SS GRACE DAHLIA-NYK

CARGO CONTAINMENT SYSTEM

1. CARGO TANK STRUCTURE

1) General

Cargo tanks are designed and constructed according to the Moss-Rosenberg

cargo containment concept, that is a self-supporting spherical tank with
a cylindrical skirt.
The tanks are designed as “Independent tanks-type B” as defined in IGC
Codes and the scantlings are decided by stress analysis, buckling
analysis and fatigue analysis using a three dimensional finite element
method considering combined loads due to ship motion, thermal effect and
so on.
The cargo tanks are able to be loaded to any level with cargo distributed
evenly in each tank and are designed to allow one cargo tank to be full
with the remaining cargo tanks empty in sea-going condition.

2) LNG tank structure

The tanks are constructed of aluminum alloy (5083-0) and the internal
diameter of the tanks at room temperature is 44.05 m.
Each tank is protected from weather by a hemispherical tank cover which
is connected to the Upper Deck and permits control of the hold space
atmosphere.
One dome is provided at a top of each tank and they protrude from tank
covers.

3) Tank supporting structure

The tank supporting structure is a cylindrical skirt connected to the

spherical tank at the equator ring and welded to the Foundation Deck
plate.
The supporting skirt consists of three kinds of materials.
The upper part is made of aluminum alloy (5083-H321), the middle part of
stainless steel (SUS304 MOD1) and the lower part of higher tensile steel.
The structural transition joint(clad plate) is comprised of aluminum,
titanium, nickel and stainless steel because welding at their connection
is not possible.

4) Pipe tower structure

One pipe tower made of aluminum alloy (5083-0) is provided in each tank.
The pipe tower is strengthened against sloshing load due to partial
filling of cargo.
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2. CARGO TANK INSULATION

1) General

(1) The cargo tank insulation system is designed for maximum cargo boil off
rate of 0.10％of 177,000 m3 per day, under the specified condition.

(2) The conditions specified for boil off rate are;

Air temperature : 45degc

Sea water temperature : 32degc
Temperature of cargo : -161.5degc
Property of cargo : pure methane
Cargo tank pressure: 106 kpaA
(Vapor space)
Sea condition : Calm
Cargo tank condition : 100％wetted surface (inside)

The properties of pure methane (at -161.5degc) are;

Specific Density : 425 kg/cm3

Latent heat : 511 kj/kg

(3) The cargo tank and upper part of the skirt is thermally insulated to
assure the boil off rate does not exceed guaranteed value under the
conditions described above.

(4) Type of insulation system is the KAWASAKI panel system.

(5) The insulation system is designed to meet the requirements of the small
leak protection system.

2) KAWASAKI panel system

(1) KAWASAKI panel system consists of the following parts;

・Sphere part
・Skirt part
・Transition part of the lower hemisphere and skirt

(2) Sphere part and skirt part

The prefabricated insulation panels, each consisting of a phenolic resin
foam layer and polyurethane foam layer, are fixed to the cargo tank by
fastening bolts using a rotary scaffold.
Because the panels are not boned to the tank, there remains some
clearance which is act as a gas/liquid passage between the insulation
and tank surface.

(3) Transition part of the lower hemisphere and skirt

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The flexible prefabricated U-type insulation blocks, each consisting of

piled phenolic resin foam layers and piled polyurethane foam layers, are
fixed by fastening bolts to the tank and by foamed-in-place polyurethane
to the skirt.Saddle blocks and taper blocks are fixed to the skirt.

3) Insulation disk

(1) The insulation disk is installed in the cargo tank dome in order to
reduce heat entry into the cargo tank through the dome.
(2) The insulation disk is made of polyurethane foam covered with aluminium
alloy plate.
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KAWASAKI PANEL SYSTEM

3. SMALL LEAK PROTECTION SYSTEM

1) Leak before failure concept

The MOSS spherical cargo tank system is based on the “ leak before
failure” concept, which means;
(1) The stress level even at the welding seams is kept low enough so as not
to cause initial fatigue cracks during the life time of the vessel.

