is used to control the heater outlet Note !
observed. temperature by manipulating two (2) steam flow control valves. And the other is Emergency case as LNG on secondary barrier, flow cartridge with spring, No.2
used to control the cofferdam & illiquid dome inlet temperature by manipulating and No.3 on the drawing should be removed from the valve body to increase
The maximum heating condition is determined by the following extreme a 3-way control valve, which permits to pass through the heater or to bypass the flow rate of glycol water to the maximum.
operating conditions: heater.
External air temperature : -18°C When the glycol temperature from the heater outlet increases to higher than Dynamic Auto Balancing Valve
105°C, the IAS closes fully of the large and small steam flow control valves
Sea water temperature: 0°C automatically and generates abnormal alarm.
The differential pressure between steam inlet to heater and glycol water
The requirements for the individual cofferdams are as follows: circulation pump outlet pressure is monitored in IAS.
The purpose of differential pressure monitor is to know the steam heater load, 71
No.1 Cofferdam 51,067 kcal/h with a heating coil length of 360 m when the steam pressure is lower than the glycol water pressure many times
No.2 Cofferdam 78,460 kcal/h with a heating coil length of 553 m during in service, operator knows the current heat requirement is very low and
96
No.3 Cofferdam 78,460 kcal/h with a heating coil length of 553 m knows change to the electric heater from steam heater is required.
No.4 Cofferdam 78,460 kcal/h with a heating coil length of 553 m
No.5 Cofferdam 13,835 kcal/h with a heating coil length of 98 m Electric Heater Control
The requirements for the individual liquid domes are as follows: One set stand-by electric glycol water heater is provided in electric motor room.
The total capacity of heating coils is 100 kW that is split into 50, 30 and two set
No.1 Liquid dome 5,038 kcal/h with a heating coil length of 30 m of 10 kW elements.
173
No.2 Liquid dome 5,038 kcal/h with a heating coil length of 30 m Each element is controlled from local control panel or from the IAS according to
No.3 Liquid dome 5,038 kcal/h with a heating coil length of 30 m electric heater control position that is selected on heater start panel. In the IAS, 290 218
No.4 Liquid dome 5,038 kcal/h with a heating coil length of 30 m automatic or manual control mode is available by selecting to ‘AUTO’ or
‘MAN’ mode on the schematic display. If the operator selects ‘AUTO’ mode and
Any failure of the cofferdam heating system with cargo on board must be treated the control position is remote, the heater elements are automatically turn on or 3
as serious and repairs must be effected immediately. off according to the output percent of the cofferdam and liquid dome temperature 2
controllers.
1
Any accumulation of water in the cofferdam areas can be pumped out using the The operator can manually turn on or off the heater elements when an operator
bilge eductor (60 m3/h), which are located in the engine room. selects to ‘MAN’ mode.
Special valves combined with ball valve and flow regulator function shall be
provided on each inlet line of the cofferdams and liquid dome as follows :
5
y Liquid dome :
- No.1 Liquid dome : GW379, GW380 4
- No.2 Liquid dome : GW409, GW410

Illustration 2.3c Hull Ventilation
Passageway Passageway
Passageway
Natural Supply Passageway Exhaust Fan
Natural Supply
Vent Vent
Pipe Duct Pipe Duct

Exhaust Fan Natural Supply Vent
No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
P/V P/V P/V P/V P/V P/V P/V P/V P/V
Injured Persons Injured Persons Injured Persons Injured Persons

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

2.3.1 Hull Ventilation Illustration 2.3d High Velocity Pressure / Vacuum Relief Valve
The ballast tanks 1 to 4, the cofferdams, trunk tanks, liquid dome tanks are
inspected on a regular basis in order to check for cold spots, condition of the
paint work and general inspection of piping, fittings and valves. In general it Cap Nut
should be expected to inspect one cofferdam area per month.
Pressure Stem
The compartments to be entered must first be ventilated. The ship is fitted with a
mechanical exhaust fan for the pipe duct which is situated on the aft pipe duct Pressure Cap
trunk top. Above the forward pipe duck trunk top is a natural supply vent which Pressure Disc
must be opened before starting the exhaust fan. Pressure Seat
Flushing Port
When it is judged that the atmosphere inside the cofferdams is safe, entry can be
made. The entry personnel must take with them a personal O2 meter. The
portable detector head should be lowered down to each level as they proceed.
Note ! Upper Body

If it has been found that the nitrogen consumption has increased beyond
normally acceptable levels, then added precautions should be observed before
entering the cofferdam spaces.
Each cofferdam is fitted with a manhole cover located on the starboard side, Lifting Arm
which may be removed and a portable gas freeing fan fitted to which is attached Lower Vacuum Cover
a flexible ducting. This is also the location that any injured person can be Body Flushing Port
removed from the cofferdam space.
The port side of each cofferdam is provided with access manholes for exhaust of
air. Vacuum Body
There are two(2) portable supply fans for the cofferdam spaces onboard the ship Vacuum Disc
which gives a total air volume flow of 5,000 m3/h. Vacuum Seat
The passageway areas, port and starboard, are equipped with a mechanical
exhaust fan, located midships, and two mushroom natural supply vents forward Flaue Screen
and aft.
Screen Cover
The trunk deck areas have four manhole covers, two forward and two aft. The aft
manholes are used to fit a portable supply fan for gas freeing, with the forward
manholes being removed for exhausting during gas freeing.
Service Condition
- Setting Pressure : 1,400 mmAq

- Setting Vacuum : -350 mmAq
2 - 10 Part 2 Cargo Auxiliary and Deck System

Illustration 2.4.1a Fire Protection and Wash Deck
SPRAY NOZZLE
EM'CY FILL TO TRUNK DK. SPACE
A-DECK B-DECK
WD514
WD516
UP 80A
UP 80A
UP 40A
UP 40A
NAV.-DK WD532
UP 40A
WD531
UP 40A UP 80A
OUTS DE ENG. CASING WD522 WD521
UP 80A
WD513
WD201 D-DK
WD515
WD232
WD524 WD523 NAV. DK

C-DK
C-DECK D-DECK
WD526 WD525
WD202
WD518 TRUNK DECK
B-DK
WD508 WD502
WD511
WD528 WD527
WD357 UP 65A
A-DK UP 25A
WD533
WD205 WD370 WD530 WD529
WD352(S)
WD356 WD507 WD501
WD355(P) WD354 WD353
WD360 UP 65A
WD510
WD209 WD208 WD207 (10K)
W
WD233
D2
06
S.L.W.L.
1ST DK FROM DOMESTIC

WD212 WD211 WD210
F.W. HYDROPHORE UNIT TRUNK DECK
2ND DK
WD215 WD214 WD213
WD303
WD219 WD304
WD362 3ND DK TO WATER SPRAY MAIN UPPER DECK
WD218 WD217 WD216
D.L.W.L.
WD240 WD231
WD001
WD007
WD002
FLOOR WD008
(40A) BILGE EDUCTOR FOR

TO EJECTOR FOR WD361
BOSUN STORE
PIPE DUCT/COFFERDAMS
(40A) FWD
TO S.C.TK CLEAN
WD220
P/P RM
TO BIL. EJECTOR FOR(80A)
PIPE DUCT AFT WD245
TO BIL. EJECTOR FOR(50A)
WD244 WD243
WD009
PIPE DUCT/COFFERDAMS WD224 WD223 WD222
(150A) WD225 WD363

WD227 WD226 WD004
WD363
WD367
ENGINE ROOM JOCKEY
PUMP EM'CY BILGE EDUCTOR FOR
CORROSION PIECE OF ZINC ANODE SHALL BE FITTED ON INLET NO.2 FIRE & NO.1 FIRE & FIRE BOWTHERUSTER RM
AND OUTLET OF EACH BF & G/S PUMP. G/S PUMP G/S PUMP
PUMP
WD234 WD230 WD229 WD368 WD369

FW FW WD246
TK (S) TK (P) WD228
WD237 WD247
S/C
WD235 WD236
PIPE DUCT PIPE DUCT

2.4 Fire Fighting System
2.4.1 Fire Protection and Wash Deck
The fire main system is supplied from the engine room, by the two Fire and GS
pumps. They are single speed centrifugal pumps, with a delivery capacity of 150
m3/h at 10 bar.
The emergency fire pump is located in the fwd pump room. This pump is a self-
priming centrifugal pump with its own direct sea suction. The pump is rated at
72 m3/h and is supplied from the emergency switchboard.
The fire main is kept pressurised by a jockey topping up pump rated at 10 m3/h at
10 bar. This pump has an automatic pressure cut-in/out switch and is kept topped
up and under pressure at all times.
(Auto start : 5 bar, Auto stop : 7.5 bar)
The deck fire main has a main isolator valve WD353 before the port and
starboard main ring main isolator valves. The ring main is fitted with a further
four section isolator valves on each side at regular intervals along the deck to
allow any part of the system to be supplied from either side of the ship.
The fire main also serves the water curtain below the port and starboard manifold
areas during loading and unloading conditions.
The fire main supplies the driving water for the bilge eductors in the side passage
way, duct keel pipe duct, bow thrust room and bosun store. It also supplies
anchor washing water and the swimming pool filling.
There are 24 fire hydrants situated along the cargo deck, each with its fire hose
mounted adjacent.
The emergency fire pump can be started locally, from the bridge or the fire
station.
Under normal operating conditions the fire main will be under pressure during
port time, supplying the manifold water curtain and with hoses run out as a fire
precaution.

Illustration 2.4.2a Water Spray System
W/H-TOP
NAV.-DK
MOTOR CARGO COMP.

D-DK
RM RM
TO LIFE BOAT AREA (P&S)
C-DK
B-DK
A-DK
GROUP 1 FOR CARGO MANIFOLD AREA (P&S) SERVICE

WW001 WW002 WW003
GROUP 2 FOR LIQUID / GAS DOME & V/VS SERVICE
ENGINE ROOM WW032

GROUP 3 FOR ACCOMM. & CARGO MACH. RM &
LIFE BOAT AREA SERVICE
TO NEAR SCUPPER
WW034
WW073
WW033
NO.4 CARGO TANK NO.3 CARGO TANK
FROM FIRE MAIN
)
S)
WW036
NO.2 WATER SPRAY PUMP
&S &
(P
WW072
K (P
WW004 WW005
K
.T .T
.B .B
WW03B WW006
NO.1 WATER SPRAY PUMP
W W
.4 O .3
NO N
INCLINDED HATCHING AREA SHOWS

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

NAV.-DK (P&S)
22 SPRAY NOZZLES
38 SPRAY NOZZLES
D-DK 22 SPRAY NOZZLES
MOTOR
RM
C-DK 38 SPRAY NOZZLES
WW066
WW071
WW016
WW007 WW009
WW068
WW011
B-DK WW018
12 SPRAY NOZZLES TRUNK DECK SPACE 12 SPRAY NOZZLES

TRUNK DECK SPACE
WW021 WW020
FRONT VIEW SECT. VIEW

LOOKING AFT
LOOKING AFT

2.4.2 Water Spray System Group 3

D-deck 22 nozzles at total flow 357 l/m
The accommodation block front, compressor house, cargo tank liquid and vapour Nav-deck 22 nozzles at total flow 357 l/m
domes and manifold areas are protected by water spray from the effects of fire, Bridge deck 18 nozzles at total flow 272 l/m
gas leakage, or liquid spill. There are two(2) water spray pumps (300 m3/h x 100 Lifeboat embarkation
mTH) pump, mounted on the bottom platform in the engine room, delivering to 3 Port 12 nozzles at total flow 50 l/m
spray rails across the accommodation block front, lifeboat embarkation areas Starboard 12 nozzles at total flow 50 l/m
port and starboard, compressor house sides and deck domes/manifolds. They are Cargo m/c room
grouped into three sections as follows; Forward (U/L) 11/11 nozzles at total flow 179/179 l/m
Aft (U/L) 11/11 nozzles at total flow 179/179 l/m
Group 1 Cargo manifold port and starboard Port (U/L) 16/16 nozzles at total flow 262/262 l/m
Group 2 Cargo liquid dome, cargo vapour dome

There are drain connections provided at main deck level below the manifold area
Group 3 Accommodation and lifeboat embarkation area and below the cargo machinery room.
Each group main spray rail has a remotely operated hydraulic isolating valve The water spray pump can also be cross connected onto the fire main in an
operated from the fire control room, IAS and manually at local side. The spray emergency via valve WD219, located in the engine room. Under normal
pump can be started locally and from the IAS, and the fire control room. circumstances this valve is kept locked shut.
Each main group is sub divided into smaller sections, with a flow regulating and The water spray system can be flushed with fresh water by cross connecting the
section isolating valve fitted. The accommodation front is covered by 3 such sub fire general service pump to the suction from fresh water tanks.
sections, beginning at deck level D, right through to the navigation/bridge deck.
The decks below D deck will have sufficient flow passing over them so that they
do not need to be covered by a fixed rail.
The nozzle arrangement is as shown below; for plain vertical surfaces, nozzles
are set 800 mm apart and at 45° to the vertical. Headers are 250 mm from
bulkheads and nozzles are flat cone design.
Number of Nozzles and Capacity
Group 1
Cargo manifold
Port 24 nozzles at total flow 833 l/m
Starboard 24 nozzles at total flow 833 l/m
Group 2
No.1 liquid dome 22 nozzles at total flow 598 l/m
No.1 vapour dome 3 nozzles at total flow 111 l/m

Illustration 2.4.3a Dry Powder System
MASTER CONTROL CABINET LOCAL

MONITOR (P)
(FIXED AT PRESET DIRECTION)
CCR
DECK STORE
TO HAND HOSE (H)
TO HAND HOSE (F)
SNAP-ON COUPLING(3/4", SUS)

(DP305)
(UPPER DECK)
EM'CY HEAD-
QUARTER RM
TO HAND HOSE (D)
TO HAND HOSE (B)
LOCAL
MONITOR (S)
(FIXED AT PRESET DIRECTION)
TO HAND HOSE (G)
TO HAND HOSE (E)
SNAP-ON COUPLING(3/4", SUS)

YARD SUPPLY
TO HAND HOSE (C)
TO HAND HOSE (A)

2.4.3 Dry Powder System The two (2) high pressure nitrogen cylinders are now released and flow into the
main dry powder tank through an upper and lower injection pipe. When the tank
General Description pressure has reached sufficient pressure, a pressure release valve operates,
thereby allowing the residual nitrogen in the expellent pipework to open the
The dry powder fire fighting system is supplied by Unitor and consists of 2 main outlet from the tank.
separate dry powder tank units;
Operation of the manual valve at any of the two (2) hose cabinets supplied by the
tank will now allow the dry powder to be used as required.
Tank 1 in deck store - has monitor directed at manifold stb’d and 4 hose
cabinets. After the system has been used it is necessary to ensure the expellent pipe work
and more importantly, that the main valves are blown clear on any remaining dry
Tank 2 in deck store - has monitor directed at manifold port and 4 hose powder.
cabinets.
Operating Procedure - After Use
Main System a) Set No.3 control valve to "close" position. : Main valve is closed.
Two dry powder units are situated on the main deck midships, port and starboard. b) Set No.1 control valve to "N2 stop" position. : Stop pressurizing in
Each unit contains a 1,138.5 kg dry powder storage tank, 6 nitrogen expellent dry powder tank.
cylinders of 68 liters each and a single dry powder monitor.
c) Set exhaust valve to "open" position. : Dissipate remaining gas in
Operation of the system can be carried out from a cabinet in the Fire Control dry powder tank.
Room, CCR and locally. Activation of the nitrogen pilot cylinders in the cabinets
allows the high pressure gas to flow into the main valve (before the monitor) d) Set exhaust valve to "close" position.
actuator, thereby causing the valve to open. The nitrogen is now ported to the
release mechanism for the bank of nitrogen expulsion cylinders. e) Set No.3 ball valve to "open" position.
The six high pressure nitrogen cylinders are now released and flow into the main f) Set No.2 control valve to "N2 release" position (For about 5
dry powder tank through an upper and lower injection pipe. When the tank seconds).
pressure has reached sufficient pressure, a pressure release valve operates,
thereby allowing the residual nitrogen in the expellent pipework to open the g) Set No.2 control valve to "Normal" position (Slowly changeover).
main outlet from the tank. Operation of the manual valve at the monitor will now
allow the dry powder to be used as required. h) Set No.3 ball valve to "close" position.
After the system has been used it is necessary to ensure the expellent pipe work i) Set cleaning valve to "cleaning" position.
and, more importantly, that the main valves are blown clear on any remaining
dry powder. j) Set No.2 control valve to "N2 release" position.
Hose System k) Set exhaust valve to "open" position.
Two dry powder units are situated on the main deck, one forward and one aft. l) Return valve to normal positions after all nitrogen gas has been
Each unit contains a 693 kg storage tank, 4 nitrogen expellent cylinders of 68 dissipated.
liters each and 4 dry powder hose cabinets which are situated along the main
deck centre line from forward to aft. Each hand held hose has a length of 33 m. m) Recharge N2 cylinders.
Operation of the unit is from either of the four associated hose cabinets. n) Refill dry chemical agents to dry chemical container.
Activation of the nitrogen pilot cylinders in one of the cabinets allows the high
pressure gas to flow into the main valve (before the hose) actuator, thereby
causing the valve to open. The nitrogen is now ported to the release mechanism
for the bank of nitrogen expulsion cylinders.

Illustration 2.4.4a CO2 System
CO2 Room EM'CY HEAD

PURI. /R
ENTRANCE
NO. 8 NO. 7 NO. 6 NO. 5 NO. 4 NO. 3 NO. 2 NO. 1 NO. 1 NO. 2 NO. 3 NO. 4 NO. 5 NO. 6 NO. 7 NO. 8
To Open Air
P P P P P P P P P P P P
NO. 4
Em'cy Generator Room
: 5 Cylinders
B Deck
256 Bottles
NO. 5
Incinerator Room
To Open Air : 4 Cylinders
P P P P P P P P P P P P
NO. 6
FWD. Pump Room
: 17 Cylinders
A Deck
252 Bottles
NO. 7
Cargo Compressor Room
P P P P P P P P : 28 Cylinders
37 Bottles
A Deck NO. 8
Elec. Motor Room
NO.1 NO.1 NO.5 NO.4 NO.2 NO.3 NO.8 NO.6 NO.7 : 9 Cylinders
NO. 1 NO. 2 NO. 3
: Pipe
: Dia. 8 Copper Tube

Engine Control Room Main Switch Board Room
Engine Room : 508 Cylinders Purifier Room : 7 Cylinders
: 27 Cylinders

2.4.4 CO2 System Warning m) Do not reenter the room for at lease 24 hours and ensure that all
Release of CO2 into any space must only be considered when all other options reasonable precautions have been taken, such as maintaining
Cargo Deck CO2 Flooding System have failed and then only on the direct instructions of the Master. boundary inspections, noting cooling down rates and/or any hot
spots which may have been found. After this period, an assessment
Maker : Unitor party donning breathing apparatus can enter the space quickly
Type : High Pressure In the Event of Fire in a Protected Room through a door and is then shut behind them. Check that the fire is
Capacity : 62 cylinders each containing 45 kg extinguished and that all surfaces have cooled prior to ventilating
a) Go to the master control cabinet located in the CO2 room or the engine room. Premature opening could cause re-ignition if
The CO2 flooding system for the cargo areas consists of 62 x 45kg high pressure emergency head quarter. oxygen contacts hot combustible material.
cylinders. These are contained in the CO2 room, situated on the upper deck
(Casing A & B deck). b) Break the key box glass and take the key. n) Do not enter the engine room without breathing apparatus until the
engine room has been thoroughly ventilated and the atmosphere
The deck CO2 system covers the following areas: b) Open the master supply cabinet. proved safe.
Cargo machinery room: cylinders required 28 c) Open the valve release cabinet dedicated to the space on fire (It is Should any cylinder discharge accidentally, it will pressurise the main line up to
only by opening this cabinet and not the master supply cabinet that the stop valve. This line is monitored by a pressure switch and will activate the
Electric motors room: cylinders required 9 the alarm will sound.). ‘CO2 leakage’ alarm in the ECR.
Forward pump room: cylinders required 17 d) Rotating lights are provided in compressor room, electric motor Over pressure of the main line is prevented by a safety valve, which will vent the
room, FWD Pump room. gas to atmosphere.
E/R CO2 Flooding system y Electric siren provided in ECR, Incinerator room, Em’cy
generator room and FWD Pump room, Electric horn provided in
The engine room CO2 system covers the following areas: head room.
y Air horn provided in compressor room and Electric motor room.
Engine Room: cylinders required 508
e) Ensure that all personnel have evacuated the compartment room
ECR & MSBD Room: cylinders required 27 and have been accounted for.
Purifier Room: cylinders required 7 f) Close and check that all doors, hatches and fire flaps are shut.
Em’cy gen. room: cylinders required 5 g) If the fire is in the emergency generator room, operate the DO tank
quick closing valve.
Incinerator Room: cylinders required 4
h) Open the valve on both pilot cylinders.
Flooding the protected areas is achieved by the operation of the ball valves from
their respective cabinets in the emergency head quarter, or CO2 room and the i) Operate the ball valves on the line to the protected room.
release of the pilot CO2 cylinders (release cabinets in CO2 room No.2 emergency
head quarter and manually in CO2 rooms). Upon opening the control cabinet door, j) The room ventilation fans will stop.
the CO2 alarm is activated the fans stop when main valves are activated. The
pilot gas is directed by the operation of the respective ball valve, onto the gang k) After the time delay of 30 seconds the cylinders will release.
release line (having first operated the time delay switch down stream of the HP
cylinders) and master valve for the selected area. l) If the pilot system fails to operate, the main valve can be opened
manually from the CO2 room and the cylinders released by hand.

Illustration 2.4.5a Fire Detection System
SIGNAL LTG POST
FUNNEL NAV.-DK
L5
D-DK
L4
C-DK
FORE MAST
L3
B-DK
TRUNK DECK SPACE
L2
A-DK
E9
LE LD UPPER DECK
FO
E/R 1ST DECK BOSUN STORE
S.G RM
A2L A2E
EM'CY E/R 2ND DECK

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

F.P TK

2.4.5 Fire Detection System
LOCATION / Q’TY
TOTAL
NO. SYMBOL DESCRIPTION MAKER / TYPE ACCOMM PUMP ENGINE ROOM
C/C/R S/G/R B/S B/T/R E/M/R Q’TY
ROOM
NAVI D DK C DK B DK A DK UPP 1ST 2ND 3RD FLOOR E/C.
SMOKE DETECTOR, IP22 NTTTAN
1 SD 4 25 19 30 6 10 8 102
ADDRESSABLE OPTICAL TYPE NS-AOS+NS-BNCL
SMOKE DETECTOR, IP55 NTTTAN
2 SD 2 2 1 4 7 1 22 27 24 13 16 4 4 2 129
ADDRESSABLE OPTICAL TYPE NS-ASO+NS-2+NS-ADAPT
SD SMOKE DETECTOR IP55 NTTTAN

3 1 4 5
EXI ADDRESSABLE EXI TYPE ST-I-IS+NS-2+NS-ADAPT-IS
FLAME DETECTOR IP55 NTTTAN
4 FD 2 4 6
ULTRAVIOLET TYPE NS-AUV+NS-2+NS-ADPT
HEAT DETECTOR IP22 NTTTAN
5 TD 3 10 4 5 22
ADDRESSABLE ANALOGUE TYPE NS-AH/AIS+NS-BNCL
HEAT DETECTOR IP55 NTTTAN
6 TD 1 1
ADDRESSABLE ANALOGUE TYPE NS-AH/AIS+NS-2+NS-ADAPT
80 HEAT DETECTOR IP55 NTTTAN
7 TD 2 2
ADDRESSABLE ANALOGUE TYPE NS-AH/CS+NS-2-ADAPT
MANUAL CALL POINT IP22 NTTTAN
8 1 3 4 3 2 2 1 16
ADRESSABLE ANALOGUE TYPE NS-ACP
MANUAL CALL POINT IP55 NTTTAN
9 1 1 1 3 3 3 3 5 1 1 1 23
ADRESSABLE ANALOGUE TYPE NS-ACP-IP55
GENERAL/GENERAL EM’CY ALARM NTTTAN
10 1 1 2
G.E PUSH BUTTON (CONSOL MOUNTING) NS-GA2
GENERAL/GENERAL EM’CY ALARM
11 NTTTAN 1 1
G.E PUSH BUTTON (IP55)
NTTTAN
12 AU ADDRESS UNIT 1 2 3
NS-AINI
NTTTAN
13 ZB ZENER BARRIER 1 2 3
NS-IS3043
NTTTAN
14 DH MAGNETIC DOOR HOLDER 2 2 1 2 1 8
GPT-AG
NTTTAN
15 T TIMER UNIT 1 1
NS-TIMACI
NTTTAN
16 FIRE DETECTION CENTRAL PANEL 1 1
NSAC-1
FIRE DETECTION REPEATER UNIT NTTTAN
17 1 1 1 3
PANEL NS-REPA
18 R END OF RESISTOR NTTTAN 1 2 3
NTTTAN
19 SCI SHORT CIRCUIT ISOLATOR IP55 1 1 1 1 1 1 1 1 1 4 1 1 2 17
NS-SCI

Illustration 2.5a Auxiliary Fresh Water Cooling System
CHEMICAL DOSING INLET
FW371 FW355
FW370
F.W. EXP.
FW356
TANK LG NO.2
(2.0 M3) VACUUM P/P
FW332
FW357
FW333
NO.1
VACUUM P/P
TO SCUPPER
PIPE FW334
FW335
FW336
ELEC. MOTOR RM CARGO COMP. RM
FW337
DEAERA- NO.2 HD
TION
TK FW354 COMPRESSOR
TO GLYCOL WATER FW338

MIXING TANK
FW339
FW340
FW353 FW352
FW359 FW341
FW358 NO.2 NO.1

AUX. FW AUX. FW NO.1 HD
COOLING COOLING
PUMP PUMP COMPRESSOR
FW342
FW367
FW343
FW351 FW350
FW349
FW363
NO.2
AUX. COOLING
F.W COOLER
FW362 NO.2 LD
COMPRESSOR STEAM
IN-LINE FILTER DRAIN
FW344 FW330
FW366
FW345
COOLER
FW365
TRUNK. DK.
S.W. RETURN TO OVBD.
PA
SS FW331
AG
E
NO.1 LD
W
AY
UPP. DK.
FW361 COMPRESSOR
NO.1
AUX. COOLING FW360 FW348
L.B.W.L. FW346 FW369
F.W COOLER
W.B. TK. FW347
FW207 FW212
FW364 3-WAY THERMOSTATIC
CONTROL VALVE
- FW207/212 TO BE LOCATED AT REACHABLE POSITION.
F.W. SUPPLY FROM F.W. HYDROPHORE UNIT
S.W. SUPPLY FROM E/R

2.5 Auxiliary FW Cooling System Specification Alarms and Shutdowns
General Description Manufacturer: Shinko Tag No. IAS Description

Type: SVS100M
FW001.5 XA No.1 Aux. CFW pump motor abnormal
The independent deck cooling fresh water system is provided by two cargo Number of sets: 2
system auxiliary machinery fresh water pumps. The pumps, FW coolers and Rated out-put: 80 m3/h FW002.5 XA No.2 Aux. CFW pump motor abnormal
expansion tank are located in the cargo electric motor room. Bypass control: 35°C FW004 LAL Aux. CFW expansion tank level low
Aux. CFW discharge temperature high
Operating Procedures FW005 TICAH
One pump is normally in service, while the second pump is on automatic standby Set point: 40°C
cut-in mode. FW006.5 XA No.1 Aux. CSW pump motor abnormal
One auxiliary FW cooling pump and one FW cooler are normally required to
meet the system cooling capacity. FW007.5 XA No.2 Aux. CSW pump motor abnormal
The FW coolers are in turn directly cooled by sea water supplied by the auxiliary
cooling SW pumps in the engine room, each rated at 90 m3/h at 40 m head. FW003 XA St-by start alarm NO.1
a) Ensure that all drains and vents are shut, and that the expansion
FW009 XA St-by start alarm NO.2
The FW cooling system is used to serve the following equipment tank outlet valve to the de-aerator is open. Check the level in the
expansion tank.
HD compressor LO coolers and air cooler of electric motor
LD compressor LO coolers b) Open the FW cooler inlet and outlet valves of the cooler to be
Vacuum pump placed in use.
Cargo machinery room steam drains cooler c) Open the inlet and outlet valves on both auxiliary FW cooling
pumps.
Temperature control is by means of a three-way electric control valve, situated
d) Open the valves on the respective system to be cooled i.e. HD
on the outlet side of the auxiliary FW cooler, with a set point of 35°C.
compressor LO cooler and motor air cooler, LD compressor LO
cooler, vacuum pump and steam drains cooler. Check for leaks.
The system is provided with a 2 m3 expansion tank which has domestic fresh
water topping up via a 15A line to the tank. The chemical condition of the
e) Open the sea water overboard discharge valve FW212.
cooling water should be regularly checked, with any dosing required being
directly added into expansion tank.
f) Open the sea water inlet and outlet valves on the auxiliary FW
cooler.
The sea water cooling outlet from the auxiliary FW coolers is discharged to
overboard through No.4 starboard ballast tank.
g) Select one of the auxiliary cooling SW pumps on local control and
start the pump. Check that the system pressures are normal.
h) Select the other pump on stand-by.
i) Stop the running pump and ensure the standby pump cuts in.
j) Return the pumps to their original running condition i.e, one pump
running and the other on standby auto cut-in.
k) Select one of the auxiliary cooling FW pumps on local control and

start the pump. Check that the system pressures are normal.
l) Select the other pump on standby.
m) Stop the running pump and ensure that the standby pump cuts in.
n) Return the pumps to their original running condition i.e, one pump
running and the other on standby auto cut-in.

2.6 Steam Condensate System
Illustration 2.6a Steam Condensate System A
NO.2 HD
COMPRESSOR
SC317
SC358
ELEC. MOTOR RM CARGO COMP. RM
SC315
SC333 NO.2 B/W SC316 CD311
SC332 SC331 CD315 HEATER

SC314
NO.1 HD SC330
COMPRESSOR
SC313
SC359
SC346
SC345
SC349 SC348 SC311

SC347
SC329 NO.1 B/W SC312 CD310

SC350
60% LEVEL SC328 SC327 CD314
HEATER
20% LEVEL SC351 SC310
NO.2 LD SC326
CD319 SC353
CD318 COMPRESSOR
SC352 SC308 SC309 SC360
SC354
NO.2 GLYCOL
W. HEATER
LNG CD302
STEAM
SC335 SC325 VAPORIZER SC306
SC334 DRAIN
SC324 SC323 CD313 COOLER
SC338 SC307 CD309 CD303
SC337
SC336 15 PIE X 1.4T COPPER
NO.1 LD SC322
COMPRESSOR SC304 SC361 SC305
SC339
60% LEVEL
20% LEVEL SC340
SC341 CD304
CD317 SC342 W/FLAME SCREEN
CD316 FORCING CD301
SC302
VAPORIZER
SC321
SC343 NO.1 GLYCOL SC303 CD308
SC320 SC319
W. HEATER CD312
SC318 SC357 SC356 SC301
SC355
CD307 CARGO ESCAPE

TANK (1 m3) CD306
CONDENSATE MAIN TO LPSG DRAIN INSPECTION TK VIA E/R DRAIN COOLER
STEAM SUPPLY MAIN
CONDENSATE MAIN TO LPSG DRAIN INSPECTION TK D)

(FW
OM
TYPICAL SECTION VIEW SOR
RO
(A FT) STEAM SUPPLY LINE
ES OM FOR CARGO COMP. RM
PR R RO
OM O (ND150)
O C M OT
A RG IC
C R
ECT
EL
TRUNK DECK SPACE LIQUID STEAM COND. LINE

STEAM COND. LINE
DOME SI FOR CARGO COMP. RM
AY
FOR ELEC. M. RM DE
(ND80)
W
(ND40) PA
S-
SS
S
STEAM RETURN LINE
PA
STEAM SUPPLY LINE -W
(ND40) AY
DE
FOR ELEC. M. RM
SI
STEAM RETURN LINE
(ND65)
UPPER DECK (ND65)
C
T
UC
ED
PIP

Illustration 2.6b Steam Condensate System B
SIDE PASSAGE WAY (P)
SC046 SC014
(15A) (15A)
BY-PASS LINE
(15A)
SC047
ENGINE ROOM NOTE
- PIPE INSTALLED ON WEATHER PART SHALL BE OF CU-NI 90.10

SC042 SC039
- PENETRATION PIPE TO WEATHER PART SHALL BE OF STEEL PIPE WITH SCH. 80.
SC043 SC040
SC044 SC041
FR71 PIPE DUCT FR134
SC011 SC010
)
(C
P RM
TK
. PUM
FO
FWD
H
D.
FW
SC045
(15A)
SIDE PASSAGE WAY (S)
ELECTRIC CARGO
MOTOR RM COMP. RM

Illustration 2.6c Steam Condensate System C
SC014 (25A)
FR PASS(S)
O 8 X 1.2T SC013
COPPER
SC012
SC011 SC009
I/P
O 10 X 1.2T COPPER
DRUM TYPE HEATING UNIT
SC010 (TYPICAL)
TIC
OF034.01
SC008 SC007 SC006 SC005 SC004 SC003 SC002 SC001
STEEL REDUCING SOCKET

FOR HEATING COIL (50 X 25)
(TYPICAL)
DRUM TYPE DRUM TYPE DRUM TYPE DRUM TYPE DRUM TYPE DRUM TYPE DRUM TYPE DRUM TYPE
HEATING UNIT HEATING UNIT HEATING UNIT HEATING UNIT HEATING UNIT HEATING UNIT HEATING UNIT HEATING UNIT
STEAM-OUT
DRUM TYPE DRUM TYPE

HEATING UNIT HEATING UNIT
SC051
DRUM TYPE DRUM TYPE DRUM TYPE DRUM TYPE DRUM TYPE DRUM TYPE
HEATING UNIT HEATING UNIT HEATING UNIT HEATING UNIT HEATING UNIT HEATING UNIT STEAM-IN STEAM-OUT
DRUM TYPE DRUM TYPE

(15A) HEATING UNIT HEATING UNIT
TO CONDENSATE P/P
DRUM TYPE DRUM TYPE DRUM TYPE DRUM TYPE DRUM TYPE DRUM TYPE DRUM TYPE DRUM TYPE
HEATING UNIT HEATING UNIT HEATING UNIT HEATING UNIT HEATING UNIT HEATING UNIT HEATING UNIT HEATING UNIT STEAM-IN STEAM-OUT
SC048
FLEX. HOSE
BASE STEEL REDUCING SOCKET

SC049 FOR HEATING COIL (50 X 25)
FITTING
(TYPICAL)
SC050
SEA CHEST FOR

EM'CY F. P/P
CD035
U/DK
CD034
CONDENSATE PUMP
15A
FROM STEAM SUPPLY
CD015
TO PASSATE WAY(P)
CD016
(40A)

2.7 Bilge and Scupper System
Illustration 2.7a Bilge and Scupper System
* THE MATERIAL OF EACH ROSE BOX SHOULD BE OF STAINLESS STEEL (SUS304).
BSD1/D2/D3/D4 ONLY
MOOR'G DK
ABT.500
15
30
L
40A 40A 40A

EL
SH
E
SID
100A
BS315 BS314 SIDE-PASSAGE BS305 BS307 BS304 BS303
BS606 BS604 BS602

UPPER DECK
40A
BILGE HAT (P & S) BILGE HAT (P & S) BOSUN STORE
BS009 BS005
SEE DETAIL SEE DETAIL
BS609
C.L
&S)
K
(P
OT
OT
OT
OT
BS062
TK
RG
RG
RG
RG
BILGE WELL (P & S)
B.
W.
(0.5 m3)
CA
CA
CA
CA
S.G RM DIST. W TK S.L.W.L
E/R
BS010 B.W
BS011
.4
.3
.2
.1
FWD
NO
NO
NO
NO
(ABT. 14890 A/B)
P/P RM
EJECTOR FOR SUMMER LOAD

40A WATER LINE
BOW. ROOM
BS017
BS608
BS013
A.P TK BS014
BILGE HAT (P & S)
SEE DETAIL BS012
ENGINE ROOM
BS023
80A BS050 BS049 BS044 BS043 BS038 BS037 BS032 BS031
S.T.C.W. TK BS024
BS046 BS040 BS034 BS028 BS026
BS204
BS015
FR15 FR71 BS045 FR86 BS039 FR103 BS033 FR120 BS027 BS025 FR134 BS018 FR157
BS203 BS020 BS019

BS251
BILGE EJECTOR FOR
P. DUCT/COFFERDAMS
S.T.C.W. TK BS611
BS021
BS048 BS047
PIPE DUCT BS042 BS041 BS036 BS035 BS030 BS029
BS022
BS201
BS008
BS202
50A BS016
A.P TK
BS094
BS205
SUMMER LOAD
WATER LINE
BS095
(ABT. 14890 A/B)

BILGE EJECTOR FOR
P. DUCT AFT.
BS610 B.W
S.G RM DIST. W TK FWD BS004
P/P RM
BS061
BS003
C.L
BOSUN STORE
BS605 BS603 BS601

UPPER DECK
BS313 BS312 BS306 BS305 BS302 BS301
100A
SIDE-PASSAGE
N 60.5
PLA
40A 40A 40A
(TY TAIL
P.)
6
DE
2~4
DE TRUNK DECK
20
MOTOR CARGO
COMP. RM (TY TAIL 250
RM STORE P.) Ø10 HOLES
Ø 10 HOLES
WALL
STRIKING PLATE 242
13
ABOUT 15
267.4
DETAIL OF BILGE HAT

2.8 Instrument Air System
Illustration 2.8a Instrument Air System
NO.2 B.O.W.U
HEATER
NO.2 HD
NO.2 GLYCOL
COMP.
WATER HEATER
NO.1 B.O.W.U
HEATER
NO.1 HD
COMP.
FORCING VAPORIZER
NO.2 LD
COMP.
NO.1 GLYCOL
WATER HEATER
NO.1 LD LNG VAPORIZER

COMP.
CARGO COMPRESSOR ROOM
AIR CHAMBER FOR EACH GROUP

* TO BE INSTALLED VERTICALLY FOR DRAIN ROOT VALVE ON DECK AREA CONTROL V/V
SUS316 TUBE
WEATHER PART ONLY
12 PIE X 1.0T MAIN LINE
PLUG Ø8
BOSS PT 3/8" TRUNK DECK
UID
LIQ E GLYCOL CONTROL V/V
TRUNK DK.VD.SPACE M
DO
AY
SI
W
DE
-
SS
PA
COPPER TUBE
PA
SS
12 PIE X 1.2T
DE
-W
SLIP-ON FLANGE
SI
AY
UPPER DECK
STEEL PIPE
TYPICAL SECTION VIEW * : MAKER SUPPLY
70 80 80

2.9 Emergency Air System
Illustration 2.9a Emergency Air System
PUSH BUTTON IN EM'CY CASE

UPPER DECK PLAN ELECTRICAL (MANUAL)
ACCOM. LADDER
COUPLING
TO SHORE
RM
TFO
CA205 FLA
O LD
NIF
W AY MA
SSAGE
SIDE PA
FUSIBLE FUSE CA206
THE PUSH BUTTON TO
ELECTRIC
AY
SAGE W
BE INSTALLED FOR
S
FOLLOWING PLACE.
SIDE PA
- CCR
- WHEEL HOUSE
- EM'CY HEADQUATER RM
.1
NO
E
AC .3 .2
SP NO NO
D. E
PUSH BUTTON IN EM'CY CASE .V PUSH BUTTON IN EM'CY CASE AC PUSH BUTTON IN EM'CY CASE CE PUSH BUTTON IN EM'CY CASE
DK SP PA .1
ELECTRICAL (MANUAL)
NK
ELECTRICAL (MANUAL) D. ELECTRICAL (MANUAL) .S ELECTRICAL (MANUAL)
U .V V D NO
TR DK K. CE
D PA
U NK K .S
TR UN .VD
TR DK
LIQUID DOME LIQUID DOME U NK
LIQUID DOME LIQUID DOME
TR
FR71 FR86 FR103 FR120 FR134
ESDS AIR CONTROL

GAS DOME GAS DOME GAS DOME GAS DOME
BOARD FUSIBLE FUSE FUSIBLE FUSE FUSIBLE FUSE FUSIBLE FUSE
(MAKER SUPPLY) ELECTRIC ELECTRIC ELECTRIC ELECTRIC
PRESSURE SWITCH BOX

FOR ESDS
(INSIDE PASSAGE WAY)
(MAKER SUPPLY)
CARGO SOLENOID V/V BOX

FUSIBLE FUSE STORE FOR ESDS
ELECTRIC (INSIDE PASSAGE WAY)
M
ROO
(MAKER SUPPLY)
M
OO
OR
.R
15 PIE X 1.5T
W AY AY
SSAGE SAGE W
MP
M OT
S
SIDE PA SIDE PA
CO
INSTRUMENT AIR SYS

15 PIE X 1.5T 15 PIE X 1.5T RM
TFO
FLA
LD
(TO BE CONNECTED N IFO
DIRECT MAIN LINE) CA204 MA
CA203
PUSH BUTTON IN EM'CY CASE