(2) Even if there is a dent of crack-like due to some accidental reason, the
crack will not penetrate the tank shell throughout the life of the
vessel.
(The crack propagation speed of aluminum alloy plate is slow enough not
to penetrate the tank shell.)

(3) In the next assumption, a penetrating crack is considered and crack

propagation analysis is executed.
Again, the crack propagation rate is relatively low, thus the estimated
leak rate 15 days after detection is about 20 liter/hour.
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(4) Summarizing the above, no penetrating crack will be expected in the life
time of the vessel.
Even if the crack penetrates, the speed of crack growth and leak
increase is moderate and there will be ample time to take actions before
failure.
(5) The “small leak protection system” consists of the followings.
・Cargo tank insulation
・Partial secondary barrier(Drip pan)
・Gas detection system
・Temperature detection system

2) Cargo tank insulation

The cargo tank insulation is designed to meet the requirements of “small

leak protection system”
i.e;

(1) Gas detection in the insulation space

A leak starts as a “gas leak”
The tank insulation is not glued to the tank shell, therefore it allows
movement of a gas leak and thus the early detection of leakage.

(2) Insulation as splash barrier

With the growth of the crack size, the leaked cargo will change its form
to a liquid-gas mixture, then to liquid.
In this case, the cargo tank insulation acts as a splash barrier for the
inner hull structure.
The insulation material itself has enough chemical/mechanical strength
to resist the leaked cargo.
The aluminum sheet applied on the warm side surface of the insulation
also acts as a splash barrier.

(3) Draining of leaked cargo

The annular space between the cargo tank and the cargo tank insulation
leads the leaked cargo to the drip pan.
The leaked cargo opens a rupture disk on the drain pipe (normally for
the prevention of moisture migration during normal service) and the
cargo liquid flows out to the drip pan.

3) Secondary barrier(Drip pan)

(1) A drip pan made of stainless steel is located under each cargo tank as a
partial secondary barrier as required by SOLAS for the independent tank
type-B.

(2) The drip pan is designed with consideration of the following factors.
a) Capability of leaked cargo evaporation
b) Thermal protection for inner bottom structure

(3) The drip pan has sufficient evaporation capability to handle the maximum
leak rate using natural heat entry from the surrounding atmosphere.
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Therefore, leaked cargo entering the drip pan will evaporate quickly.
Thus, there is a little possibility that leaked cargo liquid remain in
the drip pan.
Also, the opening of the hold gas free line is located near the drip
pan.
In case of cargo leakage, the hold space around the drip pan is warmed
by supplying inert gas or dry air.

(4) The drip pan is thermally insulated on the bottom to protect inner
bottom structure from cryogenic temperature.
The insulation material is polyurethane foam board with aluminum sheets.

(5) There are two detection systems for cargo leakage in the drip pan :
temperature sensor and gas detection system.
When an alarm is activated by either the temperature sensor or gas
detection system, it means that the leak has changed its form to a
liquid-gas mixture or liquid, and has flowed into drip pan.
Alarm point is as follows;
・Temperature sensor : -100℃
・Gas detection system : 30 ％LEL
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4. INSPECTION LADDER ARRANGEMENT

1) General

Access hatches and ladders are arranged in each hold to allow inspection of
the outside of the spherical cargo tank and hold space.

(1) Start IGG and send dry air into hold space during hold inspection.
(2) Check O2 content in hold space and confirm it is more than 20％.
(3) Keep communication system between hold space and upper deck.
(4) Use safe equipment such as safety helmets, safety shoes, torches and
walkie-talkies.

2) Access doors on the tank cover

Two (2) access hatches are arranged at each tank cover on the upper deck.
It is possible to enter the hold space through these hatches from the upper
deck.

3) Inspection for the North Hemisphere

The north hemisphere is inspected in the following way;

Enter through the access hatches to the platform at the upper deck level,
pass through the upper deck stage, go up the inclined ladder to the cargo
tank top stage.
Two (2) inclined ladders between the upper deck stage and cargo tank top
stage are arranged in each hold.

4) Inspection for the South Hemisphere down to the hold bottom

The south hemisphere is inspected in the following process;

Enter through the access hatches, go down the inclined ladder or vertical
ladder to the foundation deck and inner bottom.
The inclined ladder is arranged at the port aft of each hold and vertical
ladder at the starboard forward of each hold.

5) Inspection of equipment at the equator level

The S.T.J. (Structural Transition Joint) and thermometer inspection ports

are located at four (4) points along the equator.
The locations are P(port), S(starboard), F(fore) and A(aft).
They are inspected from a platform at the equator level (I.P.E.). F and A
I.P.E. can be accessed through the vertical ladder from the foundation deck.
P and S I.P.E. can be accessed through the vertical ladder from the platform
at the upper deck level.
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5.HOLD SPACE FACILITIES

1. Equipment in hold

- In general, dry air shall be supplied and filled in each hold space by
means of 250A pipe to be led to the bottom and arranged to achieve a
uniform emission of dry air.

- This operation carried out after dry docking mainly and also in response to it necessity.
- This operation carried out in order to prevent tank insulation damage due to condensation
on tank insulation during initial cooldown.
- This operation is finished when dew point in each hold is less than -20 deg c. The sample is
taken by portable dew point meter at sampling valve.
- Then pressurized the hold to about 1kPaG.
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2. Capacity of hold
Capacity of holds in the vessel is as follows.

NO.1 HOLD :19,227 m3

NO.2 HOLD :20,677 m3
NO.3 HOLD :20,677 m3
NO.4 HOLD :19,666 m3
TOTAL :80,247 m3

3. Inspection of Hold space

- Inspection of hold space should be carried out by 6 monthly intervals.

- When reducing the hold pressure, the reducing rate of hold pressure must be less than 0.4kPa per
minutes. Small valve for pressure decrease is used for this operation.

- Start IGG and send dry air into hold space during hold inspection.

- Before entering a hold space, confirm the O2 content is 20% and above.
Bilge well and bilge eductor are located on the bottom of each hold
to treat the bilge at any time.

“S.S.xxxx” HOLD INSPECTION REPORTING FORM

Serial No.: Voyage No.

Hold No.: Master:

Date of inspection: C/E:

Last Date of inspection: C/O:

1. Condition

①Paint Condition

1)Evaluation 1.□GOOD 2.□FAIR 3.□POOR

2)Repair work requirement 1.□YES 2.□NO

②Structure

1)Evaluation 1.□GOOD 2.□FAIR 3.□POOR

2)Repair work requirement 1.□YES 2.□NO

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③Insulation

1)Evaluation 1.□GOOD 2.□FAIR 3.□POOR

2)Repair work requirement 1.□YES 2.□NO

④Cold Spot

1)Evaluation 1.□Found 2.□None

2)Repair work requirement 1.□YES 2.□NO

⑤Pipe Lines

1)Evaluation 1.□GOOD 2.□FAIR 3.□POOR

2)Repair work requirement 1.□YES 2.□NO

⑥Sensor Fixing

1)Evaluation 1.□GOOD 2.□FAIR 3.□POOR

2)Repair work requirement 1.□YES 2.□NO

⑦Rupture Disc

1)Evaluation 1.□GOOD2.□FAIR 3.□POOR

2)Repair work requirement 1.□YES 2.□NO

⑧Rubber Joint

1)Evaluation 1.□GOOD 2.□FAIR 3.□POOR

2)Repair work requirement 1.□YES 2.□NO

⑨Bilge Float Gauge

1)Evaluation 1.□GOOD 2.□FAIR 3.□POOR

2)Repair work requirement 1.□YES 2.□NO

⑩Other

1)Evaluation 1.□GOOD2.□FAIR 3.□POOR

2)Repair work requirement 1.□YES 2.□NO

2. Remark
 SS GRACE DAHLIA-NYK

3. Ref. Document

(*If you found any defective, you should report with a drawing or picture indicated detail
location.)

<Attachment>

Picture

<Tank view of cold spot>

 SS GRACE DAHLIA-NYK

S P

AFT SP FWD AFT NP FWD

P S

CARGO HANDLING MACHINERY AND SYSTEM.