FUSIBLE FUSE ELECTRICAL (MANUAL)
ELECTRIC
COUPLING
TYPICAL SECTION VIEW
TO SHORE
* COUPLING TYPE TO BE DESIGN ACCO.
TO SHIP/SHOR COMPATIBILITY.
TRUNK DECK
15 PIE X 1.5T UID 15 PIE X 1.5T
LIQ E
M
COUPLING SNAP TIGHT 1/2", MALE TRUNK DK.VD SPACE DO SI
DE
TO SHORE (MAKER SUPPLY) AY PA
W
MANIFOLD FLATFORM S- S
15 PIE X 1.5T P AS S-
W 15 PIE X 1.5T
E AY
S ID
PI CA203
CA205
UPPER DECK
C
L
BALL V/V (BITE TYPE)
COUPLING SNAP TIGHT 1/2", FEMALE
TO SHORE (MAKER SYPPLY)

3.6.4 Ballasting ........................................................................... 3 - 47
Part 3
Cargo Operations
Part 3 Cargo Operations ∆p ≤ 0.8 Primary Membrane Test Procedure

e a) The pressure of the primary and secondary barrier spaces is
3.1 Insulation Space Tests where e = the thickness in meters of the insulated space at the back of the reduced to 200 mbar a simultaneously, in communication, in order
membrane. to prevent the potential collapse of the secondary barrier due to a
In Service Tests
higher pressure than that of the primary space.
In Service Global Tightness Test
Classification society regulations require that the barriers of a membrane tank
b) The primary and secondary spaces are isolated and the vacuum
should be capable of being checked periodically for their effectiveness. The global test is carried out either during a maintenance period, or when the decay procedure is followed on the primary space only. The
cargo tanks have been warmed up and gas freed. method used is as described in secondary membrane testing b), c)
The following covers the practice, recommendations and the precautions which
and d).
should be taken during the in-service periodical examination of the primary and To overcome any doubtful results arising from possible leaks through equipment
secondary membranes. connected with the insulated spaces i.e valves, pressure relief valves, electric Under these conditions, the primary membrane is submitted by one side to the
! Caution cable glands etc, their effectiveness must be carefully checked, and eventually atmospheric pressure existing inside the tank and by the other to the reduced
Measurement devices which may otherwise be damaged, should be isolated prior replaced with blank joints, in so far as the spaces remain protected against any pressure existing inside the primary space.
to the commencement of the test. The barrier spaces must at all times be over-pressure.
protected against over pressure, which might otherwise result in membrane
Since both faces of the secondary membrane are in an equal pressure system, no
failure. Test of Secondary Membrane flow can be generated through any eventual leak of this membrane; therefore the
measured vacuum decay is the correct figure of the tightness of only the primary
Method for Checking the Effectiveness of the Barriers a) The pressure of the secondary space is reduced to 200 mbarA, membrane.
while the primary space is maintained at a slight vacuum.
Primary Membrane (i.e. –100 mbar)
! Caution
Changes in temperature or barometric pressure can produce differentials far in
Since each primary insulated space is provided with a permanently installed gas Under these conditions, the secondary membrane is submitted by one side to the excess of 30 mbar in the insulation spaces which are shut in. With the cargo
detection system capable of measuring gas concentration at intervals not atmospheric pressure existing inside the primary space, by the other to the system out of service and during inerting, always maintain the primary insulation
exceeding thirty minutes, any gas concentration in excess, with regard to the reduced pressure existing inside the secondary space. space pressure at or below tank pressure and always maintain the secondary
steady rates, would be the indication of primary membrane damage. It results
insulation space pressure at or below the primary insulation space pressure.
that each primary membrane is, in terms of tightness, continuously monitored b) The vacuum decay is carried out on this space only by the method Severe damage to the membranes may occur if the differentials exceed 30 mbar.
and a special test would not be required to check its effectiveness. However that described in secondary membrane testing b), c) and d).
may be, each primary membrane can be tested according to the method described
below for the secondary membrane. In spite of the precautions taken for providing against leaks of the equipment, it
is important to check whether the vacuum decay of the secondary barrier space
Secondary Membrane (DPs) corresponds with a pressure reduction of the primary space (DPp).
If this is not the case, there may be an external leak which must be located and
In order to check its effectiveness, the secondary (or primary) membrane is rectified before another test is conducted.
submitted to a global tightness test, which is the reiteration of the equivalent test
carried out during the cargo containment building. When comparing (DPp) and (DPs), it is necessary to take into account the
primary and secondary space volumes as shown in the equation below:
Procedure
∆Ρxes
a) Reduce the insulated space pressure at the back of the membrane ∆Ρρ =
to be tested to 200 mbarA. ep
b) After a stabilising period of about 8 hours, record by means of an Where (es) and (ep) represents the thickness of the secondary and primary spaces.
accurate measuring device, the vacuum decay over the next 24
hour period.
c) From the results obtained, the selection of the 10 hours continuous

period during which the temperature variations of the
compartments surrounding the tested membrane are minimum.
d) The allowable limit for vacuum decay of the space is given by the
equation:
3-1 Part 3 Cargo Operations

Illustration 3.2.1a Insulation Space Inerting

Evacuation of Insulation Space's (First Step)
From 2nd INSUL. PRESS. MAIN

From ENGINE ROOM From Pri. INSUL. PRESS. MAIN
From LN2 LINE

LNG VAP.
To CARGO LINES 2ND INSULATION
CN582 PRIMARY INSULATION
To NO.4 VENT MAST
NO.2 CN587
VACUUM PUMP
NO.1 CN585
VACUUM PUMP
From
ENGINE ROOM
CN274
CN374
CN174
CN474
CN475
CN279 CN282
CN375
CN275
CN175
CN276
CN283
CN284
CN277
CN280
CN278
CN281
CN285
CN581
CN683
CN472 CN372 CN272 CN172

LNG VAP.
CN471 CN371 CN271 CN171
CN574
CN573
CN580
CN577

CN572
CN579
CN576
CN571
CN578
CN575
VACUUM
COMPRESSOR ROOM
PUMP

3.2 Post Dry Dock Operation Operating Procedure General notes on the vacuum pumps:
3.2.1 Insulation Space Inerting All valves are assumed shut. (See Illustration 3.2.1a) - Ensure that auxiliary fresh water for auxiliary fresh water cooler is
available and on.
1. First Step: Evacuation of Insulation Space a) Isolate any pressure gauge, transducer or instrument which could
be damaged by the vacuum and install temporary manometers to - Ensure that the LO tank is full and the power supply to the pumps is
allow pressures in the insulation spaces to be monitored. available.
! Caution
To avoid major damage to the secondary barrier, never evacuate a primary b) On each tank, open valves CN474, 374, 274, 174 connecting the - Ensure that the bulkhead seal system is full.
insulation space whilst leaving the associated secondary space under pressure pressurisation header with the feeder columns of the secondary
and never fill a secondary space whilst the primary space is under a vacuum. insulation spaces. - Ensure that the pump is free to rotate.
Prior to putting a cargo tank into service initially, or after dry docking, it is c) In the compressor room, open valve CN582 and valves CN587, - Ensure that LO is feeding the lubrication points.
necessary to replace the ambient humid air in the insulation space with dry 585 to the suction of the vacuum pumps.
nitrogen. - Close the pump drains.
d) Prepare the vacuum pumps for use.
This is done by evacuating the insulation spaces with the vacuum pumps and
refilling them with nitrogen. The procedure is repeated until the oxygen content e) Start both vacuum pumps.
is reduced to less than 2%.
f) Monitor the secondary insulation space’s pressure; when it has
Evacuation of all the insulation spaces takes approximately 8 hours. Three cycles been reduced to 200 mbarA, in all the spaces, stop the pumps.
are usually necessary to reduce the oxygen to less than 2% by volume.
g) Close valves CN474, 374, 274, 174 on the trunk deck.
! Caution
Changes in temperature or barometric pressure can produce differentials far in h) On each tank, open valves CN475, 375, 275, 175 connected to the
excess of 30 mbar in insulation spaces which are shut in. With the cargo system pressurisation header with the aft transverse of the primary
out of service and during inerting, always maintain the secondary insulation insulation spaces.
space pressure at or below the primary insulation space pressure. Severe damage
to the membranes will result if the differentials exceed 30 mbar. i) Open valve CN581, the vacuum pump’s suction from the primary
pressurisation header.
Before refilling with nitrogen, the insulation spaces are evacuated to 200 mbar
absolute pressure. The evacuation of the insulation spaces is also used in order to j) Start both vacuum pumps.
check the integrity of the barriers during periodical test.
k) Monitor the primary insulation spaces, pressure; when it has been
To avoid possible damage to the secondary membrane, the secondary insulation reduced to 200 mbarA, in all the spaces, stop the pumps.
spaces must be evacuated before the primary insulation spaces. The pipe work at
the vacuum pump’s suction has been designed to ensure that the evacuation of l) Close valves CN475, 375, 275, 175 on trunk deck.
the primary spaces cannot take place without having first evacuated the
secondary spaces, or ensuring that they will be both evacuated simultaneously. m) Close valves CN582, 581 and valves CN587, 585 at the pumps’
suction.
Two electrically driven vacuum pumps, cooled by fresh water, are installed in
the cargo compressor room. They draw from the pressurisation headers and n) Stop the vacuum pumps.
discharge to the vent riser No.4.
During the evacuation of the insulation spaces, the tightness of the primary and
secondary insulation spaces relief valves has to be confirmed and if suspected of
leaking, blanked until the operation is completed. Blanks must be clearly marked
and notices posted.

Illustration 3.2.1b Filling from Ship's Nitrogen Supply (Second Step)

From LN2 LINE

LNG VAP.
To CARGO LINES
2ND INSULATION
CN582 PRIMARY INSULATION
To NO.4 VENT MAST
NO.2 CN587
VACUUM PUMP
NO.1 CN585
VACUUM PUMP
From
ENGINE ROOM
CN274
CN374
CN174
CN474
CN475
CN279 CN282
CN375
CN275
CN175
CN276
CN283
CN284
CN277
CN280
CN278
CN281
CN285
CN581
CN683
CN472 CN372 CN272 CN172

LNG VAP.
CN471 CN371 CN271 CN171
CN574
CN573
CN580
CN577

CN572
CN579
CN576
CN571
CN578
CN575
VACUUM
COMPRESSOR ROOM
PUMP

2. Second Step: Initial Filling with Nitrogen Operating Procedure for the Completion of the Nitrogen Filling a) Adjust the set point of the nitrogen supply regulating valve CN579
(See Illustration 3.2.1b) to the secondary header at 2 mbar, and the regulating valve CN576
a) The final filling of the insulation spaces, up to 2 mbar is carried out to the primary header at 2 mbar.
After evacuation, the next step consists of filling the insulation spaces with at reduced flow rate. Three cycles are usually necessary.
nitrogen. The cycle is repeated until the oxygen content in the spaces is less b) At the forward part of the trunk deck, ensure that the valves
than 2%. b) After the final filling, check the oxygen content in all the spaces. If CN276, 278, 283, 285 are open.
it is higher than 2%, repeat inerting operation. There is also the
Procedure for Initial Filling with Nitrogen possibility to check the O2 content at the vacuum pump discharge. c) Adjust the set point of the nitrogen exhaust regulating valve
CN277 (primary) at 4 mbar and regulating valve CN284
Liquid N2 is supplied from shore to the liquid manifold where it passes to the c) Do not shut down the LNG vaporizer until it has been warmed (secondary) at 4 mbar.
stripping/spray header via the appropriate ESDS liquid valve. It is then fed to through to the ambient temperature.
the LNG vaporizer and N2 gas produced is passed at +20°C to the each There is a standby exhaust regulating valve CN280, which can be connected to
insulation spaces. ! Caution either the primary or secondary system in the event of failure of one of the
Changes in temperature or barometric pressure can produce differentials far in master regulating valves.
At this stage, ship’s N2 generators are not used due to required capacity for initial excess of 30 mbar in the insulation spaces which are shut in. With the cargo
filling. system out of service and during inerting, always maintain the primary insulation The nitrogen supply to the insulation spaces has a standby regulating valve
space pressure at, or below, tank pressure and always maintain the secondary CN572, which can be connected to either the primary or secondary system in the
It is assumed, though unlikely, that all valves are closed prior to use. insulation space pressure at or below the primary insulation space pressure. event of failure of one of the master regulating valves.
Operating Procedure for Normal Inerting In the event of cargo gas leakage into insulation spaces, this can be swept with a
a) Install the spool piece on LNG vaporizer outlet to insulation spaces. continuous feed of nitrogen by opening the exhaust from the space, allowing a
The primary and secondary insulation spaces are filled with dry nitrogen gas controlled purge. Close monitoring of the gas analyser on this space will be
b) Prepare the LNG vaporizer for use. which is automatically maintained by alternate relief and make-up as the necessary during purging.
atmospheric pressure or the temperature rises and falls, under a pressure of
c) Adjust set point of the temperature control valve to +20°C. between 2 mbar and 4 mbar above atmospheric. In cases where other consumers reduce the availability of nitrogen for the
insulation spaces, the pressure may temporarily fall below the atmospheric
d) Open valves related from liquid manifold to be use to LNG The nitrogen provides a dry and inert medium for the following purposes: pressure.
vaporizer through stripping/spray header and carry out line
cooldown operation. For safety reasons, ensure that the hull water To prevent formation of a flammable mixture in the event of an LNG leak This condition is not critical insofar as the differential pressure (Ps - Pp) between
curtain on the connected side is in operation. To permit easy detection of an LNG leak through a barrier the secondary spaces pressure (Ps) and the primary space pressure (Pp) does not
To prevent corrosion exceed 30 mbar.
e) Open the isolation valves CN278, 276, 285, 283 for the insulation (Ps - Pp) < 30 mbar
exhaust control system. Nitrogen, produced by the two N2 generators and stored in a pressurised buffer
tank of 26 m3, is supplied to the pressurisation headers through make-up Warning
f) Crack open the primary space supply valves CN475, 375, 275, 175 regulating valves located in the cargo compressor room. From the headers, When the depression in the primary insulation spaces, relative to the secondary
on each tank. branches are led to the primary and secondary insulation spaces of each tank. insulation spaces, reaches 30 mbar, the two insulation spaces shall be
Excess nitrogen from the insulation spaces is vented to mast No.2, through the immediately inter-connected - which will involve a manual operation.
g) Adjust the opening of the primary space supply valves for exhaust regulating valves.
balancing the pressure rise in all the spaces. During filling, always When put in communication, and therefore subjected to the same nitrogen
maintain the pressure in the primary space 100 mbar above the Both primary and secondary insulation spaces of each tank are provided with a pressure, the primary and secondary insulation spaces can withstand a large
secondary space. pair of pressure relief valves which open at a pressure, sensed in each space, of depressurisation without any damage.
10 mbar above atmospheric. A manual bypass with a cut out valve and a ball
h) When the pressure in the primary spaces reaches 300 mbarA (100 valve is provided from the primary space to the N2 vent mast for local venting It should be noted that, even with the tanks fully loaded, a pressure lower than
mbar above the pressure in the secondary spaces), crack open the and sweeping of a space if required. atmospheric pressure in the primary insulation spaces is not harmful to the
secondary space supply valves CN474, 374, 274, 174 on each tank. primary membrane. In this respect, it should be noted that this membrane is
Adjust the opening of these valves for balancing the pressure rise The nitrogen production plant is maintained in an automatic mode. One nitrogen subjected to a –800 mbar vacuum pressure - both during global testing at the
in all the spaces. generator is able to maintain normal demands on the system. When a high construction stage and also for the insulation spaces’ cycles purging.
nitrogen demand is detected, the second unit will start automatically (See section
i) Set the opening of the control valves CN277, 284 at 4 mbar. 1.9).

Illustration 3.2.2a Drying Cargo Tanks
CG514
CG002
CG513
CG515
CG524 CG516
CG510
CG509
CG525 CG523 CG511
FROM E/R
No.2 B.O/W.UP
HEATER
CG526 CG522 CG512
IG021 IG020 IG022 CG527
CG519
CG506
DRY AIR LINE
CG505
CG521 CG507
HEATER
CG405 CG520 CG518 CG517 CG508
No.2 LOW DUTY COMP.
HUMID AIR LINE
CS506 CG502 CG501
CG503
CS505
CG532 CG504
No.1 LOW DUTY COMP.
FORCING VAP.
CS504
CS503 CN683
DEMISTER
CG530
TO INS.PRESS.
LNG VAPORIZER
CS501 CS502
CG528
CS003
GAS MAIN
VAPOUR MAIN
CS004 CS002 CS001

LIQUID MAIN
CF401 CF301 CF201 CF101
CF402 CF302 CF202 CF102

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

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

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

the No.1 vent mast. Eventually, tank pressure is controlled via the
regulating valve CG106, set at 100 mbar by the inching control,
manually set on the IAS.
g) Start the dry air production. When dew point is -45°C, open the
valve IG022 upstream of the two non-return valves on the dry
air/inert gas discharge line.

Illustration 3.2.3a Inerting Cargo Tanks
CG514
CG002
CG513
CG515
CG524 CG516
CG510
CG509
CG525 CG523 CG511
FROM E/R
No.2 B.O/W.UP
HEATER
CG526 CG522 CG512
IG021 IG020 IG022 CG527
CG519
CG506
DRY AIR LINE
CG505
CG521 CG507
HEATER
CG405 CG520 CG518 CG517 CG508 CG503
No.2 LOW DUTY COMP.
HUMID AIR LINE
CS506 CG502
CG501
CG503
CS505
CG532 CG504
No.1 LOW DUTY COMP.
FORCING VAP.
CS504
CS503 CN683
DEMISTER
CG530
TO INS.PRESS.
LNG VAPORIZER
CS501 CS502
CG528
CS003
GAS MAIN
VAPOUR MAIN
CS004 CS002 CS001

LIQUID MAIN
CF401 CF301 CF201 CF101
CF402 CF302 CF202 CF102

3.2.3 Inerting Cargo Tanks j) When the inerting of the tanks, lines and equipment is completed,
(See Illustration 3.2.3a) set the regulating valve CG106 to 150 mbar in order to pressurise
all the tanks to this pressure.
Inert gas, with an oxygen content of less than 1% and a dew point of -45°C, is
produced by the IGG with a flow rate of 14,000 Nm3/h. The inert gas is primarily k) When the operation is completed, stop the supply of inert gas and
nitrogen and carbon dioxide, containing less than 1% oxygen with a dew point of close valves IG022 and CG527, CL602, CL410, CL310, CL210,
-40°C or below. CL110, CL400, CL300, CL200 and CL100 and close the blind
flange valve.
Emergency pump wells have to be inerted with nitrogen before inerting the cargo
tanks. Note !
Until the ship is ready to load LNG for gas filling, the tanks may be maintained
Warning under inert gas as long as necessary. If required, pressurise the tanks to 20 mbar
Inert gas from this generator and pure nitrogen will not sustain life. Great care above atmospheric pressure and, to reduce leakage, isolate all the valves at the
must be exercised to ensure the safety of all personnel involved with any forward venting system.
operation using inert gas of any description in order to avoid asphyxiation due to
oxygen depletion. Air is purged and replaced by inert gas to attain O2 content less than 2% by the
volume and dew point lower than -40 °C. This operation will be completed in 20
a) Prepare the IGG for use in the inert gas mode. hours.
b) Open the blind flange valve to connect the inert gas/dry air feeder Warning
line to the liquid header. All pump discharge valves must not be opened in order to protect the high speed
revolution without the lubricant.
c) Open the valves CG527, CL602, CL410, CL310, CL210 and
CL110 to supply inert gas air to the liquid header.
d) Open tank filling valves CL400, CL300, CL200 and CL100.
e) Open tank vapour valves CG401, CG301, CG201 and CG101.
f) Open CG107, CG402, CG302, CG202 and CG102 to vent through

the No.1 vent mast. Eventually, tank pressure is controlled via the
regulating valve CG106 set at 100 mbar by inching control,
manually set on the IAS.
g) Start the inert gas production. When oxygen content is less than
2% and dew point is -45°C, open valve IG022 upstream of the two
non-return valves on the inert gas discharge line.
h) By sampling at the vapour dome, check the atmosphere of each

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

Illustration 3.2.4a Gassing-up Cargo Tanks (Stage-1)
CG514
CG002
CG513
CG515
CG524 CG516
CG510
CG509
CG525 CG523 CG511
No.2 B.O/W.UP
FROM E/R HEATER
CG526 CG522 CG512
IG021 IG020 IG022 CG527
CG519
CG506
LNG LIQUID LINE
CG505
CG521 CG507
HEATER
CG405 CG520 CG518 CG517 CG508
No.2 LOW DUTY COMP. LNG VAPOUR LINE
CS506 CG502
CG501
CG503
CS505
CG532 CG504
FORCING VAP.
No.1 LOW DUTY COMP. LNG MIXTURE AND INERT GAS LINE
CS504
CS503 CN683
DEMISTER
CG530
TO INS.PRESS.
LNG VAPORIZER
CS501 CS502
CG528
CS003
GAS MAIN
VAPOUR MAIN
CS004 CS002 CS001

LIQUID MAIN
CF401 CF301 CF201 CF101
CF402 CF302 CF202 CF102
3 - 10 Part 3 Cargo Operations

3.2.4 Gassing-up Cargo Tanks There are exceptional cases where it may be necessary to undertake the purging m) Using the IAS, open the individual tank loading valves.
of one or more tanks at sea using LNG liquid already on board. In this case the
Introduction liquid will be supplied to the LNG vaporizer via the stripping/spray header using No.1 Tank CL100 CL110
the stripping/spray pump of a cargo tank containing LNG liquid. Due to local No.2 Tank CL200 CL210
After lay up or dry dock, the cargo tanks are filled with inert gas or nitrogen. If regulations on venting methane gas to the atmosphere, some port authorities may No.3 Tank CL300 CL310
the purging has been done with inert gas, the cargo tanks have to be purged and require the entire operation to be carried out with the exhaust gases being No.4 Tank CL400 CL410
cooled down when the vessel arrives at the loading terminal. This is because, returned to shore facilities.
unlike nitrogen, inert gas contains 15% carbon dioxide (CO2), which will freeze n) Using the IAS, open CL803, the liquid manifold valve on the port side,
at around -60°C and produces a white powder which can block valves, filters and Operating Procedures to Purge the Cargo Tanks with LNG Vapour and request the terminal to commence supply of LNG liquid to the ship
nozzles. at a constant pressure of 2 bar.
1. Stage One
During purging, the inert gas in the cargo tanks is replaced with warm LNG (See Illustration 3.2.4a) o) Adjust No.1 vent mast pressure with CG106 at 230 mbar or as required.
vapour. This is done to remove any freezable gases such as carbon dioxide, and
to complete the drying of the tanks. It is assumed, though unlikely, that all valves are closed prior to use. b) Monitor the inert exhausting gas at each liquid dome (use the mid cargo
tank sample cock initially, followed by the sample cock at the top of
Description a) Install the following spool pieces: the loading line). Also monitor the inert exhausted gas at No.1 vent
Liquid header to compressors (only if compressors are required) mast, using the sample cock.
LNG liquid is supplied from the terminal to the liquid manifold where it passes liquid header to No.1 vent mast.
to the stripping/spray header via the appropriate ESDS liquid valve. It is then fed c) When 5% methane, (or the quantity the port authority will allow) is
to the LNG vaporizer and the LNG vapour produced is passed at +20°C to the b) Prepare the LNG vaporizer for use. detected at No.1 vent mast and each vapour dome, request permission
vapour header and into each tank via the vapour domes. from the terminal personnel to direct exhaust gas to the terminal
c) Adjust the set point of the temperature control valve to +20°C. facilities.
At the start of the operation to fill the cargo tanks, the piping system and LNG
vaporizer are vapour locked. The stripping/spray header can be purged into the d) Using the IAS, adjust the set point of the pressure control valve CG106 d) Remove spool piece installed between CL107 and CG106.
cargo tanks via the vapour dome through the arrangement of spray valves to 60 mbar (or required value) by using the inching control (remote
containing the control valve until liquid reaches the LNG vaporizer. The LNG manual). 2. Natural Gas Total Required
vapour is lighter than the inert gas, which allows the inert gases in the cargo
tanks to be exhausted up the tank filling line to the liquid header. The inert gas e) At No.1 vent mast, open valve CL107. 1.8 x 138,034 m3 (100% of Total Volume) = 248,452 m3 OF NG
then vents to the atmosphere via the No.1 vent mast.
f) Open valve CS003, the stripping/spray header crossover valve to the 3. Required LNG
When 5% methane (the percentage figure will be specified by the particular port manifold.
authority) is detected at No.1 vent mast riser, the exhaust gas is directed ashore LNG Total Requirement = 1.8 . V(100 %) . ρ NG
via the HD compressors by pass line, or to the boilers through the gas burning g) Open valves CS004 and CS601 on the stripping/spray header to enable = 1.8 x 138,029 x 0.8120
line. supply to reach the LNG vaporizer. = 201,743.2 kg
= 430.2 m3 of LNG
This operation can be done without the compressors, subject to existing back h) Open valve CS501, the inlet valve to the LNG vaporizer. (Density ρ NG = 0.8120 kg/m3 AT +20°C and 1,060 mbara)
pressure, or with one or both HD compressors in service. If possible, it is better
not to use compressors to avoid creating turbulence inside the tanks. i) In the cargo machinery room open the outlet from the LNG vaporizer 4. Required Heat Energy at Initial Purging
CG530.
The operation is considered complete when the CH content, as measured at the TK VOLUME REQUIRED REQUIRED REQUIRED HEAT ENERGY
j) Open valves CG528 and CG601 to allow supply to the vapour header. TANK
(m3) NG (m3) LNG (kg) LNG (m3) (MMBTU)
top of the cargo filling pipe, exceeds 98% by volume.
NO. 1 21,941 39493.8 32069.0 68.4 1648.3
k) Open the header valves to the vapour domes.
The target values for N2 gas and inert gas CO2 is equal or less than 1%. These NO. 2 40,423 72761.4 59082.3 126.0 3036.8
values should be matched with the LNG terminal requirements.
No.1 Tank CG102 CG101 NO. 3 40,424 72763.2 59083.7 126.0 3036.9
No.2 Tank CG202 CG201 NO. 4 35,241 63433.8 51508.2 109.8 2647.5
This normally entails approximately 2.0 changes of the volume of the
No.3 Tank CG302 CG301
atmosphere in the cargo tank. TOTAL 138,029 248452.2 201743.2 430.2 10369.6
No.4 Tank CG402 CG401
On completion of purging, the cargo tanks will normally be cooled down. Note
For safety reasons, ensure that the hull water curtain on the connected side is in
operation. 1) LNG Density : 469.0 kg/m3
2) LNG Heating Value : 51.400 MMBTU / ton
l) Open CS808 (if using the after liquid manifold on the port side), the
isolating valve to the stripping/spray line.

Illustration 3.2.4b Gassing-up Cargo Tanks (Stage-2)
CG514
CG002
CG513
CG515
CG524 CG516
CG510
CG509
CG525 CG523 CG511
No.2 B.O/W.UP
FROM E/R HEATER
CG526 CG522 CG512
IG021 IG020 IG022 CG527
CG519
CG506
LNG LIQUID LINE
CG505
CG521 CG507
HEATER
CG405 CG520 CG518 CG517 CG508
CS506 CG502
CG501
CG503
CS505
CG532 CG504
FORCING VAP.
No.1 LOW DUTY COMP. LNG MIXTURE AND INERT GAS LINE
CS504
CS503 CN683
DEMISTER
CG530
TO INS.PRESS.
LNG VAPORIZER
CS501 CS502
CG528
CS003
GAS MAIN
VAPOUR MAIN
CS004 CS002 CS001

LIQUID MAIN
CF401 CF301 CF201 CF101
CF402 CF302 CF202 CF102

2. Stage Two If the pressure decreases, reduce the flow through the HD compressors by g) Do not shut down the LNG vaporizer until it has been warmed
(See Illustration 3.2.4b) adjusting the set point of both HD compressor’s flow rate. Alternatively, shut through to the ambient temperature.
down one of the compressors as necessary, or request the terminal to increase the
Inert gas condition CO2 : equal to or less than 1%. LNG liquid supply to the LNG vaporizer. But normally HD compressors may h) Remove and spool pieces after purging with nitrogen and testing
Nitrogen gas condition N2 : equal to or less than 1%. not be used. the gas content.
When 5% CH content (or the quantity of port authority is allowed) is detected at When the cargo tank CH content reaches 98%, throttle in the individual tank i) Prepare the cargo system for cool down.
No.1 vent mast and each vapor dome, request permission from the terminal loading valve until it is only just cracked open.
personnel to direct exhaust gas to the terminal facilities as flare stack.
During the change of atmosphere, purge the following sections for about 5
Normally HD compressor shall not be used to avoid creating turbulence inside minutes each:
the tanks. Cargo tank pressure shall not be maintained in steady condition due to
back pressure from shore side, then HD compressor shall be used for the a) All sections of the stripping/spray header and tank connections, via
operation. the valves at each vapour dome:
a) Prepare both HD compressors for use. No.1 Tank CS105, 106, 107
No.2 Tank CS205, 206, 207
b) Install the spool piece connecting the liquid line to the suction for
the HD compressors. No.3 Tank CS305, 306, 307
No.4 Tank CS405, 406, 407
c) Adjust the set point of both HD compressor’s flow control.
b) Purge manual and ESD valves. The manifold bypass valves are not
d) On the HD compressors open the following valves: in use.
CG509 inlet to No.1 HD compressor The operation is considered complete when all four cargo tanks have at least an
98% CH content and the acceptable CO2 content and/or N2 content as requested
CG511 outlet from No.1 HD compressor by the terminal.
CG513 inlet to No.2 HD compressor
c) Purge the following lines and equipment for five minutes each:
CG515 outlet from No.2 HD compressor
e) Open the following valves: i) No.1 and 2 boil-off/warm-up heater, forcing vaporizer,
CL602, liquid header vapour supply to the HD compressors venting via the sampling cocks.
CG002, compressor supply to the manifold
ii) HD and LD compressors with the compressor inlet and outlet
f) Open the vapour manifold valve CG801 (port side). This will valves. Make sure to thoroughly purge each compressor in
enable a free flow of gas to the terminal and is a check that the turn.
pipeline layout on board has been arranged correctly.
iii) Vapour crossover and manifolds CG702 and CG802, venting
g) Once the flow to the terminal has been established, close valve through the manifold flanges CG701 and CG801.
CL107 at No.1 vent mast. Using the IAS, adjust the set point of
No.1 mast riser control valve CG106 to the required value (for iv) Cargo pump lines, stripping/spray pump lines and emergency
example 230 mbar, so that this valve will remain closed during cargo pump well via the appropriate line valve and purge
normal running of the compressors, but would act in a safety sample point.
capacity if necessary), and open CG107.
v) Extremities of vapour header via sample points.
h) If the tank pressure increases too much, using the IAS start one or
both of the compressors as necessary. d) Request the terminal to stop the supply of LNG liquid.
i) Using the IAS, monitor the pressure inside the tanks. e) Stop both HD compressors, if operated.
If the pressure increases, request the terminal to reduce the supply of LNG, or f) Close CS808, the isolating line to the stripping/spray lines.
increase the flow through the HD compressor by adjusting the set point on both
HD compressor flow rate to be controlled by IGV adjusting.

Illustration 3.2.5a Cooling Down Cargo Tanks
CG514
CG002
CG513
CG515
CG524 CG516
CG510
CG509
CG525 CG523 CG511
No.2 B.O/W.UP
FROM E/R HEATER
CG526 CG522 CG512
IG021 IG020 IG022 CG527
CG519
CG506
LNG LIQUID LINE
CG505
CG521 CG507
HEATER
CG405 CG520 CG518 CG517 CG508
CS506 CG502
CG501
CG503
CS505
CG532 CG504
No.1 LOW DUTY COMP.
FORCING VAP.
CS504
CS503 CN683
DEMISTER
CG530
TO INS.PRESS.
LNG VAPORIZER
CS501 CS502
CG528
CS003
GAS MAIN
VAPOUR MAIN
CS004 CS002 CS001

LIQUID MAIN
CF401 CF301 CF201 CF101
CF402 CF302 CF202 CF102

3.2.5 Cooling Down Cargo Tanks Cooling down the cargo tanks from +40°C to -130°C, over a period of 10 hours e) Open CS808 to supply LNG from the liquid manifold.
will require a total of about 800 m3 of LNG to be vaporized. Cooldown rate in
Introduction the cargo tank and insulation spaces is depended on amount of spraying LNG. f) At each vapour dome open the spray valves CS105, 106, 107, 205,
As typical data taken at gas trial for the vessel refer to attached chart. 206, 207, 305, 306, 307, 405, 406, 407.
Arriving at the loading terminal to load the first cargo after refit, or when repairs
require the vessel to be gas free, the cargo tanks will be inert and at ambient Preparation for Tank Cool Down g) Open vapour valves CG101, 102, 201, 202, 301, 302, 401, 402 on
temperature. After the cargo system has been purge-dried and gassed up, the each tank.
headers and tanks must be cooled down before loading can commence. The cool Place in service the heating system for the cofferdams.
down operation follows immediately after the completion of gas filling, using h) At No.1 vent mast, open CG106. Set pressure control valve CG106
LNG supplied from the terminal. a) Prepare the records for the tank, secondary barrier and hull at 200 mbar to avoid venting except for safety.
temperatures.
The rate of cool down is limited for the following reasons: i) Open the HD compressor’s suction discharge valves CG509, 511,
b) Check that the nitrogen pressurisation system for the insulation 513, 515.
To avoid excessive pump tower stress. spaces is in automatic operation and lined up to supply the additional
nitrogen necessary to compensate for the contraction from cooling of j) Open the HD compressor’s suction from the vapour header CG603
Vapour generation must remain within the capabilities of the HD compressors to the tanks. Prior to the cooling down, the nitrogen pressure inside the and discharge valve CG002 to the vapour manifold.
maintain the cargo tanks at a pressure of 70 mbar (about 1083 mbarA). primary insulation spaces will be raised to 6 mbar. Pressurise the
buffer tank at maximum pressure. k) Open vapour manifold valve CG801.
To remain within the capacity of the nitrogen system to maintain the primary and
secondary insulation spaces at the required pressures. c) Check that the gas detection system is in normal operation. l) When shore is ready to supply LNG, open ESDS valve CL803.
Unlike rigid cargo tank designs, vertical thermal gradients in the tank walls are d) Prepare the nitrogen generators for use. m) After cooling down the lines, request the terminal to supply a
not a significant limitation on the rate of cool down. pressure of 2 bar at the ship’s rail. Monitor the tank’s pressure and
e) Prepare both HD compressors for use. the cooling down rate.
LNG is supplied from the terminal to the manifold cool down line and from there
directly to the spray header which is open to the cargo tanks. Once the cargo tank Operating Procedure - Gas Return Through Vapour Header n) Adjust the flow to the spray bars in order to obtain an average
cool down is nearing completion, the liquid manifold cross-overs, liquid header (See Illustration 3.2.5a) temperature fall of 20°C per hour in the first five hours and then
and loading lines are cooled down. 10/15°C per hour thereafter.
Assume that the ship is ready to prepare for cool down after the completion of
Cool down of the cargo tanks is considered complete when the mean temperature gas filling. o) Start one HD compressor (or both as necessary) in order to
except two(2) top sensors in each tank indicate temperatures of -130°C or lower. maintain the tank pressure at about 100 mbar.
When these temperatures have been reached, and the CTS registers the presence As reported by several ship operators, it seems accepted that the vapour return
of liquid, bulk loading can begin. (GTT defined that target LNG loading is through the liquid header instead of the vapour header, makes the cool down p) Check the nitrogen pressure inside the insulation spaces. If it has a
possible when mean temperature of cargo tank is lower than –80°C.) But GTT operation more efficient and prevents liquid droplets in the vapour stream. tendency to fall, reduce the cooling down rate.
recommended to carry out cooldown operation of cargo tank to -130°C as per Alternatively, the procedure for cooling down cargo tanks with gas return via the
LNG terminal requirement. vapour header is as follows: In cases where other consumers reduce the availability of nitrogen for the
insulated spaces, the pressure may temporarily fall below atmospheric pressure.
Vapour generated during the cool down of the tanks is returned to the terminal a) Arrange the nitrogen piping to preferentially feed the primary This condition is not critical insofar as the differential (Ps-Pp) between the
via the HD compressors (or free flow) and the vapour manifold, as in the normal insulation spaces. secondary space pressure (Ps) and the primary space pressure (Pp) does not
manner for loading. exceed 30 mbar.
b) Adjust the set point of the nitrogen supply regulating valves (Ps - Pp ≤ 30 mbar)
During cool down, nitrogen flow to the primary and secondary spaces will CN576, and CN579 at 2 mbar.
significantly increase. It is essential that the rate of cool down is controlled so q) When the average of the temperatures shown by the sensors
that it remains within the limits of the nitrogen system to maintain the primary c) Adjust the set point of the nitrogen exhaust regulating valves installed on the pump towers is -130°C, request the terminal to
and secondary insulation space pressures between 2 mbar and 4 mbar. CN277 and CN284 at 4 mbar. stop LNG supply, and close CL803. The other valves should
remain open until the lines have warmed up.
Once cool down is completed and the build up to bulk loading has commenced, d) Open valve CS003 connecting the stripping/spray header with the
the tank membrane will be at, or near to, liquid cargo temperature and it will take forward manifold and CS004, 002 and 001 on the stripping/spray r) Stop the compressor(s) if loading does not take place after cool
some hours to establish fully cooled down temperature gradients through the header. down.
insulation. Consequently boil-off from the cargo will be higher than normal.

Illustration 3.3.1a Cooling Down Tanks Prior to Arrival
CG514
CG002
CG513
CG515
CG524 CG516
CG510
CG509
CG525 CG523 CG511
No.2 B.O/W.UP
FROM E/R HEATER
CG526 CG522 CG512
IG021 IG020 IG022 CG527
CG519
CG506
LNG LIQUID LINE
CG505
CG521 CG507
HEATER
CG405 CG520 CG518 CG517 CG508
No.2 LOW DUTY COMP.
CS506 CG502
CG501
CG503
CS505
CG532 CG504
No.1 LOW DUTY COMP.
FORCING VAP.
CS504
CS503 CN683
DEMISTER
CG530
TO INS.PRESS.
LNG VAPORIZER
CS501 CS502
CG528
CS003
GAS MAIN
VAPOUR MAIN
CS004 CS002 CS001

LIQUID MAIN
CF401 CF301 CF201 CF101
CF402 CF302 CF202 CF102

3.3 Ballast Passage 2. Three methods of cooling down are possible, and the one selected If a long delay at the loading port is experienced, the remaining heel will slowly
will depend on the operating conditions of the ship. boil-off and the gas available for burning will reduce. Therefore, care must be
A characteristic of the cargo tanks of the Gas Transport membrane type is that as taken to stop gas burning as the tank system pressures continue to drop as the
long as some quantity of LNG remains at the bottom of the tanks, the a) Cool down the tanks with LNG supplied from shore. temperature rises. The degree of natural warm-up will depend on the time factor,
temperature at the top will remain below -50°C. voyage and weather conditions.
b) Cool down the tanks just before arrival at the loading terminal.
However, if the ballast voyage is too long, the lighter fractions of the liquid will At the previous cargo discharge, a LNG heel is retained in one After refit, the first ballast voyage will have to be made using fuel oil only.
evaporate. Eventually most of the methane disappears and the liquid remaining of the tanks, provided that the heel does not exceed 10% of the
in the tanks at the end of the voyage is almost all LPG with a high temperature tank length (see sloshing). On top of the quantity to be sprayed, Due to the different calorific values of fuel oil and gas, engine power will require
and a very high specific gravity, which precludes pumping. Thus operator the amount of the LNG heel to be retained will be calculated controlling to prevent overloading the boilers.
should consider heel ageing for coolant when ballast voyage is too long. by assuming a boil-off equivalent of 45% of the boil-off under
laden conditions. Note !
Due to the properties of the materials and to the design of the membrane cargo The pressure in the insulation spaces shall be maintained between 2 mbar and 4
containment, cooling down prior to loading is, theoretically, not required for the c) Maintain the cargo tanks at cold during the ballast voyage by mbar as per GTT recommendation.
tanks. However, to reduce the generation of vapour and to prevent any thermal periodically spraying the LNG so that the average temperature
shock on the heavy structures, e.g. the pump tower, loading takes place when the inside the tanks does not exceed -130°C. As before, a LNG y N2 Supply regulating valve:
tanks are in a ‘cold state’. heel is kept in one of the tanks, provided that the level does Open the valve at 2 mbar
not exceed 10% of the tank length (see sloshing). On top of Close the valve at 3 mbar
Cold Maintenance During Ballast Voyage the quantity to be sprayed, the amount of the LNG heel that
needs to be retained will be calculated by assuming a boil-off y N2 Exhaust regulating valve:
Different methods are used to maintain the cargo tanks cold during ballast equivalent of 45% of the boil-off under laden conditions and Open the valve at 4 mbar
voyages: heel ageing in long ballast voyage case. Close the valve at 3 mbar
1. For short voyages a sufficient amount of LNG is retained in each Whichever method is used, cooling down is carried out by spraying LNG inside During cooling down and loading operation, the set point of N2 exhaust
tank at the end of discharge. The level must never be above 10% of the tanks. Each tank is provided with two spray rings, each capable of a same regulating valve may be adjusted to 6 mbar in view of safety margin of operating
the length of the tank and the quantities can be calculated by flow rate. range at lack of N2 supply.
considering a boil-off of approximately 45% of the boil-off rate
under laden voyage condition and the need to arrive at the loading Note!
port with a minimum layer of 10 cm of liquid spread over the It is obvious that this system will generate more boil-off than the first proposed
whole surface of the tank bottom (with the ship even keel). system. The quantity of LNG to be retained on board will have to be calculated
with enough margin to avoid the situation at mid-voyage where the residual is
too heavy for the pump to operate.
LNG terminal requirement
Conservation of bunkers is important; consequently, the cooperation of all
ATR (Arrival Temperature Requirement) members of the management team is essential to ensure as much boil-off gas as
possible is used to supply boiler fuel demand, thus keeping fuel oil consumption
(T 3 + T 4 + T 5 + T 6)  to a minimum.