1. GAS COMPRESSOR

1.1. High Duty Compressors

Two sets of High Duty (HD) Compressors are provided in cargo machinery room for the
following purposes:

a) During loading-to return LNG Vapour to shore.

b) During initial cool down-to return gas/ vapour to shore.
c) During warm up-to circulate heated LNG vapour through cargo tank.
d) Aeration of cargo tank.

1.2. Main Particulars are as follows:

Type: Horizontal, turbo-compressor, electric motor driven

Capacity: 34000 m3/h
Suction Press: 104kPaA
Suction temp:-140 degc
Discharge Press: 203kPaA
Electric motor: 1060KW
Maker: Cryostar
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1.3. Low Duty Compressors

Two sets of Low Duty (LD) Compressors are provided in cargo machinery room for
maintaining constant cargo tank pressure and for delivering boil-off gas according to
boiler demand.

1.4. Main Particulars are as follows:

Type: Horizontal, turbo-compressor, electric motor driven

Capacity: 6700 m3/h
Suction Press: 104kPaA
Suction temp:-40 degc
Discharge Press: 200kPaA
Electric motor: 290KW
Maker: Cryostar

2. CARGO HEATER
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2.1General

A High Duty (H/D) gas heater and Low Duty (LD) gas heater are located in cargo
machinery room. They are horizontal shell and U-tube, direct steam heating types.

2.2 The heater is used for the following purposes:

2.2.1 HD Heater

Heating LNG vapour to warm up the cargo tank for tank inerting ,gas freeing and
aeration.

2.2.2 LD Heater

Heating boil off gas from cargo tank to use as gas fuel in the boiler.

2.2.3. The design capacity of the HD and LD heater is as follows:

   HD heater  LD heater

 Gas inlet pressure  1 bar  1 bar
 Gas inlet temperature  -35 deg c  -100 degc
 Gas outlet pressure  0.75 bar  0.89 bar
 Gas outlet temperature  80 deg c  30 deg c
 Maximum Gas flow (Natural BOG)  Ab 55100 kg/h  7600 kg/h
 Heating Capacity  15500 MJ/h  2000 MJ/h
 Heating Steam pressure  0.78 MpaG  0.78 MpaG
 Heating Steam temperature  174 deg c  174 deg c

3. LNG VAPORIZER
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3.1. The LNG vaporizer is horizontal shell and U-tube , direct steam heating type. It located
in cargo machinery room.

3.2. The LNG vaporizer use for the following purposes:

1. Purging inert gas from the cargo tank prior to cool down. LNG is supplied from the
shore to the vaporizer and the vaporized gas is led to the cargo tank.
2. During cargo unloading, if the shore does not supply return-vapour to the cargo
tank, the LNG vaporizer produce vapour by bleeding LNG from the main line and
supplies it to the cargo tank.
3. In the even if both cargo pump fail in the cargo tank, emergency discharging by
pressurising the cargo tank is done by using LNG vaporizer. Liquid LNG is supplied to
the vaporizer by spray pump and vapour is led to cargo tank for pressurising.
4. In the event that the Inert Gas Generator unable to produce inert gas, the LNG
vaporizer can produces nitrogen gas by supplying liquid nitrogen from shore.

3.3 The design capacity of LNG vaporizer as follow:

   Inert Gas purging  Un loading without return gas

 Gas evaporation  10500kg/h  17600kg/h
 LNG inlet temperature  -163 deg c  -163 deg c
 LNG inlet pressure  3 bar  3 bar
 Gas outlet temperature  20 deg c  -60 deg c
 Gas outlet pressure  0.2 bar  0.2 bar

4. FORCING VAPORIZER

4.1. The Forcing vaporizer is horizontal shell and U-tube , direct steam heating type. It
located in cargo machinery room.

4.2. The Forcing vaporizer is use for producing LNG vapour to be sent to the main boiler
as a fuel gas. He produced LNG vapour is added to natural boil off gas from cargo
tank.
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4.3 The design capacity of Forcing vaporizer as follow:

 6600 kg/h
 Gas Evaporation Min 1000 kg/h
 LNG inlet temperature  -163 deg c
 LNG inlet pressure  3 bar
 Gas outlet temperature  -40 deg c
 Gas outlet temperature  0.2 bar

5. CARGO PUMP

5.1. Two cargo pumps are installed in each cargo tank. (Total 8 cargo pump)

5.2. The cargo pump is of electric motor driven, single stage centrifugal type. The pump is
submerged type and must be operated in LNG liquid. Do not operate at dry condition
since the bearing is lubricated with LNG drawn by the pump.

5.3. Description/Particulars:

Liquid pumped: LNG (SG =0.5)

Capacity (Rate Flow):1650 m3/h
Capacity (minimum continues flow):650m3/h
Capacity (maximum flow): 1980 m3/h
Discharge head (rated): 150m
Discharge head (shut off): Less than 199.5m)
NPSH at rated point: 1.2 m (above inducer centre)
Power required (rated): 492 KW (at S.G =0.5)
Power minimum: 320 KW
Power maximum: 470KW

5.4 Materials:

Pump casing : Aluminium alloy (AC4C-T6)

Impeller :Aluminium alloy (AC4C-T6)
Inducer :Aluminium alloy (AC4C-T6)
Shaft : 9% Nickel steel
Suction Screen : Stainless steel (SUS304)
Weight (Including junction box): 1800kg

5.5 Protection
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Over current relay (thermal relay): 59A

High current relay (instantaneous relay timer for start up: 20 sec ): 59A

Low current relay (timer: 5 sec):32A

5.6 Cargo pump are located at the bottom of the centre pipe tower. The pump suction is
located approximately 150mm from the tank bottom and are protected by suction screen
of 4 mesh.

5.7 LNG drawn to the suction screen is pressurized by the impeller transferred between the
inner frame and outer frame and finally discharge to the discharge cover.

5.8 A part of the discharged LNG is led through the filter screen to the bearing
and the motor for cooling.

5.9 Thrust force generated by impeller rotation is balanced by a TAC (Thrust

Auto Cancel mechanism) which is provided at the back side of impeller.

5.10 An inducer is fitted to direct the flow of LNG and assist low suction head.

5.11 Soft start

Two sets of soft starter is provided on No.1 & No.2 high voltage cargo
switchboardand commonly used with cargo pumps in No.1～No.4 cargo tank.
Soft starter reduces the accelerating torque of an electric motor by
controlling its voltage and soft starting method is considered more
effective to reduce liquid hammer at cargo pump starting.
In normal condition, cargo pumps are started by using the soft starter.
When the soft starter is failed, cargo pumps are able to be started with
direct starting method after the mode switch on the starter is changed to
“DIRECT START” position. (*)
As the soft starter is commonly used with four cargo pumps, the soft starter
has interlock function to avoid to start next cargo pump within one minute
after previous cargo pump start order

Note(*)
Discharge valve opening degree is set about 20% for soft start.
When you start the cargo pump with direct start, you should change the setting to about
25% degree on IAS setting display “AUTO SEQ. DATA SETTING”.
Although above mentioned setting are the values confirmed at the gas trial by the
Builder, if necessary, you can change the setting to a suitable one depend on the actual
operating condition.

6.0 SPRAY PUMP

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1) General

(1) one (1) spray pump is installed in each cargo tank (total 4 spray pumps).

(2) The spray pump is of electric motor driven, two-stage, centrifugal type.
The spray pump is a submerged type and must be operated in LNG liquid.
Do not operate at dry condition since the bearings are lubricated with LNG
drawn by the pump.