 ATR = 4  ≤ −130°C
  The LD gas compressor is used for gas burning on the ballast voyage in the same
way as on a loaded voyage, with control of the compressor from vapour header
Additional cool down should be carried out at the LNG terminal, when the cargo pressures (See section 3.5 gas burning operation).
tank temperature is higher than ATR.
Gas burning during ballast passage can be done with gas to boiler on free flow.
The LD compressor need not to be operated.

Illustration 3.3.1b Cooling Down
TYPICAL : CARGO TANK TEMP,VARIATION

FOR TANK COOLDOWN Spray Head Pressure Vs LNG Flow
20.0
60
No.1 TK One Ramp Flow
0.0 No.1 TK All Ramps Flow

13:30 14:30 15:30 16:30 17:30 18:30 19:30 20:00 20:30 21:00 21:30
50 No. 2/3 TK One Ramp Flow
-20.0 No. 2/3 TK All Ramps Flow

T1(TOP)
No.4 TK One Ramp Flow
T2(95%)
-40.0 T3(85%) 40 No.4 TK All Ramps Flow
Spraying LNG Flow (m3/h)

T4(50%)
TEMP(‘C)
T5(25%)
-60.0 T6(BOTTOM)
MEAN TEMP 30
-80.0
20
-100.0
-120.0 10
-140.0
TIME(HOUR) 0
1.4 1.9 2.0 2.1 3.3 3.5 3.7 3.8 3.9 4.7 4.9
Spray Head Pressure (bar)
TYPICAL : INSULATION SPACES TEMP. VARIATION
FOR TANK COOLDOWN
15.0
10.0
TOP(1) F.P.U.C(3)
F.P.U(6) F.P.L(9)
F.C.U(4) F.C.L(8)
5.0
A.S.U.C(2) A.S.U(7)
TEMP (‘C)
A.S.L(10) A.C.M(5)
A.S.B(11) PP.T.S(12)
A.P.B(14) B.C(13)
0.0
13:30 14:30 15:30 16:30 17:30 18:30 19:30 20:00 20:30 21:00 21:30
(5.0)
(10.0)
TIME (HOUR)

3.3.1 Cooling Down Tanks Prior to Arrival h) When all the tanks have attained the required temperature, (ATR: General Assumption
(See Illustration 3.3.1a) Arrival Temperature Requirement) either continue to spray tanks
until required heel is transferred or as follows: Cargo tanks volume : 138,029 m3(100 %)
It is assumed all valves are closed prior to use and heel for cool down has been
retained in No.4 cargo tank. All other tanks have been allowed to warm up due to  (T 3 + T 4 + T 5 + T 6)  Overall cargo tanks area : About 24,448 m2 on primary barrier
the length of the voyage.  ATR = 4  ≤ −130°C
  Insulation thickness : 0.530 m and gtt type no.-96-2 rev. e system
Set the forward mast riser setpoint to 150 mbar and put the LD compressor(s) on
line to supply the engine room with boil-off gas for the boilers. i) Transfer the required amount of heel to each tank. To maintain Over all cargo tanks : 341,584 mj for stabilized gradient across heat
cooldown condition in the tank. energy capacity insulation wall
Check the nitrogen system for high flow operation. Compartments temperature corresponding
j) Open valve CS104, CS204 and CS304 for drain in the line. -162°C inside cargo tanks)
Set supply valve CN976, nitrogen to insulation space header, at 5 bar.
k) On completion of cool down leave the spray header valves open to Individual sprayer : .966 m3/h when fed with fresh water for emani
Confirm the set point of N2 supply regulating valve to 2 mbar. allow the spray line to warm up to the ambient temperature before “whirljet” 3/4” bd 25 type 1.427 m3/h when for fed
closing them. with LNG
Confirm the set point of N2 Exhaust regulating valve to 4 mbar.
Number of sprayer : 14 sprayers x 2 ramps for No.1 cargo tank
a) Open vapour dome outlet valves to the vapour header CG102, 101, Cargo line cooling down : 21 sprayers x 2 ramps for No.2 cargo tank
202, 201, 302, 301, 402 and 401. 21 sprayers x 2 ramps for No.3 cargo tank
Normally cooling down operation for cargo lines on membrane type LNG 19 sprayers x 2 ramps for No.4 cargo tank
b) Open valves on the spray line header CS105, 205, 305, 405, 001, vessel may not be required before alongside of the terminal.
002 and 004. But operator should review “the implementation procedure” agreed Cooldown temperature : Around -130°C at atr position
between the seller and the buyer.
c) Open spray inlet valve to No.4 tank CS406 and 407. ATR position : Average temperature of pump tower excluding
two top sensors.
d) Open spray inlet valves to No.1, 2, and 3 tanks CS107, 207 and
307. LNG density : 469.0 ㎏/m3
e) Start No.4 spray pump and open the spray discharge valve CS401 LNG heating value : 51.400 mmbtu/ton
to allow minimum flow and to cool down the spray header.
Pressure in stripping / spray main line shall be controlled by a
throttling valve CS404. Case 1 : From warm condition to ATR
(Temperature at ATR position is higher than -40°C)
f) Once the cool down of the spray header to No.4 tank is complete,
shut-in on valve CS406 to allow the remainder of the spray line to Cooldown time : About 10 hours
cool down. Keep valve CS407 open other wise.
Total LNG requirements : About 800 m3
Care should be taken to maintain control of vapour pressure by use in the boilers (Including LNG dead heel about 295 m3)
as fuel, or in the case of an emergency, vented to atmosphere via No.1 vent mast.
Case 2 : From cold condition to ATR
g) Once all spray headers are cool, increase flow by adjusting the (Temperature at ATR position is lower than -40°C)
spray pump discharge valve and flow to tanks to maintain an even
cool down and control of vapour pressure. Cooldown time : About 6 hours
Total LNG requirements : About 360 m3

(Including LNG dead heel about 92 m3)

Illustration 3.3.2a Cooling Down One Tank Prior to Arrival on Ballast Voyage
CG514
CG002
CG513
CG515
CG524 CG516
CG510
CG509
CG525 CG523 CG511
No.2 B.O/W.UP
FROM E/R HEATER
CG526 CG522 CG512
IG021 IG020 IG022 CG527
CG519
CG506
LNG LIQUID LINE
CG505
CG521 CG507
HEATER
CG405 CG520 CG518 CG517 CG508
CS506 CG502 CG501
CG503
CS505
CG532 CG504
No.1 LOW DUTY COMP.
FORCING VAP.
CS504
CS503 CN683
DEMISTER
CG530
TO INS.PRESS.
LNG VAPORIZER
CS501 CS502
CG528
CS003
GAS MAIN
VAPOUR MAIN
CS004 CS002 CS001

LIQUID MAIN
CF401 CF301 CF201 CF101
CF402 CF302 CF202 CF102

3.3.2 Spraying During Ballast Voyage Sloshing

From the experience gained on the first LNG ships put into service and from a
It is on of operating scheme during ballast voyage. large number of model tests and computer analyses, Gas Transport have
designed new tanks which are reasonably free from any sloshing risk.
After increasing cargo tank pressure, accumulated gas shall be used as fuel at
night time. The ship’s cargo tanks are designed to limit the impact forces and the safety
margin has been considerably enlarged. However, operators should be always be
But, GT type vessel case, this operation may not be applied. aware of the potential risks to the cargo containment system and also on the tank
equipment due to sloshing.
Assuming a single tank is to be cooled down using heel in that tank.
Precautions to Avoid Damage Due to Sloshing
It is assumed all valves are closed prior to use and it is No.4 tank.
Cargo tank levels:
Set the forward mast riser setpoint to 150 mbar and LD compressor(s) on line to
supply the engine room with boil-off gas for the boilers. The first precaution is to maintain the level of the tanks within the required
limits i.e.:
Check the nitrogen system for high flow operation.
Lower than a level corresponding to 10% of the length of the tank
Set supply valve CN976, nitrogen to insulation space header, at 5 bar.
Or
Confirm the set point of N2 supply regulating valve to 2 mbar.
Higher than a level corresponding to normally 80% of the height of
Confirm the set point of N2 Exhaust regulating valve to 4 mbar the tank.
a) Open vapour dome outlet valves to the vapour header CG102, 101, Ship’s movement:
202, 201, 302, 301, 402 and 401.
The second precaution is to try to limit the ship’s movement, which would
b) Fully open the spray inlet valves to No.4 tank CS406 and 407. generate sloshing in the tanks.
Partially open isolating valve CS405 to the spray line.
The amplitude of sloshing depends on the condition of sea (wave pattern), the
c) Start No.4 spray pump and open the spray discharge valve CS401 trim and the speed of the ship.
to allow minimum flow and to cool down the spray header.
Pressure in stripping / spray main line shall be controlled by
CS404.
d) Once cool down of the spray header to No.4 tank is complete, open
up CS405 and increase the flow rate by adjusting the spray pump
discharge valve to allow an even cool down and control of vapour
pressure.
Care should be taken to maintain control of vapour pressure either by use in the
boilers as fuel, or venting to atmosphere via the forward riser.
e) On completion of cool down leave the spray header valves open to

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

Illustration 3.4.1a Cargo Lines Cool Down
CG514
CG002
CG513
CG515
CG524 CG516
CG510
CG509
CG525 CG523 CG511
No.2 B.O/W.UP
FROM E/R HEATER
CG526 CG522 CG512
IG021 IG020 IG022 CG527
CG519
CG506
LNG LIQUID LINE
CG505
CG521 CG507
HEATER
CG405 CG520 CG518 CG517 CG508
CS506 CG502
CG501
CG503
CS505
CG532 CG504
No.1 LOW DUTY COMP.
FORCING VAP.
CS504
CS503 CN683
DEMISTER
CG530
TO INS.PRESS.
LNG VAPORIZER
CS501 CS502
CG528
CS003
GAS MAIN
VAPOUR MAIN
CS004 CS002 CS001

LIQUID MAIN
CF401 CF301 CF201 CF101
CF402 CF302 CF202 CF102

3.4 Loading The cargo tanks must be maintained in communication with the vapour header 3.4.2 Cargo Lines Cool Down
on deck, with the vapour valve on each tank dome open.
3.4.1 Preparations for Loading Assuming the ship is port side alongside.
The vent mast No.1 is maintained ready during the loading operation, for
It is assumed that all preparatory tests and trials have been carried out as per automatic venting. a) Open valves, CS001, 002, 003, 004, CL410, 310, 210, 110.
section 3.3 on the ballast voyage prior to arrival at the loading terminal.
If the tanks have not been previously cooled down, LNG spraying is carried out. b) On each vapour dome, open the following valves to allow the
All operations for the loading of cargo are controlled and monitored from the supply of LNG to the spray rings: CS105, 106, 107, 205, 206, 207,
ship’s CCR. The loading of LNG cargo and simultaneous de-ballasting are Alongside of Terminal 305, 306, 307, 405, 406 and 407.
carried out in a sequence to satisfy the following:
a) Connect and bolt up the shore ground cable. c) Open the vapour manifold valve CG801.
1. The cargo tanks are filled at a uniform rate.
b) Connect and test the shore communication cable. d) Open manifold valves CL803 and CS808, which will allow liquid
2. List and trim are controlled by the ballast tanks. into the stripping/spray main via crossover valve CS003, if
c) Test the telephone for normal communication with the terminal. necessary for additional cooldown in the tanks.
3. The cargo tanks are to be topped off at the fill heights given by the
loading tables. d) Test the back-up communication arrangements with the terminal. e) Assuming that the aft loading arm is the first to be cooled down:
Crack open the liquid filling valves CL100 and CL400 for tanks
4. During topping off, the ship should have a trim limited 1 m by the e) Change over the blocking switch for the shut down signal from the No.1 and 4.
stern, but if possible kept on an even keel. terminal, from the blocked to the terminal position.
f) Inform the terminal that the ship is ready to receive LNG.
5. During the loading, the ship may be trimmed according with f) Connect the terminal loading arms to the four LNG crossovers and Open the LNG quick closing valve CL804 on the liquid manifold.
terminal maximum draught, in order to assist in emptying the one vapour crossover. This operation is done by the terminal
ballast tanks. personnel. The terminal should be instructed to begin pumping at a slow rate for
approximately 15 minutes, in order to gradually cool down the terminal piping
6. The structural loading and stability, as determined by the loading g) Check that the coupling bolts or QCDC (Quick Connection and and the ship’s headers.
computer, must remain within safe limits. Disconnection) are lubricated and correctly torqued.
g) Open valve CL808.
An officer responsible for the operation must be present in the CCR when cargo h) In the cargo control room (CCR), switch on the cargo tank level
is being transferred. A deck watch is required for routine checking and/or any alarms and level shutdowns which are blocked at sea. Slowly increase the terminal pumping rate until the liquid main and spray
emergency procedures that must be carried out on deck during the operation. headers have cooled down (approximately 15/20 minutes).
i) Switch the independent level alarms from blocked to normal on
During the loading operations, communications must be maintained between the each tank. Note !
ship’s CCR and the terminal: telephone and signals for the automatic actuation In order to avoid the possibility of pipe sections hogging, the liquid header and
of the Emergency Shutdown from or to the ship. j) Switch the derived level alarms from blocked to normal on each crossovers must be cooled down and filled as quickly as possible.
tank.
At all times when the ship is in service with LNG and mainly during loading, the h) Open the filling valves to the tanks CL400, 300, 200, 100 fully.
following are required: k) Verify that alarms for level shut downs blocked are cleared.
On completion of the loading arm’s cool down.
The pressurisation system of the insulation spaces must be in operation with its l) Connect the nitrogen purge hoses to the crossover connections and
automatic pressure controls. purge the air from each loading arm, or using N2 gas from shore. i) Open liquid manifold valves CL807, 805, 806 and the LNG
manifold quick closing valves CL803, 802 and 801.
The secondary Level Indicating system should be maintained ready for operation. m) Pressurise each loading arm with full nitrogen pressure through the
purge valve, and soap test each coupling for tightness. j) Inform the terminal to increase the loading rate to the ship’s
The temperature recording system and alarms for the cargo tank barriers and maximum capacity.
double hull structure should be in continuous operation. n) Bring the ship to a condition of no list and trim, and record the
arrival conditions for custody transfer documentation. Official k) Close valve CS808.
The gas detection system and alarms must be in continuous operation. representatives of both buyer and seller are present when the
printouts are run. On each tank keep open the stripping/spray valves to the spray rings in order to
Normally when loading cargo, vapour is returned to the terminal by means of the avoid over-pressure due to line warm up.
HD compressors or shore compressor. The pressure in the ship’s vapour header
is maintained by adjusting the compressor flow. l) Start one HD compressor and adjust the flow rate to maintain the
tank vapour pressure at 50 mbar.

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

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

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

FINAL GAUGING (CLOSING CTMS)
LIQUID ARM COOL DOWN

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

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

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

COOL DOWN REMAINING LOADING ARMS
UNBERTHING

LNG Loading Operation Sequence
BERTHING

ESD PNEUMATIC HOSE
SHIP/SHORE PRE-LOADING MEETING

DRAINING THE LIQUID LOADING ARM
START WATER CURTAIN


O2 PURGING WITH N2 & LEAK TEST

INITIAL GAUGING (OPENING CTMS)

RETURNING BOIL-OFF VAPOUR TO SHORE

DISCONNECTING VAPOUR LOADING ARM
ESD TEST UNDER WARM CONDITION

STOP WATER CURTAIN
LOADING ARM COOLING-DOWN

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

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

Illustration 3.4.3a Loading with Vapour Return to Shore
CG514
CG002
CG513
CG515
CG524 CG516
CG510
CG509
CG525 CG523 CG511
No.2 B.O/W.UP
FROM E/R HEATER
CG526 CG522 CG512
IG021 IG020 IG022 CG527
CG519
CG506
LNG LIQUID LINE
CG505
CG521 CG507
HEATER
CG405 CG520 CG518 CG517 CG508
CS506 CG502
CG501
CG503
CS505
CG532 CG504
No.1 LOW DUTY COMP.
FORCING VAP.
CS504
CS503 CN683
DEMISTER
CG530
TO INS.PRESS.
LNG VAPORIZER
CS501 CS502
CG528
CS003
GAS MAIN
VAPOUR MAIN
CS004 CS002 CS001

LIQUID MAIN
CF401 CF301 CF201 CF101
CF402 CF302 CF202 CF102

3.4.3 To Load Cargo with Vapour Return to Shore g) Open gas outlet valves on tank gas domes (normally these valves s) High level alarms. When any tank approaches 95% capacity
are left open). inform the shore (signal from main segment).
It is assumed for clarity of the description that all valves are closed prior to use
and that the ship is port side alongside. Tank No.1 CG102, CG101 High/High level alarm. Standby valve before level approaches
Tank No.2 CG202, CG201 about 98% (signal from main segment).
Checks to be made before cargo operation:
Tank No.3 CG302, CG301 Close valve at correct filling limit capacity.
a) Test the remote operation of all tank valves and manifold crossover Tank No.4 CG402, CG401
valves. Very High level alarm will sound at 98.5% capacity and filling
h) On HD gas compressors open valves CG509, 511, 513, 515. valve concerned will automatically close (signal from independent
b) Test the remote operation of ballast valves. Test the HD sensor).
compressors, ballast pumps, safety systems and glycol heating i) Check:
systems. Extreme High level alarm will operate at 99% capacity and will
Optical fibre system initiate the Emergency Shut Down System (signal from
Safety precautions: independent sensor).
Connection of liquid and vapour arms
a) Ensure that the hull water curtain is in operation on the port side. Communications with shore Warning
If the ship loading from portside. Extreme and very high level alarms and shut downs are emergency devices only
Ship/shore electrical and pneumatic connection and safety devices
and should on no account be used as part of the normal topping-off operation.
b) Prepare the fire fighting equipment, water hoses and protective ESDS
clothing for use. In particular, the manifold dry powder monitors j) Carry out safety inspections. t) Before topping-off the first tank, request shore to reduce loading
should be correctly aligned ready for remote operation. Ensure the rate and continue reducing when topping off each following tank.
water spray system on deck is ready for operation, filters installed k) Complete the relevant ship/shore safety checklist. When a tank is at its required level, close the corresponding
and off shore blanks removed. loading valve tank No.1 CL100, tank No.2 CL200, tank No.3
l) Open filling valve of tank No.4 and tank No.1 fully, CL400 and CL300. It is convenient to finish loading by tank No.4 for ease of
c) Prepare both HD compressors for use with seal gas and the lub oil CL100. line draining, leave a capacity of 50 m3.
system in operation. (See section 1.3) Open filling valves of tank No.2: CL200, and tank No.3:CL300.
(See cargo line cool down) u) Stop loading when the final tank reaches a capacity according to
Nitrogen system: the filling chart, minus an allowance for line draining and leave
m) Increase the loading rate. tank No.4 loading valve open (CL400).
a) Ensure that the nitrogen storage tank is at maximum pressure and
that the two nitrogen production plants are ready for use. n) Start the de-ballasting programme. Keep draught, trim and hull v) Liquid lines, including the horizontal part of the crossover, will
stresses within permissible limits by controlling de-ballasting. automatically drain to tank No.4. The inclined parts of the
b) Arrange nitrogen piping to preferentially feed the primary Refer to trim and stability data provided. manifold are purged inboard with nitrogen.
insulation spaces.
o) Start bulkhead heating in the cofferdams. This should already be w) On completion of draining loading arms, close the liquid manifold
c) Check the additional supply valve CN572 as stand-by. running in automatic. ESDS valves.
The shore lines are now pressurised at 2 bar to 3 bar with nitrogen.
d) Adjust the set point of the nitrogen supply regulating valves p) Monitor tank pressures in order to achieve a pressure of about
CN576, at 2 mbar and CN579 at 2 mbar. 80 mbar. Open valve CG603 vapour header to the compressors and x) Open the liquid manifold drain valves CS803, 806, 809, 812 to
valve CG002 on the compressor’s discharge side. Start one or both allow the nitrogen to flush the liquid into No.4 tank.
e) Adjust the set point of the nitrogen exhaust pressure control valves, HD compressors as necessary. Close the bypass valves when the nitrogen pressure has fallen to
primary insulation space, CN277 at 4 mbar and secondary 0 bar.
insulation space, CN284 at 4 mbar. (See Illustration 3.4.4a) q) Adjust the opening of the tank filling valves to maintain an even Repeat the operation 3 times, or until no liquid remains in the
distribution. manifold lines.
f) Switch on the unblocking level alarms in the Custody Transfer
System and run the custody transfer print-out for official tank r) Ease in the filling valve of each tank as the tank approaches full
gauging. CTS should be open before loading arm cooldown capacity. Arrange to terminate tanks at 15 minute intervals.
operation.

Illustration 3.4.3b Loading with Vapour Return to Shore
CG514
CG002
CG513
CG515
CG524 CG516
CG510
CG509
CG525 CG523 CG511
No.2 B.O/W.UP
FROM E/R HEATER
CG526 CG522 CG512
IG021 IG020 IG022 CG527
CG519
CG506
LNG LIQUID LINE
CG505
CG521 CG507
HEATER
CG405 CG520 CG518 CG517 CG508
CS506 CG502
CG501
CG503
CS505
CG532 CG504
No.1 LOW DUTY COMP.
FORCING VAP.
CS504
CS503 CN683
DEMISTER
CG530
TO INS.PRESS.
LNG VAPORIZER
CS501 CS502
CG528
CS003
GAS MAIN
VAPOUR MAIN
CS004 CS002 CS001

LIQUID MAIN
CF401 CF301 CF201 CF101
CF402 CF302 CF202 CF102

y) The purging of the liquid lines should be carried out one at a time.
z) When gas readings obtained from an explosimeter are less than

50% LEL at the vent cocks, all valves are closed and the loading
arms are ready to be disconnected.
aa) Leave loading valve of tank No.4 (CL400) open until the piping
has returned to the ambient temperature.
In CCR
a) Tank level alarms.

Inhibit independent level alarms prior to proceeding to sea.
b) Complete the de-ballasting operation to obtain an even keel

situation for final measurement. When measurement is completed,
adjust the ballast tank levels for sailing condition.
c) Stop the HD compressors just prior to sailing, before closing

vapour manifold ESDS valve CG801 (Ship is loading from
portside) for nitrogen purging and disconnecting the loading arms.
If departure is delayed, the vapour return to shore should be
continued. Close CTS by independent surveyor
d) Disconnect the vapour arms.
e) Prepare the cargo system for gas burning at sea.
f) Open valves necessary to allow warming up. These are normally

the filling valves and spray valves on the tank domes.

Illustration 3.4.4a Nitorgen Set-up During Loading

From LN2 LINE

LNG VAP.
To CARGO LINES
2ND INSULATION
CN582
PRIMARY INSULATION
To NO.4 VENT MAST
NO.2 CN587
VACUUM PUMP
NO.1 CN585
VACUUM PUMP
From
ENGINE ROOM
CN274
CN374
CN174
CN474
CN475
CN279 CN282
CN375
CN275
CN175
CN276
CN283
CN284
CN277
CN280
CN278
CN281
CN285
CN581
CN683
CN472 CN372 CN272 CN172

LNG VAP.
CN471 CN371 CN271 CN171
CN574
CN573
CN580
CN577

CN572
CN579
CN576
CN571
CN578
CN575
VACUUM
COMPRESSOR ROOM
PUMP

3.4.4 Nitrogen Set-up During Loading

The operating procedure for the normal inerting is as follows.
a) Start one nitrogen generator to pressurise the buffer tank. The

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

CN579 to the secondary header at 2 mbar and CN576 to the
primary header at 2 mbar.
c) At the forward part of the trunk deck, ensure that the valves
CN276, CN278, CN283, and CN285 are open.
d) Adjust the set point of the nitrogen exhaust regulating valves

CN277 (primary) at 4 mbar and CN284 (secondary) at 4 mbar.
Note !
If either the supply or exhaust regulating valves fail, the standby regulating valve
can be brought into operation, CN572 (supply) and CN280 (exhaust). Under
normal operations these valves are left isolated.
In cases where other consumers reduce the availability of nitrogen for the
insulation spaces, the pressure may temporarily fall below the atmospheric
pressure.
This condition is not critical insofar as the differential pressure (Ps - Pp) between
the secondary spaces pressure (Ps) and the primary space pressure (Pp) does not
exceed 30 mbar:
(Ps - Pp) < 30 mbar
Warning
When the depression in the primary insulation spaces, relative to the secondary
insulation spaces, reaches 30 mbar, the two insulation spaces shall be
immediately inter-connected - which will involve a manual operation.
When put in communication and therefore subjected to the same nitrogen

pressure, the primary and secondary insulation spaces can withstand a large
depressurisation without any damage.
It should be noted that, even with the tanks fully loaded, a pressure lower than
atmospheric pressure in the primary insulation spaces is not harmful to the
primary membrane.
In this respect, it should be recalled that this membrane is subjected to a -800

mbar vacuum pressure both during global testing at the construction stage and
also for the insulation spaces cycles purging.

Illustration 3.4.5a De-Ballasting
)
(P
TK
B.
W.
P) P) P) )
E/R
K( K( K( (P
T T T TK
BA223 BA211
. . . .
S .C .B .B .B .B
(P)
W W W W
NO.2
.4 .3 .2 .1
TK
NO NO NO
B.STRIP.
NO
B.
EDUCTOR
PW.
EE
DD
BA222
BA006
FW
EM'CY BILGE
BA209
SUCTION
SLEEVE DOUBLE
BA004
NO. 2 B.P
ZINC ANODE BA001
SEPARATOR
STEEL PIPE
A.P. TK
PIPE DUCT F.P. TK
BA225
TO I.G.G. SYS
BA207
B.T. RM
BA220 BA214 BA206 BA003
BA212
NO. 1 B.P BA004

ZINC ANODE
(S)
SEPARATOR
BA219
TK
.B.
E PW
S) S) S)
DE
)
TK( TK( TK( K (S
D
. . . .T
FW
BA218 BA210
S .C
.B .B .B .B
W W W W
.4 .3 .2 .1
NO NO NO
NO.1
B.STRIP.
EDUCTOR T K(
S)
NO
B.
W.
E/R

3.4.5 De-Ballasting When it becomes necessary to start the ballast pumps: d) Open eductor suction valve BA204.
e) Open valves BA206, BA207, BA208 and BA209. e) When one tank has been stripped, ensure the next tank valve is
Operating Procedures opened before closing the previous tank.
f) Close valves BA219 and BA222.
It is assumed that the main sea water crossover pipe is already in use, supplying f) When all tanks have been stripped, close the eductor suction valve
other sea water systems, e.g. the main circulating system, the sea water service g) Check that the ballast tank valves are open. BA204.
system and that the cargo and ballast valve hydraulic system is also in service.
h) Start the ballast pump(s). g) Close the eductor drive water valves BA217.
To De-Ballast the Ship By Gravity
i) Open the pump(s) discharge valve BA220 (NO.1), BA221 (NO.2). h) Close the eductor overboard discharge valve BA217 and BA223.
! Caution
Mal-operation of the ballast system will cause damage to the GRP pipework. j) As the tank reaches the required level, open the valves on the next In practice the starboard eductor would in use at the same time, in order to give a
Damage is generally caused by a pressure surge due to sudden changes in the tank before closing the valves on the first tank. better out-turn of ballast water. In this case:
flow rates. During the de-ballasting operation this can be caused by the opening
of a full or partly full tank into the main lines when under vacuum. k) When suction has been lost on all tanks, close the discharge valves i) Open the eductor drive water overboard discharge valve BA218
on the pumps BA220 (NO.1), BA221 (NO.2), and stop the pumps. and BA219.
Under no circumstances should a vacuum be drawn on closed ballast main.
l) Close tank valves, ballast crossover valves BA205, discharge j) Open the drive water supply from the starboard ballast pump is
Before starting de-ballast operations, the main lines must be purged of any air crossover valves BA226, and the overboard discharge valves used for driving, valve BA216.
pockets in the following manner. BA224.
k) Open the eductor suction valve BA203.
a) Open the overboard discharge crossover line valves BA226, m) Strip the ballast tanks as required (see below).
BA205, BA219, and BA222 on the ballast water crossover line. Above operation can be operated by sequential program on the IAS. Proceed as above for stripping the ballast tanks as described using the port
eductor and water spray pump as the driving water supply.
b) Open overboard discharge valve BA224. To Strip the Ballast Tanks Using a Ballast Eductor
l) When the operation is complete, close eductor suction valve
c) Open the forward deep ballast tank valves port and starboard Using the port ballast pump and No.2 eductor BA203.
BA003, BA005, or No.1 ballast tanks port and starboard BA009,
BA011, if the forward ballast tanks do not have sufficient head of a) Open the eductor drive water overboard discharge valve BA223 and m) Close the eductor drive water valves BA216.
water to gravity flow. BA227.
n) Close the eductor overboard discharge valve BA213 and BA227.
A flow will now be established b) Open the drive water supply from the port ballast pump, valve
BA217. Vacuum Stripping System
d) Open the valves on the tank(s) to be emptied as per the de-
ballasting plan. c) Open the valve on the first tank to be stripped. Vacuum pump and discharge valves (BA214 and BA215) for ballast
pumps are controlled by water level in the air separator.
Deep tank port BA005 Deep tank port BA006 When water level is decreased to low preset level, vacuum pump is
Deep tank starboard BA003
Deep tank starboard BA002 operated to increase water level to high preset level.
No.1 port BA010
No.1 starboard BA008 No.1 port BA011 Discharge valve is also controlled by throttling at stripping zone between
No.2 port BA014 No.1 starboard BA009 high and low preset level in the air separator.
No.2 starboard BA012 No.2 port BA015
No.3 port BA018 No.2 starboard BA013
No.3 starboard BA016 No.3 port BA019
No.4 port BA022
No.3 starboard BA017
Engine room port BA202 No.4 port BA013
Engine room stb'd BA201 No.4 starboard BA021
After peak tank BA228 (if applied) Engine room port BA202
Fore peak tank BA004 and BA001 (if applied) Engine room stb'd BA201
After peak tank BA228 (if applied)
Fore peak tank BA004 and BA001 (if applied)

Illustration 3.5.1a Normal Boil-Off Gas Burning
CG514
CG002
CG513
CG515
CG524 CG516
CG510
CG509
CG525 CG523 CG511
No.2 B.O/W.UP
FROM E/R
HEATER
CG526 CG522 CG512
IG021 IG020 IG022 CG527
CG519
CG506
LNG VAPOUR LINE
CG505
CG521 CG507
HEATER
CG405 CG520 CG518 CG517 CG508
No.2 LOW DUTY COMP.
CS506 CG502
CG501
CG503
CS505
CG532 CG504
No.1 LOW DUTY COMP.
FORCING VAP.
CS504
CS503 CN683
DEMISTER
CG530
TO INS.PRESS.
LNG VAPORIZER
CS501 CS502
CG528
CS003
GAS MAIN
VAPOUR MAIN
CS004 CS002 CS001

LIQUID MAIN
CF401 CF301 CF201 CF101
CF402 CF302 CF202 CF102

3.5 Loaded Voyage with Boil-Off Gas Burning If the selected normal boil-off value is too small, the tank pressure will slowly d) Open valves CG603 and CG501, 503, CG505, 507 vapour supply to
increase until it reaches the maximum value selected. If the tank pressure value the LD compressors and gas heaters via the mist separator.
3.5.1 Normal Boil-Off Gas Burning increases above the maximum selected value, the normal boil-off value will be
increased until the tank pressure reduces again below the selected value. e) At No. 1 boil-off/warm-up heater
Introduction Open valves CG517 and 521, heater inlet and outlet.
If the tank pressure continues to increase because the steam consumption is not Open steam supply to the heater.
During a sea passage when the cargo tanks contain LNG, the boil-off from the sufficient to burn all the required boil-off, the steam dump will open.
tanks is burned in the ship’s boilers. The operation is started on deck and In CCR
controlled by the ship’s engineers in the CCR and Engine Control Room. If for The steam dump is designed to open when the normal boil-off valve is 5% above
any reason the boil-off cannot be used for gas burning, or if the volume is too the original selected value and when the tank pressure has reached the pre f) Adjust set point control to 1150 mbarA on No.1 vent mast.
great for the boilers to handle, any excess vapour is vented to atmosphere selected dump operating pressure.
(Section 1.13) via No.1 vent mast. g) On the gas compressors, adjust the normal boil-off valve (IGV) to
With the present setting, an increase of 5% of the normal boil-off corresponds 60% for a loaded condition, with the tank pressures minimum and
Operation approximately to an increase of tank pressure by 40 mbar above the maximum maximum at 1050 mbarA and 1090 mbarA and the steam dump
tank pressure selected. opening pressure at 1130 mbarA.
The cargo tank boil-off gas enters the vapour header via the cargo tank vapour
domes. It is then directed to one of the LD compressors, which pump the gas to The cargo and gas burning piping system is arranged so that excess boil-off can When the engine room is ready to start gas burning, ensure that there is sufficient
the boil-off/warm-up heater. The heated gas is delivered to the boilers at a be vented should there be any inadvertent stopping of gas burning in the ship’s nitrogen to purge the lines to the boiler i.e. > 5 bar in the buffer tank.
temperature of +35°C via control valve CG405. The compressors speed and inlet boilers. The automatic control valve CG106 at No.1 vent mast is set at 230 mbar
guide vane position is governed by fuel gas demand from the boiler(s) and cargo to vent the excess vapour to atmosphere as tank protection system. h) Ensure that the gas outlet temperature of the heater is
tank’s pressure. The system is designed to burn all boil-off gas normally approximately 35°C. Open valve CG405 and start the LD
produced by a full cargo and to maintain the cargo tank pressure (i.e. If the gas header pressure falls to less than 40 mbar above the primary insulation compressor(s).
temperatures) at a predetermined level. space pressure, an alarm will sound.
This operation will then be controlled and monitored from CCR and the Engine
If the propulsion plant steam consumption is not sufficient to burn the required In the event of automatic or manual shut down of the gas burning system (or if Control room.
amount of boil-off, the tank pressure will increase and eventually the steam the tank pressure falls to 5 mbar above the insulation space’s pressure), valve
dump will open, dumping steam directly to the main condenser. The main dump CG405 will close and the gas burning supply line to the engine room will be Note !
is designed to dump sufficient steam to allow the boiler to use all the boil-off purged with nitrogen. If the volume of boil-off exceeds demand in the boilers, the steam dump should
produced, even when the ship is stopped. be put into operation.
Operating Procedures
The flow of gas through the LD compressors is controlled by adjusting the (See Illustration 3.5.1a) Should the system shut down for any reason, valve CG405 will close
compressor’s speed and inlet guide vane position. This is directed by the boiler automatically.
combustion control when gas burning is initiated. The normal boil-off in the It is assumed that all valves are closed prior to use:
boiler combustion control has to be selected as well as the maximum and Trip causes:
minimum allowed tank pressures and the tank pressure at which the main dump a) Prepare LD compressors No.1 and 2, the boil-off heaters and the
operates. engine room gas burning plant for use. Boiler manual trip (ECR and local)
For normal operation the normal boil-off valve is selected at 60% (boil-off b) Open CG107 No.1 vent mast isolating valve on the vapour header. Both boiler trip
provides 60% of the fuel required to produce 90% of the boiler full steam Gas content High-High at common vent hood
capacity) and the minimum and maximum tank pressures are selected at 1050 c) Check that the following valves on the vapour domes are open and
locked in position: Fuel gas temperature Low-Low
and 1090 mbarA.
ESDS activated
If the normal boil off valve has been correctly adjusted, the tank pressures will (Tank No.1) Open and lock in position valve CG101, 102.
Vent duct exhaust fan stop
remain within the selected values. Should the selected normal boil off value be (Tank No.2) Open and lock in position valve CG201, 202.
too large, the tank pressure will slowly be reduced until it reaches the minimum (Tank No.3) Open and lock in position valve CG301, 302. Remote/manual close from local, CCR and ECR
value selected. If the tank pressure value reduces to below the minimum value (Tank No.4) Open and lock in position valve CG401, 402.
Fire detection in E/R
selected, the normal boil-off value will be reduced until the tank pressure has
increased again above the selected value. The valves should already be locked in the open position. When stopping gas burning for any reason;
i) Stop the LD compressor(s), shut down the boil-off heater. Close

valve CG405 gas supply to engine room and adjust the set point of
vent mast control CG106 to 1100 mbarA.

Illustration 3.5.2a Forced Boil-Off Gas Burning
CG514
CG002
CG513
CG515
CG524 CG516
CG510
CG509
CG525 CG523 CG511
No.2 B.O/W.UP
FROM E/R
HEATER
CG526 CG522 CG512
IG021 IG020 IG022 CG527
CG519
CG506
LNG VAPOUR LINE
CG505
CG521 CG507
No.1 B.O/W.UP
TO E/R
HEATER LNG LIQUID LINE
CG405 CG520 CG518 CG517 CG508
No.2 LOW DUTY COMP.
CS506 CG502
CG501
CG503
CS505
CG532 CG504
No.1 LOW DUTY COMP.
FORCING VAP.
CS504
CS503 CN683
DEMISTER
CG530
TO INS.PRESS.
LNG VAPORIZER
CS501 CS502
CG528
CS003
GAS MAIN
VAPOR MAIN
CS004 CS002 CS001

LIQUID MAIN
CF401 CF301 CF201 CF101
CF402 CF302 CF202 CF102

3.5.2 Forced Boil-Off Gas Burning In the event of automatic or manual shut down of the gas burning system (or if Set point of cargo tank pressure control, ‘Gas Management System’
the tank pressure falls to 3 mbar above the insulation spaces pressure), valve
Introduction CG405 will close and the gas burning supply line to the engine room will be Control range at ballast and laden voyage:
purged with nitrogen. FO booster devices are incorporated in the control loop to Ballast voyage: 47~67 mbar
Consideration must be given to the economics of gas versus fuel oil burning allow a quick changeover should the gas burning be tripped. Laden voyage: 1,050~1,080 mbarA
before undertaking forced boil-off.
Operating Procedures Set point of safety valve and alarm point
If, during a loaded passage, additional fuel gas from the cargo tanks is required (See Illustration 3.5.2a)
to be burned in the ship’s boilers, it can be made available by forced Set point of safety valve: Pressure 25 mbar
vapourisation using the equipment on board. For illustration purposes, No.4 tank stripping/spray pump and return operation is Vacuum -10 mbar
shown.
The above operation, called Forced Boil-Off will be used to complement gas Alarms:
burning up to 100% of the boiler’s fuel requirement. The cargo piping system is arranged for normal gas burning during loaded Vent valve open 230 mbar
voyage as detailed in Illustration 3.5.1a. Vent valve close 210 mbar
Operation High pressure alarm 200 mbar (For./LNG Vap. trip)
It is assumed that all valves are closed prior to use. FO back-up order ON 30 mbar
The normal gas burning arrangement is maintained and the forcing vaporizer is Low pressure alarm 10 mbar
brought into operation. a) Prepare the forcing vaporizer for use. Low Low pressure alarm 3 mbar
A single stripping / spray pump is used to pump LNG to the forcing vaporizer. b) Open the stripping/spray isolating valve on the tank/s to be used. Set point controller:
The excess flow from the pump is returned to the tank through the stripping Set point of tank press. Control 70 mbar
header pressure control valves CS104, CS204, CS304, CS404. Tank No.1: CS001, CS002, CS004 Set point of tank protection control 50 mbar
Min. gas flow of F/V control 1,400 kg/h (20-100%)
Note ! Tank No.2: CS002, CS004 Set temperature of BOG temp. control 40°C
In normal operation the controlled return is directed back to the same tank where Preferred FGV position of LD comp. control 87%
the liquid is being drawn from. Tank No.3: CS004
Permissible range: 10~230 mbar
After vaporization, the LNG vapour produced passes through the demister where Tank No.4:
the possibility of liquid LNG carryover is eliminated. The vapour then combines
with the natural boil-off gas from the vapour header before being drawn into the If cargo tanks No.1 is used, open stripping/spray header isolating valve CS001,
suction of the LD compressors. CS002, CS004, If tank No.2 is used open stripping/spray header isolating valve
CS002, CS004 If No.3 tank is used open stripping/spray header isolating valve
One LD compressor is used for this operation. CS004.
The flow of gas through the compressors is controlled via the boiler combustion c) Open valve CS601 stripping/spray header supply to the forcing
control unit by adjusting the opening of the inlet guide vanes and motor speed. vaporizer.
The split control is as follows:
d) Open stripping pump discharge valve, CS101, CS201, CS301,
Low load: Inlet guide vane control (-30 to +80 deg). CS401. Start stripping/spray pump and adjust the return flow to the
tank through the stripping header pressure control valves CS104,
High load: Motor speed control (30-60Hz). CS204, CS304, CS404.
The boiler combustion control has to be switched to Forced Boil-off (FBO) e) Run up the forcing vaporizer (See suction 1.6).
mode.
f) Set the boiler combustion control on FBO mode.
The amount of forced boil-off to be produced is controlled by the throttling of
the FCV to the forcing vaporizer operated by the Boiler Combustion Control. g) Start No.1 LD compressor depending on gas demand.
When changing over to 100% gas burning, the fuel oil flow through the FO rails h) Set control of liquid supply to the vaporizer and LD compressor
is adjusted to minimum. The FO supply to the burners will then be cut out and control to auto mode.
the FO system put on recirculation. The FO combustion control loops are
maintained energised to enable re-lighting of FO burners in an emergency.

Illustration 3.6.1a Inerting Manifold Connections
Forward
Vapour Liquid Stripping/Spray
Header Header Header
CS803 CS802 CS702 CS703
CP802 CL702
H H
CS003
CL801 CL805 CL705 CL701
CP801 CP701
CP851 CP951
CS806 CS805 CS705 CS706

CS804 CS704
CP804 CL704
H H
CL802 CL806 CL706 CL702
CP803 CP703
CP853 CP753
CP810 CL710
H H
CG801 CG701
CP809
H CG001 CP709
CG802 CG702
F
H
CS813 CS809 CS808 CS708 CS709 CS713

CS807 CS707
CP806 CL706
H H
CL803 CL807 CL707 CL703
CP805 CP705
CP855 CP755
CS812 CS811 CS711 CS712
CP808 CL708
H H
CL804 CL808 Key CL708 CL704

CP807 CP707
LNG Liquid
CP857 CP757
Port LNG Vapour Starboard
Nitrogen

3.6 Discharging with Gas Return from Shore Each tank is normally discharged down to a level of about 0.37 m. The quantity d) Tank vapour domes - confirm that:
being retained in the tanks varies according to the length of the ballast voyage,
Introduction the expected elapsed time before loading and the volume of boil-off that is Open and lock in position valves CG101, 102 (Tank No.1)
estimated to be burned in the ship’s boilers. Open and lock in position valves CG201, 202 (Tank No.2)
During a normal discharge, only the main cargo pumps will be used and a One pump is stopped at a level of approximately 1.0 m to avoid excessive Open and lock in position valves CG301, 302 (Tank No.3)
quantity of cargo will be retained on board for cold maintenance of the cargo turbulence at the tank bottom which creates disturbance at the suction of both Open and lock in position valves CG401, 402 (Tank No.4)
tanks. pumps.
If the vessel is to warm up one or more tanks for technical reasons, the ship shall These valves must be locked open at all times when the ship has
The quantity to be retained is according to voyage duration of ballast passage. be trimmed according to the terminal’s maximum draught. The cargo remaining cargo on board, unless a tank is isolated and vented for any reason.
in the tanks to be warmed up will be discharged to shore or to other tanks using
If the ship has to warm-up tanks for technical reasons, the stripping/spray pumps the stripping/spray pumps on completion of bulk discharge. e) Vapour crossover:
will be used to discharge the remaining cargo on completion of the bulk Open valve CG001.
discharge with the main cargo pumps. The stripping pump is run together with the remaining main pump until the main
pump stops on low discharge pressure cut-out. f) Cargo pumps:
During cargo discharge, LNG vapour is supplied from shore to maintain pressure Check insulation resistance of electric motor and related cables
in the cargo tanks. On completion of discharge, the loading arms and pipelines are purged and prior to supplying power to the cargo pumps.
drained to No. 4 cargo tank and the arms are then gas freed and disconnected.
Operation Due to the manifold configuration, it is necessary to purge the cargo lines using g) Check connections of liquid and vapour arms.
nitrogen at a pressure of at least 3 bar; this being done several times to ensure Check communications with shore.
The main cargo pumps discharge LNG to the liquid header and then to shore via successful draining at the manifold connections. Check ship/shore link.
the midship liquid crossover manifold connections.
The vapour arm remains connected until just before sailing if a delay is expected. When shore is ready to purge the manifold connections with nitrogen to be
After an initial rise, the pressure in the tanks decreases. It then becomes supplied from shore:
necessary to supply vapour from shore via the manifold and crossover to the 3.6.1 Preparations for Unloading
vapour header into the cargo tank gas domes in order to maintain a pressure of (See Illustration 3.6.1a) h) Liquid manifold connections (assuming port-side discharge):
1,090 mbarA. Open drain valves CP817, 818, 813, 814, 805, 806, 801, and 802.
It is assumed that all valves are closed prior to starting. Purge the connections and then close the valves.
Should the vapour return supply from shore be insufficient to maintain tank
pressures, other means of supplying vapour to the tanks, either by using the tank Preliminary preparation: i) Vapour manifold connection:
sprayers or the LNG vaporizer, have to be used. Open drain valves CP811, 812.
a) Checks to be made prior to starting cargo operations. Purge connection then close valves.
The boil-off gas heater should be prepared and lined up for use in order to avoid Test remote operation of all tank discharge valves and manifold If shore agree:
venting cold LNG vapour through No.1 vent mast. ESD valves.
Test remote operation of ballast valves. j) Vapour manifold:
Note ! Test operation of Emergency Shut Down Systems (ESDS). Open manifold ESD valve CG801.
All LNG terminals prohibit venting of flammable gas.
b) Safety precautions: k) Liquid connections:
Ballasting is undertaken concurrently with discharging. The ballasting operation Ensure sprays for hull water curtain at midships is in operation. Open manifold ESD valves CL801, 802, 803, and 804.
is programmed to keep the vessel within the required limit of draught, trim, hull Prepare fire fighting equipment, water hoses and protective
stress and stability following indications obtained from the loading computer. clothing for use. l) Test Emergency Shut down System (ESDS) from shore and from
the ship as required. Re-open liquid and vapour ESD valves.
During the discharge period, the ship is kept on an even keel. If it is required to c) Cargo tanks level arms:
empty a cargo tank, the ship is trimmed according to terminal maximum draught Switch on high level alarms. When it is agreed with shore, then the cooldown may commence.
by the stern to assist in stripping the tank.

LNG Unloading Operation Sequence
BERTHING

ESD PNEUMATIC HOSE
SHIP/SHORE PRE-UNLOADING MEETING

DRAINING THE LIQUID LOADING ARM
START WATER CURTAIN

O2 PURGING WITH N2 & LEAK TEST
INITIAL GAUGING (OPENING CTMS)

RETURNING BOIL-OFF VAPOUR TO SHORE
DISCONNECTING VAPOUR LOADING ARM
ESD TEST UNDER WARM CONDITION
STOP WATER CURTAIN
LOADING ARM COOLING-DOWN
MEETING AFTER UNLOADING

ESD TEST UNDER COLD CONDITION REMOVAL OF WARNING BUOYS
START UNLOADING COMMUNICATION SYSTEM (F/O CABLE)
SAMPLING
FINISH UNLOADING REMOVING THE SHORE GANGWAY
UNBERTHING

Illustration 3.6.2a Liquid Line Cool Down before Discharging
CG514
CG002
CG513
CG515
CG524 CG516
CG510
CG509
CG525 CG523 CG511
No.2 B.O/W.UP
FROM E/R
HEATER
CG526 CG522 CG512
IG021 IG020 IG022 CG527
CG519 LNG LIQUID LINE
CG506
CG505
CG521 CG507
HEATER
CG405 CG520 CG518 CG517 CG508
No.2 LOW DUTY COMP.
CS506 CG502 CG501
CG503
CS505
CG532 CG504
No.1 LOW DUTY COMP.
FORCING VAP.
CS504
CS503 CN683
DEMISTER
CG530
TO INS.PRESS.
LNG VAPORIZER
CS501 CS502
CG528
CS003
GAS MAIN
VAPOUR MAIN
CS004 CS002 CS001

LIQUID MAIN
CF401 CF301 CF201 CF101
CF402 CF302 CF202 CF102

3.6.2 Liquid Line and Arm Cooldown before Discharging

To cooldown the cargo discharge lines proceed as follows, assuming that No.3
stripping/spray pump is being used, all manifold lines and the ESD valves are
open, having been purged with nitrogen.
a) Open discharge valve CS301 from No.3 stripping/spray pump to

30%.
b) Open the following valves CS003, 004, 802, 805, 808 and 811.
c) Start the stripping/spray pump.
d) When hard-arms and shore side lines have cooled down to -100°C,
open valves CS601, CL601, 805, 806, 807, and 808.This will now
cool down the ship’s liquid line.
The cooling down is complete when the manifold and ship’s liquid line is
approximately -130°C.
e) Stop the stripping/spray pump.

Shut valves CS601, CL601, CS802, 805, 806 and 811.
Open valves CS304 to drain the line back to No.3 tank.
f) When spray line has warmed up, close valves CS003, 004, and 304.
On completion of cooldown and when shore is ready for discharge, proceed with
unloading.
Before starting main cargo pumps in the No.3 cargo tank, CS309 and CS311
valves for liquid filling in the discharge line should be opened and filled LNG to
avoid surge generation.

Illustration 3.6.3a Discharging with Gas Return from Shore
CG514
CG002
CG513
CG515
CG524 CG516
CG510
CG509
CG525 CG523 CG511
No.2 B.O/W.UP
FROM E/R
HEATER
CG526 CG522 CG512
IG021 IG020 IG022 CG527
CG506
CG505
CG521 CG507
HEATER
CG405 CG520 CG518 CG517 CG508
No.2 LOW DUTY COMP. LNG LIQUID LINE
CS506 CG502
CG501
CG503
CS505
CG532 CG504
No.1 LOW DUTY COMP.
FORCING VAP.
CS504
CS503 CN683
DEMISTER
CG530
TO INS.PRESS.
LNG VAPORIZER
CS501 CS502
CG528
CS003
GAS MAIN
VAPOUR MAIN
CS004 CS002 CS001

LIQUID MAIN
CF401 CF301 CF201 CF101
CF402 CF302 CF202 CF102

3.6.3 Discharging n) It is important to maintain the tanks at a pressure of at least 100 c) Close the bypass valve when the pressure on the manifold drops to 0 bar.
(See Illustration 3.6.3a) mbar in order to avoid cavitation and to have good suction at the Repeat the operation a further twice. On the last operation, shut the
pumps. If the tank’s pressure falls to 60 mbar, request shore to bypass valve at approximately 1 bar, in order to eliminate the risk of
Before starting the main cargo pumps on No.2 and 3 tanks (these being the first increase the gas return. liquid back flow from ship's liquid line.
tanks from which to commence discharge) it is necessary to fill the discharge
column with LNG(up to CL310 from current liquid level) to avoid a pressure If shore can no longer supply gas return, the LNG vaporizer will have to be d) Repeat procedure b) to c) for each line.
surge in the lines. Starting with No.3 tank. started up to restore the tanks pressure.
Open the test drain valve on the loading arm to ensure that there is no liquid
a) Open No.3 spray pump discharge valve CS301, to 25%. o) Start ballasting operations. Keep draught, trim and hull stresses present. When the required amount of methane (usually less than 1%) is showing
within permissible limits by controlling the various ballast tank at the drain valve, close the shore terminal ESDS valves.
b) Open pump columns vent valve CS308 and CS309. levels. Refer to trim and stability data provided.
e) When purging is completed, proceed with the disconnection of the
c) Open No.3 tank main cargo pump discharge valve CL301 and p) Continue to monitor the tank’s pressure and the cargo pump’s liquid arms.
CL302 to between 5% (minimum) and 25% (maximum). current and discharge pressures.
f) Complete the ballasting operations for final measurement and for
d) Start the spray pump. q) Throttle each pump discharge valve as required to prevent tripping sailing condition.
on low current as the level in each tank drops.
e) Stop the spray pump when LNG liquid in the header at the tank top Shortly before departure:
is full. Stop the main cargo pumps in each tank at approximately 1.1 m in tank No.4 and
0.3 m in tanks No.1, 2 and 3. The above data is for reference only. Actual liquid g) Vapour line connection:
f) Shut the spray line valves CS301, 308. level to be stopped cargo pump shall be depended on selection of coolant storage Purge the vapour line with nitrogen from the shore terminal at a
tank and amount of required heel for cooling down before along side of loading pressure of 2 bar. Close valve CG801, confirm that the gas content
The vessel in now ready to start discharge. terminal. is less than 1% by volume at the drain valve.
Inform the Engine Control Room that a main cargo pump is about to be started. Requirement of LNG for cooling down operation refer to the next page for After confirming that the gas content is less than 1% volume:
reference. Quantities of cargo remaining in the tanks after stripping refer to the
After preparation for start of cargo pump, sequence consol mode is to be next page for reference. h) Disconnect the vapour arm.
operated.
Throttle in the main cargo pump discharge valve to 40% before stopping the i) Prepare the cargo system for gas burning at sea.
g) Open filling valve of the tank fully. pump. If two main cargo pumps are in use in a tank, when the level reaches
1.1 m, throttle in the discharge valve on one pump to 40% and stop that pump.
h) Open pump discharge valve to appr. 25%. This is in order to reduce turbulence around the pump suction.
i) After steady condition of cargo pump open liquid header valve and On completion of final the tank and after all cargo pumps have been stopped:
close filling valve.
r) Drain the liquid line.
The preferred sequence of cargo pump starting, to obtain a stable discharge
operation is as follows: Tank No.3 Æ Tank No.2 Æ Tank No.4 Æ Tank No.1. s) Stop the gas return from shore.
j) Monitor the tank’s pressure. If stripping of tanks ashore is required use the forward manifold connection.
(See section 3.7.1 Stripping and Line Draining).
k) Request the vapour return from shore and continue to monitor the
pressure to confirm that it stabilises. Purging and Draining of Loading Arms
l) As the discharge pressure and flow rate increase, continue to When the shore terminal is ready to inject nitrogen and the pressure at the
monitor the pipework and loading arms for leakage. manifold is 2.5 bar.
m) Adjust the pump discharge valves to obtain optimum performance a) Close the liquid ESDS manifold valves.
as indicated by current, discharge pressure and pump graph.
Purging is carried out one line at a time.
b) Open manifold bypass valves CS803.

Cargo Tank Condition for Ballast Voyage(Typical Data for Reference) Cargo Tank Condition for Ballast Voyage(Typical Data for Reference)
Status Item No.1 Tank No.2 Tank No.3 Tank No.4 Tank Total Remark
Unpumpable LNG, BOG BOG
Unpumpable LNG (Level : m) 0.300 0.300 0.300 0.300 Trim : 3 m by the Stern (See Note 1.)
Departure Unpumpable LNG(m3) 125.094 155.613 155.613 154.333 590.653
Unpumpable LNG(ton) 57.681 71.753 71.753 71.163 272.350 Density : 0.4611 ton/m3
Alongside(DEP.) LNG Gathering Voyage Cooldown Alongside(ARR.)
Estimated Average Temp.(℃) -127.00 -127.00 -127.00 -127.00 2.5 Days Basis and Before CD (See Note 2)
Required Coolant(m3) 3.100 4.600 4.600 4.200 16.500 2.5 Days Basis and –130℃ Target Temperature Unpumpable, LNG Dried-up, BOG
Coolant
Required Coolant(m3) 16.500 25.100 25.100 22.700 89.400 3.5 Days Basis and -130℃ Target Temperature
Req.
Required Coolant(m3) 23.100 35.000 35.000 31.700 124.800 4.5 Days Basis and -130℃ Target Temperature
Heel Accumulation for CD(m3) 1.400 2.600 2.600 2.300 8.900 Cargo Amount of departure condition at Discharging port
3
Heel Accumulation for CD(m ) 8.000 12.200 12.200 11.000 43.400
3
Heel Accumulation for CD(m ) 10.400 15.900 15.900 14.300 56.500 Status Sym Item No.1 Tank No.2 Tank No.3 Tank No.4 Tank Total Remark
Actual 125.094 155.613 155.613 170.833 607.153 2.5 Days Basis
Unpumpable LNG and Coolant unpumpable LNG 125.09 155.61 155.61 1257.54 1693.86 Trim : 3m by stern Departure Condition
Departure 3 125.094 155.613 155.613 243.733 680.053 3.5 Days Basis Departure A
in No.4 Tank(m ) (See Note 3.) Weight (tons) 57.68 71.75 71.75 579.85 781.04
Condition 125.094 155.613 155.613 279.133 715.453 4.5 Days Basis
Heat Transfer Rate with B unpumpable LNG 20.00 40.00 40.00 0.00 100.00
90.446 132.325 132.325 122.475 477.571
LNG @ -163ºC(kW) LNG C BOG for gathering 12.50 23.10 23.10 23.10 81.80
BOG Amount of BOG Based Gathering D Transferred LNG 92.59 92.51 92.51 277.62
224.628 412.649 412.649 360.263 1410.190 Latent Heat of Vaporization : 498 kJ/kg Basis
During on Ballast Voy.(kg/h)
Amount of BOG(m3/day) 11.692 21.478 21.478 18.751 73.400 Density : 0.4611 ton/m3 E Remained LNG 20.00 40.00 40.00 1512.06 1612.06 After LNG Gathering
Ballast
Voyage Amount of BOG(m3) 29.229 53.695 53.695 46.879 183.499 2.5 Days Basis E Required Coolant 146.90 222.90 222.90 91.00 683.70
Coolant
Amount of BOG(m3) 40.921 75.174 75.174 65.630 256.899 3.5 Days Basis G LNG filling after CD 95.29 87.30 32.74 200.00 415.33 Include LNG for Heel Ageing Protection
3 Require.
Amount of BOG(m ) 52.613 96.652 96.652 84.382 330.298 4.5 Days Basis H BOG during Voyage 17.5 Ballast voyage
Amount of Heel After CD(m3) 97.265 104.518 104.518 109.754 416.054 2.5 Days Basis After dried-up 0.00 0.00 0.00 1512.06
Ballast
Amount of Heel After CD(m3) 92.173 92.639 92.639 99.703 377.154 3.5 Days Basis Voyage
I End of ballast voyage
Weight (tons) 0.00 0.00 0.00 697.21 697.21
Arrival Amount of Heel After CD(m3) 82.881 74.861 74.861 84.251 316.855 4.5 Days Basis
Condition Level of Heel After CD(m) 0.142 0.079 0.079 0.095 2.5 Days Basis, Trim : 0.0
Cargo Amount of arrival condition at Loading port
Level of Heel After CD(m) 0.135 0.070 0.070 0.086 3.5 Days Basis, Trim : 0.0
Level of Heel After CD(m) 0.121 0.056 0.056 0.073 4.5 Days Basis, Trim : 0.0
Minimum Level within Status Sym Item No.1 Tank No.2 Tank No.3 Tank No.4 Tank Total Remark
CTS 0.026 0.026 0.026 0.026
Accuracy(±7.5 mm)(mm) A DEP. 20.00 40.00 40.00 1512.06 1612.06 After Gathering
Level of heel can be measured within specified accuracy by CTS. B BOG during voyage 20.00 40.00 40.00 413.03 513.03
Conclusion (If LNG Level is down to below than 0.026 meter, LNG filling into the cargo tank after cooling down operation Voyage
should be done by operator.) ARR. 0.00 0.00 0.00 1099.03 1099.03 Before Cooldown
C
Weight (tons) 0.00 0.00 0.00 506.76 506.76
D Spraying Q'ty 146.90 222.90 222.90 91.00 683.70
1. The pump down level is appr. 0.484m from tank bottom based on follows. Cooldown E Heel during cooldown 52.10 79.00 79.00 506.33 716.43
1) Height from tank bottom to pump bottom : 0.090 m F LNG Filling 95.29 87.30 32.74 215.33
2) Pump tower shrinkage from +20°C to -163°C : 0.079 m
Remained LNG 147.39 166.30 111.74 200.00 625.43 After cooldown Arrival Condition
3) Height from pump bottom to inducer inlet : 0.241 m Arrival G
Weight (tons) 67.96 76.68 51.52 92.22 288.39
4) Height from inducer inlet to pump down level : 0.18 m
Considering cargo tank pressure at unloading operation, the pump down level is down to near 0.169m from tank bottom based
on low current trip. But it is difficult to decide exact pump down level due to variation of tank pressure, quantity of coolant,
Note : Note :
duration of the voyage and/or operator's skill.
Therefore this report was calculated pump down level based on 0.300 m from tank bottom even though normal operating zone 1. Above data was based on 17.5 days ballast voyage as for reference.
has wide range from appr. 0.169 m to 0.590 meter(Pump down level in normal operation : 0.200m to 0.350 m). 2. Density : 470 kg/m3
2. Average Temperature Calculation = (T3 + T4 + T5 + T6) / 4, excluded two(2) top temperature sensors. 3. 100 m3 in No.4 cargo tank was additionally considered for heel ageing protection.
3. Some amount of LNG should be additionally considered or transferred unpumpable LNG to No.4 cargo tank to keep minimum start
4. Actual requirement for coolant should be adjusted according to amount of unpumpable LNG, required LNG for cooldown, boil off gas and etc. based
level of stripping/spray pump(appr. 0.230 m from tank bottom) at cooling down operation.
on operating experience on the vessel.
4. Abbreviation : Temp. ; Temperature, Req. ; Requirement, CD ; Cooling down operation, Voy. ; Voyage, BOG ; Boil off gas
5. The pump down level is appr. 0.484 m from tank bottom based on follows.
Quantities of remain heel after stripping by Main Cargo Pump taken at Gas Trial(2002.05.26) 1) Height from tank bottom to pump bottom : 0.090 m
No.1 Tank No.2 Tank No.3 Tank No.4 Tank Total
Pump Down Level (m) 0.160 0.230 0.170 0.140 Even Keel Condition 2) Pump tower shrinkage from +20°C -163°C : 0.079 m
Cargo Volume (m3) 110.082 307.327 226.646 162.511 806.566 Even Keel Condition 3) Height from pump bottom to inducer inlet : 0.241 m
Corrected level (m) 0.113 0.113 0.127 0.083 Trim : 2 m by the stern
4) Height from inducer inlet to pump down level : 0.18 m
Corrected Volume (m3) 77.569 150.387 169.064 96.140 493.160 Trim : 2 m by the stern
Considering cargo tank pressure at unloading operation, the pump down level is down to near 0.169 m from tank bottom based on low current trip.
Quantities of remain heel after stripping by Stripping/spray Pump taken at Gas Trial(2002.05.26) But it is difficult to decide exact pump down level due to variation of tank pressure, quantity of coolant, duration of the voyage and/or operator's
No.1 Tank No.2 Tank No.3 Tank No.4 Tank Total
Pump Down Level (m) 0.050 0.073 0.140 0.063 Even Keel Condition skill.
3
Cargo Volume (m ) 34.196 96.994 186.455 72.905 390.550 Even Keel Condition Therefore this report was calculated pump down level based on 0.300 m from tank bottom even though normal operating zone has wide range
Corrected level (m) 0.021 0.018 0.047 0.018 Trim : 2 m by the stern
3 from appr. 0.169 m to 0.590 meter (Pump down level in normal operation : 0.200m to 0.350 m).
Corrected Volume (m ) 14.314 23.809 62.345 20.746 121.214 Trim : 2 m by the stern

Illustration 3.6.4a Ballasting
)
(P
TK
B.
W.
P) P) P) )
E/R
K( K( K( (P
T T T TK
BA223 BA211
. . . .
S .C .B .B .B .B
(P)
W W W W
NO.2
.4 .3 .2 .1
TK
NO NO NO
B.STRIP.
NO
B.
EDUCTOR
PW.
EE
DD
BA222
BA006
FW
EM'CY BILGE
BA209
SUCTION
SLEEVE DOUBLE
BA004
NO. 2 B.P
ZINC ANODE
SEPARATOR BA001
STEEL PIPE
A.P. TK
PIPE DUCT F.P. TK
BA225
TO I.G.G. SYS
BA207
B.T. RM
BA220 BA214 BA206 BA003
BA212
NO. 1 B.P BA004

ZINC ANODE
(S)
SEPARATOR
BA219
TK
.B.
E PW
S) S) S)
DE
)
TK( TK( TK( K (S
D
. . . .T
FW
BA218 BA210
S .C
.B .B .B .B
W W W W
.4 .3 .2 .1
NO NO NO
NO.1
B.STRIP.
EDUCTOR T K(
S)
NO
B.
W.
E/R

3.6.4 Ballasting No.3 port BA018 f) As each tank reaches the required level, open the valve of the next
No.3 starboard BA016 tank before closing the valve of the tank which is full.
Operating Procedures No.4 port BA022
No.4 starboard BA020 g) When all the tanks near the required level, reduce the flow rate
It is assumed that the main sea water crossover pipe is already in use, supplying ER port BA202 progressively by discharging to sea via the overboard discharge
other sea water systems, e.g. the main circulating system, sea water service ER starboard BA201 valve BA224.
system and that the cargo and ballast valve hydraulic system is also in service. Fore peak BA004, BA001
After peak BA228 h) Close the final tank valve when the required level is reached.
To Ballast the Ship
e) As each tank reaches the required level, open the valve of the next i) Close the pump discharge valve BA220 and stop the pump.
! Caution tank before closing the valve of the full tank.
Incorrect operation of the ballast system will cause damage to the GRP pipework. j) Close all other valves.
Damage is generally caused by a pressure surge due to sudden changes in the f) When all the tanks are at their correct level, shut the tank valves,
flow and the presence of air pockets. During the ballasting operation great care ballast main valves and gravity filling valves BA206, BA207, To Ballast the Ship Using the NO.2 Ballast Pump
must be taken to ensure that flow rates are adjusted smoothly and progressively. BA208 and BA209.
In particular, the pumping rate should be reduced to one pump when filling only a) Follow operations a) to b) inclusive.
one tank and use made of the discharge to sea to further reduce the rate before Note !
shutting the final tank valve. The speed when filling by gravity will sharply decrease as the level of the water b) Open sea water inlet valve BA209 to the NO.2 ballast pump.
line is approached. The tanks will require to be filled to their capacity with the
It is necessary to eliminate the air pockets that may be present in the piping ballast pump. c) Open valves BA226 and BA219 and BA222 on ballast discharge
before proceeding with the normal ballasting operations. This is achieved by crossover line.
running ballast into either the deep ballast or No.1 ballast tank. To Ballast the Ship Using the NO.1 Ballast Pump
d) Start the pump.
It is important not to compress any air in the system. To achieve this, the valve a) Open the valve(s) on the tanks to be filled as required by the
admitting water to the system should be opened last. ballast plan. e) Open pump discharge valve BA221.
Fill by Gravity Deep port BA005 f) Follow operations f) to h) inclusive above.

Deep starboard BA003
All operations are carried out from the CCR using the keyboard in conjunction No.1 port BA010 g) Close the pump discharge valve BA221 and stop the pump.
with the mimic on the IAS graphic. No.1 starboard BA008
No.2 port BA014 e) Close all other valves.
a) Open the valves BA003 and BA005 on the deep ballast tanks. No.2 starboard BA012
No.3 port BA018
b) Open the ballast main valves BA207, BA209. No.3 starboard BA016 Vacuum Stripping System
No.4 port BA022
c) Open the gravity filling valve from sea BA206, BA208. When a No.4 starboard BA020 Vacuum pump and discharge valves (BA214 and BA215) for ballast
flow has been established to the deep ballast tanks, the valves ER port BA202 pumps are controlled by water level in the air separator.
BA003 and BA005 can be shut. ER starboard BA201
When water level is decreased to low preset level, vacuum pump is
Fore peak BA004, BA001
operated to increase water level to high preset level.
d) Open the valve(s) on the tank(s) to be filled as per the ballast plan. After peak BA228
Discharge valve is also controlled by throttling at stripping zone between
Deep tank port BA005 b) Open the sea water crossover valves BA219, BA205. high and low preset level in the air separator.
Deep tank stb’d BA003
No.1 port BA010 c) Open sea water inlet valves to the NO.1 pump BA207.
No.2 port BA014 d) Start the starboard ballast pump.
e) Open the pump discharge valve BA220.

Illustration 3.7.1a Stripping and Line Draining
CG514
CG002
CG513
CG515
CG524 CG516
CG510
CG509
CG525 CG523 CG511
No.2 B.O/W.UP
FROM E/R
HEATER
CG526 CG522 CG512
IG021 IG020 IG022 CG527
CG506
CG505
CG521 CG507
HEATER
CG405 CG520 CG518 CG517 CG508
No.2 LOW DUTY COMP. LNG LIQUID LINE
CS506 CG502
CG501
CG503
CS505
CG532 CG504
No.1 LOW DUTY COMP.
FORCING VAP.
CS504
CS503 CN683
DEMISTER
CG530
TO INS.PRESS.
LNG VAPORIZER
CS501 CS502
CG528
CS003
GAS MAIN
VAPOUR MAIN
CS004 CS002 CS001

LIQUID MAIN
CF401 CF301 CF201 CF101
CF402 CF302 CF202 CF102

3.7 Pre-Dry Dock Operations Purging and Draining of Loading Arms
A standard letter is sent to the vessel by Bergesen, setting out the requirements Purging is carried out one line at a time.
and a timetable of operations before refit.
When the shore terminal is ready to inject nitrogen and the pressure at the
During the last loaded voyage before refit, a full inner hull inspection of all manifold is 2.5 bar:
ballast tanks and cofferdams must be carried out and a report sent to Bergesen.
This is a DNV requirement, to confirm the absence or presence of any cold spots. a) Open manifold bypass valves CS806.
A DNV surveyor may attend the last discharge before refit, to inspect selected
ballast tanks and cofferdam spaces. b) Close the bypass valve when pressure on manifold drops to 0 bar.
Repeat the operation a further twice. On the last operation shut the
The ship will carry out a maximum discharge. The tank levels should be reduced bypass valve at approximately 1 bar, in order to eliminate the risk
to the point where the main cargo pumps trip on low current. Then, using the of liquid back flow from ship’s liquid line.
stripping/spray pumps, remove the last of the cargo until they also trip on low
current. The ship will then proceed to sea and commence the warm up, inerting Open the test drain valve on the loading arm to ensure that there is no liquid
and aerating, prior to arrival at the refit yard. present. When the required amount of methane (usually less than 1%) is showing
at the drain valve, close the shore terminal ESDS valves.
3.7.1 Stripping and Line Draining
c) When purging is completed, proceed with the disconnection of the
It is assumed that the cargo tanks have been discharged to their maximum with liquid arms.
the main cargo pumps which have been shut down. Discharge via the port side
manifold. d) Complete the ballasting operations for the final measurement and
for the sailing condition.
Note !
Stripping / spray pump should be started at higher level than minimum start level Shortly before departure:
(300 mm) for the pump
e) Vapour line connection:
a) At manifold crossover: Purge the vapour line with nitrogen from the shore terminal at a
Open valves CS805. pressure of 2 bar.
Close valves CL805, 806, 807, 808 and CL801, 803, 804. Close valve CG801, 001.
Confirm that the gas content is less than 1% by volume at drain
b) Stripping/spray header: valve.
Open CS004, 002, 001.
Open CS003 stripping/spray header to liquid manifold crossover. f) After confirming that the gas content is less than 1% volume:
Disconnect the vapour arm.
c) At required tanks:
Open stripping/spray discharge valves from individual tanks to g) Prepare the cargo system for warming up the cargo tanks.
give the required performance, CS101, 201, 301, 401.
Start stripping/spray pump(s).
On completion:
d) Stop final pump:

Close valves CS805 and CL802
Open valves CS404 to drain down the header line to tank No.4.
e) When completed:
Leave open valves CS001, 002, 003, 004, in order to warm up the
line. When the line has warmed up, close these valves.

Illustration 3.7.2a Tank Warm Up
CG514
CG002
CG513
CG515
CG524 CG516
CG510
CG509
CG525 CG523 CG511
No.2 B.O/W.UP
FROM E/R
HEATER
CG526 CG522 CG512
IG021 IG020 IG022 CG527
CG519
CG506
LNG VAPOUR LINE
CG505
CG521 CG507
HEATER
CG405 CG520 CG518 CG517 CG508
No.2 LOW DUTY COMP.
CS506 CG502
CG501
CG503
CS505
CG532 CG504
No.1 LOW DUTY COMP.
FORCING VAP.
CS504
CS503 CN683
DEMISTER
CG530
TO INS.PRESS.
LNG VAPORIZER
CS501 CS502
CG528
CS003
GAS MAIN
VAPOUR MAIN
CS004 CS002 CS001

LIQUID MAIN
CF401 CF301 CF201 CF101
CF402 CF302 CF202 CF102

3.7.2 Tank Warm Up c) If discharge of LNG to shore is not possible, vaporize it in the j) Open the vapour valves CG101, 102, 201, 202, 301, 302, 401, 402
LNG vaporizer and vent the vapour to the atmosphere through the on each tank.
Tank warm up is part of the gas freeing operations carried out prior to a dry No.1 vent mast.
docking or when preparing tanks for inspection purposes. k) Open the filling valves CL100, 200, 300, 400, 110, 210, 310, 410
d) If venting to the atmosphere is not permitted, the vapour must be on each tank.
The tanks are warmed up by recirculating heated LNG vapour. The vapour is burned in the boilers.
recirculated with the two HD compressors and heated with the cargo heaters to a l) Start both HD compressors manually and gradually increase flow
preset value. (1st stage : 0°C, 2nd stage : 75°C). e) For maximum stripping, the ship should have zero list and should by the inlet guide vane position.
be trimmed down at least 2.6 m by the stern.
In a first step, hot vapour is introduced through the filling lines to the bottom of m) Monitor the tank pressure and adjust the compressor flow for
the tanks to facilitate the evaporation of any liquid remaining in the tanks. In a f) Run the stripping pumps until trip by low current. maintaining the tank pressure at about 160 mbar. It is possible to
second step, when the temperatures have a tendency to stabilise, hot vapour is (Trip for low low level alarm should be blocked.) control tank pressure by CG106 valve.
introduced through the vapour piping at the top of the tanks. Gas main may be used to exhaust excess vapor to No.1 vent mast
g) Remove the emergency pump that may have been placed in a through CG602 and CG105 alternatively. In this case, tank
Excess vapour generated during the warm up operation is vented to atmosphere cargo tank. pressure shall be controlled by CG602 throttling valve. But liquid
when at sea, or returned to shore if in port. (The instructions that follow apply to main instead of gas main shall be normally used for warming up
the normal situation, venting to atmosphere at sea.) Operating Procedure operation.
The warm up operation continues until the temperature at the coldest point of the n) Check that the pressure in the insulation spaces, which have a
secondary barrier of each tank reaches 5°C. During the tank warm up, gas burning may be used by directing some vapour tendency to increase, remains inside the preset limits.
from the heater outlet, to the boilers and by controlling manually this operation.
The warm up operation requires a period of time dependent on both the amount o) Monitor the temperatures in each tank and adjust the opening of
and the composition of liquid remaining in the tanks and the temperature of the a) Install the spool pieces near CL602 and CL107, open the valve the filling valve to make uniform the temperature progression in all
tanks and insulation spaces. Generally, the warm up will require about 48 hours CL602 to discharge heated vapour to the liquid header. the tanks.
after vaporizing the remaining liquid.
b) Prepare gas heaters No.1 and 2 for use. p) After twenty/twenty-four hours, the temperature progression slows
Initially, the tank temperatures will rise slowly as evaporation of the LNG down. Eventually, the procedure of the second method described
proceeds, accompanied by high vapour generation and venting. A venting rate of c) Adjust the temperature set point. (1st step: 0°C, 2nd step: 75°C). below, may be more efficient.
approximately 8,000 m3/h at 60°C can be expected. On completion of
evaporation, tank temperatures will rise rapidly and the rate on venting will fall d) Prepare No.1 and 2 HD compressors for use. q) Purge the emergency pump column with N2 to remove liquid in the
to between 1,000 and 2,000 m3/h at steadily increasing temperatures. column. (See 5.5 Emergency cargo pump installation, 1st column
Temperatures within the tank and insulation are indicated in the CCR. e) At vent mast No.1, open valve CL107. a.)
Rolling and pitching of the vessel will assist evaporation. Temperature sensors at f) Adjust the set point of CG106 at 160 mbar. r) At the end of the operation, when the coldest temperature of the
the aft end of the tank give a good indication of the progress of warm-up. Slight secondary barrier is at least +5°C, or before switching to the
listing of the vessel will assist in correcting uneven warm-up in any one tank. g) Open the valve CG603, the compressor(s) suction from the vapour second step, stop and shut down gas burning system if used. Stop
header. both HD compressors, shut the filling valves on all tanks and
Gas burning should continue as long as possible, normally until all the liquid has restore the normal venting from the vapour header.
evaporated, venting ceased and tank pressures start to fall. h) Open the compressor inlet and outlet valves CG509, 511, 513, 515.
s) As alternative operation, the target temperature in the cargo tank is
Preparation for Tank Warm up i) Open the heater inlet and outlet valves CG529, 517, 523, 520, and at least +5°C when inerting with hot inert gas is applied. In this
525. case total operating time for warming up and inerting is taken appr.
a) Strip all possible LNG from all tanks. 58 hours. (Details refer to 3.7.3 Inerting.)
b) When discharging the final cargo, remove the maximum LNG with
the stripping/spray pumps.

Illustration 3.7.3a Inerting
CG514
CG002
CG513
CG515
CG524 CG516
CG510
CG509
CG525 CG523 CG511
No.2 B.O/W.UP
FROM E/R
HEATER
CG526 CG522 CG512
IG021 IG020 IG022 CG527
CG519 INERT GAS LINE
CG506
CG505
CG521 CG507
HEATER
CG405 CG520 CG518 CG517 CG508
No.2 LOW DUTY COMP.
CS506 CG502
CG503
CS505
CG532 CG504
No.1 LOW DUTY COMP.
FORCING VAP.
CS504
CS503 CN683
DEMISTER
CG530
TO INS.PRESS.
LNG VAPORIZER
CS501 CS502
CG528
CS003
GAS MAIN
VAPOUR MAIN
CS004 CS002 CS001

LIQUID MAIN
CF401 CF301 CF201 CF101
CF402 CF302 CF202 CF102

3.7.3 Inerting e) Open the filling valves CL400, 300, 200, 100, 110, 210, 310, 410
on each tank.
After the tanks have been warmed up, the LNG vapour is displaced with inert
gas. f) Start the inert gas generator and run it until the oxygen content and
dew point are acceptable.
Inert gas from the inert gas plant is introduced at the bottom of the tanks through
the LNG filling piping. Gas from the tanks is vented from the top of the tank g) On the dry air/inert gas discharge line, open the isolating valve
through the vapour header to the vent mast No.1, or to shore if in port. (The IG022, supplying inert gas to deck.
instructions which follow apply to the normal situation, venting to the
atmosphere at sea.) h) Monitor tank pressures and adjust the opening of the fill valves to
maintain a uniform pressure in all the tanks. Ensure that the tank
Inerting is necessary to prevent the possibility of having an air/LNG vapour pressures are always higher than the insulation space pressures by at
mixture in the flammable range. The operation is continued until the least 10 mbar, but that the tank pressures do not exceed 180 mbar
hydrocarbon content is reduced to less than 1.5%. The operation requires about above atmospheric pressure. In any case, during gas freeing the
20 hours. pressure in the tanks must be kept low, to maximize the piston
effect.
In addition to the cargo tanks, all pipe work and fittings must be gas freed. This
is best done with inert gas or nitrogen, while the plant is in operation for gas i) Approximately once an hour, take samples of the discharge from
freeing the tanks. the vapour dome at the top of each tank and test for hydrocarbon
content. Also verify that the oxygen content of the inert gas remains
Operating Procedure below 2%, by testing at a purge valve at the filling line of one of the
(See Illustration 3.7.3a) tanks being inerted.
Warming up operation shall be carried out based on following two(2) cases j) Purge for 5 minutes all the unused sections of pipelines, machines,
alternatively. equipment and instrumentation lines.
Warming up with hot vapour : k) When the hydrocarbon content sampled from a tank outlet falls
below 1.5%, isolate and shut in the tank. On completion of tank and
Target point : all temperatures on secondary barrier ≥ +5°C pipeline inerting, stop the inert gas supply and shut down the inert
gas plant. Reset the valve system for aerating.
Warming up with hot vapor (1st step) and hot inert gas (2nd step) :
l) If the tanks remain inerted without aerating, shut valve CG107,
Target point of 1st step : all temperatures in the tank ≥ +5°C raise the pressure to 100 mbar, then shut in the tanks.
Target point of 2nd step : all temperatures on secondary barrier ≥ +5°C
Warning
When warming up operation is completed based on the above No.2 case, inert If any piping or components are to be opened, the inert gas or nitrogen must first
gas should be heated to about 40°C by BO/WU heaters. be flushed out with dry air. Take precautions to avoid concentrations of inert gas
or nitrogen in confined spaces which could be hazardous to personnel.
Then the procedure on d) below shall only be changed as follows.
Close valve CG527
Open valves CG529, 523,517,520 and 525
a) Prepare the inert gas plant for use in the inert gas mode.
b) Open the vapour valves CG410, 310, 210, 110 on each tank.
c) At vent mast No.1 open valve CG107 and adjust the set point of
CG106 at 2.0 bar.
d) Install the spool pieces connecting the IG line to the LNG liquid
header. Open blind flange valve and valve CG527 and CL602.