3) Description
(1) Particulars

Liquid pumped: LNG (S.G. = 0.5)

Capacity (rated flow): 50.0 m3/h
(Minimum continuous flow) :20.0 m3/h
(Maximum flow):60.0 m3/h
Discharge head (rated) : 135.0 m
(Shut off) : 175.0 m
NPSH at rated point: 0.4 m(above inducer center)
Power required (rated) : 17.0 kW (at S.G. = 0.5)
(Minimum) : 12.0 kW (at S.G. = 0.5)
(Maximum) : 18.0 kW (at S.G. = 0.5)

(2) Material

Pump casing: Aluminum alloy (AC4C -T6)

Impeller: Aluminum alloy (AC4C -T6)
Inducer: Aluminum alloy (AC4C -T6)
Shaft: 9% Nickel steel
Suction screen: Stainless steel (SUS304)
Weight (including junction Box): 350 kg

(3) Protection

Over current relay (thermal relay): 43 A

High current relay (instantaneous relay, timer for start up : 5 sec) : 43 A
Low current relay (timer : 5 sec) : 23 A

(4) The spray pump is located at the bottom of the center pipe tower.
The pump suction is located approximately 120 mm from the tank bottom and
are protected by suction screen of 4-mesh.

(5) LNG drawn through the suction screen is pressurized by the impeller and
transferred between the inner frame and outer frame and finally discharged
to the discharge cover.

(6) A part of the discharged LNG is led through the filter screen
to the bearing and the motor for cooling.

(7) Thrust force generated by impeller rotation is balanced by a TAC (Thrust

Auto Cancel mechanism) which is provided at the back side of impeller.
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(8) An inducer is fitted to direct the flow of LNG and assist low suction head.

7.0 NITROGEN GENERATOR

1) General

The nitrogen generator system is installed on the 2nd deck in the engine room. It is used
for the following purposes:

a) Cargo line purging.

b) Cargo compressors (H/D , L/D) gland sealing.
c) Cargo tank insulation space inerting.
d) Vent riser fire extinguishing.
e) Engine room gas line purging
2) Particulars

(1) Nitrogen generator : 2 sets

Type : Membrane permeation
Capacity :80 Nm3/h
Outlet press. : 520 kPa
Nitrogen purity : 97% (by vol. N2+Ar)
Dew point at atm. press. : -65℃

(2) N2 buffer tank : 1set

Capacity :12 m3
Working press. : 390 ～490 kPa

3) SYSTEM FUNCTIONAL DESCRIPTION

Compressed air is fed to the Nitrogen Generator and passes through a filterpackage,
which will protect the membranes from any harmful particles and oil
and water condensate.

The air then passes through an electric heater which, will rise the air
temperature by min. 8℃ to approx. 50℃, which is the optimal temperature to
reach the design capacity. The heater is controlled by a temperature
controller receiving signal from a temperature element. A temperature switch
in the heater and in the piping will protect the heater and the membranes
from being exposed to a too high temperature. PRISM Alpha membranes can
withstand temperatures up to approx. 85-90℃ without being damaged. To
avoid any potential overheating the heater shut down set point is set at 70℃.

The heated air is now fed via a manifold to each individual membrane
separator, and the product exiting the membrane is nitrogen.
In order to maintain a constant process and hence constant differential
pressure across the membranes, the nitrogen passes a pressure control
valve. Regulation of the pressure control valve is done by the PLC-software
through signals from two pressure transmitters installed upstream and
downstream the membranes, and fine-tuning are done through signals from
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the oxygen analyzer.Parameters in PLC software can be set to the limit the max.
Capacity to design capacity.

8.0 INERT GAS GENERATOR(IGG)

1) General

(1) The inert gas generator plant sends inert gas or dry air to cargo tanks and
cargo holds. (Dry air is supplied for cargo tank aeration and hold drying.)

(2) The plant consists of two (2) air blowers, an inert gas generator, an inert
gas refrigerating unit and an inert gas dryer unit.

(3) The inert gas generator plant is on the 3rd and 2nd deck of the engine room.

(4) Fuel oil to be burnt is DMA or DMB.

2) Particulars

(1) The design capacity of the IGG is as follows.

Inert gas capacity : 14,500 Nm3/h

Discharge pressure : 25 kPaG
Dew point after expansion to : Maximum -45 ℃
atmospheric pressure
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Dew point of dry air : Maximum -45 ℃

(2) Dry inert gas composition is as follows.