Illustration 3.7.4a Aeration
CG514
CG002
CG513
CG515
CG524 CG516
CG510
CG509
CG525 CG523 CG511
No.2 B.O/W.UP
FROM E/R
HEATER
CG526 CG522 CG512
IG021 IG020 IG022 CG527
CG519 INERT GAS LINE
CG506
CG505
CG521 CG507
HEATER
CG405 CG520 CG518 CG517 CG508
No.2 LOW DUTY COMP.
CS506 CG502
CG501 DRY AIR
CG503
CS505
CG532 CG504
No.1 LOW DUTY COMP.
FORCING VAP.
CS504
CS503 CN683
DEMISTER
CG530
TO INS.PRESS.
LNG VAPORIZER
CS501 CS502
CG528
CS003
GAS MAIN
VAPOUR MAIN
CS004 CS002 CS001

LIQUID MAIN
CF401 CF301 CF201 CF101
CF402 CF302 CF202 CF102

3.7.4 Aeration Operating Procedure

Introduction
a) Prepare the inert gas plant for use in the dry-air mode.
Prior to entry into the cargo tanks the inert gas must be replaced with air.
b) Install the spool piece for venting the mixture of inert gas / dry-air
With the Inert Gas and Dry-Air System in Dry-Air production mode, the cargo from the liquid header. Adjust the set point of CG106 at 160 mbar
tanks are purged with dry air until a reading of 20% oxygen by volume is above atmospheric pressure.
reached.
c) Open the filling valves CL410, 310, 210, and 110 on each tank.
Operation
d) Open the vapour valves CG401, 402, 301, 302, 201, 202, 101, 102
The Inert Gas and Dry-Air System produces dry air with a dew point of -45°C. on each tank.
The dry-air enters the cargo tanks via the vapour header, to the individual vapour e) On the dry-air/inert gas discharge line, open the dry air supply
domes. valve. CL110, 210, 310, 410.
The inert gas/dry-air mixture is exhausted from the bottom of the tanks to the f) Start the dry air generator.
atmosphere at No.1 vent mast via the tank filling pipes, the liquid header, and
spool piece and valve CL107. During aerating, the pressure in the tanks must be g) Open the valves CG527, 601 to supply dry air to the vapour header.
kept low to maximize a piston effect.
h) Observe the tank pressures and insulation space pressures, to
The operation is complete when all the tanks have a 20% oxygen value and a ensure that the tank pressures are higher than the space pressures
methane content of less than 0.2% by volume (or whatever is required by the by 10 mbar at all times.
relevant authorities) and a dew point below -40°C.
i) Approximately once an hour, take samples from the filling pipe
Before entry, test for traces of noxious gases (carbon dioxide less than 0.5% by test connections to test the discharge from the bottom of the tanks
volume, and carbon monoxide less than 50ppm) which may have been for oxygen content.
constituents of the inert gas. In addition, take appropriate precautions as given in
the Tanker Safety Guide and other relevant publications. j) When the oxygen content reaches 20%, isolate and shut in the tank.
The pressure in the tanks is adjusted to 120 mbar. k) When all the tanks are completed and all piping has been aired out,
raise the pressure to 100 mbar in each tank and shut the filling and
Aeration carried out at sea as a continuation of gas freeing will take vapour valves on each tank. Restore the tank pressure controls and
approximately 20 hours. valves to vent from the vapour header.
Warning l) During the time that dry air from the inert gas plant is supplied to
Take precautions to avoid concentrations of inert gas or nitrogen in confined the tanks, use the dry air to flush out inert gas from vaporizers,
spaces, which could be hazardous to personnel. Before entering any such areas, compressors, gas heaters, crossovers, pump risers and emergency
test for sufficient oxygen > 20% and for traces of noxious gases: CO2 < 0.5% pump wells. Piping containing significant amounts of inert gas
and CO < 50 ppm. should be flushed out. Smaller piping may be left filled with inert
gas or nitrogen.
m) During the time a tank is opened for inspection, dry air will be
permanently blown through the vapour header line in order to
prevent the entry of humidity from the ambient air.
o) The insulation spaces are to be maintained in a vacuum condition

during cargo tank maintenance.

3.6.4 Ballasting ........................................................................... 3 - 47
Part 4
Integrated Automation System (IAS)
4. Integrated Automation System (IAS) 4.3.3.3. Valve operation – hydraulically operated two-position valves
4.1. General 4.3.3.3.1. Operation from change zone
4.1.1. Overview 4.3.3.3.2. Operation from pop-up window
4.1.2. Extension VDU 4.3.3.4. Valve operation –memory valves
4.1.3. Extension alarm system 4.3.3.5. Controller operation
4.1.4. Cargo system 4.3.3.5.1. Operation from change zone
4.1.5. Machinery system 4.3.3.5.2. Adjustment of tuning parameters
4.1.6. Printers 4.3.3.6. Alarm operation
4.1.7. Wheelhouse operator station (GUS) 4.3.3.6.1. Sound off
4.1.8. Abbreviations list 4.3.3.6.2. Alarm acknowledge – custom graphics page
4.2. Hardware 4.3.3.6.3. Alarm acknowledge – alarm summary window
4.2.1. Global user station (GUS) 4.3.3.6.4. Changing of alarm set points
4.2.2. Extension VDU system (Remote GUS) 4.3.3.6.5. Alarm inhibit
4.2.3. Operator keyboard 4.3.3.6.6. Alarm disable
4.2.4. Trackball 4.3.3.6.7. Alarm blocking
4.2.5. Printers 4.3.3.7. Trends
4.3. Operation 4.3.3.7.1. Group trend display
4.3.1. Philosophy/overview 4.3.3.7.2. Point trend display
4.3.2. Custom display 4.3.3.8. Hour counters
4.3.2.1. Display title zone 4.3.3.9. Area change
4.3.2.2. Previous page button 4.3.4. Sequence specification
4.3.2.3. Next page button 4.3.4.1. Stripping pump start sequence
4.3.2.4. Related Display call-up button 4.3.4.2. Unloading sequence
4.3.2.5. File name display 4.3.4.3. Ballast/deballast sequence
4.3.2.6. Alarm window 4.3.4.3.1. Ballast tank suction valve sequence
4.3.2.7. Process Graphic Zone
4.3.2.8. Change zone
4.3.3. Operational procedures
4.3.3.1. Motor operation
4.3.3.1.1. Operation from change zone
4.3.3.1.2. Operation from pop-up window
4.3.3.2. Valve operation – hydraulically operated throttling valves
4.3.3.2.1. Operation from change zone
4.3.3.2.2. Operation from pop-up window
4.3.3.2.3. Operation from keyboard
4-1 Part 4 Integrated Automation System (IAS)

Illustration 4.1a IAS Overview

Part 4 Integrated Automation System (IAS) 4.1.3 Extension alarm system 4.1.5 Machinery System
Extension alarm panels are installed for external alarming during off-duty hours This system is used to control and monitor the engine room equipment like
for machinery and Cargo systems. The panels are installed at the following pumps, valves, controllers, etc. The state of the boiler and the main turbine
4.1 General
locations: are also monitored in the IAS through serial link, but no control is possible.
Auxiliary pumps stand-by start functions are also carried out by the IAS.
4.1.1 Overview • Wheelhouse (Controlling panel for Machinery and Cargo systems)
A power management system, interfaced to the IAS, is monitoring the
• Chief engineer office (Machinery system)
electric capacity versus need. It also secures that sudden load changes
The ship’s Integrated Automation System (IAS) has been designed, • Chief engineer cabin (Machinery system)
can not cause a black out. If sufficient power is not available when t
programmed and installed by Korea-Honeywell, using the Honeywell • 2nd engineer cabin (Machinery system)
rying to start an electric motor, the start will be blocked and, if possib
distributed control system (DCS) developed from the Honeywell TPS (Total • 3rd engineer cabin (Machinery system)
le, the diesel generator started. An additional start order is then needed
Plant Solution). • 4th engineer cabin – Machinery system
to get the electric motor started, after sufficient power is available at
• Cargo control room – Machinery system the MSB.
Two separate systems connected by a data link for data transfer have been • Gas engineer cabin – Cargo system
provided within the IAS for cargo/ballast operations (referred to as the Cargo • Common office – Both systems The following independent systems are interfaced with the Machinery
System) and for machinery/electric generation plant operations (referred to as • Officer lounge – Both systems System:
the Machinery System). Certain other, independent, control systems are • Duty mess - Both systems - Main Boiler System
interfaced with the Cargo or Machinery Systems, see parts 4.1.4 and 4.1.5. • Common restaurant - Both systems - Ship Performance Monitoring System
• Coffee bar - Both systems - Main Turbine System
The IAS has been designed to be easy and logical to use for the operator. Most - Gas Detector System
• Gymnasium - Both systems
functions are run automatically, but can at any time be intervened by the - Scoop cooling system
operator. - Power management system
4.1.4 Cargo System
The grouping of alarms allows easy access for identification, action and alarm
4.1.6 Printers
handling. This system is for control and monitoring of the cargo and ballast auxiliaries
and valves. In addition, automatic sequence control logic programs are Three IAS printers are installed in each control room console:
As even momentary interruption of electrical power supply (220V AC), to the provided for cargo and ballast operations. Displays available are composed
IAS could cause failure of the IAS, a dedicated Uninterruptible Power Supply of overviews, operational graphics, monitoring graphics, operational - One data logging printer
(UPS) system is installed for bumpless power supplying to designated IAS guidance graphics and alarm displays. - One alarm printer
operator station.
- One color hard copier for printing paper copies of the current
The emergency shutdown system (ESDS), cargo tank protection system monitor image
(except the cargo tank filling valve close function caused by the cargo tank
4.1.2 Extension VDU level very high), and machinery trip and safety systems are operating totally 4.1.7 Wheelhouse operator station
independent of the IAS. Alarms for these systems are sent to the IAS,
An extension VDU network with receptacles for portable VDU monitor is however.
supplied to monitor the local status at the following locations: One IAS operator station is provided in wheelhouse for monitoring purpose of
The following independent systems are interfaced with the cargo system for both cargo and machinery system.
- Chief Engineer Office date gathering, calculation and monitoring purposes:
- Chief Engineer Cabin
- Gas Engineer Cabin - Loading Computer
- 2nd Engineer Cabin - Custody Transfer System
- 3rd Engineer Cabin - Fire Detector System
- Electric Equipment Room (Server) - Gas Detection System
- Floating Level Gauging System

4.1.8 Abbreviations list. BILGE BILGE CYL CYLINDER EXT EXTENSION

BLACK OUT BLACK OUT D DUMP EXTR EXTRACTOR
A separate abbreviation list has been developed for the BLK BLOCK
DAMP DAMPER F FRESH
IAS, as indicated below: BLR BOILER
DB DOUBLE BOTTOM / DISTRIBUTION BOARD FCL FWD CENTRAL LOWER
BLWR BLOWER
A AIR
DEAER DEAERATOR FCU FWD CENTRAL UPPER
BMS BURNER MANAGEMENT SYSTEM
ABP AFTER BOTTOM PORT
BNR BURNER DEL DELIVERY FLP FWD LOWER PORT
ABS AFTER BOTTOM STBD FUP FWD UPPER PORT
BO BOIL-OFF DET DETECTOR/DETECTION
ACM AFTER CENTRAL MIDDLE BO/WU BOIL OFF / WARM-UP F-ST FOLLOW AUTO START
DG DIESEL GENERATOR
ALS AFTER LOWER STBD BOG BOIL-OFF GAS F/VPR FORCING VAPORIZER
DIFF DIFFERENTIAL
BOSUN ST BOSUN STORE (FORECASTLE) FCLE FORECASTLE
AUS AFTER UPPER STBD
DIS DISCHARGE
BRG BEARING FCV FLOW CONTROL VALVE
ABNOR ABNORMAL
DISCON DISCONNECT FDB FOREWARD DEEP BALLAST
BW BILGE WELL
ABS ABSOLUTE
BWC BRIDGE WING CONSOLE DK DECK FDF FORCED DRAFT FAN
AC AIR CONDITIONER FDWC FEED WATER CONTROL
BZ BUZZER DO DIESEL OIL
ACB AIR CIRCUIT BREAKER C CARGO FE FLAME EYE
DP DIFFERENTIAL PRESS
ACC AUTOMATIC COMBUSTION CONTROL C-O CHANGE-OVER FG FUEL GAS
DRK W DRINKING WATER
ACCOM ACCOMMODATION CAB CABINET FILL FILL
DRN DRAIN
CCC CARGO CONTROL ROOM CONSOLE FM FROM
ACCU ACCUMULATOR
DRV DRIVE, DRIVING FO FUEL OIL
ACK ACKNOWLEDGE CCR CARGO CONTROL ROOM
DRY DRYER FORC FORCING
ACT ACTIVATE CENT CENTRAL/CENTRIFUGAL
DSHTR DESUPERHEATED STEAM HEATER FPT FORWARD PEAK TANK
ADJ ADJUSTING CFW COOLING FRESH WATER
DW DISTILLED WATER FREQ FREQUENCY
ADV ADVANCE CIRC CIRCULATING FUNC FUNCTION
ECC ENGINE CONTROL ROOM CONSOLE
AE AUXILIARY ENGINE CL CLOSE FW FRESH WATER
ECONM EXHAUST GAS ECONOMIZER
CLK CLOCK FWC FRESH WATER CONTROL
AFT AFT
ECR ENGINE CONTROL ROOM FWD FORWARD
AHD AHEAD CLR COOLER
EDR ELECTRIC DISTRIBUTING PANEL ROOM FWE FINISHED WITH ENGINE
AHU AIR HANDLING UNIT EMR ELECTRIC MOTOR ROOM
EDSHTR EXTERNAL DESUPERHEATED STEAM HEATER GACP GENERATOR AUTO CONTROL PANEL
ALM ALARM CNR CORNER
EDUCT EDUCTOR GEN GENERATOR
AMP AMPERE CO2 CARBON DIOXIDE GMS GAS MANAGEMENT SYSTEM
EER ELECTRIC EQUIPMENT ROOM
APT AFT PEAK TANK COFF COFFERDAM GRAV GRAVITY
EH EXTEREMELY HIGH
COM COMMON GRP GROUP
AST ASTERN
EHQ EMERGENCY HEADQUARTER GS GENERAL SERVICE
ATM ATMOSPHERE COMP COMPRESSOR
ELEC ELECTRIC GUS GLOBAL USER STATION
ATOM ATOMISING COMP RM CARGO COMPRESSOR ROOM
ELEV ELEVATOR GVNOR GOVERNOR
AUTO AUTOMATIC COND CONDENSATE/CONDENSER
EMCY EMERGENCY GW GLYCOL WATER
AUX AUXILIARY CONDUCT CONDUCTIVITY H HIGH
EMR ELECTRIC MOTOR ROOM
AVAIL AVAILABLE CONT CONTROL HAND HANDLE/HANDLING
ENG ENGINE
COOL COOL, COOLING HD HIGH DUTY
B BASE
ENGAGE ENGAGED HDR HEADER
BC BOTTOM CENTRAL COUNT COUNT, COUNTER
EQ EQUIPMENT HFO HEAVY FUEL OIL
B/ATOM BURNER AUTOMIZING CP CONTROL PANEL
ER ENGINE ROOM HH HIGH-HIGH
B/L BALLAST/LADEN CSBD CARGO SWITCHBOARD
ESBD EMERGENCY SWITCHBOARD HP HIGH PRESSURE
B/THR BOW THRUSTER
CSL CONSOLE HPM HIGH-PERFORMANCE PROCESS MANAGER
BALL BALLAST ESD EMERGENCY SHUT DOWN
CSW COOLING SEA WATER HPT HIGH PRESSURE TURBINE
BATT BATTERY ESDS EMERGENCY SHUT DOWN SYSTEM
CTS CUSTODY TRANSFER SYSTEM HSC HIGH SEA CHEST
BGB BOILER GAUGE BOARD
EXH EXHAUST
CUR CURRENT HTR HEATER
BH TK BILGE HOLDING TANK
EXP EXPANSION HYD HYDRAULIC
BHD BULKHEAD CW COOLING WATER

IAS INTEGRATED AUTOMATION SYSTEM NAV NAVIGATION RM ROOM TC TURBOCHARGER, THERMOCOUPLE
IG INERT GAS NOR NORMAL RPB REMOTE PUSH BUTTON TCV TEMPERATURE CONTROL VALVE
IGG INERT GAS GENERATOR NZL NOZZLE RPM REVOLUTIONS PER MINUTE TEMP TEMPERATURE
IGV INLET GUIDE VANE
O/C OPEN/CLOSE RTN RETURN TG TURBO GENERATOR
IN INLET
O2 OXYGEN RVI ROTOR VIBRATION INDICATION THR THRUSTER
INCIN INCINERATOR
OMD OIL MIST DETECTOR S STARBOARD TK TANK
INCOM INCOMING
IND INDICATION OP OPEN S/D SCHEMATIC DIAGRAM TOPP UP TOPPING UP
INH INHIBIT OUT OUTLET S/S SHIP SIDE TP TRIP
INJECT INJECTION OVBD OVERBOARD ST STERN TUBE TPS TANK PROTECTION SYSTEM
INSP INSPECTION OVFL OVERFLOW SAH STEAM AIR HEATER TRANS TRANSMITTER/TRANSFER
INSUL INSULATION
OVLD OVERLOAD SAL SALINITY TRBL TROUBLE
INTERM INTERMEDIATE
OVRD OVERRIDE SB SOOT BLOWER TURN GEAR TURNING GEAR
INTLK INTERLOCK
IR INFRA-RED OW SEP OILY WATER SEPARATOR SC SEA CHEST UPP UPPER
ISO ISOLATING P PORT SCRUB SCRUBBER UPS UNINTERRUPTED POWER SUPPLY
L LOW P/WAY PASSAGE WAY SDC STEAM DUMP CONTROL V VOLTAGE
L/VPR LNG VAPORIZER PB PUSH BUTTON SEC SECONDARY V/F VOLTAGE/FREQUENCY
LCV LEVEL CONTROL VALVE
PCV PRESSURE CONTROL VALVE SEL SELECT VAC VACUUM
LD LOW DUTY
PD PIPE DUCT SEP SEPARATOR VAP VAPOR
LDO LIGHT DIESEL OIL
LIQ LIQUID PIST PISTON SEQ SEQUENCE VIB VIBRATION
LL LOW-LOW PKG PACKAGE SERV SERVICE VISC VISCOSITY
LO LUBRICATION OIL PNEUM PNEUMATIC SETTL SETTLING VL VERY LOW
LP LOW PRESSURE PNL PANEL SG STEERING GEAR VPR VAPORIZER
LPSG LOW PRESSURE STEAM GENERATOR
POS POSITION SHTR SUPERHEATED STEAM HEATER VRC VALVE REMOTE CONTROL
LPT LOW PRESS TURBINE
PP PUMP SIN PH SINGLE PHASE VV VALVE
LSC LOW SEA CHEST
LTG LIGHTING PPTW PUMP TOWER SOL SOLENOID W WATER
LVL LEVEL PRES PRESSURE SP SPACE WH WHEELHOUSE
LWR LOWER PRI PRIMARY/PRIMING SPR SPRAY WHC WHEELHOUSE CONSOLE
M MACHINERY PROCESS PROCESS ST START WIND WINDING
M/COND MAIN CONDENSER
PROTECT PROTECT STBY STAND BY WO WASTE OIL
M/LOADER MANUAL LOADER
PROV PROVISION STC STEAM TEMPERATURE CONTROL WS WORKSHOP
M/WHEEL MAIN WHEEL
MAN MANUAL PRP PROVISION REFRIGERATION PLANT STM STEAM WU WARM UP
MANI MANIFOLD PSU POWER SUPPLY UNIT STOR STORAGE X CROSS
MANO MANOUVERING PURGE PURGE STR STARTER X CROSS
MB MAIN BOILER PURIF PURIFIER STRIP STRIPPING
MFWPT MAIN FEED WATER PUMP TURBINE
PWR POWER SUC SUCTION
MG MASTER GAS
RECIRC RECIRCULATING SUPP SUPPLY
MGPS MARINE GROWTH PREVENTING SYSTEM
REDUC REDUCTION SV SOLENOID VALVE
MID MIDDLE
MSBD MAIN SWITCHBOARD REF REFRIGERATION TYPE SVB SOLENOID VALVE BOX
MSBR MAIN SWITCHBOARD ROOM REG REGENERATION TYPE SW SEA WATER
MT MAIN TURBINE REGUL REGULATOR SWBD SWITCHBOARD
MTR MOTOR
RESV RESERVOIR SYNC SYNCHRONIZE
MV MANOEUVERED VALUE
REV REVERSE SYS SYSTEM
N2 NITROGEN
RIO REMOTE IO

4.2 Hardware 4.2.4 Trackball
4.2.1 Global user station (GUS) Each operating station has a trackball with three buttons.
The center button is not used.
The GUS is the workstation of the Honeywell IAS. The IAS is operated by
totally five GUS, namely two dual screen stations in the ECR, two dual screen The left button on the track ball is used for the following:
stations in the CCR, and one single screen station in the wheelhouse.
The stations in the ECR are normally handling the machinery system, the • Calling the change zone faceplate by clicking the target on the graphic
stations in the ECR are normally handling the cargo system. The single screen display.
station in the wheelhouse is primarily a monitoring station for the cargo and • Opening the pop-up window with point information by clicking the
machinery system, but can also easily be set up as an operating station for the “Detail” pushbutton on the change zone faceplate
cargo system. • Selecting the desired field in the change zone for input of data.
A GUS consists of a keyboard and one or two monitors (screens). The monitors • Changing the operating CRT on the GUS by clicking the selector at
are presenting information from the IAS through a set of standard displays the top of each window.
(“Native windows”) and a set of customized graphic displays in Windows
environment. The right button is used to open up pop-up windows for operation of motors,
valves, etc. When clicking on the desired symbol with the right button, a pop-
The GUS is designed to support operator functions like up window will appear near the symbol.
• Monitoring and controlling processes
• Displaying and handling alarms
• Printing reports and logs 4.2.5 Printers
• Displaying and printing process history, trends, process data’s average
during preset period (1min) There are two sets of printers, one in the cargo control console and the other in
the engine control room console.
4.2.2 Extension VDU System (Remote GUS) Each printer set consists of an inkjet color printer for printing the graphic
display (screen dump), a black and white laser printer for printing log data and
The extension VDU package provides remote access to data from up to four a dot printer for printing the alarm status (alarm printer).
simultaneously connected GUS clients through a single GUS server.
The server is located in the Electric Equipment room and the extension VDUs
are located in areas as indicated in chapter 4.1.2. The extension VDUs consist
of laptop computers set up as a GUS monitor (no keyboard control possibility),
and are being used to monitor alarm and system status for both cargo and
machinery systems..
4.2.3 Operator Keyboard
The operator keyboard has three kinds of panel.
These panels are as follows;

• Direct call up panel configured by engineer
• QWERTY keyboard panel
• System operating panel
Dedicated keys facilitate the following operator functions, as well as others:

• Direct call up of information about the status of the IAS components
• Direct call up of process displays.
• Moving between different displays.
• Selecting items to be controlled.
• Process control
• Data entry

4.3 Operation 4.3.2.1 Display Title Zone 4.3.2.6 Alarm display

Note.
-. Keyboard key is indicated with capital letters enclosed in bracket as The display title zone is divided into several parts as follows: The alarm window displays the two latest process alarms.
<ENTER> The red colored alarm priority will flicker until the operator has acknowledged
-. Buttons to be pushed on the screen are indicated with capital/small the alarm.
letters as written on the screen and enclosed in apostrophes. The alarm priority indicator will have a gray background if the PV is returned
4.3.2.2 Previous Page Button to normal value on an unacknowledged alarm
4.3.1 Philosophy/overview
Alarms visible in the alarm window may be acknowledged directly from the
Operators can access two types of display resources in the GUS: standard graphic window. Other alarms must be acknowledge from the Alarm summery
displays and custom displays. The GUS has been configured with a complete window.
set of standard operating displays, which are available to the operator through
the Native Window function. Standard displays range from system overviews,
to detail view of each data point. In addition a set of custom displays have When this button is clicked with the left trackball button, the previous custom
been implemented. The custom displays are presented in a Windows NT display by filename will be displayed and activated on the process graphic zone.
environment, and have generally been made as interactive mimic displays for For example, on ‘C12’ display, when an operator clicks this button, ‘C11’ is 4.3.2.7 Process Graphic Zone
each system. In the custom displays, points may be selected for operation or for called up and displayed.
further presentation in a native window. The operator can monitor the process value and the present status of the local
The custom displays will open in full-screen mode, while the native window is 4.3.2.3 Next Page Button equipment at the process graphic zone. Points for presentation or operation can
presented in the middle of a screen as “always on top”. However, the native be selected here with the trackball buttons.
window will be hidden if the operator clicks anywhere in the custom display
outside the native window. For normal operation, the custom displays will be 4.3.2.8 Change Zone
used. They contain all controls like buttons and text fields necessary for normal The change zone is used for performing actions like start/stop of motors,
control. Efforts have been made in order to make the function as similar as opening and closing of valves, changing between auto and manual, etc.
possible to manual controls and pushbuttons, in that an action is performed A faceplate appears in the change zone when a point is selected with the left
When this button is clicked with the left trackball button, the next custom trackball button. The faceplates used in the change zone are custom made for
immediately when a button is click; normally there will be no question about
display by filename will be displayed and activated on the process graphic zone. each kind of operation. A closer description of each faceplate can be found
confirmation.
For the example, on ‘C12’ display, when an operator clicks this button, ‘C13’ is under 4.3.3 “Operational procedures”. The change zone can be hidden by
called up and displayed. If ‘C13’ does not exist, next file name ‘C14” will be clicking the 'CLR' button at the right part of the zone.
4.3.2 Custom Display
called up.
There are 3 zones in a custom display.
The upper part is the display title zone.
The middle part is the process graphic zone where operators can monitor 4.3.2.4 Related Display Call-up Button
process values and alarms, and select points for control and monitoring.
The bottom part is the change zone where an operator can operate the selected 4.3.3 Operational procedures
point. The change zone consists of several faceplates that are custom made for
each group of controls. This zone may be hidden by clicking the 'CLR' button, 4.3.3.1 Motor operation
and will appear when a point is selected with the left trackball button.
The related display call-up buttons are composed of 6 sets of display call-up 4.3.3.1.1 Operation from change zone.
Color coding:
buttons.
• Green: Running motor. When a motor symbol is selected using the left trackball button, the motor
If the operator clicks one of the six buttons, the indicated display will be called
• White: Stopped motor (ready for manual start) or closed valve operation faceplate will appear in the change zone. The faceplate contains
up and activated. If a button with blue text is clicked, the related group display
• Yellow: Stopped, ready to start in auto mode (if stand-by) 'START' and 'STOP' pushbuttons. If the motor has a stand-by start function, the
will be called up and activated.
• Red: Alarm. Flickering until acknowledged, then red steady until normal faceplate will contain 'START' and 'STOP' buttons for both motors in the stand-
condition. by set. There will also be buttons for 'SET' or 'CANCEL' of the stand-by
4.3.2.5 File Name Display
function. Further details may be found by pushing the button with the channel
Valves will be white when closed and will have system color when open. When number which will open the native window.
the valve is moving, the graphic symbol is flashing. Valves without indication In addition, there is a 'Detail' pushbutton. Clicking this will open a small pop-
will be drawn with outline in system color, without fill color. All points that up window with one or more points. Selecting a point here and then clicking
will activate the change zone, have a small red dot just beside the symbol. 'OK' will open the native window with details for the selected point.
“Memory valves” are valves that can indicate open or close on the graphics This window displays the file name of the active custom display.
without any feedback from the actual valve. Desired indication is selected by
the operator directly on the faceplate. These valves have a yellow dot.

4.3.3.1.2 Operation from pop-up window 4.3.3.3.2 Operation from pop-up window
If the valve is in ‘MAN’ mode, a pop-up window with ‘Current mode is not
If a motor symbol is selected using the right trackball button, a pop-up window Auto mode’ will be appear and the operator must change to ‘AUTO’ in order to When a valve symbol is selected with the right trackball button, a pop-up
will appear close to the selected motor. The pop-up window will contain only complete the operation. window will appear near the selected symbol. The pop-up window will contain
start/stop buttons. When a button has been pressed, action will take place 'OPEN' and 'CLOSE' buttons. When a button is pressed, action will take place
immediately, and the pop-up window will automatically close. If the selected immediately, and the pop-up windows will automatically close.
motor has a standby start function, the pop-up window will contain start and
stop buttons for both motors of the standby set. Standby selection and 4.3.3.4 Valve operation – memory valves
canceling cannot be done from the pop-up window; it must be done from the
change zone. Memory type valve symbols have no feedback from the valve. Thus the
4.3.3.2.3 Operation from keyboard operator must check the local valve’s position locally before changing the
status on the display.
The operator keyboard may also be used for opening and closing of throttle
valves.
When a valve symbol is selected using the left trackball button, a faceplate will
When the valve is in ‘MAN’ mode, the operator may press the ‘OP’ button in
appear in the change zone. The faceplate contains 'OPEN' and 'CLOSE' buttons.
the change zone on the graphic display or on the operating keyboard and push
When a button is pressed, the valve’s color will change accordingly to indicate
the increase or decrease button on the operating keyboard to control the valve.
4.3.3.2 Valve operation – hydraulically operated throttling valves open or close position. The memory valves are marked with a yellow dot beside
Pressing the left side button with single triangle will energize the solenoid
the symbol.
valve for 0.02 sec per one push.
Pressing the right side button with double triangles will energize the solenoid
valve for 0.1 sec per one push. 4.3.3.5 Controller operation
4.3.3.2.1 Operation from change zone 4.3.3.5.1 Operation from change zone
When the valve is in 'AUTO' mode, the operator may press the 'SP' button in
the change zone on the graphic display or on the operating keyboard and push
When a throttle valve symbol is selected using the left trackball button, the When a controller symbol is selected using the left trackball button, the
the increase or decrease button on the operating keyboard to manipulate the
throttle valve faceplate will appear in the change zone. The faceplate contains controller faceplate will appear in the change zone. The faceplate contains
valve.
buttons for 'Full Open' and 'Full Close'. If applicable, buttons for selection control mode selection, setpoint (SP), and process value.
Pressing the left side buttons with single triangle will raise/lower the SP value
between 'AUTO', 'MAN' and 'CAS'(cascade) will also appear. When the valve The setpoint may be changed in 'AUTO' mode only. This is done by pressing
0.1% of the range per push.
is in manual mode, the operator may press the 'OP' (Output) button and push the ‘SP’ button on the change zone or on the operating keyboard in order to
Pressing the right side buttons with double triangles will raise/lower the SP
the increase or decrease button on the operating keyboard to manipulate the open the dialog box for value entering, then typing the desired value into the
value 2% of the range per push.
valve. If the valve is in auto mode, the operator can press the 'SP' (set point) field and press <ENTER>.
Using the right side button is recommended during manipulating the valve.
button and type the desired value in the small field that opens. Pressing
<ENTER> will start the action. The output value may be changed in “MAN” mode only. This is done by
If a valve is in ‘CAS’ mode, this valve’s opening setpoint will be changed by pressing the ‘OP’ button on the change zone or on the operating keyboard in
the primary controller’s output. In this mode, the operator cannot adjust the order to open the key-in field,. then typing the desired value into the field and
secondary controller. For example, when a cargo pump discharge valve is in press <ENTER>.
‘CAS’ mode, the operator can only adjust this valve with the cargo pump’s load
controller which in turn will control the valve automatically.
4.3.3.3 Valve operation – hydraulically operated two-position valves

4.3.3.2.2 Operation from pop-up window
4.3.3.5.2 Adjustment of tuning parameters
4.3.3.3.1 Operation from change zone
When a throttle valve symbol is selected using the right trackball button, a pop-
up window will appear close to the selected valve. The pop-up window will Pressing the ‘Detail’ or ‘Channel´ button at the left side of the change zone will
When a valve symbol is selected using the left trackball button, a faceplate will open the native window with the detail information.
contain 'Full Open' and 'Full Close' buttons, and a field for typing the desired
opening in percent. To give percent opening, the operator can use the keyboard appear in the change zone. The faceplate contains 'OPEN' and 'CLOSE' buttons. Press the “Next page” button on the operating keyboard. A new page where K,
to type the wanted value, and then press <ENTER>. If the valve’s control mode When a button is pressed, action will take place immediately. T1 and T2 are indicated will open. K is Gain, T1 is integral time, and T2 is
is ‘AUTO’, the valve will start moving and the pop-up window will close derivative time. Click the K, T1 or T2 with the left trackball button. A small
automatically.
field will open at the left upper side of the native window. Type the new value
into the field and press <ENTER>.
When adjusting tuning parameters, key position must be set to ‘Supervisor’ or
‘Engineer’.

4.3.3.6 Alarm operation Procedure: 4.3.3.6.7 Alarm blocking

Open the 'Detail' native window. Click the ‘ALENBST’ to open a list box with
All alarms will be warned by audible signal, indication in the alarm window, the three choices ‘Enable’, ‘Disable’ and ‘Inhibit’. After clicking ‘Inhibit’, press Some alarms have been included in alarm block groups. The alarm blocking list
and indication in the alarms summary window. Associated symbols on the the <ENTER> key. is found on graphics C89 for Cargo and M61 for Machinery. Some alarms are
custom graphics pages will be flickering red. A symbol near the alarm window An inhibited alarm will be included in the “Disabled alarm list”, and it will be being automatically blocked and unblocked when certain machinery is being
at every graphics page will indicate if there are any unacknowledged alarms. indicated in blue in the custom graphics window. started or stopped. Others are manually activated. Manual activation is done by
selecting the 'STATUS' button, and then set the desired value on the faceplate
4.3.3.6.1 Sound off that appears. All blocked alarms will be indicated with blue color on the
graphic pages, but will not be included in the “Disabled alarms list”.
By pressing the yellow <SIL> (silence) button on the keyboard, the audible
alarm will be silenced. The graphic symbol will still be flickering red, and a
new alarm will not be given even if the channel’s value is changing between
normal and alarm state.
4.3.3.6.2 Alarm acknowledge – custom graphic page
Pressing the <ACK> (acknowledge) button on the keyboard will acknowledge

alarms that are shown in the alarm window. Alarms that are visible in the alarm
window can be acknowledged when a custom graphic page is active. Only the
last two alarms can be displayed and acknowledged
4.3.3.6.3 Alarm acknowledge – alarm summary window
By pressing the button “Alarm summary” on the keyboard, the alarm summary
page will open. The page indicates all channels that are in alarm condition,
acknowledged or not. Pressing the <ACK> button will acknowledge all alarms
indicated on this page. The operator may also select one alarm with the left
trackball button. When an alarm has been selected and the <ACK> button is 4.3.3.6.6 Alarm disable
pressed, only this alarm will be acknowledged. If there are more points in
alarms state than can be shown on one page, additional pages are automatically An alarm that is disabled will not be displayed on the monitor, it will not give
generated. Only the alarms indicated at the actual open page can be audible alarm, but it will be logged and printed. 4.3.3.7 Trends
acknowledged
In order to inhibit an alarm the ‘ALENBST’ parameter at the Details Native It is possible for the operator to see the present value and trend of any point on
window should be changed from ‘Enable’ to ‘Disable’. the group trend display or point trend display.
4.3.3.6.4 Changing of alarm set points
Procedure:
Open the 'Detail' native window. Click the ‘ALENBST’ to open a list box with 4.3.3.7.1 Group trend display
Analog signals may have alarm values set in the IAS. The set points may be
changed in the following way: the three choices ‘Enable’, ‘Disable’ and ‘Inhibit’. After clicking ‘Disable’,
press the <ENTER> key. Pressing GROUP on the operator keyboard will cause a pop-up window to
When a process value is selected using the left trackball button, a faceplate will
An inhibited alarm will be included in the 'Disabled alarm list', and it will be open. Type the desired group number and press <ENTER>, in order to open the
appear in the change zone. Pressing the ‘Detail’ button at the left of the change
indicated in blue in the custom graphics window. group display on the native window. Detail list of group number is indicated on
zone will open the pop-up window with channel information. When the
the operation manual for IAS. Select a point with the left trackball button, and
operator select a channel using the left trackball button, a native window will
press the <TREND> button on the keyboard.
open with detail information. Clicking the 'PVLLTP' (Low-low alarm),
'PVLOTP' (Low alarm), 'PVHITP' (High alarm) or 'PVHHTP' (High-high
alarm) will open a small field in where the operator can type desired value, in
order to change the alarm set point. After the new value has been entered, press
<ENTER>.
4.3.3.6.5 Alarm inhibit
An alarm that is inhibited will not be displayed on the monitor, it will not give
audible alarm, neither will it be logged or printed.
In order to inhibit an alarm the ‘ALENBST’ parameter at the Details Native
window should be changed from ‘Enable’ to ‘Inhibit’.

4.3.3.7.2 Point trend display 4.3.3.9 Area change
Select a process value using the left trackball button. A face plate will appear in Even if the ECR GUS are primarily set up as Machinery system and CCR GUS
the change zone. Click ‘Detail’ button at the left of the faceplate to open the are set up as Cargo system, this may be changed if necessary. In order to
pop-up window with point information. Select the desired point at click 'OK'. change area, the access key must be set to 'Supervisor' or 'Engineer' mode.
The Point detail native window will open. Press the 'CONS STAT' button on the keyboard. A native window will open
Pressing <TREND> on the keyboard will display the trend chart. with console’s information.
In case a controller is selected, set value, current process value and output value Select the “AREA CHG” button at the bottom of the native window.
will be displayed.
Desired time can be changed by clicking on the time indication above the graph.
Select the area number box for the wanted area. Pressing <ENTER> will open
the area data source selecting window.
4.3.3.8 Hour counters
Most of the electric motors have running hour counters. The counters can be
found on graphic pages M63-M65 for Machinery and on C16 for cargo. A
counter may be reset or adjusted in the following way: Set the access key to
“Supervisor”. Select the counter to change. A button marked 'PV' will appear at
the bottom of the window. Press the button, type the new value, and press
<ENTER>.
All hour counters and their values may also be collected in a file for use in the
Maintenance program. The procedure for creating the file and transferring it to
a diskette is as follows:
z Insert a floppy diskette to floppy drive at the GUS no. 3in the ECRC.
z Open ‘M65’ graphic display
z Click the 'Collection Running Hours' bottom of M65
z Wait several minutes until the message box 'Data Collecting is
finished' appears
4 - 10 Part 4 Integrated Automation System (IAS)

4.3.4 Sequence Specification

STRIP PUMP START SEQUENCE ABNORMAL STOP CONDITION
There are three kinds of semi-automatically operated sequences in the IAS:

START
z Stripping pump start sequence
z Cargo unloading sequence
z Ballasting/Deballasting sequence
SEQ START/STOP N
4.3.4.1 Stripping pump start sequence SWITCH = START
Y
The stripping pump start sequence is prepared in the IAS for each cargo tank respectively and is used for cargo tank/line
*A1
cool down or supplying LNG to LNG/forcing vaporizer for gas generation.
PRE-SET POSITION - ESDS
DISCHARGE VALVE - No.1~4 TK PROTECTION
The sequence start software point is arranged in the IAS group display G046, G047, G048 and G049. - CARGO TK LEVEL <= LOWLOW
- CARGO TK LEVEL >=HIGH
STRIP RETURN V/V SP - CTS ABNORMAL
The stripping pump start sequence controls and monitors the following equipment. 100 % - SEQUENCE STOP REQUEST
z Stripping pump discharge valves - DISCHARGE VALVE FAIL LIST
- DISCHARGE VALVE DEV ALARM
z Stripping pump return valves (Strip/spray header pressure control valve) - STRIP PUMP RETURN V/V FAIL LIST
RUN STRIP PUMP - STRIP RETURN VALVE FAIL LIST
z Stripping pumps. - STRIP RETURN VALVE DEV ALARM
z Stripping pump load controller’s initial set value - STRIP PUMP AMMETTER BAD PV
- STRIP HEADER PRESS BAD PV
z Stripping/spray header pressure controller’s initial set value - DISCHARGE V POSITON BAD PV
WAIT 5 SECS
- STRIP RETURN V POSITION BAD PV
Operation of stripping pump start sequence is as follows;

z Check the strip and cool down line-up status at the IAS graphic display. SET PRESET VALUE OF PUMP - SAME AS THE *A1 MARK
z Manually preset desired initial value before start sequence at the IAS graphic display C59: LOAD TO STRIP PUMP LOAD - PUMP STOP
CONTROLLER
¾ Discharge valve initial opening percent
¾ Pump load controller’s initial load percent
¾ Strip header pressure controller’s initial setting SET PRESET VALUE OF STRIP
HDR PRESS TO STRIP HDR
z Turn on start flag manually at the IAS group display G046, G047, G048 and G049 for each cargo tank PRESS CONTROLLER
respectively and each stripping pump start sequence will be activated.
z Sequence will automatically control related equipment.
z After start sequence, manually adjust set point of the strip header pressure controller and pump load controller. START CONTROL*1
This sequence is applied to each stripping/spray pump.

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

STRIP PUMP LOAD CONTROLLER MODE : AUTO
STRIP RETURN V/V POSITION CONTROLLER MODE : CAS
STRIP HDR PRESS CONTROLLER MODE : AUTO

4.3.4.2 Unloading sequence z Sequence will automatically control related equipment.
UNLOADING SEQUENCE ABNORMAL STOP CONDITION

Unloading sequence is prepared from the IAS for each cargo tank respectively and is used for automatic starting of the
cargo pump and discharge LNG to shore.
This sequence will be activated when the sequence start software point is changed from off to on. The sequence start 5 START
software point is arranged in the IAS group display.
The IAS sequence has two kinds of discharging steps, 4 step and 8 step.
The discharging step is selected from the guidance schematic display C31 during the preparation of LNG discharging. The
SEQ START/STOP N
8 step/4 step selection cannot be done during running of any sequence.
SWITCH = "START"
Y
OPERATION MODE IS N
SELECTED
Y
SEQ START/STOP
SWITCH STOP
Y
OWN CARGO PUMP IS RUNNING ·ESDS
·NO.1~4 TK PROTECTION(OR)
·SEQUENCE STOP REQUEST
N ·CARGO PUMP AMMETER
BAD PV
2 ·CARGO PUMP DISCH VALVE *A1
Y ANOTHER CARGO PUMP POSITION BAD PV
START FUNCTION IN SAME ·CARGO PUMP DISCH VALVE
TK IS RUNNING POSITION DEV ALARM
·CARGO PUMP DISCH VALVE
N
V FAIL LIST
SET PRE-SET VALUE OF · CARGO TK FILL V POSITION

CARGO PUMP DISCHARGE
Y VALVE BAD PV
POSITION TO CONTROLLER · CARGO TK FILL V POSITION *A2
DEV ALARM
(MODE:P-AUTO) · CARGO TK FILL V POSITION
V FAIL LIST
ANOTHER CARGO PUMP IS N
SAME TK IS RUNNING
The unloading sequence controls and monitors the following equipment. · SAME AS *A1 MARK
Y
z Cargo pump discharge valves control FULL OPEN FILLING VALVE · SAME AS *A2 MARK
z Cargo tank filling valve control · CARGO TK LEVEL <= LOW
z Cargo tank liquid isolating valve control

z Cargo pumps control
z Cargo pump load controller’s initial set value RUN PUMP
z Cargo tank level low monitoring
Operation of the cargo pump start sequence is as follows: 1

z Check the guidance items, start from the guidance display C36
¾ On the operation plan display C31, select PORT/STBD side and manifold line to discharge LNG to
shore.
¾ Select sequence step (8step or 4step)
z Manually preset desired initial values before starting sequence on the IAS graphic display C31.
¾ Discharge valve initial opening percent
¾ Pump load controller’s initial load percent
¾ Pump stop level
z Check valve fail status on C34.
z Check Line-up status on C42, C43 and C44.
¾ Check the line status around tanks, liquid manifold line and vapor header line.
z Turn on start flag from the IAS group display G036, G037, G038 and G039 for each cargo tank respectively and <UNLOADING SEQUENCE(1/5)>
each cargo pump start sequence will be activated.

z After starting the sequence, adjust set point of the cargo pump load controller
UNLOADING SEQUENCE ABNORMAL STOP CONDITION
The sequence must be applied to each cargo pump.
2
UNLOADING SEQUENCE ABNORMAL STOP CONDITION ·SAME AS *A1 MARK
·SAME AS *A2 MARK
·PUMP STOP
NOT COMPLETED
1
NO ·CARGO TK LIQ ISO V
DISCHARGE START POSITION BAD PV
CONDITION CHECK ·CARGO TK LIQ ISO V
FILLING V POSITION>=95% DEV ALARM *A3
AND ·CARGO TK LIQ ISO V
WAIT (5SEC) LIQ ISO V POSITION<=2% FAIL LIST
·SAME AS *A1 MARK CONPLETED
·SAME AS *A2 MARK Y
·PUMP STOP
4
PER-SET VALUE OF PUMP

LOAD TO
PUMP LOAD CONTROLLER 8STEP OR 4STEP
4 STEP
8 STEP
DISCHARGE VALVE POSITION
CONTROLLER MODE:CAS
*1 DISCHARGE OPERATION START ·FIL V <95% OR ISO.V>2%

AND *A4
FULL FIL V >2% OR ISO.V<50%
LOAD CONTROLLER MODE:AUTO OPEN
N 3
LIQ ISO
VALVE · SAME AS *A1 MARK
· SAME AS *A2 MARK
FULL · SAME AS *A3 MARK
CARGO PUMP START FUNCTION CLOSE TIME
(SEC)
IS COMPLETED
FULL
OPEN
FILL
VALVE
ACTIVATE CHIME (10SEC)
FULL
N TIME
CLOSE
(SEC)
A B
5sec 35sec
4STEP C
8 STEP OR 4 STEP 60sec
8STEP
ACTIVATE CHIME(10SEC)
SEQ START/STOP 3
SWITCH STOP
*1 THE SET-POINT OF POSITION CONTROLLER IS SET ACCORDING TO

THIS DIAGRAM (MODE:P-AUTO)
3
<UNLOADING SEQUENCE(3/5)>
5

UNLOADING SEQUENCE ABNORMAL STOP CONDITION UNLOADING SEQUENCE ABNORMAL STOP CONDITION
4 3
·SAME AS *A1 MARK
·SAME AS *A2 MARK ·SAME AS *A1 MARK
·PUMP STOP ·PUMP STOP
·CTS ABNORMAL
N Y
DISCHARGE START STOP LEVEL>=L0 *2
OPE. FINISH CHECK Y STRIPPING
FILLING V POSITION<=2% USE *3 STOP *3
AND
LIQ ISO V POSITION>=50% N N
TK LEVEL<=L0 *2 + α1 *4 TK LEVEL<=
STOP LEVEL + α2 *5
N Y
Y
ANOTHER CARGO PUMP IN N

SAME TK IS RUNNING
Y
·SAME AS *A1 MARK

ACTIVATE CHIME(10SEC)
·PUMP STOP
8STEP OR 4STEP
LOAD CONTROLLER
8 STEP 4 STEP MODE:MAN
8STEP OR 4STEP
8 STEP 4 STEP
REDUCE POSITON
DISCHARGE VALVE
SEQUENCE ABNORMAL
STOP PROCESSING WAIT(60SEC)
STOP PUMP ·SAME AS *A1 MARK

3
FULL CLOSE
DISCHARGE VALVE
N
PUMP STOP
SEQ START/STOP
SWITCH STOP
*2 L0:STRIPPING START LEVEL

*3 PUMP STOP LEVEL DECIDES WHETHER A PUMP IS "STOP PUMP" OR
"STRIPPING PUMP"
*4 α1 :STRIPPING LEVEL BIAS
*5 α2 :STOP LEVEL BIAS

1.8.2 System Readout and Control ............................................. 1 - 32 3.2.4 Gassing-up Cargo Tanks .................................................... 3 - 11 5.8 Jettisoning of Cargo..................................................................... 5 – 19
1.8.3 Float Level Gauge.............................................................. 1 - 40 3.2.5 Cooling Down Cargo Tanks .............................................. 3 - 15 5.9 Primary Barrier Space Equalising Connection ............................. 5 - 20
1.8.4 Trim-List Indicator ............................................................ 1 - 42 3.3 Ballast Passage............................................................................. 3 - 17
1.9 Nitrogen Production System ........................................................ 1 - 44 3.3.1 Cooling Down Tanks Prior to Arrival................................ 3 - 19 Part 6 Design Concept of the Vessel.........................................................6 - 1
1.10 Inert Gas and Dry Air System.................................................... 1 - 46 3.3.2 Spraying During Ballast Voyage ....................................... 3 - 21 6.1 Principal Particulars ....................................................................... 6 - 1
1.11 Gas Detection System ................................................................ 1 - 48 3.4 Loading ........................................................................................ 3 - 23 6.2 Rules and Regulations .................................................................... 6 - 7
1.12 Cargo and Ballast Valve Control ............................................... 1 - 50 3.4.1 Preparations for Loading.................................................... 3 - 23 6.3 Design Concept of the Cargo System............................................. 6 - 9
1.12.1 Cargo and Ballast Control System ................................... 1 - 50 3.4.2 Cargo Lines Cool Down .................................................... 3 - 23 6.3.1 Cargo Containment System Principle .................................. 6 - 9
1.12.2 Emergency Shutdown System ......................................... 1 - 54 3.4.3 To Load Cargo with Vapour Return to Shore .................... 3 - 27 6.3.2 Membrane Cargo Containment .......................................... 6 - 10
1.12.3 Ship Shore Link ............................................................... 1 - 56 3.4.4 Nitrogen Set-up During Loading ....................................... 3 - 31 6.3.3 Deterioration or Failure...................................................... 6 - 15
1.12.4 Mooring Load Monitoring System .................................. 1 - 60 3.4.5 De-Ballasting ..................................................................... 3 - 33 6.4 Hazardous Areas and Gas Dangerous Zone ................................. 6 - 17
1.13 Relief Systems ........................................................................... 1 - 62 3.5 Loaded Voyage with Boil-Off Gas Burning ................................ 3 - 35
1.13.1 Cargo Tank Relief Valves................................................ 1 - 62 3.5.1 Normal Boil-Off Gas Burning ........................................... 3 - 35 Part 7 Properties of LNG..........................................................................7 - 1
1.13.2 Insulation Space Relief Valves ........................................ 1 - 62 3.5.2 Forced Boil-Off Gas Burning............................................. 3 - 37 7.1 Physical Properties, Composition and Characteristics of LNG ...... 7 - 1
1.13.3 Pipe Relief Valves ........................................................... 1 - 62 3.6 Discharging with Gas Return from Shore .................................... 3 - 39 7.2 Characteristics of LNG................................................................... 7 - 4
1.14 Ballast Level and Draft Indicating System ................................ 1 - 64 3.6.1 Preparations for Unloading ................................................ 3 - 39 7.2.1 Flammability of Gases ......................................................... 7 - 4
1.15 Fuel Oil Bunkering and Transfer Systems ................................. 1 - 66 3.6.2 Liquid Line and Arm Cooldown before Discharging ........ 3 - 42 7.2.2 Supplementary Characteristics ............................................. 7 - 5
3.6.3 Discharging ........................................................................ 3 - 44 7.2.3 Avoidance of Cold Shock to Metal ...................................... 7 - 6
3.6.4 Ballasting ........................................................................... 3 - 47 7.3 Health Hazards ............................................................................... 7 - 7
Part 5
Emergency Procedures
Illustration 5.1a Temperature Monitoring System
Port 16A/B Starboard Port Starboard
15A
1A/B
Fwd Bulkhead 3A/B 2A/B

18A 4A/B(Fwd)
20A 19A
25A Aft 24A Aft

21A 6A/B 5A/B(Aft)
26A Aft
8A/B(Fwd)
23A 22A 7A/B
28A Aft 27A Aft
9A/B
10A/B
13A/B
29A
12A/B
14A/B 11A/B
Key Key
Inner Hull and Cofferdam Secondary Barrier Space Temperature
PT 15A Centre Top TE 1A/1B CentreTop

PT 16A/B Centre Aft Top TE 2A/2B Starboard Aft Upper
PT 17A Starboard Aft Upper TE 3A/3B Port Forward Upper
PT 18A Port Forward Upper TE 4A/4B Forward Bulkhead
PT 19A Forward Bulkhead TE 5A/5B Aft Bulkhead
PT 20A Forward Bulkhead TE 6A/6B Port Forward Upper
PT 21A Forward Bulkhead TE 7A/7B Starboard Aft Upper
TE 8A/8B Forward Bulkhead
PT 24A Aft Bulkhead TE 9A/9B Port Forward Lower
PT 25A Aft Bulkhead TE10A/10B Starboard Aft Lower
PT 26A Aft Bulkhead TE11A/11B Starboard Aft Bottom
PT 27A Aft Bulkhead TE12A/12B Pump Tower Base Support
PT 28A Aft Bulkhead TE13A/13B Centre Bottom
PT 29A Centre Aft Bottom TE14A/14B Port Aft Bottom
5-1 Part 5 Emergency Procedures

Part 5 Emergency Procedures Temperature Variation
Introduction No temperature change will be obvious, unless the fracture is in the immediate
vicinity of the sensors below the cargo tank.
All tests carried out on the primary insulation membrane have shown that a
fatigue fracture in the membrane will not extend. Leakage of methane vapour into the primary insulation space presents no
immediate danger to the tank or vessel. As much information as possible
Fatigue fractures in the primary insulation membrane are generally small and concerning the fracture and leak should be obtained and recorded.
will pass either vapour only, or a sufficiently small amount of liquid, which will
vaporize as it passes through the fracture. Determine whether the leak is increasing as follows:
It is possible, however, that a larger failure of the membrane could occur, a) After the leak is detected (and without changing the flow of
allowing liquid to pass through and eventually gather at the bottom of the nitrogen to the primary insulation space), record the gas
primary insulation space. concentration and primary space temperatures every hour for eight
hours.
5.1 Vapour Leakage
b) Then, if necessary, adjust the flow of nitrogen to maintain the gas
A small leakage of vapour through the membrane may not be readily obvious. concentration below 30% (vol %) and record the gas concentration
However, indications are likely to be: and primary insulation space insulation temperatures every four
hours.
A sudden rise in the percentage of methane vapour in one primary insulation
space. Some porosity in the primary barrier weld will allow the presence of c) In conjunction with the above, record all pressure changes
methane vapour in the primary insulation space. The amount of this vapour occurring in the cargo tank and primary insulation space.
should be kept to a minimum by the nitrogen purging.
If a fracture occurs in the primary insulation barrier below the level of the liquid
in the tank, the vapour concentration will increase slowly and steadily.
If the fracture is above the liquid level, the concentration will exhibit a
fluctuating increase.
The vapour concentration in each primary insulation space is recorded daily, to

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

Illustration 5.2a Barrier Punch
MESSENGER HEAD OF MESSENGER
BOTTOM
VIEW a=4
a=4 65
Endless Screw
B B
135 Disengaging Lever
60
Detail 1
At -163
125 / T.B.
At -100
100 / T.B.
At 21
50 -0~+5/T.B.
0.5 Stainless Level
Steel Tank Bottom
Primary
Box TOP
VIEW
Split Casing
Inspection Plate
See C.C.S. Drawing Insulation
Reduced Thickness
Enlarged Sectional View Material
Showing Barrier Punch Messenger
DETAIL 1
B-B 14
Sliding pad HD-PE 9
Screw C HC M 3-14
R10
To be screwed after
sliding pad erection 2 at 45

5.2 Liquid Leakage - If the damaged cargo tank is to remain out of service with the other tanks in Barrier Punching Device
use for one or more voyages before repairs are to be made, the tank should be
General filled with inert gas and shut in at a pressure of about 100 mbar. Throttle A punching device weighing 30 kg is stored in the engine room spares for
OPEN the manual vent valve (at forward transverse PBS header) from the punching a hole through the membrane in the bottom of the tank. The
In the event of a serious ship collision or grounding or primary barrier PBS of the damaged tank as necessary to maintain the PBS between 2 and 4 “Messenger” punching device is inserted into the cargo tank Float Gauge
overpressure, a failure of the primary barrier of a cargo tank could occur. The mbars. Standpipe on trunk deck and allowed to gravity fall through the LNG liquid in
primary and secondary barriers are constructed of 0.7 mm thick Invar the Standpipe. The shape of the Messenger is designed to prevent it from
membrane and are liquid and vapor tight. If the primary barrier did fail, then its - Depending on the size of the break in the membrane the damaged PBS (after turning sideways or over during the fall to the bottom of the tank. The bottom
primary barrier space (PBS) will be filled with LNG in a time proportional to gas freeing) may either be left in communication with the tank and isolated of the Standpipe is fitted with a split perforated base to allow the Messenger to
the size and location of the membrane failure and the height of the LNG in the from the other PBSs or be connected into the rest of the barrier space system penetrate through to the membrane. The Invar membrane directly beneath the
cargo tank. Liquid leakage into the PBS may develop slowly over a period of as for normal service. Standpipe is fitted with a thin diaphragm and the plywood insulation box cover
days or hours, or may occur suddenly with one or more of the following is thinner than normal. This will allow the Messenger to punch a clean hole of
indications: Segregate and Vent the Damaged PBS about 50 mm diameter through the primary membrane and box cover. This
operation will be necessary only in the event that damage to the membrane has
- Gas detection alarm On the damaged tank, ensure that the PBS stays segregated from the SBS: permitted LNG to accumulate as a liquid in the PBS and rise up the lower
chamfer and sidewalls of the PBS.
- Rise in pressure in the effected PBS
a) SHUT the nitrogen supply valve to the PBS at the after end of the tank.
- Likely lifting of the PBS relief valves The height of the LNG liquid in the walls of the PBS could eventually reach a
b) OPEN first the small manual vent valve on the forward transverse PBS height of about 0.5 meter above that in the cargo tanks due to the tank pressure
- Confirmed by a drop in recorded temperatures in the bottom temperature
header of the tank to try and control the pressure in the PBS of the being about 100 mbar higher than that in the PBS. If the cargo tank were
sensors in the secondary barrier space (SBS)
damaged tank at 4 mbar. If that valve is not able to vent sufficient gas, pumped out with a head of liquid remaining in the PBS, severe damage to the
then slowly throttle OPEN the large manual vent valve as needed to membrane would result. For this reason it is necessary to intentionally puncture
If any two of the above events occur, immediately segregate the gas
maintain the pressure in the PBS at about 4 mbar. Throttle the small the primary membrane when the damaged tank is being pumped out. The tank
contaminated PBS from the others and vent the damaged PBS to the
manual vent valve as needed for fine control. must be pumped slowly enough to enable the level of the liquid imprisoned in
atmosphere to maintain the pressure at about 4 mbar (6 mbar below the PBS
the PBS to fall at the same rate as the level in the cargo tank to prevent over
relief valves 10 mbar set point).
c) Log the PBS and SBS gas detection readings in the Cargo Log. If no gas pressurizing the membrane.
is detected in the SBS, leave its nitrogen supply valve to the SBS OPEN.
Increase the set pressure of the SBS service header from its normal 2~3 mbar
The use of the punching device is an extreme measure. It floods the PBS with
set point to 6 mbar. This higher pressure in the SBS should prevent gas
On each intact tank, keep the valves set up as normal: LNG and likely will result in the relief valves protecting that space to open and
contamination from the PBS, should the secondary barrier not be completely
possibly remain open for some time until the space is cooled down to cryogenic
tight.
a) Log the gas concentration on the PBS and SBS in each tank on an hourly temperature.
basis initially until the extent of the leakage to the damaged tank can be
If the leak is so severe that the pressure in the SBS cannot be maintained above
determined. ! Caution
that in the PBS, then isolate the SBS of the contaminated tank from the other
Before using the punching device, notify company headquarters of all the
SBSs by closing the nitrogen supply valve to the SBS at the after end of the
b) If the gas concentration in the intact tank PBS and SBS are not changing, circumstances and obtain their approval before proceeding.
tank.
then leave the nitrogen supply valves to those spaces for the other tanks
unchanged. The punching device should be used when pumping out the damaged cargo
Stable gas concentrations in the SBS up to the 30% LEL (1.5% by volume)
tank, ONLY if at least one of the following gives definite indication of liquid in
alarm set point are allowed by DNV and the other Classification Societies for a
c) If the gas concentration in any of the intact tank PBS or SBS is increasing the PBS:
GTT (Gaz Transpot Technigaz) type 96.2 cargo containment system.
then immediately SHUT the nitrogen supply valve to the SBS of the
damaged tank. a) If liquid is indicated by all six of the bottom and lower chamfer
As a precaution, immediately remove the flow cartridge and spring from the
thermocouples and by any of the four thermocouples located above the
dynamic auto balancing valves on the effected tank to permit the glycol to flow
At the first indication of gas in the SBS, immediately isolate the damaged tank mid-height, the membrane should be punched at the start of the pumping
at a higher rate to the coils in the cofferdam and around the liquid dome. See
SBS from the other SBSs by shutting its nitrogen supply valve on the after end operation. See Illustration 5.1a “Temperature Monitoring System”.
Illustration 2.3b “Cofferdam Heating System”. Increase the hull heating flow
of the tank.
rate surrounding the effected tank as soon as the temperatures in the secondary
b) If liquid is indicated by all six of the secondary barrier thermocouples in
barrier space or inner hull are observed to be dropping (colder).
Check the pressure in the PBS and open the bypass vent valves as necessary to the bottom and on the lower chamfer but not on the two thermocouples
maintain the pressure about 4 mbar (6 mbar below the 10 mbar set point of the located at about mid-height, some liquid must be considered present in
Notes !
relief valves). the sidewalls, and the membrane should be punched when the tank level
- Report any membrane leak immediately to the HSE and Operations
decreases to one-half full.
Department of the Head Office.
Check the hull heating for the ballast tanks surrounding the damaged tank and
operate as necessary.
- At the first opportunity, the damaged tank should be pumped out and gas-
freed and the contaminated PBS gas-freed.

c) If liquid is not indicated by all four of the bottom thermocouples and by Step 2 Prepare the Messenger Punch for Dropping: Replace the punctured membrane;
none of the lower chamfer or mid-height thermocouples that is evidence
that a head of liquid is not present in the sidewalls, and it is NOT a) Open the ball valve. To replace the punctured membrane after the tank has been gas freed and
necessary to use the punch device. repaired, contact Gaz Transport and Technigaz for their latest repair procedure.
b) Ensure the Release Pin (pc 11) is pushed all the way in.
d) If the after the membrane has been punched, great care must be taken to
ensure the liquid in the cargo tank is not pumped at a rate faster than c) Unlock the Safety Bolt Nut (pcs 29, 30).
what the level in the tank walls can gravity drain back into the tank. This
is necessary to prevent localized over pressurize which will severely d) Lift the hand crank (pcs 19~28) about 12 degrees to the disengage
damage the membrane in those areas. The calculated rate by Gaz position to disconnect the Endless Screw from the gear.
Transport is a maximum decrease in tank level of 0.4 meters per hour.
e) Lock the Safety Bolt Nut (pcs 29, 30).
Warning
When a membrane has been punched, the tank pumping rate must be limited so Step 3 Release the Messenger to Punch the Primary Membrane:
that the cargo tank level decreases at or slower than 0.4 meters per hour.
a) Pull the Release Pin (pc 11) to permit the Messenger to free fall to the
After the Messenger punches the hole in the membrane and box cover, it must membrane
be removed to permit the liquid in the sidewalls to gravity drain out through the
hole as the cargo tank level slowly decreases during the pumping out of the b) The penetration of the Messenger into the insulation box can be measured
tank. The remaining liquid trapped in the PBS can be removed only by by the color mark on the cable. If the penetration is not sufficient a second
evaporation during the warming up of the cargo tank. dropping must be done with a higher messenger height.
Operating Procedure for Inserting and Dropping the Messenger Step 4 Remove the Messenger from the Box Cover:
To activate the punching device, refer Illustration 5.2a “Barrier Punch”
a) Once the color mark on the tape shows that the Messenger has penetrated
Step 1 Install the Messenger Punch Device: the membrane and box cover, then the messenger should be removed so
the LNG will have a clear hole to gravity drain back into the cargo tank
a) Verify the Messenger Punch Device, winch, cable and cable connections from the PBS.
with the drum wheel are clean and in good condition.
b) Put the Endless Screw and the gear of the winch in the engage position.
b) Verify the cable is marked. The color mark will permit verification that
the Messenger has dropped a sufficient distance to punch a hole through c) Pull the Release Pin (pc 11) until the first lock notch.
the membrane and PBS insulation box cover.
d) Lock the Safety Bolt Nut (pcs 29, 30).
c) Ensure that the mobile part (pieces 19-28) are in the working position
(engage position), and secured by the release Pin (piece 11). Completely e) Crank up the Messenger.
pull the Release Pin until the first lock notch (in this position the pin
secures the winch which forbids the drum wheel from free movement). f) When the work is finished and the Messenger has been completely
The Safety Bolt Nut (pieces 29 and 30) is to be locked. winched up, shut the ball valve.
d) Wind up the lifting tape of the henri gauge all the way to the top of the g) Inert the standpipe above the ball valve.
standpipe then completely SHUT the ball valve.
h) Unbolt and remove the Messenger Punch Device from the standpipe.
e) Inert the standpipe above the ball valve.
i) Replace the Henri Float System on top of the standpipe.
f) Remove the Henri Gauge.
g) Bolt the Messenger Punch Device on top of the standpipe.
h) Insert the Messenger completely inside the standpipe by using the winch.

Illustration 5.3a Water Drain From Insulation Space
65 A BILGE DISCHARGE 65 A BILGE DISCHARGE
MANUAL SOUNDING MANUAL SOUNDING MANUAL SOUNDING MANUAL SOUNDING
150 A NITROGEN SUPPLY 150 A NITROGEN SUPPLY 150 A NITROGEN SUPPLY 150 A NITROGEN SUPPLY
TRUNK DECK
UPPER DECK
BOSUN STORE
TK.
.
.
TK
TK
TK
C.L
O
O
RG
RG
RG
RG
CA
CA
CA
CA
.1
.4
.3
.2
DIST.
NO
NO
NO
NO
W.TK. ENGINE ROOM
S.G RM FWD B.W
P/P RM
B.T. RM
A.P TK NO.2 AIR DRIVEN PUMP

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

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

5.3 Water Leakage to Barrier Space If ballast water is suspected of having leaked into an insulation space. 5.4 Fire and Emergency Breakaway
Inner Hull failure a) Pump out the ballast water from the adjacent wing tanks. All terminals have their own requirements regarding when it is unsafe for a
vessel to remain alongside a terminal. These are normally outlined in the
Ballast water leakage from the wing tanks to the insulation spaces can occur b) Ventilate the pipe duct space, which runs beneath the cargo tanks terminal handbook.
through fractures in the inner hull plating. If the leakage remains undetected and and cofferdams, and carry out normal enclosed space safety
water accumulates in these spaces ice will be formed. Ice accumulation can procedures. In case of a Fire or Emergency developing, either on board or ashore the
cause deformation, and possible rupture, of the insulation. The resultant cold following basic procedures will be followed:
conduction paths forming in the insulation will cause cold spots to form on the c) Connect a flexible hose to the pump outlet valve, forward or aft,
inner hull. for drain water discharge overboard. a) All cargo operations will be stopped and Emergency Signals
sounded as per the terminals requirements (as detailed in the
The pressure differential caused by the head of water building up in the d) Open the bilge well outlet valve on the selected tank insulation ship/shore checklist).
insulation space may be sufficient to deform or even collapse the membrane into space.
the cargo tank. b) Ship and Shore Emergency procedures will be put into operation.
e) Open the inlet and outlet valves on the selected pump.
To reduce the risk of damage from leakage, each cargo insulation space has been c) The ESD2 system will be activated, resulting in cargo arms being
provided with water detection units, (See Leakage Detection Below) a bilge f) Open the air supply to the pump and continue pumping until the disconnected by Perc system.
piping system connected to two pneumatic pumps for the removal of any water. maximum amount of water has been discharged.
d) In the event of fire, the IMO water spray system on ship/shore will
Leakage Detection g) Carry out an inner hull inspection to determine the cause of the be activated.
leak (with particular reference to safe atmosphere in the ballast
At the bottom of number 2, 3, 4 and 5 cofferdams there is a bilge well for each tank space). e) Fire parties would attempt to deal with the situation.
tank insulating space. Each of these wells is fitted with four water detection units,
two working and two spare. h) After the maximum possible water has been discharged from this f) Vessel would prepare for departure from berth.
insulation space, appreciable moisture will remain in the insulation
Each detector is of the conductivity cell type, which causes a change in and over the bottom area. Increasing the flow of nitrogen through g) Liaison with shore personnel to arrange for pilot and tugs and
resistance due to the presence of humidity from the ingress of sea water and the space can assist drying out the insulation. This should be additional support.
activates an alarm. The bilge well serves as the inlet for the nitrogen 150 mm continued until the moisture level is below that detected by the
supply pipe to the insulation space. This supply pipe also acts as a manual Hanla water detection system before any cargo is carried in the h) A standby tug would assist with fire fighting/movement of the
sounding pipe to the bilge well. affected tank. vessel from the berth.
Insulation Space Water Discharge i) The vessel would either move away from the berth to a safe area,
under its own power with assistance of a standby tug or with
Each bilge well is connected to a 50 mm draining pipe system with a 20 m3/h additional tugs/pilot summoned from shore.
pneumatic pump situated in the forward and aft pipe duct for discharging the
water to deck level and then overboard by means of a flexible hose. j) The Owners/Charterers and other interested parties would be
informed of the situation.

Illustration 5.5a Emergency Cargo Pump Fitting Sequence
Cable Guide
Support Plate Lifting Assembly
Assy
Head Plate
Column Flange
Lifting Cable
LNG Discharge Pipe Gasket
Deck Power Cable
Nitrogen Gas Nitrogen Gas Nitrogen Gas Nitrogen Gas Nitrogen Gas Nitrogen Gas Nitrogen Gas
Blind Flange
Tank Top
Lifting Cable In-Tank

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

5.5 Emergency Cargo Pump Installation b) On completion of the expulsion of the liquid, a check must be b) After 10 to 12 hours introduce nitrogen pressure in the column to
made at the purge cock to ensure complete inerting has taken place. open the suction foot valve with the lifting assembly in the closed
The emergency cargo pump is used in the unusual event that both main cargo The tank pressure must be reduced to just above atmospheric, position.
pumps have failed in a cargo tank. The pump is lowered into the emergency before removing the column top blank flange. Install a new column
cargo pump column for that tank. Cables and a connection to the local junction flange gasket, then begin to install the pump using the derrick. c) Decrease the nitrogen pressure slowly to let the liquid rise in the
box are used to power the pump. The pump, when lowered to its final position, column at a speed of approximately 75 to 125 mm/minute until it
opens the foot valve in the column and the LNG can be pumped out. c) Install the power cables on the pump. Ensure that the power cables covers the pump completely (approximately 2 m). When liquid
are carefully laid out on deck and suitably protected to avoid any level in pump column reaches to appr. 2 m, boil off gas in the
Two(2) terminal boxes installed in side passage way and long cable(110m) are damage. The power cable ends are marked ‘A’, ‘B’ and ‘C’ and column will be rapidly reduced because of completion of
provided for the em’cy cargo pump connection and a local start switch. should coincide with the same markings on the pump to ensure cooldown of the pumps.
The pump and delivery valve are controlled and started via IAS mimic CS03/04. correct phase rotation.
d) When the liquid level is above the pump, maintain the nitrogen gas
The pump is supplied with a set of: d) Attach a strop to the pump lifting link-plate and a link-plate to the pressure and lower the pump completely by adjusting the lifting
7 lifting strops top eye of the strop. Attach the derrick hook and lift the pump. assembly to the open position. Tighten the gland onto the lifting
Three phase cargo pump power cables Suspend it above the column and lower the pump into the column. rod through the head plate.
Head plate with cable terminal box, power cables and mounting frame for
terminal box e) When the pump is lowered into the column, fit the support flange e) Stop the nitrogen supply when the liquid is at the same level in the
7 link plates fitted with roller guides with U-slot to the column and pass the support pin through the tank and the column and bleed the nitrogen from the top of the
centre of the link-plate. Lower the link-plate so that the weight of column. The pump will have to stay for one hour immersed in the
The pump is suspended over the column into which it is being lowered by a 2.5 the pump is taken by the pin resting across the support plates. liquid before being started.
tone SWL derrick. For No.3 tank, the cargo crane is used. A support flange to Remove the derrick hook. Fit the cables and roller guides to the
take the weight of the pump is used to connect each strop. link-plate and tighten the nuts. f) Before starting the pump, open the discharge valve to ensure that
there is no pressure built up at the top of the column when starting
The pump discharges into the column and to the liquid line via a discharge f) Fit the next strop to the top of the plate and fit the next link-plate the pump. If necessary excess pressure can be bled off via the
connection and valve at the top of the column. with cables and roller guides to the eye of that strop. Attach the purge cock.
derrick hook and lift pump a few centimetres to remove the
Operating Procedure- Installation in the Tank support pin. Lower the pump 2.5 m into the column and repeat e) g) When ready to start the pump, open the discharge valve 20% and
(See Illustration 5.5a) until all 7 strops have been attached. start the pump normally.
! Caution g) Fit the head plate lifting rod eye to the link-plate and fit the derrick h) Check the operation very carefully to ensure that there is no
When working near the open pump column, all tools and equipment used must hook to the top eye. Lift the pump a few cm to remove the support leakage at the top of the column or discharge piping. Fire hoses
be attached to avoid anything falling in the column. All personal items have to be pin. Take care not to lower the pump onto the foot valve. must be under pressure and ready in the vicinity before starting.
removed from pockets and the column opening must be temporarily covered
when the blind flange is removed. Use only brass tools. h) Lower the head plate onto the column and install the head plate i) Adjust the opening of the discharge valve to have the required
with the lifting assembly in closed position, being very careful discharge flow and pressure within the pump capacity.
When all equipment, pump, cables, electrical connection box and accessories are with the gasket.
in position near the tank in which the pump is to be installed, prepare the derrick
to lift the pump and start the pump installation. i) Install the electrical assembly and support brackets. Install the deck
power cable assembly making sure that ‘A’, ‘B’ and ‘C’ markings
a) The cargo tank will inevitably contain LNG, therefore the column are matched at all connecting points.
into which the emergency pump is being lowered must be
evacuated. This is achieved by injecting nitrogen into the column. Operating Procedure - Pump Cool Down and Operation
In the case of a full cargo tank, a pressure of between 2 and 3 bar is
required. The nitrogen forces the liquid out through the foot valve a) Start the cooldown for the pump. The pump should be left
located at the bottom of the column. suspended in the empty column for 10 to 12 hours for a correct
cooldown.

Illustration 5.6.1a One Tank Warm Up (No.3)
CG514
CG002
CG513
CG515
CG524 CG516
CG510
CG509
CG525 CG523 CG511
No.2 B.O/W.UP
FROM E/R
HEATER
CG526 CG522 CG512
IG021 IG020 IG022 CG527
CG519
CG506
LNG VAPOUR LINE
CG505
CG521 CG507
HEATER
CG405 CG520 CG518 CG517 CG508
No.2 LOW DUTY COMP.
CS506 CG502
CG501
CG503
CS505
CG532 CG504
No.1 LOW DUTY COMP.
FORCING VAP.
CS504
CS503 CN683
DEMISTER
CG530
TO INS.PRESS.
LNG VAPORIZER
CS501 CS502
CG528
CS003
GAS MAIN
VAPOUR MAIN
CS004 CS002 CS001

LIQUID MAIN
CF401 CF301 CF201 CF101
CF402 CF302 CF202 CF102
5 - 10 Part 5 Emergency Procedures

5.6 One Tank Operation f) Check the tank vapour domes f) Start No.1 HD compressor.
It may be necessary for in-tank repairs to be carried out with the vessel in service, Tank No.1 open and lock in position valve CG101, 102. g) Open valve CL107 of No.1 vent mast isolating valve on the liquid
in which one tank can be warmed up, inerted, aerated, entered and work Tank No.2 open and lock in position valve CG201, 202. header.
undertaken on the tank internals, i.e. change cargo pump, investigate and cure Tank No.3 open and lock in position valve CG301, 302.
problems with tank gauging systems etc. It is not envisaged that tank barrier Tank No.4 open and lock in position valve CG401, 402. h) Monitor the gas pressure in the tank, excess vapor to be vented
repairs will be carried out with one tank only warmed up. The valves should already be locked in the open position. through No.1 vent mast if the pressure in No.3 tank goes above the
set point of CG106.
The warm up, inerting and aeration can be carried out with the remaining cold g) Open valve CG603 and CG505, 507 vapour supply to the LD
tanks providing boil-off gas for burning in the boilers. compressor and gas heater via the mist separator. i) When all the liquid has evaporated and the tank temperature is
rising, continue as described in section 3.7.2 until the required
Aeration should be continued throughout the repair period to prevent ingress of h) Boil-off gas heater No.1. temperatures are obtained and the tank is ready for inerting.
humid air to the cargo tank. Open CG517 and 521heater inlet and outlet.
Open the steam supply to the heater.
Tank venting is carried out by means of the gas header line.
In CCR
Operation
i) No.1 vent mast:
At the discharge port, the tank to be worked on is discharged to the lowest Adjust set point control inching valve CG106 to 150 mbar.
measurable level and after completion of Custody Transfer, as much as possible
is drained to another tank using the spray/stripping pump. Sufficient heel for the j) LD Gas compressor:
voyage, together with an extra amount for cooling down the tank after Adjust the normal boil-off valve (IGV) to 60% for loaded
completion of repairs, is retained in one of the other tanks. condition, tank pressures are to be maintained between a minimum
1,060 mbarA and maximum 1,090 mbarA and the steam dump
5.6.1 Warm Up (No.3 Tank) opening at 1,130 mbarA.
When the engine room is ready to start gas burning, ensure that there is
Normal gas burning is continued during this operation using vapour from all four sufficient nitrogen to purge the lines to the boiler i.e. > 5 bar in the buffer tank.
tanks. In the first instance, normal boil-off gas procedures are followed until this
operation has stabilised, then the operation for warming up one tank using a HD k) Ensure that the gas outlet temperature of the heater is
compressor can be carried out. approximately 25°C.
Open valve CG405, start the LD compressor.
It is assumed that all valves are closed prior to use.
This operation will then be controlled and monitored from CCR and the Engine
a) Prepare No.1 HD compressor (No.2 HD comp. is also available), Control room.
and No.2 boil-off/warm-up heater (for use in tank warm-up vapour
supply). Warm up procedure
b) Prepare No.1 LD compressor (No.2 HD comp. is also available), a) Open valves CL300 and CL310 on No.3 tank liquid header.
and No.1 the boil-off heater and the engine room gas burning plant
for use. b) Open valve CL602, the vapour line crossover to liquid header.
c) Fit the spool piece between the liquid main and the boil-off/warm- c) Open valve CG525 the outlet from No.2 boil-off/warm-up heater.
up heaters.
d) Open valve CG522 the inlet to No.2 boil-off/warm-up heater.
d) Fit the spool piece between the gas header line and the vapour
dome on No.3 tank. e) Open valves CG509 and CG511 the inlet/outlet to No.1 HD
compressor.
e) Change over the spool piece between liquid header line and the
forward vent mast.

Illustration 5.6.2a One Tank Inerting (No.3)
CG514
CG002
CG513
CG515
CG524 CG516
CG510
CG509
CG525 CG523 CG511
No.2 B.O/W.UP
FROM E/R HEATER
CG526 CG522 CG512
IG021 IG020 IG022 CG527
CG519
CG506
INERT GAS LINE
CG505
CG521 CG507
HEATER
CG405 CG520 CG518 CG517 CG508
CS506 CG502
CG501
CG503
CS505
CG532 CG504
No.1 LOW DUTY COMP.
LNG VAPOUR + INERT GAS
FORCING VAP.
CS504
CS503 CN683
DEMISTER
CG530
TO INS.PRESS.
LNG VAPORIZER
CS501 CS502
CG528
CS003
GAS MAIN
VAPOUR MAIN
CS004 CS002 CS001

LIQUID MAIN
CF401 CF301 CF201 CF101
CF402 CF302 CF202 CF102

5.6.2 Inerting m) Before shutting down the inert gas plant, ensure the liquid header
(See Illustration 5.6.2a) is purged through to No.1 vent mast via CL107, in preparation for
aerating the tank.
Normal gas burning is continued during this operation using vapour from the
three in service tanks. n) When the hydrocarbon content sampled from the tank outlet falls
below 1.5%, isolate and shut in the tank. On completion of tank
Inert gas is supplied to the tank by the Inert Gas plant via blind flange valve and pipeline inerting, stop the inert gas supply and shut down the
connecting the IG line with the liquid header. Venting the tank is carried out via inert gas plant. Reset the valve system for aerating.
the fitting of a spool piece connecting the vapour outlet from the tank to the gas
header. The isolation valve onto the vapour header (CG302) must remain closed. o) Stop the IG plant and close CG301, CG105, CL310, CL300,
CL602.
a) Fit the spool piece between the inert gas supply line and the liquid
header and open the blind flange valve. Prepare the system for one tank aeration, as described in the next section.
b) Fit the spool piece between the liquid header and No.1 vent mast
(should already be in place from the warm up operation).
c) Fit spool piece from No.3 tank vapour line to the gas header.
d) Raise the set point on No.1 vent mast CG106 to 170 mbar.
e) Open the inert gas supply to the liquid header CG527 and CL602.
f) Open valves CL300 and CL310 to bring inert gas to the bottom of
tank No.3.
g) Start the IG plant and open CL107. (One blower, 7,000 Nm3/h, to
be operated.)
h) Open valve CG301 on the No.3 vapour header.
i) Monitor the tank pressure, regulating on valve CG105. Ensure that

the tank pressure is always higher than the insulation space
pressures by at least 10 mbar, but that the tank pressures do not
exceed 180 mbar above atmospheric pressure. In any case, during
inerting, the pressure in the tanks must be kept low to maximize
the piston effect.
j) Approximately once an hour, take samples of the discharge from

the vapour dome at the top of the tank and test for hydrocarbon
content. Also verify that the oxygen content of the inert gas
remains below 2%, by testing at a purge valve at the filling line of
the tank being inerted.
k) Purge for 5 minutes all the unused sections of pipelines, machines,

equipment and instrumentation lines.
l) Continue inerting until levels as described in section 3.7.3 are

obtained.

Illustration 5.6.3a One Tank Aeration (No. 3)
CG514
CG002
CG513
CG515
CG524 CG516
CG510
CG509
CG525 CG523 CG511
No.2 B.O/W.UP
FROM E/R HEATER
CG526 CG522 CG512
IG021 IG020 IG022 CG527
CG519
CG506
DRY AIR LINE
CG505
CG521 CG507
HEATER
CG405 CG520 CG518 CG517 CG508
CS506 CG502
CG501
CG503
CS505
CG532 CG504
No.1 LOW DUTY COMP.
INERT GAS FROM TANK 3
FORCING VAP.
CS504
CS503 CN683
DEMISTER
CG530
TO INS.PRESS.
LNG VAPORIZER
CS501 CS502
CG528
CS003
GAS MAIN
VAPOUR MAIN
CS004 CS002 CS001

LIQUID MAIN
CF401 CF301 CF201 CF101
CF402 CF302 CF202 CF102

5.6.3 Aeration
Normal gas burning is continued during this operation using vapour from the
three in service tanks.
Dry air is supplied to the tank by the dry air plant via the blind flange valve
connecting the I.G. line with the gas header and the fitting of a spool piece
connecting the vapour outlet from the tank to the gas header (should already be
in place from the inerting operation). Venting the tank is carried out via the
liquid filling valve, exhausting onto the liquid header and leading to No.1 vent
mast via valve CL107 and the spool piece. The isolation valve onto the vapour
header (CG302) must remain closed.
a) Fit the spool piece between the liquid line and No.1 vent mast.
b) Fit the spool piece from No.3 tank vapour line to the gas header.
c) Ensure that valve CG302 is securely closed.
d) Open valves CG527, CG602, CG301.
e) Open valves CL310, CL300 and CL107.
f) Set the vent mast regulating valve CG106 to 100 mbar.
g) Start the dry air plant. (One blower, 7,000 Nm3/h, to be operated.)
Monitor the change in atmosphere until all levels as described in section 3.7.4
are obtained.
Ensure pressure in aerated tank is higher than tanks containing vapour to avoid
leakage of toxic gas to this tank.
Aeration must continue throughout repair work.

Illustration 5.6.4a One Tank Drying/Inerting (No.3)
CG514
CG002
CG513
CG515
CG524 CG516
CG510
CG509
CG525 CG523 CG511
No.2 B.O/W.UP
FROM E/R HEATER
CG526 CG522 CG512
IG021 IG020 IG022 CG527
CG519
CG506
DRY AIR LINE
CG505
CG521 CG507
HEATER
CG405 CG520 CG518 CG517 CG508
CS506 CG502
CG501
CG503
CS505
CG532 CG504
No.1 LOW DUTY COMP.
HUMID AIR LINE
FORCING VAP.
CS504
CS503 CN683
DEMISTER
CG530
TO INS.PRESS.
LNG VAPORIZER
CS501 CS502
CG528
CS003
GAS MAIN
VAPOUR MAIN
CS004 CS002 CS001

LIQUID MAIN
CF401 CF301 CF201 CF101
CF402 CF302 CF202 CF102

5.6.4 Drying and Inerting g) Open valve CG105 to vent through No.1 vent mast. The tank It is assumed that the maintenance/repair of one tank will take place while the
(See Illustration 5.6.4a) pressure is controlled via by regulating valve CG301 manually. ship is on ballast passage, having discharged the cargo from the affected tank in
the normal manner. Therefore gas filling will not be undertaken until the ship
Normal gas burning is continued during this operation using vapour from the h) Pressure control of the liquid header : open CL107 and set CG106 returns to the loading port.
three in service tanks. at 100 mbar.
On arrival at the loading terminal the first procedure will be to gas fill the
During a maintenance operation where one cargo tank has been opened up and i) Start the dry air production. When dew point is -45°C, open the affected tank with vapour from shore, venting the inert gas through the liquid
contains wet air, it must be dried to avoid primarily the formation of ice when it valve IG022 upstream of the two non return valves on the dry header via the spool piece to No.1 vent mast.
is cooled down and secondly the formation of corrosive agents if the humidity air/inert gas discharge line.
combines with the sulphur and nitrogen oxides which might be contained in If coolant is sufficient in the tank, gas filling operation is carried out on ballast
excess in the inert gas. The tank is then inerted in order to prevent the possibility j) Monitor the dew point of the tank by taking a sample at the vapour passage.
of any flammable air/LNG mixture. Normal humid air is displaced by dry air. dome. When the dew point is -25°C or less drying is complete.
Dry air is displaced by inert gas produced from the dry air/inert gas plant. The operation is considered complete when the CH content, as measured at the
Wet air which may be contained in the discharge lines from the cargo pumps, top of the cargo filling pipe, exceeds 99% by volume.
Dry air is introduced at the bottom of the tank through the filling piping. The air float level piping and any associated pipe work in the cargo compressor room
is displaced from the vapour dome into the gas header via the fitted spool piece must be purged with dry air. The target valves for N2 gas and inert gas CO2 is equal or less than 1%. These
and is discharged from No.1 vent mast. The operation can be carried out at shore values should be matched with the LNG terminal requirements.
or at sea and will take approximately 10 hours to reduce the dew point to less k) When the tank is dried, stop the plant. Change over the plant to
than -20°C. inert gas production and feed the tank in the same manner as for This normally entails approximately two changes of the volume of the
drying the tank. atmosphere in the cargo tank.
During the time that the inert gas plant is in operation for drying and inerting the
tanks, the inert gas is also used to dry, (below -40°C) and to inert, all other LNG Note ! On completion of purging, the tank can be made common with the other tanks.
and vapour pipework. Before introduction of LNG or vapour, pipework not It is necessary to lower the tank’s dew point by dry air to at least -20°C, before Cool down of the liquid header will take place and normal loading will
purged with inert gas must be purged with nitrogen. feeding tanks with inert gas in order to avoid formation of corrosive agents. commence into the other three tanks. When a liquid level of approximately 1m is
attained in No.4 tank, No.4 stripping/spray pump can then be used to cool down
Operating Procedure for Drying Tanks l) Start the inert gas production. When oxygen content is less than the tank to be brought back into service at a rate of no more than 20°C per hour.
0.5% and dew point is -45°C, open the valve IG022 upstream of When the ATR temperature of the tank reaches -130°C loading can commence
Dry air, with a dew point of -45°C, is produced by the dry air/inert gas plant at a the two non-return valves on the inert gas discharge line. into this tank.
flow rate of 7,000 Nm3/h with one blower operation.
m) By sampling at the vapour dome, check the atmosphere of the tank
a) Prepare the dry air plant for use. by means of the portable oxygen analyser. O2 content is to be less
than 2% and the dew point less than -40°C.
b) Install the spool piece to connect the inert gas/dry air feeder line to
the liquid header and open the blind flange valve. n) During tank inerting, purge for about 5 minutes the air contained in
the lines and equipment by using valves and purge sample points.
c) Install the spool piece to connect the vapour outlet from No.3 tank
to the gas header, venting via No.1 vent mast. o) When the operation is completed, stop the supply of inert gas and
close the valves IG022 and CG527, CL602, CL310, CL300,
d) Install the spool piece connecting the liquid header to No.1 vent CL107, CG105 remove the spool pieces.
mast.
Note !
e) Open valves CG527, CL602, CL310, CL300, to supply dry air to Until the ship is ready to load LNG, the tank maybe maintained under inert gas
the liquid header and No.3 cargo tank. as long as necessary. Pressurise the tank 2 bar above atmospheric pressure and,
to reduce leakage, isolate the valve at the forward venting system.
f) Open tank vapour valve CG301, ensure that valve CG302 remains
closed.

5.7 Ship to Ship Transfer All equipment to be used should be thoroughly prepared and tested, and all 3. Mooring
safety equipment should be checked and be ready for use if required.
This section is intended to complement the ICS Tanker Safety Guide, (Liquefied The most successful method of berthing is with both ships underway. One ship,
Gases) and the ICS Ship to Ship Transfer Guide, (Liquefied Gases) and should Cargo Equipment to be Tested preferably the larger, maintains steerage way on a constant heading as requested
be supplemented by the Company's own instructions and orders. by the manoeuvring ship, usually with the wind and sea dead ahead. The
Ventilation of compressor, pump and control room to be fully operational. manoeuvring ship then comes alongside.
1. General Safety Gas detection systems to be correctly set, tested and operating.
Emergency shut down system to be tested and ready for use. Successful operations have taken place with one ship at anchor in fine weather
The Master, or other person in overall control of the operation, should be clearly Pressure and temperature control units to be operational. conditions, and this is not too difficult if there is an appreciable current and a
established before the operation commences and the actual transfer should be Cargo tanks to be cooled, if necessary. steady wind from the same direction. If not, then tug assistance may be necessary.
carried out in accordance with the wishes of the receiving ship. Manifolds to be securely blanked.
Cargo hose reducers to be ready in place. Mooring should be rapid and efficient and can be achieved by good planning by
The means of communication should also be well established before transfer and Hose purging equipment to be acceptable. the Masters of both ships.
both ships must be in direct contact with each other during the whole operation.
Radio telephone contact should be established on VHF Channel 16 and thereafter Safety Precautions In general, the following points should be noted.
on a mutually agreed working channel. Approach, mooring, transfer and
unmooring should not be attempted until fully effective communications are Fire main tested and kept under pressure. The wind and sea should be ahead or nearly ahead.
established. Water spray system tested and ready.
Two additional fire hoses connected near the manifold and ready for use. The angle of approach should not be excessive.
Should there be a breakdown in communications for whatever reason, either on Dry powder system ready.
approach, or during transfer, the operation should immediately be suspended. The two ships should make parallel contact at the same speed with no astern
All access doors to the accommodation to be kept closed at all times during movement being necessary.
! Caution transfer.
The ignition of gas vapours may be possible by direct or induced radio frequency The manoeuvring ship should position her manifold in line with that of the
energy and no radio transmissions, other than at very high frequency, should take No smoking. constant heading ship and match the speed as nearly as possible.
place during transfer operations. Arrangements should be made with an
appropriate coast station for blind transmissions which would allow reception of Impressed current cathodic protection system, if fitted, to be switched off at least Contact is then made by the manoeuvring ship, reducing the distance between
urgent messages. three hours before transfer. the two ships by rudder movements, until contact is made by the primary fenders.
2. Pre-Mooring Preparations First aid equipment etc. to be ready for use. Note !
Masters should be prepared to abort if necessary. The International Regulations
Prior to mooring, the organisers of the transfer should notify the local authorities Fenders should be positioned according to an agreed plan, taking into for Preventing Collisions at Sea must be complied with.
of their intentions and obtain any necessary permits. consideration the type and size of both ships, the weather conditions and the type
of mooring that is to take place. On completion of mooring, the constant heading ship will proceed to an
The two vessels should liaise with each other and exchange details of the ships, anchoring position previously agreed. The manoeuvring ship will have its
which side is to be used for mooring, the number of fairleads and bitts and their engines stopped and rudder amidships, or angled towards the constant heading
distance from the bow and stern of the ship to be used for mooring. ship. The constant heading ship should use the anchor on the opposite side to that
on which the other ship is berthed.
The size and class of manifold flanges to be used.
From the time that the manoeuvring ship is all fast alongside, to the time the
The anticipated maximum height differential of the manifolds for determining constant heading ship is anchored, the constant heading ship assumes
hose length required. responsibility for the navigation of the two ships.
The type of hoses required and their supports to ensure that their allowable
bending radius is not exceeded.
The weather conditions should be taken into consideration, as that will determine
the type and number of fenders to be used and the type of mooring procedure to
be used. Both Masters should be in agreement that conditions are suitable for
berthing and cargo transfer before the operation takes place.

4. Transfer Operations 5.8 Jettisoning of Cargo

Transfer can begin when the two Masters have ensured that all the pretransfer Warning
checks and precautions have been completed and agreed them. Both ships The jettisoning of cargo is an emergency operation. It should only be carried out
should be prepared to disconnect and un-moor at short notice should anything to avoid serious damage to the cargo tank and/or inner hull steel structure.
go wrong.
A membrane or insulation failure in one or more cargo tanks may necessitate the
During transfer, ballast operations should be performed in order to keep the trim jettisoning of cargo from that particular cargo tank to the sea. This is carried out
and list of both vessels constant. Listing of either vessel should be avoided using a single main cargo pump, discharging LNG through a portable nozzle
except for proper tank draining. Checks should also be kept on the weather, fitted at ship’s manifold.
traffic in the area, and that all safety equipment is still in a state of readiness.
As jettisoning of LNG will create hazardous conditions:
Transfer can take place whilst the two vessels are at anchor. This is the most
common method. Transfer can also take place whilst the two vessels are a) All the circumstances of the failure must be carefully evaluated
underway, though this depends on there being adequate sea room, traffic before the decision to jettison cargo is taken.
conditions and the availability of large diameter, high absorption fenders.
b) All relevant fire fighting equipment must be manned, in a state of
Underway Transfer readiness and maintained so during the entire operation.
After completion of mooring, the constant heading ship maintains steerage way
and the manoeuvring ship adjusts its engine speed and rudder angle to minimise c) All accommodation and other openings and all vent fans must be
the towing load on the moorings. The course and speed should be agreed by the secured.
two Masters and this should result in the minimum movement between the two
ships. The Master of the constant heading ship is responsible for the navigation d) The NO SMOKING rule must be rigidly enforced.
and safety of the two vessels.
e) The water curtain on the side of the jettison is to be running to
Drifting Transfer protect the ship’s structure.
This should only be attempted in ideal conditions.
Weather conditions, and the heading of the vessel relative to the wind, must be
Completion of Transfer considered so that the jettisoned liquid and resultant vapour cloud will be carried
After transfer has been completed and before unmooring, all hoses should be away from the vessel. In addition, if possible, avoid blanketing the vapour with
purged, manifolds securely blanked and the relevant authorities informed that exhaust gases from the funnel.
transfer is complete.
The discharge rate must be limited to the capacity of one cargo pump only and, if
5. Unmooring necessary, reduce to allow acceptable dispersal within the limits of the prevailing
weather conditions.
This procedure will be carried out, under normal conditions, at anchor, though if
both Masters agree, unmooring can take place underway.
Before unmooring begins, obstructions from the adjacent sides of both ships
should be cleared and the sequence and timing of the event be agreed by both
ships, and commenced at the request of the manoeuvring ship. Lines should be
singled up fore and aft, then let go the remaining forward mooring allowing the
ships to drift away from each other, at which time the remaining after moorings
are let go and the ships drift clear of each other. Neither ship should, at this point,
attempt to steam ahead or astern until their mid lengths are about two cables
apart.

5.9 Primary Barrier Space Equalising Connection Illustration 5.9a Equalisng Connection
Caution
The primary barrier space pressure equalising connection should not be fitted
or used without full discussion and agreement with and between Allocated
Operator and Charterer. This must always be considered as an extreme measure,
which is necessary to allow port entry to discharge the affected tank in a safe
and controlled manner without venting gas to the atmosphere. It should be used
in preference to the primary membrane punching device. Despite this, it may
also be used in conjunction with the Primary Barrier membrane punching
equipment.
The Primary Barrier space equalising connection is provided to allow

equalising of the pressure in the primary barrier space with that of the vapour
space in the cargo tank in the event that a serious liquid leak in the primary
membrane should occur. In the event of such a leakage, which generates
sufficient vaporisation to overcome the capacity of the relief valves, then the
equalising connection should be brought into use. This will direct the vaporised
gas into the cargo tank where there are better facilities to deal with the boil-off
so generated, i.e. the LD compressors and the fuel burning capabilities.
If this course of action is selected then the spool piece should be fitted in
position on the affected tank gas dome. The primary relief valve gagging
devices should be prepared and fitted to the pilot valves, but not brought into
use at this stage. The spool piece should be purged with nitrogen to remove the
oxygen and any moisture. The nitrogen supply and exhaust systems to the
primary barrier space should have been already isolated to prevent
contamination of the other spaces. As soon as the equalising connection valves
are opened, this will raise the primary barrier to tank pressure. The gagging
devices on the primary space relief valves should be brought into use to close
the relief valves.
The tank vapour pressure should be closely monitored and the gas burning
system used to control the tank pressure. This may require the use of the steam
dump system to incinerate excess vapour.

3.6.4 Ballasting ........................................................................... 3 - 47
Part 6
Design Concept of the Vessel
Part 6 Design Concept of the Vessel 2. Principal Particulars of Cargo Machinery Vacuum Pumps
Type: MPR industries P100 SV.
6.1 Principal Particulars Main Cargo Pumps Capacity: 1,250 m3/h
Type; Ebara 12EC-24 No. of sets: 2
1. Principal Particulars of the Ship Capacity: Rated at 1,700 m3/h x 155 mLc
No. of sets: 8 (2 per cargo tank) Glycol Heaters
Steam Heater
Shipbuilder Daewoo Shipbuilding and Marine Engineering Co., Ltd.
Spray/Stripping Pumps Type: BEU 323-1880
Okpo Shipyard
Type: Ebara 2EC-092 Capacity: 805 kg/h
Republic of Korea
Capacity: Rated at 50 m3/h x 135 mLc Heating: Steam at 8 bar
Yard Number 2217
No. of sets: 4 (1 per cargo tank) No. of sets: 2
Ship Name BERGE ARZEW
Year Built 2004
Emergency Cargo Pumps Electric Heater
Delivered 2004. 07. 30
Type: Ebara 8ECR-12 Type: BRAE 400
Nationality Norwegian
Capacity: Rated at 550 m3/h x 155 mLc Capacity: 80 kW
Port of Registration Stavanger
No. of sets: 1 Heating: Electric
Radio Call Sign C6TQ5
No. of sets: 1
Inmarsate C-ID 431174510
HD Compressor
Type of Cargo LNG
Type: Cryostar CM 400/55 Nitrogen Generator
Type of Ship Segregated Ballast LNG Carrier
Capacity: 35,00 m3/h Type: Air Products Nitrogen Generator
Stem Bulbous Bow and Raked Stem
No. of sets: 2 Capacity: 120 Nm3/h at 97%N2
Stern Transom
No. of sets: 2
Navigation World wide for Navigation
LD Compressor
Classification Det Norske Veritas
Type: Cryostar CM 300/45 Inert Gas Generator
+1A1, Tanker for Liquefied Gas, Ship type 2G
Capacity: 8,500 m3/h Type: Hamworthy
(-163°C, 500 kg/m3, 0.25 bar) I 3/3E + Liquefied Gas
No. of sets: 2 Capacity: Inert Gas 14,000 Nm3/h
NAUTICUS (Newbuilding Plus-1), EO, W1-OC,
Dry Air 14,000 Nm3/h
LCS(SID), F-A, TMON
LNG Vaporizer No. of sets: 1
Type: Cryostar 66-UT-38/34-5.9
Trinidad agent : Singapore agent : Tank Safety Valve
Capacity: 26,150 kg/h
Melville Shipping Ltd. Gulf Agency (Singapore) Pte Ltd.
Heating: Steam at 8 bar Cargo Tank
18/20 London Street 24 Peck Seah Street #03-00
No. of sets: 1 Type: Fukui 10” x 12”
POB 722 Nehsons Building
Capacity: 27,700 Nm3/h
Port of Spain Singapore 079314
Forcing Vaporizer Set Pressure: 250 bar
Trinidad W.I.
Type: Cryostar 34-UT-25/21-3.6 No. of sets: 8
Length Overall 277.0 m
Heating: Steam at 8 bar Primary Insulation Spaces
Length Between Perpendiculars 266.0 m
Breadth Moulded 43.4 m
Depth Moulded 26.0 m
Boil-off / Warm-up Heaters Set Pressure: 10 mbar
Design Draught 11.4 m
Type: Cryostar 34-UT-38/34-3.6 No. of sets: 8
Scantling Draught 12.1 m
Cargo Tank Capacity 138,061.1 m3
Heating: Steam at 8 bar Secondary Insulation Spaces
Design Speed at NCR 19.5 knots
Fuel Oil Consumption per day 168.8 tonnes per day.
Manning Design Complement 2 Captain
Mist Separator Set Pressure: 10 mbar
7 Senior officer including one (1) Owner
Type: Cryostar VMS-10/12-1000 No. of sets: 8
7 Junior officer including one (1) pilot
and two (2) spares
No. of sets: 1
3 Petty officer
15 Crew
6 Suez crew/repairer
6-1 Part 6 Design Concept of the Vessel

3. Cargo Equipment Part
EQUIPMENT EQUIPMENT
NO MAKER DWG NO. MAKER ADDRESS & TELEPHONE AGENT NO MAKER DWG NO. MAKER ADDRESS & TELEPHONE AGENT
NAME NAME
AUX. COOL SHINKO, JAPAN DV7210001 5-7-21, OHZU, NINAMI-KU, TEL) 082-508-1000 CRYOGENIC SNRI S.A, FRANCE DV3520203 ROUTE DU TREUIL BP107 TEL) 05-45-29-60-00 ASIA TECH.
1
FW PUMP HIROSHIMA, JAPAN FAX) 082-508-1020 18 GLOBE, CHECK 16700 RUFFEC, FRANCE FAX) 05-45-31-12-91 TEL) 02-561-0770
AUX. COOL SHINKO, JAPAN DV7210001 5-7-21, OHZU, NINAMI-KU, TEL) 082-508-1000 & GATE VALVE FAX) 02-556-0766
2
SW PUMP HIROSHIMA, JAPAN FAX) 082-508-1020 CRYOGENIC FLEXTRACO B.V DV3010101 FLEXTRACO B.V TEL) 31-0-10-521-5422 SAMBONG CO.,
AUX. COOL. KOREA PHE DV8260101 1516-1 DADAE-DONG, TEL) 82-51-261-2664 HOSE CHR. HUXGENSSTRAAT 10 FAX) 31-0-10-521-8420 TEL) 02-839-2333
3 19 A 2665KX BLIRISWIJK FAX) 02-839-2335
FW COOLER CORPORATION SAHA-GU PUSAN, KOREA FAX) 82-51-261-2666
P.O. BOX 158
BALLAST TEAMTEC, NORWAY DV8010101 TEAMTEC AS POSTBOKS TEL) 47-37-19-98-00 THE NETHERLANDS.
4 EDUCTOR 203,4902 FAX) 47-37-19-98-90
TVEDESTRAND NORWAY CUSTODY KONGSBERG DV3810201 N-7005, TRONDHEIM, TEL) 47-73-58-1000 HKM
20 TRANSFER MARITIME SHIP NORWAY FAX) 47-73-58-1417 TEL) 02-3497-8614
BALLAST PUMP SHINKO, JAPAN DV7210001 5-7-21, OHZU, NINAMI-KU, TEL) 082-508-1000 SYSTEM SYSTEMS AS FAX) 02-3497-8688
5
HIROSHIMA, JAPAN FAX) 082-508-1020
DRY POWDER UNITOR, KOREA DV8180101 44-27 DALSAN-RI TEL) 82-051-728-4900
B'FLY VALVE KEYSTONE VALVE DV3810701 HANKOOKYURI BIDG. 5FL, TEL) 82-51-469-4322 SYSTEM JEOHNKWAN-MYUN, FAX) 82-051-728-7100
21
FOR BALLAST, (KOREA) LTD. 1160-1, CHORYANG-DONG, FAX) 82-51-464-3368 KIJANG-KUN, PUSAN,
BILGE, FO, SW KOREA DONG-KU, PUSAN, KOREA KOREA
6
COOLING &
WATER SPRAY ELEC. GLYCOL ASET, FRANCE DV8250201 BOITE POSTALE 25 6P803 TEL) 04-78-20-16-16 ASIA TECH.
SYS. 22 WATER HEATER SAINT PRIEST CEDEX, FAX) 04-78-21-72-69 TEL) 02-561-0770
FRANCE FAX) 02-556-0766
BILGE TEAMTEC, NORWAY DV8010101 TEAMTEC AS POSTBOKS TEL) 47-37-19-98-00
7 EDUCTOR 203,4902 FAX) 47-37-19-98-90 EMCY F.PUMP SHINKO, JAPAN DV7210001 5-7-21, OHZU, NINAMI-KU, TEL) 082-508-1000
23
TVEDESTRAND NORWAY HIROSHIMA, JAPAN FAX) 082-508-1020
BOIL OFF / CRYOSTAR- DV3510102 ZONE INDUSTRIELLE TEL) 33-389-70-2727 TACHYON CO. EMERGENCY HONEYWELL, DV3810702 6F JUYEON BUILDING 209, TEL) 82-02-2129-7165
8 WARM UP FRANCE SA BP48 F-68220 FAX) 33-389-70-2900 TEL) 02-514-4516 SHUTDOWN KOREA SEOKYE-ONG,YONGSAN- FAX) 82-02-3273-2111
24
HEATER FRANCE HESINGUE, FRANCE FAX) 02-544-5579 SYSTEM GU, SEOUL 140-140,
KOREA
CARGO SFZ, FRANCE DV3520104 8, RUE DES FRERES TEL) 33-4-72-47-62-11 ASIA TECH.
9 EXPANSION LUMIERE-F69680-LYON- FAX) 33-4-72-47-62-01 TEL) 02-561-0770 FIRE & SHINKO, JAPAN DV7210001 5-7-21, OHZU, NINAMI-KU, TEL) 082-508-1000
25
BELLOWS CHASSIEU-FRANCE FAX) 02-556-0766 G.S. PUMP HIROSHIMA, JAPAN FAX) 082-508-1020
CARGO LINE FUKUI SAFETY & DV3750102 6, 1-CHOME TEL) 072-857-9598 DONGJIN INTEC FLOAT LEVEL HENRI SYSTEMS DV3810101 POSTBUS 198 TEL) 31-78-610-0999
10 SAFETY RELIEF VALVES SHODAITAJIKA, HIRAKATA, FAX) 072-857-9599 TEL) 051-463-5771 GAUGING HOLLAND B.V. 3330 AD ZWIJNDRECHT FAX) 31-78-610-3214
26
RELIEF VALVE OSAKA, 573-1003 JAPAN FAX) 051-462-7907 SYSTEM FOR NETHERLAND NETHERLAND
CARGO TANK
CARGO PIPE KANGRIM INS. DV3520301 505, SINPYUNG-DONG, TEL) 051-220-6056
11 FORCING CRYOSTAR- DV3510102 ZONE INDUSTRIELLE TEL) 33-389-70-2727 TACHYON CO.
INSULATION CO., LTD SAHA-KU, PUSAN, KOREA FAX) 051-220-6005
27 VAPORIZER FRANCE SA BP48 F-68220 FAX) 33-389-70-2900 TEL) 02-514-4516
CARGO PUMP EBARA DV3510101 350 SALOMON CIRCLE, TEL) 775-356-2796 ASIA TECH. FRANCE HESINGUE, FRANCE FAX) 02-544-5579
12 INTERNATIONAL SPARKS, NV, 89434, USA FAX) 775-356-2884 TEL) 02-561-0770
CORPORATION FAX) 02-556-0766 GAS DOME SFZ, FRANCE DV3520105 8, RUE DES FRERES TEL) 33-4-72-47-62-11 ASIA TECH.
28 BELLOWS LUMIERE-69680-LYON- FAX) 33-4-72-47-62-01 TEL) 02-561-0770
CARGO SPRAY ILJIN DV3010102 1500-8, HADAN-DONG, TEL) 82-051-291-6822 CHASSIEU-FRANCE FAX) 02-556-0766
13
NOZZLE KOREA SAHA-KU, PUSAN, KOREA FAX) 82-051-291-6813
GAS BRAVIDA AS DV3810601 PO BOX 5004 N-1503 TEL) 47-69-26-2600
CARGO SUNBO DV3520401 1517-2 DADAE-DONG, TEL) 051-261-3454 29 DETECTION MOSS, NORWAY FAX) 47-69-26-2699
14 STARINER INDUSTRIES SAHA-KU PUSAN, KOREA FAX) 051-261-3455 SYSTEM
CO., LTD
GLYCOL W. SHINKO, JAPAN DV7210001 5-7-21, OHZU, NINAMI-KU, TEL) 082-508-1000
30
CONTROL NAKAKITA DV3530101 1-1 FUKONO- TEL) 81-720-71-6003 SO YOUNG CIRC. PUMP HIROSHIMA, JAPAN FAX) 082-508-1020
15 VALVE FOR SEISAKUSHO CO., MINAMIMACHI DAITO FAX) 81-720-74-3185 TEL) 051-266-4567
CARGO PART LTD., JAPAN 574 OSAKA, JAPAN FAX) 051-266-4568 GRP FOR AMERON DV8010103 DONG-KU, PUSAN, KOREA TEL) 65-861-6118 DAEWON
31 WATER 7A TUAS AVE 3 FAX) 65-862-1186 TEL) 02-325-89361
CRYOGENIC TRUFLO S.A, DV3520202 PARC INDUSTRIEL HAUTS TEL) 32-42-40-68-86 SEIL-SERES CO. BALLAST SINGAPORE 639407 FAX) 82-2-322-8937
16 BALL VALVE BELGIUM SARTS B-4040 HERSTAL, FAX) 32-42-48-02-46 TEL) 02-237-3451
HIGH DUTY CRYOSTAR - DV3530101 ZONE INDUSTRIELLE TEL) 33-389-70-2727 TACHYON CO.
BELGIUM FAX) 02-232-0936
32 CARGO FRANCE SA BP 48 F-68220 HESINGUE, FAX) 33-389-70-2900 TEL) 02-514-4516
COMPRESSOR FRANCE FRANCE FAX) 02-544-5579
CRYOGENIC WESTAD, NORWAY DV3520201 WESTAD INDUSTRI A/S TEL) 47-32-78-04-55 SAMKONG
BUTTERFLY P.O.BOX 40 N-3361 FAX) 47-32-78-06-58 TRADING CO. INERT GAS HAMWORTHY KSE DV3760101 PO BOX 1053, TEL) 47-69-27-99-00 HAMWORTHY KSE,
17
VALVE GEITHUS, NORWAY TEL) 051-246-7793 33 GENERATOR A.S MOSS O-1510 MOSS, NORWAY FAX) 47-69-25-4578 TEL) 051-465-8461
FAX) 051-244-7596 SYSTEM FAX) 051-463-7498

EQUIPMENT EQUIPMENT
NO MAKER DWG NO. MAKER ADDRESS & TELEPHONE AGENT NO MAKER DWG NO. MAKER ADDRESS & TELEPHONE AGENT
NAME NAME
INVERTER TAIYO ELECTRIC DV3530101 SANRITSU-SHA BLDG, TEL) 81-3-3293-3067 SAMKONG VALVE REMOTE AMRI-SEIL DV3810701 1597-3, TEL) 82-51-831-1860
PANEL FOR CO., LTD. NO.16-8 1-CHOME, UCHI FAX) 81-3292-7012 TRADING CO. CONTROL SONGJEONG-DONG, FAX) 82-51-831-1863
49
34 LOW DUTY JAPAN KANDA, CHIYODA-KU, TEL) 051-246-7793 KANGSEO-KU, PUSAN,
CARGO TOKYO101, JAPAN FAX) 051-244-7596 KOREA
COMPRESSOR
WATER PAN-ASIA DV3780201 975-44 JANGLIM SAHA-KU, TEL) 051-263-8029
50
JOCKEY PUMP SHINKO, JAPAN DV7210001 5-7-21, OHZU, NINAMI-KU, TEL) 082-508-1000 DETECTOR PUSAN, KOREA FAX) 051-262-5418
35
WATER SPRAY ILJIN DV8140101 1500-8, HADAN-DONG, TEL) 82-051-291-6822
51
LNG CRYOSTAR- DV3510102 ZONE INDUSTRIELLE TEL) 33-389-70-2727 TACHYON CO. SYSTEM KOREA SAHA-KU, PUSAN, KOREA FAX) 82-051-291-6813
36 VAPORIZER FRANCE SA BP48 F-68220 FAX) 33-389-70-2900 TEL) 02-514-4516
FRANCE HESINGUE, FRANCE FAX) 02-544-5579
LOW DUTY CRYOSTAR - DV3530101 ZONE INDUSTRIELLE TEL) 33-389-70-2727 TACHYON CO.
37 CARGO FRANCE SA BP 48 F-68220 HESINGUE, FAX) 33-389-70-2900 TEL) 02-514-4516
COMPRESSOR FRANCE FRANCE FAX) 02-544-5579
MOTOR FOR TAIYO ELECTRIC DV3530101 SANRITSU-SHA BLDG, TEL) 81-3-3293-3067 SAMKONG
HIGH DUTY CO., LTD. NO.16-8 1-CHOME, UCHI FAX) 81-3292-7012 TRADING CO.
38
CARGO JAPAN KANDA, CHIYODA-KU, TEL) 051-246-7793
COMPRESSOR TOKYO101, JAPAN FAX) 051-244-7596
MOTOR FOR TAIYO ELECTRIC DV3530101 SANRITSU-SHA BLDG, TEL) 81-3-3293-3067 SAMKONG
LOW DUTY CO., LTD. NO.16-8 1-CHOME, UCHI FAX) 81-3292-7012 TRADING CO.
39
CARGO JAPAN KANDA, CHIYODA-KU, TEL) 051-246-7793
COMPRESSOR TOKYO101, JAPAN FAX) 051-244-7596
NITROGEN AIR PRODUCTS, DV3770101 P.O.BOX 8100, TEL) 47-38-03-99-00 DAE HWA
GENERATOR NORWAY VAAGSBYGD N-4602 FAX) 47-38-01-11-13 TRADING COMPANY
40
SYSTEM KRISTIANSAND S, TEL) 051-465-0243
NORWAY. FAX) 051-465-0245
PNEUMATIC DONG IL DV3780301 DONG-IL BLDG 3FL, TEL) 02-699-9948
DRAIN PUMP ENTERPRISE CO., 887-13, SHIN JUNG 5DONG, FAX) 02-691-9916
41
KOREA YANGCHUN-KU, SEOUL,
KOREA
PORTABLE GAS RIKEN KEI KI DV3810602 301-16,PUGOK-DONG TEL) 82-051-518-3613
42 DETECTOR KOREA KEUMJUNG-GU, PUSAN, FAX) 82-051-512-7737
KOREA
PUNCHING DUCROCQ IN DV3780101
43
DEVICE FRANCE
REMOTE LEVEL HANLA LEVEL DV8230101 1610-5 TEL) 82-51-601-3000 GLOBAL MARINE
& DRAFT CO., LTD. SONGJEONG-DONG, FAX) 82-51-831-1850 ENG.
44
GAUGING SYS. KOREA KANGSEO-KU, TEL) 051-265-2001
PUSAN, KOREA FAX) 051-265-2005
SPRAY PUMP SHINKO, JAPAN DV7210001 5-7-21, OHZU, NINAMI-KU, TEL) 082-508-1000
45
STEAM DRAIN DONG HWA DV8250101 1506-2, DADAE-DONG, TEL) 82-051-264-2800
46 COOLER PRECISION IND., SAHA-KU, PUSAN, KOREA FAX) 82-051-264-0868
KOREA
STEAM/GLYCOL ASET, FRANCE DV8250201 BOITE POSTALE 25 69803 TEL) 04-78-20-16-16 ASIA TECH.
47 WATER HEAT SAINT PRIEST CEDEX, FAX) 04-78-21-72-69 TEL) 02-561-0770
EXCHANGER FRANCE FAX) 02-556-0766
VACUUM PUMP MACHINES DV3750501 145,AV. DES TEL) 33-1-4793-6000 ASIA TECH.
PNEUMATIQUES GRESILLONS F. 92234 FAX) 33-1-4733-8282 TEL) 02-561-0770
48
ROTATIVES GENNEVILLIERS CEDEX, FAX) 02-556-0766
INDUSTRIES FRANCE

4. General Arrangement
BERGE ARZEW

5. Tanks and Capacity Plan
Cargo Tanks Fresh Water Tanks

(S.G.= 1.000)
Capacities Center of Gravity Location Capacities Center of Gravity Max.

Location Max.
Compartment Frame F.S.M.
Compartment Frame V.C.G. F.S.M. Volume Weight 100%
Volume Volume Volume L.C.G. From Number L.C.G. (m) V.C.G. (m) m4
Number 3 3 3
Above B.L. m4 100% (m3) (Tons)
100% (m ) 99% (m ) 98.5% (m ) Mid (Mid)
(Mid) Distilled W. Tk(P) 7- 15 253.7 253.7 -124.13 18.72 278
No. 1 Cargo Tank 121-133 21951.441 21731.927 21622.169 78.66 16.21 69286 Distilled W. Tk(S) 7- 15 253.7 253.7 -124.13 18.72 278
No. 2 Cargo Tank 104-120 40446.873 40042.404 39840.170 38.61 16.46 198254 Fresh Water Tk(P) A.E- 7 232.6 232.6 -131.76 18.90 164
No. 3 Cargo Tank 87-103 40411.732 40007.615 39805.556 -8.99 16.46 198254 Fresh Water Tk(S) A.E- 7 232.6 232.6 -131.76 18.90 164
No. 4 Cargo Tank 72-86 35251.054 34898.543 34722.288 -53.79 16.46 172858
Total 972.6 972.6
Total 138061.1 136680.489 135990.183
Fuel Oil Tanks

(S.G.= 0.990)
Location Capacities Center of Gravity Max.

Ballast Water Tanks
(S.G.=1.025) Volume Weight 98%
Number L.C.G. (m) V.C.G. (m) m4
100% (m3) (Tons)
Compartment Frame F.S.M. HFO Deep Tk(C) 138-157 3533.9 3428.6 110.14 12.81 2854
Volume Weight 100% 4 No. 2 E/R HFO Tk(P) 48- 71 1020.6 990.2 -83.66 16.57 104
Number L.C.G. (m) V.C.G. (m) m
100% (m3) (Tons)
No. 1 E/R HFO Tk(S) 48- 71 1020.6 990.2 -83.66 16.57 104
F.P.TK 164-F.E 1355.9 1389.8 129.41 10.86 1428 No. 2 HFO Sett. Tk(P) 48- 60 214.6 208.2 -89.80 19.80 11
FWD Deep WB.Tk(P) 134-157 1575.6 1615.0 108.38 12.01 961 No. 1 HFO Sett. Tk(S) 48- 60 214.6 208.2 -89.80 19.80 11
FWD Deep WB.Tk(S) 134-157 1575.6 1615.0 108.38 12.01 961
No. 1 WB.Tk(P) 120-134 5877.8 6024.8 81.95 12.85 9449 Total 6004.3 5825.4
No. 1 WB.Tk(S) 120-134 5877.8 6024.7 81.95 12.85 9449
No. 2 WB.Tk(P) 103-120 5798.0 5942.9 36.88 8.67 26257
No. 2 WB.Tk(S) 103-120 5798.0 5942.9 36.88 8.67 26257 Diesel Oil Tanks
No. 3 WB.Tk(P) 86-103 5914.2 6062.0 -10.40 8.54 27777 (S.G.= 0.900)
No. 3 WB.Tk(S) 86-103 5914.2 6062.0 -10.40 8.54 27777
No. 4 WB.Tk(P) 71-86 4885.4 5007.6 -54.41 9.00 20957
No. 4 WB.Tk(S) 71-86 4885.4 5007.6 -54.41 9.00 20957 Volume Weight 98%
E/R WB.Tk(P) 48-71 897.9 920.3 -85.34 15.05 170 100% (m3) (Tons)
E/R WB.Tk(S) 48-71 897.9 920.3 -85.34 15.05 170 DO Stor. Tk(P) 40-47 332.7 293.4 -98.15 16.30 115
A.P. Tk A.E-15 1178.9 1208.4 -127.18 13.50 17242 DO Serv. Tk(P) 44-47 37.7 33.2 -96.60 23.72 6
EM’CY DO Tk 40-47 131.3 115.8 -98.66 23.68 85
Total 52432.6 53743.3
Total 501.7 442.4

Lubricating Oil Tanks Others
(S.G.= 0.900)
Location Capacities Center of Gravity Max. Location Capacities Center of Gravity Max.
Compartment Frame F.S.M. Compartment Frame F.S.M.
Volume Weight 100% Volume Weight 100%
Number L.C.G. (m) V.C.G. (m) m4 Number L.C.G. (m) V.C.G. (m) m4
100% (m3) (m3) 100% (m3) (m3)
Main LO Grav. Tk(S) 32-36 33.6 29.6 -105.80 17.97 1 No. 1 Cargo(Pri. Barrier) 121-133 1083.4 1083.4 78.20 16.16 7421
Main LO Sett. Tk(S) 36-40 51.3 45.2 -102.60 17.97 3 No. 2 Cargo(Pri. Barrier) 104-120 1604.2 1604.2 38.60 16.30 25306
No. 1 Main LO Stor. Tk(S) 44-47 30.9 27.2 -96.60 22.86 13 No. 3 Cargo(Pri. Barrier) 87-103 1604.2 1604.2 -9.00 16.30 35306
No. 2 Main LO Stor. Tk(S) 40-44 29.0 25.5 -99.06 22.86 12 No. 4 Cargo(Pri. Barrier) 72-85 1455.0 1455.0 -53.80 16.30 30830
D/G LO Stor. Tk(S) 40-42 12.2 10.8 -100.20 22.86 1 No. 1 Cargo(2nd Barrier) 121-133 1463.9 1463.9 78.07 16.11 8028
D/G LO Sett. Tk(S) 38-40 12.2 10.8 -101.80 22.86 1 No. 2 Cargo(2nd Barrier) 104-120 2224.3 2224.3 38.60 16.29 17298
T/G LO Stor. Tk(S) 36-40 16.7 14.8 -102.60 22.86 1 No. 3 Cargo(2nd Barrier) 87-103 2224.3 2224.3 -9.00 16.29 17298
T/G LO Sett. Tk(S) 36-38 12.2 10.8 -103.40 22.86 1 No. 4 Cargo(2nd Barrier) 72-86 2020.2 2020.2 -53.80 16.30 15488
Main LO Sump Tk(C) 29-37 68.1 60.1 -106.34 2.11 124 No.1 Cofferdam 133-134 1240.9 1240.9 98.78 15.74 1715
Hyd. Oil Tk 1.2 No.2 Cofferdam 120-121 2834.3 2834.3 62.40 17.04 13610
No.3 Cofferdam 103-104 2834.3 2834.3 14.80 17.04 13610
Total 267.4 234.8
No.4 Cofferdam 86-87 2834.3 2834.3 -32.80 17.04 13610
No.5 Cofferdam 71-72 2774.2 2774.2 -74.78 17.04 13606
No.1 Trunk Deck Space 121-133 738.2 738.2 76.19 31.99 7306
No.2 Trunk Deck Space 104-120 1744.2 1744.2 38.60 31.98 34397
Miscellaneous Tanks
No.3 Trunk Deck Space 87-103 1744.2 1744.2 -9.00 31.98 34397
No.4 Trunk Deck Space 72-86 1526.2 1526.2 -53.80 31.98 30097
Compartment Frame F.S.M. Total 31950.3 31950.3
Volume Weight 100%
100% (m3) (m3)
Bilge Holding Tk(C) 15-26 110.8 110.8 -115.86 1.77 124
HFO Overf. Tk(P) 57-65 96.8 96.8 -84.19 1.26 203
Overf. Tk for HFO Deep Tk 148-150 11.5 11.5 112.20 24.34 0
S/T CW Tk(C) 6-15 51.2 51.2 -112.99 3.69 8
Oily Bilge Tk(C) 26-28 31.9 31.9 -111.39 1.82 65
S/T LO Sump Tk(C) 21-23 4.1 4.1 -115.40 2.80 4
FO Drain Tk(S) 54-56 5.8 5.8 -89.00 1.20 0
FO Sludge Tk(S) 38-40 3.1 3.1 -101.80 10.17 1
LO Sludge Tk(S) 38-40 5.0 5.0 -101.79 10.17 7
Total 320.2 320.2

6.2 Rules and Regulations j) ILO Codes of Practice, Safety and Health in Dockwork, 1977 as cc) ISO Draft Proposal No. 6954 “Guidelines for Overall Evaluation of
amended in 1979. Vibration in Merchant Ships, 1984”.
Classification
k) ILO Convention concerning Crew Accommodation on Board Ship (No. dd) Rules of Navigation of the Suez Canal Authority including Regulations
The vessel, including her hull, machinery, equipment and outfits shall be 92 and 133). for the Measurement of Tonnage.
constructed under the survey of Det Norske Veritas (herein called the
“Classification Society”), and shall be distinguished in the register by the l) OCIMF “Standardization of Manifolds for Refrigerated Liquefied Gas ee) Council Directive 96/98/EC on Marine Equipment as amended by
symbols of: Carriers (LNG)”. Commission Directive 98/95/EC for MED Certification.
+1A1, Tanker for Liquefied Gas, Ship type 2G (-163°C, 500 kg/m3, 0.25 bar), m) OCIMF “Mooring Equipment Guidelines, 1997 (Compliance with the
NAUTICUS (Newbuilding PLUS-1), EO, W1-OC, LCS(SID). Guidelines shall be as specified in Group 4)”.
F-A shall be applied without notation. n) OCIMF “Ship to Ship Transfer Guide (Liquefied gases)”.
The provision for TMON shall be applied. o) OCIMF “Recommendations for Equipment Employed in the Mooring
of Ships at Single Point Moorings, 1993”.
Rules and Regulations
p) OCIMF “Recommendations on Equipment for the Towing of Disabled
The Vessel shall be registered in a Port of NIS and shall comply with the Tankers, September 1981”.
following Rules and Regulations (edition and amendments thereto being
compulsory as of the date of signing the Contract) : q) SIGTTO “Recommendations and Guidelines for Linked Ship/Shore
Emergency Shutdown of Liquefied Gas Cargo Transfer”.
a) Rules and Regulations of the country of registry.
r) SIGTTO “Recommendations for the Installation of Cargo Strainers”.
b) Maritime Rules and Regulations of the loading/unloading terminals.
s) SIGTTO “Guidelines for the Alleviation of excessive Surge Pressure
c) International Convention for the Safety of Life at Sea, 1974 with the on ESD, 1987.
Protocol of 1978/1988 and Amendments up to 1997 including
International Code for the Construction and Equipment of Ships t) IMO Resolution A.330(IX) “Safe Access to and working in large
Carrying Liquefied Gases in Bulk (IGG-code). ballast space”.
d) International Convention for the Prevention of Pollution from Ships, u) IMO Resolution A.719(17) “Prevention of air pollution from ships”.
1973 (Annex I, IV, V & VI (Regulation 12, 13 and 16)), as modified by
the Protocol 1978 (herein called “MARPOL 73/78”). v) IMO Resolution A.468(XII) “Code on Noise Levels on Board Ships”.
e) International Convention on Load Lines, 1966 with the Protocol of w) IMO Resolution A.343(IX) “Recommendation on Methods of
1988. Measuring Noise Levels at Listening Posts”.
f) Convention on the International Regulations for Preventing Collisions x) IMO Resolution A.601(15) “Provision and Display of Maneuvering
at Sea, 1972 and Amendments up to 1993. Information on Board Ships”.
g) International Convention on Tonnage Measurement of Ships, 1969 as y) IMO Resolution A.686(17) “Code on Alarms and indicators”.
amended by IMO Resolution A.493(XII) and A.494(XII).
z) IMO Resolution A.708(17) “Navigation Bridge Visibility and
h) International Telecommunication Union (ITU) Radio Regulation, 1982 Function”.
with annex and revisions (1983 and 1987).
aa) IMP Publication No.978 “Performance Standards for Navigational
i) USCG Regulations for foreign flag vessels operating in the navigable Equipment (199 Edition)”.
waters of the United States including pollution prevention except
Alaskan waters. bb) International Electrotechnical commission (IEC) publication 92
. CFR title 33-part 155, 156, 159 and 164 “Electrical installation in Ships”.
. CFR title 46-part 154

Illustration 6.3.1a Cargo Tank Lining Reinforcement
Void Area
Cofferdam
Reinforced Area
Secondary boxes........... Type RS
Primary boxes................ Type RP
Primary Membrane
Secondary Membrane
Non Reinforced Area
Secondary boxes........... Type S
Primary boxes................ Type P
Ballast
Primary Insulation Boxes
Void
Cofferdam
Secondary Insulation Boxes
Duct Keel
Ballast Tank
Duct Keel

6.3 Design Concept of the Cargo System 6.3.1 Cargo Containment System Principle Thermal expansion coefficient = (1.5±0.5) 10-6 mm/°C
(See Illustration 6.3.1a) between 0°C and –180 °C
General Description (about ten times less than for stainless steel AISI 304 type)
The cargo tanks are of double membrane, Gas Transport No.96-2 Evolution
The Cargo Containment System consists of four double insulated cargo tanks System design. Charpy Test at –196 °C, > 120 J/cm2
encased within the inner hull and situated in-line from forward to aft.
The inner hull, i.e. the outer shell of each of the cargo tanks, is lined internally The coefficient of thermal expansion is low enough to enable flat, rather than
The spaces between the inner hull and outer hull are used for ballast and will also with the Gas Transport integrated tank containment and insulation system. corrugated sheets, to be used. The entire surface area of the membrane is thus in
protect the tanks in the event of an emergency situation, such as collision or This consists of a thin, flexible membrane called the primary membrane, which contact with the supporting insulation, so that the load which the system is able
grounding. is in contact with the cargo, a layer of plywood boxes filled with Perlite called to carry is limited only by the load bearing capacity of the insulation.
the Primary insulation, a second flexible membrane similar to the first one called
The cargo tanks are separated from other compartments, and from each other, by the secondary membrane and a second layer of boxes also filled with Perlite in The primary and secondary insulation spaces are made up of boxes fabricated
five transverse cofferdams which are all dry compartments. contact with the inner hull called the Secondary insulation. The double from plywood and filled with expanded Perlite. This insulation system allows
membrane system meets the requirement of the relevant regulations on the Cargo free circulation of nitrogen and therefore permits gas freeing or inerting to be
The ballast spaces around the cargo tanks are divided into two double bottom Containment System to provide two different ‘barriers’ to prevent cargo leakage. carried out in the barrier spaces without difficulty.
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 trunk ways. The tank lining thus consists of two identical layers of membranes and insulation Perlite is obtained from a vitreous rock of volcanic origin which, when heated to
so that in the event of a leak in the primary barrier, the cargo will be contained a high temperature (above 800°C), is transformed into very small balls.
The LNG to be transported is stored in the four cargo tanks numbered 1 to 4, indefinitely by the secondary barrier. This system ensures that the whole of the These balls have diameters that measure between a few hundredths to a few
from fore to aft. All cargo tanks have an octagonal transverse section matching cargo hydrostatic loads are transmitted through the membranes and insulation to tenths of a millimeter. The cellular structure so obtained from the process gives
with the supporting inner hull. the inner hull plating of the ship. the expanded Perlite its lightness and thus its excellent insulation properties.
The water repellency of the Perlite is reduced by a silicon treatment.
Between the two transverse bulkheads, each tank is composed of a prism placed The function of the membranes is to prevent leakage, while the insulation
in a direction parallel to the keel plate. supports and transmits the loads and, in addition, minimizing heat exchange The insulation is distributed over the hull in two specific areas :
between the cargo and the inner hull. The secondary membrane, sandwiched
The boundaries of the tanks are as follows: between the two layers of insulation, not only provides a safety barrier between 1) Reinforced area located in the upper part of the tank and covering
the two layers of insulation, but also reduces the convection currents within the approximately 30% of the total tank height (including the tank ceilings).
1) One flat bottom, parallel to the keel plate raised along the ship’s insulation. This area is fitted with reinforced type boxes.
plating by two inclined plates, one on each side.
The primary and secondary insulation spaces are under a pressure controlled 2) Standard area (or non-reinforced area) covering approximately 70% of the
2) Two vertical walls each extended at their upper parts by an nitrogen atmosphere. The primary space’s pressure must never exceed the cargo tank height (including the tank bottom). This area is fitted with normal
inclined plate, in order to limit the liquid free surface effect tank pressure in order to prevent the primary membrane from collapsing inwards. boxes (Refer to Illustration 6.3.1a).
when the tanks are full. In normal operation, the pressure in the primary and secondary insulation spaces
shall be maintained between 2 mbar and 0.4 mbar. The secondary and primary boxes in the reinforced area are specially built with
3) One flat top parallel to the trunk bottom. thicker internal stiffeners to resist the impacts which can be created by the liquid
Construction of the Insulation and Barriers sloshing inside the tanks. The primary reinforced boxes have two 12 mm thick
Cargo tank No.1 is slightly different in shape due to its position in the ship. It has plywood covers stapled on it.
a polygonal section and the lengthwise walls are almost parallel to the ship’s The primary and secondary barriers are identical and are fabricated from
plating. cryogenic invar (a 36% nickel steel, with a very low coefficient of thermal The secondary insulation is 300 mm thick, whereas the primary insulation is 230
expansion, 0.7 mm thick). mm is thick. (The designed boil-off rate i.e. 0.15% of the total cargo tanks
volume per day governs the thickness.)
The composition of invar is :
Ni : 35 - 36.5%
C : < 0.04%
Si : < 0.25%
Mn : < 0.2 to 0.4%
S : < 0.0015%
P : < 0.008%
Fe : Remainder

6.3.2 Membrane Cargo Containment With this system, the membranes are directly connected to the inner hull so that
any membrane tension is directly and uniformly taken by the ship’s structure
The plywood boxes forming the secondary insulation are laid on the ship’s inner (Refer to Illustrations 6.3.2b and 6.3.2c).
hull through the transition of a hard epoxy bearing product deposited on the box
in the shape of ropes by means of an automatic depositing machine. These ropes In the secondary and primary insulation spaces respectively, the gaps between
are of adjustable thickness and compensate for the flatness defects of the inner the secondary boxes and the primary boxes are insulated with a combination of
hull. The boxes are held in position by stainless steel coupler rods anchored to rigid insulating materials and glass wool.
the inner hull through their welded sockets. To absorb the ship’s hull
deformation, each coupler is fitted with an elastic coupling made up of several Cargo Tank Outfitting
spring washers tightened down on the setting plates for secondary boxes by
securing nuts (refer to Illustration 6.3.2a). The number of spring washers used A vapour dome is located near the geometrical center of each cargo tank ceiling.
depends on the location of the box. Boxes on the ballast boundaries have a Each vapour dome is provided with:
higher number of spring washers (5) because the hull deformation has the largest
effect on this area. 1) A vapour supply/return line to supply vapour to the tank when
discharging, vent vapour from the tank whilst loading and also vent
A continuous invar tongue is held in slots running along the whole length of each the boil-off when the tank contains cargo.
secondary box cover. The secondary membrane strakes are resistance seam
welded with the continuous tongues in between. 2) Spray line arrangement for cooldown purposes.
The primary boxes are secured in position by collar studs. The collar studs are 3) Two pressure/vacuum relief valves set at 250 mbar and –10 mbar
screwed into setting (clamp) plates for collar studs linked to the setting plate for vacuum, venting to the nearest vent mast riser.
secondary boxes by two securing screws. A plywood bridge is installed between
the two setting plates to limit any thermal conduction through the box fixations. 4) Pick-up for pressure sensors.
To allow some flexibility, each collar stud is fitted with an elastic coupling, 5) Liquid line safety valves exhaust.
similar to those on the secondary boxes.
In addition, each cargo tank has a liquid dome located near the ship’s center line
Each collar stud is fitted with a single spring washer and tightened down on the at the aft part of the tank. The liquid dome supports a tripod mast made of
setting plate for primary boxes by securing nuts. stainless steel (304 L), suspended from the liquid dome and held in position at
the bottom of the tank by a sliding bearing to allow for thermal expansion or
The primary insulation boxes have lipped invar tongues stapled along slots contraction depending on the tank environment. The tripod mast consists of the
running lengthwise. Continuous invar tongues are positioned in the lip of the main discharging pipes and emergency pump well, in the form of a three-legged
fixed tongues on the boxes. The primary membrane strakes are resistance seam trellis structure and is used to support the tank access ladder and other piping and
welded with these tongues in between. instrumentation equipment.
Each primary and secondary membrane strake terminates on an invar angle The instrumentation includes temperature and level sensors, independent high
structure, 1.5 mm thick, fitted around the perimeter of each transverse bulkhead level alarm sensors and cargo pump electric cables. The two main cargo pumps
and welded to it. Due to their superposition, the secondary and primary are mounted on the base plate of the tripod mast, while the stripping/spray pump
membranes cross each other in both ways, forming a square tube. This is is mounted on the pump tower support. An emergency pump column, float gauge
prefabricated to allow an easier erection process and attached to the double hull column and the filling line are also located in the liquid dome.
by 4 anchoring bars.
The four cargo tanks are connected with each other by the liquid, vapour and
stripping/spray headers which are located on the trunk deck. The nitrogen mains
supplying the primary and secondary insulation spaces, and other services
directly associated with the cargo system, are also located on the trunk deck
together with the fire main and deck spray main.
6 - 10 Part 6 Design Concept of the Vessel

Illustration 6.3.2a Construction of Containment System– Securing of Insulation Boxes
Setting Plate For

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

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

Illustration 6.3.2b Construction of Containment System – Flat Area
Plywood
Box Cover
Primary Box Primary Invar
Insulating
Material
Insulating
Insulating material
Material
Plywood Bridge
Insulating Material
Perlite Wedge
Insulation
Packing Washers
Secondary Box
Secondary Invar
Epoxy Rope
Bearing Product

Illustration 6.3.2c Construction of Containment System – Corner Part
Primary Box
Secondary Box
Position of Position of
Transverse Corner Transverse Corner 78.89
Primary Membrane
Primary Membrane
Secondary Membrane
Invar Tube
Transverse Stainless Invar Tube
Bulkhead Steel
Anchoring
Bars Stainless
Transverse Steel
Bulkhead Anchoring
Secondary Membrane Bars
Stainless Steel Stainless Steel

Anchoring Bars Anchoring Bars

Illustration 6.3.2.d Construction of Containment System – Longitudinal Dihedral
Primary Box
Secondary Box
Position of
Longitudinal Dihedral
Primary Membrane
Secondary Membrane

6.3.3 Deterioration or Failure If the cold spot is extensive, or tending to spread rapidly, salt water spraying
should be carried out. In the unlikely event that this remedy is insufficient and
The insulation system is designed to maintain the boil-off losses from the cargo it is considered unsafe to delay discharge of cargo until arrival at the discharge
at an acceptable level, and to protect the inner hull steel from the effect of port, the final recourse will be to jettison the cargo via a spool piece fitted at
excessively low temperature. If the insulation efficiency should deteriorate for the cargo liquid manifold, using a single main cargo pump.
any reason, the effect may be a lowering of the inner hull steel temperature, i.e a
cold spot and an increase in boil-off from the affected tank. Increased boil-off
gas may be vented to the atmosphere via No.1 vent mast. The inner hull steel
temperature must, however, be maintained within acceptable limits to prevent
possible brittle fracture. Illustration 6.3.3a Hull Steel Grades
Thermocouples are distributed over the surface of the inner hull, but unless a
cold spot occurs immediately adjacent to a sensor, these can only serve as a
A
general indication of steel temperature. To date, the only reliable way of
detecting cold spots is by frequent visual inspections of the ballast spaces on the
loaded voyage. E
A A
E E
The grade of steel required for the inner hull of the vessel is governed by the E E
minimum temperature this steel will reach at minimum ambient temperature,

assuming that the primary barrier has failed, so that the LNG is in contact with
the secondary membrane.
With sea and air temperatures of 0°C and failure of the primary barrier, the
minimum temperature of the inner hull steel will be about -8°C. For these
conditions, Classification Societies require a steel grade distribution as shown in
Illustration 6.3.3a, where the tank top and top longitudinal chamfer are in grade A DH DH A
‘E’ steel, and the remaining longitudinal steelwork grade ‘DH’, both grades
having a minimum operating temperature of -30°C. The transverse watertight
bulkheads between cargo tanks are of grade ‘A’ with glycol water heating
system.
DH
In addition to failure of the membrane, local cold spots can occur due to failure
of the insulation.
D D
A
While the inner hull steel quality has been chosen to withstand the minimum
Watertight Bulkhead Duct Keel
temperature likely to occur in service, prolonged operation at steel temperatures Between Cargo Tanks
below 0°C will cause ice build-up on the plating, which in turn will cause a Minimum Operating Temp and maximum plate thickness
Grade A -5 15mm
further lowering of steel temperature due to the insulating effect of the ice. Grade E -30 40mm
Grade D -20 20mm
To avoid this, glycol heating coils are fitted in the cofferdam spaces, of sufficient Grade EH -30 40mm
A A
capacity to maintain the inner hull steel temperature at 0°C under the worst Grade DH -30 20mm
conditions.
If a cold spot is detected either by the inner hull temperature measurement

system, or by visual inspection, the extent and location of the ice formation
should be recorded. Small local cold spots are not critical and, provided a close
watch and record are kept as a check against further deterioration and spreading
of the ice formation, no further action is required.

Illustration 6.4a Hazardous Areas and Gas Dangerous Zone Plan

6.4 Hazardous Areas and Gas Dangerous Zone

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

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

3.6.4 Ballasting ........................................................................... 3 - 47
Part 7
Properties of LNG
Part 7 Properties of LNG The composition of the LNG is changed by this boil-off because the lighter Table 7.1b Composition of LNG
components, having lower boiling points at atmospheric pressure, vapourise first.
7.1 Physical Properties, Composition and Characteristics of Therefore the discharged LNG has a lower percentage content of nitrogen and Ras Laffan Das Islands Standard
LNG methane than the LNG as loaded, and a slightly higher percentage of ethane,
Methane CH4 90.28% 84.5% 89.63%
propane and butane, due to methane and nitrogen boiling off in preference to the
heavier gases. Ethane C2H6 6.33% 12.9% 6.32%
Natural gas is a mixture of hydrocarbons which, when liquefied, form a clear
colourless and odourless liquid; this LNG is usually transported and stored at a Propane n-C3H8 2.49% 1.5% 2.16%
temperature very close to its boiling point at atmospheric pressure The flammability range of methane in air (21% oxygen) is approximately 5.3 to Butane n-C4H10 0.49% 0.5% 1.20%
(approximately -160 °C). 14% (by volume). To reduce this range, the air is diluted with nitrogen until the
Iso-Butane i-C4H10 0.00% 0.00% 0.00%
oxygen content is reduced to 2% prior to loading after dry dock. In theory, an
The actual LNG composition of each loading terminal such as Qatar and Oman explosion cannot occur if the O2 content of the mixture is below 13% regardless Pentane n-C5H12 0.02% 0.00% 0.00%
will vary depending on its source and on the liquefaction process, but the main of the percentage of methane, but for practical safety reasons, purging is Iso-Pentane i-C5H12 0.00% 0.00% 0.00%
constituent will always be methane; other constituents will be small percentages continued until the O2 content is below 2%. This safety aspect is explained in
Nitrogen N2 0.41% 0.6% 0.69%
of heavier hydrocarbons, e.g. ethane, propane, butane, pentane, and possibly a detail later in this section.
small percentage of nitrogen. Average Mol. Weight 17.88 18.56 18.12
The boil-off vapour from LNG is lighter than air at vapour temperatures above Boiling Point at Atmospheric Pressure -160.8 -161.0 -160.9
A typical composition of LNG is given in Table 7.1b, and the physical properties -110°C or higher depending on LNG composition, therefore when vapour is 3
Density kg/m 461.8 456.8 459.4
of the major constituent gases are given in Table 7.1a. vented to atmosphere, the vapour will tend to rise above the vent outlet and will
be rapidly dispersed. When cold vapour is mixed with ambient air the vapour-air Higher Specific Energy kJ/kg 54,414 54,031 54,090
For most engineering calculations (e.g. piping pressure losses) it can be assumed mixture will appear as a readily visible white cloud due to the condensation of
that the physical properties of pure methane represent those of LNG. However, the moisture in the air. It is normally safe to assume that the flammable range of * Trinidad Terminal : Similar with pure methane
for custody transfer purposes when accurate calculation of the heating value and vapour-air mixture does not extend significantly beyond the perimeter of the
density is required, the specific properties based on actual component analysis white cloud.
must be used.
The auto ignition temperature of methane, i.e. the lowest temperature to which
During a normal sea voyage, heat is transferred to the LNG cargo through the the gas needs to be heated to cause self-sustained combustion without ignition by
cargo tank insulation, causing vapourization of part of the cargo, i.e. boil-off. a spark or flame, is 595°C.
Table 7.1a Physical Properties of LNG
Methane Ethane Propane Butane Pentane Nitrogen
CH4 C2H6 C3H8 C4H10 C5H12 N2
Molecular Weight 16.042 30.068 44.094 58.120 72.150 28.016
Boiling Point at 1 bar absolute °C -161.5 -88.6 -42.5 -5 36.1 -196

3
Liquid Density at Boiling Point Kg/m 426.0 544.1 580.7 601.8 610.2 808.6
Vapour SG at 15°C and 1 bar absolute 0.554 1.046 1.540 2.07 2.49 0.97
Gas volume/liquid volume Ratio at Boiling Point and 1 bar

619 619 413 311 311 205
absolute
Non-
Flammable Limits in air by Volume % 5.3 to 14 3 to 12.5 2.1 to 9.5 2 to 9.5 3 to 12.4
flammable
Auto – Ignition Temperature °C 595 510 510/583 510/583
Gross Heating Value at 15 °C normal- 49530 49069

kJ/kg 55550 51916 50367
Iso - 49404 48944
Vaporization Heat at Boiling Point kJ/kg 510.4 489.9 426.2 385.2 357.5 199.3
7-1 Part 7 Properties of LNG

Variation of Boiling Point of Methane with Pressure
See Fig 7.1d Variation of Boiling Point of Methane with Pressure.

Pressure
mbar A
The boiling point of methane increases with pressure and this variation is shown
in the diagram for pure methane over the normal range of pressures on board the
vessel. The presence of the heavier components in LNG increases the boiling
point of the cargo for a given pressure.
1300
The relationship between boiling point and pressure of LNG will approximately
follow a line parallel to that shown for 100% methane.
1250
1200
+20
0
1150
Lighter than air
- 20 100% Methane
- 40 1100
Methane vapour - 60
temperature
- 80 1050
-100
1000
-120
Heavier than air
-140
950
-160
900
1.5 1.4 1.3 1.2 1.1 1.0 0.9 0.8 0.7 0.6 0.5 -162 -161.5 -161 -160.5 -160 -159.5 -159 -158.5
Temperature
Density of Methane vapour
Ratio =
Density of Air
Fig. 7.1e Boiling Point of Methane with Pressure
(Density of air assumed to be 1.27 kg/m3 at 15 )
Fig. 7.1d Variation of Boiling Point of Methane with Pressure

Illustration 7.2.1a Flammability of Methane, Oxygen and Nitrogen Mixtures
B Area EDFE
21 flammable
E
20
19 ! Caution
F This diagram assumes complete mixing
18 which, in practice, may not occur.
17
Y
16
M
15
N Mixtures of air and methane
14
G X cannot be produced above
13 line BEFC
D
12
11
%
10
O 9
x
y 8
g 7
e
n 6
5
4 Area HDFC
capable of forming flammable
3 mixtures with air, but containing
2 too much methane to explode
1
Z C
A 0 10 H 20 30 40 50 60 70 80 90 100
Methane %
Area ABEDH
not capable of forming
flammable mixture
with air

7.2 Characteristics of LNG Note !

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

7.2.2 Supplementary Characteristics 4) The external heat passing through the tank insulation generates If the vapour pressure is increased by removing less vapour than is generated, the
convection currents within the bulk cargo; heated LNG rises to the LNG temperature will increase. In order to reduce the pressure to a level
When Spilled on Water: surface and boils. corresponding to the equilibrium with its temperature, the vapourization of LNG
is slowed down and the heat transfer from LNG to vapour is reduced.
1) Boiling of LNG is rapid, due to the large temperature difference 5) The heat necessary for the vapourization comes from the LNG and,
between the product and water. as long as the vapour is continuously removed by maintaining the LNG is a mixture of several components with different physical properties,
pressure as substantially constant, the LNG remains at its boiling particularly the vapourization rates; the more volatile fraction of the cargo
2) LNG continuously spreads over an indefinitely large area, it results temperature. vapourises at a greater rate than the less volatile fraction. The vapour generated
in a magnification of its rate of evaporation until vapourization is by the boiling of the cargo contains a higher concentration of the more volatile
complete. 6) If the vapour pressure is reduced by removing more vapour than fraction than the LNG.
generated, the LNG temperature will decrease. In order to make up
3) No coherent ice layer forms on the water. the equilibrium pressure corresponding to its temperature, the The properties of the LNG, i.e. the boiling point, density and heating value, have
vapourization of LNG is accelerated, resulting in an increased heat a tendency to increase during the voyage.
4) Under particular circumstances, with a methane concentration transfer from LNG to vapour.
below 40%, flameless explosions are possible when the LNG
strikes the water. It results from an interfacial phenomenon in Reactivity
which LNG becomes locally superheated at a maximum limit until
a rapid boiling occurs. However, commercial LNG is far richer in Methane is an asphyxiant in high concentrations because it dilutes the amount of
methane than 40% and would require lengthy storage before oxygen in the air below that necessary to maintain life. Due to its inactivity,
ageing to that concentration. methane is not a significant air pollutant and, due to its insolubility, inactivity,
and volatility, it is not considered a water pollutant.
5) The flammable cloud of LNG and air may extend for large
distances downward (only methane when warmer than -100°C is Cryogenic Temperatures
lighter than air) because of the absence of topographic features
which normally promote turbulent mixing. Contact with LNG or with materials chilled to its temperature of about -160°C
will damage living tissue.
Vapour Clouds Most metals lose their ductility at these temperatures; LNG may cause the brittle
fracture of many materials. In case of LNG spillage on the ship’s deck, the high
1) If there is no immediate ignition of an LNG spill, a vapour cloud thermal stresses generated from the restricted possibilities of contraction of the
may form. The vapour cloud is long, thin, cigar shaped and, under plating will result in the fracture of the steel. The Illustration 7.2.1a shows a
certain meteorological conditions, may travel a considerable typical ship section with the minimum acceptable temperatures of the steel
distance before its concentration falls below the lower flammable grades selected for the various parts of the structure.
limit. This concentration is important, for the cloud could ignite
and burn, with the flame traveling back towards the originating Behaviour of LNG in the Cargo Tanks
pool. The cold vapour is denser than air and thus, at least initially,
hugs the surface. Weather conditions largely determine the cloud When loaded in the cargo tanks, the pressure of the vapour phase is maintained
dilution rate, with a thermal inversion greatly lengthening the substantially constant, slightly above atmospheric pressure.
distance traveled before the cloud becomes nonflammable.
The external heat passing through the tank insulation generates convection
2) The major danger from an LNG vapour cloud occurs when it is currents within the bulk cargo, causing heated LNG to rise to the surface and is
ignited. The heat from such a fire is a major problem. A then boiled-off.
deflagrating (simple burning) is probably fatal to those within the
cloud and outside buildings but is not a major threat to those The heat necessary for vapourization comes from the LNG, and as long as the
beyond the cloud, though there will be burns from thermal vapour is continuously removed by maintaining the pressure as substantially
radiations. constant, the LNG remains at its boiling temperature.
3) When loaded in the cargo tanks, the pressure of the vapour phase is If the vapour pressure is reduced by removing more vapour than is generated, the
maintained as substantially constant, slightly above atmospheric LNG temperature will decrease. In order to make up the equilibrium pressure
pressure. corresponding to its temperature, the vapourization of LNG is accelerated,
resulting in an increased heat transfer from LNG to vapour.

7.2.3 Avoidance of Cold Shock to Metal During any type of cargo transfer, and particularly whilst loading and
discharging, constant patrolling must be conducted on deck to ensure that
Structural steels suffer brittle fracture at low temperatures. Such failures can be no leakages have developed.
catastrophic because, in a brittle steel, little energy is required to propagate a
fracture once it has been initiated. Conversely, in a tough material, the energy In the event of a spillage or leakage, water spray should be directed at the
necessary to propagate a crack will be insufficient to sustain it when it runs into spillage to disperse and evaporate the liquid and to protect the steelwork.
sufficiently tough material. The leak must be stopped, suspending cargo operations if necessary.
Plain carbon structural steels have a brittle to ductile behaviour transition which In the event of a major leakage or spillage, the cargo operations must be
occurs generally in the range -50°C to +30°C. This, unfortunately, precludes stopped immediately, the general alarm sounded and the emergency deck
their use as LNG materials (carriage temperature -162°C). The effect is usually water spray system put into operation (Refer to section 2.4.2).
monitored by measuring the energy absorbed in breaking a notched bar and a
transition curve, as shown in Illustration 7.2.3a is typical for plain carbon steels.
For this reason, materials which do not show such sharp transition from ductile Illustration 7.2.3a Structural Steel Ductile to Brittle Transition Curve
to brittle fracture as the temperature is lowered, have found obvious application
for use in cryogenic situations in general and particularly in liquid methane
Brittle Fracture transition Ductile
carriers, for example, invar (36% nickel-iron alloy), austenitic stainless steel, range (mixed fracture fracture
fracture
9% nickel steel and some aluminium alloys such as 5083 alloy. appearance)
All of these materials behave in a ductile manner at -162°C, so that the chance of
an unstable brittle fracture propagating, even if the materials were overloaded, is
negligible.
In order to avoid brittle fracture occurring, measures must be taken to ensure that For a typical mild steel:
T1 might be -30°C
LNG and liquid nitrogen do not come into contact with the steel structure of the T2 might be +15°C
vessel. In addition, various equipments are provided to deal with any leakages Although this depends
which may occur. Notched on composition, heat
bar test treatment etc. the curve
Energy can shift to left or right.
The manifold areas are equipped with a stainless steel drip tray, which collects absorbed
any spillage and drains it overboard. The ship, in way of the manifolds, is
provided with a water curtain which is supplied by the deck fire main. The fire
main must always be pressurized and the manifold water curtain in operation
when undertaking any cargo operation. Additionally, fire hoses must be laid out
to each liquid dome to deal with any small leakages which may develop at valves T1 T2
and flanges. Permanent drip trays are fitted underneath the items most likely to
cause problems and portable drip trays are provided for any other needs. Temperature

7.3 Health Hazards REACTIVITY DATA METHANE

FORMULA CH4 METHANE
U.N. NUMBER 2043 “fire damp” AIR No reaction.
FAMILY Hydrocarbon “marsh gas”
THE MAIN HAZARD WATER
APPEARANCE Colourless LNG No reaction. Insoluble. May freeze to form ice or hydrates.
(Fresh/Salt)
ODOUR Odourless
EMERGENCY PROCEDURES OTHER

LIQUIDS/ Dangerous reaction possible with chlorine.
GASES
FIRE Stop gas supply. Extinguish with dry powder, Halon or CO2. Cool surrounding area with water spray.
LIQUID DO NOT DELAY. Flood eye gently with clean fresh/sea water. Force eye open if necessary.
IN EYE Continue washing for 15 minutes. Obtain medical advice/assistance.
CONDITIONS OF CARRIAGE
LIQUID ON DO NOT DELAY. Treat patient gently. Remove contaminated clothing. Immerse frostbitten area
SKIN in warm water until thawed (See Part 5). Obtain medical advice/assistance.
VAPOUR Remove victim to fresh air. If breathing has stopped, or is weak/irregular, give mouth-to-mouth/nose NORMAL
INHALED resuscitation. CARRIAGE Fully refrigerated. GAUGING Closed, indirect.
CONDITIONS
Stop the flow. Avoid contact with liquid or vapour. Flood with large amounts of water to disperse spill and
SPILLAGE prevent brittle fracture. Inform Port Authorities of any major spill. SHIP TYPE 2G.
VAPOUR
Flammable.
DETECTION
PHYSICAL DATA MATERIALS OF CONSTRUCTION
BOILING POINT UNSUITABLE SUITABLE

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

Liquid Vapour SPECIAL REQUIREMENTS
7.0 @ -165°C 130.2 @ -165°C
68.2 @ -100°C 140.5 @ -100°C
COEFFICIENT OF LATENT HEAT OF

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

FORMULA N2
U.N. NUMBER 2040
NITROGEN
FAMILY Noble Gas THE MAIN HAZARD
APPEARANCE Colourless
ODOUR Odourless
EMERGENCY PROCEDURES REACTIVITY DATA METHANE
FIRE Non-flammable. Cool area near cargo tanks with water spray in the event of fire near to them. AIR No reaction.
LIQUID DO NOT DELAY. Flood eye gently with clean sea/fresh water. Force eye open if necessary. WATER
IN EYE Continue washing for 15 minutes. Seek medical advice/assistance. No reaction. Insoluble.
(Fresh/Salt)
LIQUID ON DO NOT DELAY. Handle patient gently. Remove contaminated clothing. Immerse frostbitten area
SKIN in warm water until thawed (See Part 5). Obtain medical advice/assistance.
OTHER
VAPOUR Remove victim to fresh air. If breathing has stopped, or is weak/irregular, give mouth-to-mouth/nose LIQUIDS/ No reactions.
INHALED resuscitation. GASES
Stop the flow. Avoid contact with liquid or vapour. Flood with large amounts of water to disperse spill and
SPILLAGE prevent brittle fracture. Inform Port Authorities of any major spillage.
CONDITIONS OF CARRIAGE
PHYSICAL DATA
NORMAL
CARRIAGE Fully refrigerated. GAUGING Closed, indirect.
BOILING POINT CONDITIONS
RELATIVE
@ ATMOSPHERIC -195.8°C 0.967
VAPOUR DENSITY VAPOUR
PRESSURE SHIP TYPE 3G. Oxygen analyzer required.
DETECTION
VAPOUR PRESSURE 2 @ -190°C
2 MOLECULAR WEIGHT 28.01
kg/cm (A) 10 @ -170°C
Liquid Vapour
SPECIFIC GRAVITY 0.9 ENTHALPY (kcal/kg) 7.33 @ -196°C 54.7 @ -195°C MATERIALS OF CONSTRUCTION
34.7 @ -150°C 52.0 @ -150°C
COEFFICIENT OF LATENT HEAT OF 47.5 @ -196°C

0.005 @ -198°C UNSUITABLE SUITABLE
CUBIC EXPANSION VAPOURIZATION (kcal/kg) 17.3 @ -150°C
Mild steel. Stainless steel, aluminium, 9 or 36% nickel steel, copper.
FIRE AND EXPLOSION DATA
FLASH POINT Non-flammable FLAMMABLE LIMITS Non-flammable AUTO-IGNITION TEMPERATURE Non-flammable SPECIAL REQUIREMENTS
HEALTH DATA High oxygen concentrations can be caused by condensation and enrichment of the atmosphere in way of equipment at the low
temperatures attained in parts of the liquid nitrogen system; materials of construction and ancillary equipment (e.g. insulation) should
TVL 1000 ppm ODOUR THRESHOLD Odourless be resistant to the effects of this. Due consideration should be given to ventilation in areas where condensation might occur to avoid
the stratification of oxygen-enriched atmosphere.
EFFECT
OF Frostbite to skin or eyes.
LIQUID
EFFECT
OF Asphyxiation. Cold vapour could cause damage.
VAPOUR

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BERGESEN

Cargo Operating Manual

LNGC BERGE ARZEW (H2217)

Cargo Machinery Symbols and Colour Scheme

STANDARD SYMBOL STANDARD SYMBOL

SYMBOL DESCRIPTION SYMBOL DESCRIPTION SYMBOL DESCRIPTION SYMBOL DESCRIPTION

GLOBE STOP ANGLE COCK 3-WAY T-TYPE STRAINER SIMPLEX LA EJECTOR

SAFETY STR PRESSURE VACUUM COUPLING SLEEVE THERMOMETER

NEEDLE STR FLAME ARRESTER BELL MOUTH

NEEDLE ANG ORIFICE PLATE SPOOL PIECE

NEEDLE 3-WAY TEST ORIFICE VALVE

Illustration 1.1a Cargo Piping System

CS004 CS002 CS001

CF401 CF301 CF201 CF101

CF402 CF302 CF202 CF102

1-1 Part 1 Cargo and Ballast System

1-2 Part 1 Cargo and Ballast System

Illustration 1.1a Cargo Piping System

CS004 CS002 CS001

CF401 CF301 CF201 CF101

CF402 CF302 CF202 CF102

1-3 Part 1 Cargo and Ballast System

Spray Line 1.1.3 Fuel Gas and Vent Pipes

By selective use of the spool pieces it is possible to inert/aerate all or a single

1-4 Part 1 Cargo and Ballast System

Illustration 1.2a Operator Curve for Cargo Pumps

(Over Current Relay = 35 Amps)

Total Discharge Pressure (bar) at 0.45 SG with

Corresponding Current Draw (amps)

(Minimum Continuous Flow = 16 m3/hr)

(Over Current Relay = 877 Amps)

(Maximum Flow = 60 m3/hr)

7.0 750 3.0 20.0

Corresponding Current Draw (Amps)

5.5 600 1.0 10.0

(Maximum Flow = 2,040 m3/hr)

(Rated Flow = 1,700 m3/hr)

3.5 (Under Current Relay = 378 Amps) 400

Pump Discharge Pressure Gauge Reading (bar) at 0.45 SG with

Cargo Tank One-Half Full (Gauge 17.3 m Above Liquid Level)

Corresponding Current Draw (Amps)

(Minimum Continuous Flow = 196 m /hr)

(Maximum Flow = 660 m3/hr)

Current (0.43 SG)

(Under Current Relay = 76 Amps)

1-5 Part 1 Cargo and Ballast System

1-6 Part 1 Cargo and Ballast System

Illustration 1.2.1a Main Pumps

Liquid : LNG Pump Charteristic Curve

NPSHR/Pump Down x 100(m)

Representative Motor Performance Data (Calculated)

Power Factor (%)

Power Input (kW)

Shaft Power Out (kw)

1-7 Part 1 Cargo and Ballast System

1-8 Part 1 Cargo and Ballast System

Illustration 1.2.2a Stripping/Spray Pumps

Minimum Cont. Shaft Power at 0.5SG 1.8

NPSH/Pump Down x 100(m)

Head (m), Efficiency (%)

Representative Motor Performance Data (Calculated)

Automatic Thrust 100 3600

Power Input(kW), Current(Amps),