Oxygen O2: about 0.5%

Carbon-dioxide CO2: Balance
Carbon-monoxide CO : Maximum 100 ppm
Sulfur-oxides SOX: Maximum 10 ppm
Nitrogen N2 + Ar: balance
NOX: Maximum 100 ppm

3) Construction

(1) Inert gas generator (IGG)

a) In the inert gas generator, fuel oil and air are burnt and inert gas is
generated. Then a sea water shower cools the inert gas and washes out
sulfur-oxides which are contain in the gas.

b) No.2 ballast pump supplies sea water to the inert gas generator.

c) The IGG fuel oil pump supplies fuel oil from IGG gas oil tank.
The combustion air is supplied by roots type air blower.

The final discharge pressure of the dryer unit is maintained by the air
blowers, and the pressure is controlled by a pressure control valve
(6001).

(2) Inert gas refrigerating unit (R-404a)

a) The inert gas refrigerating unit cools the inert gas as the first step of
drying.

b) The inert gas refrigerating unit consists of a R-404a compressor with

capacity control, a R-404a condenser, a R-404a evaporator and a demister.

c) The R-404a evaporator is a shell and tube type cooler.

Direct expanded ‘R-404A’ cools inert gas and condenses excess water in
The inert gas.

(3) Inert gas dryer unit

a) The dryer unit absorbs water in the inert gas with activated alumina.
b) The inert gas dryer unit has two (2) dryer vessels.
When one vessel is working, the other vessel is regenerating.
The change-over between working/ regenerating is carried out automatically
every8 hours.
c) In the regenerating phase, the vessel is heated by hot air for max. 4
hours 20 min., and the cooled.
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4) Control and monitor

(1) The final discharging pressure (25 kPaG) of the inert gas plant is
controlled by the pressure control valve (6001).

(2) The oxygen contents can be adjusted manually by opening or closing the
manual valve (2052) in IGG room.

(3) Discharge mode (“PURGE/DELIVERY”)can be selected at the cargo control

Console (CCC).

(4) When oxygen content rises above the high level (1.5%), the discharge valve
(6041) will close and purge valve (6021) will open. The inert gas is blown
off to the atmosphere.

(5) Dew point is measured continuously by the dew point analyzer.

When dew point rises above the high level (-45 ℃), the inert gas is blown
off too.

(6) When the oxygen content and dew point achieves normal level, the inert gas
charge valve will open by manual.

(7) The cause of alarm is indicated on local control panel (MAIN PANEL).
The representative alarm is shown on schematic display 016 on VDU.
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9.0 VENTILATION SYSTEM FOR CARGO MACHINERY ROOM

1) General

The cargo machinery room and the motor room are separated by a steel
bulkhead. Both rooms have independent ventilation systems. The cargo
machinery room has a negative pressure ventilation system and the motor room
has a positive pressure ventilation system.

2) Particulars

 Cargo machinery room

  exhaust fan  Motor room supply fan
 Set  2  2
 Capacity  500m3/min  300m3/min
 Static head  317PaG  392PaG
 Revolution  1730 rpm  1740 rpm
 Motor  11 KW  7.5KW
 Damper  Manual  

3) Operation

(1) The cargo machinery room exhaust fans and the motor room supply fans can be
started / stopped from cargo switchboard room and CCC(IAS).

(2) The cargo machinery room exhaust fan should be started 15 minutes prior to
start the cargo machinery to assure proper ventilation.

(3) Change over of the motor room supply fans is as follows;

Condition :

No.1 supply fan : running

No.1 fan damper : open
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No.2 supply fan : stop

No.2 fan damper : shut

(a) Start No.2 supply fan.

(b) Open No.2 fan damper.
(c) Shut No.1 fan damper.
(d) Stop No.1 supply fan.

Change over from No.2 to No.1 is the same.

4) Notes

(1) One of the two motor room supply fans should be run at all times so as to keep
the room safety zone.

(2) The fan damper of the cargo machinery room exhaust fan which stops should be
shut completely.

(3) The motor room supply fans are provided with a abnormal stop alarm.

10. VALVE REMOTE CONTROL SYSTEM

1) Introduction

The cargo valves, ballast valves and fuel oil valves are remotely operated
from the Cargo Control Console (CCC) and Engine Control Console (ECC).

This system consists of the following items.

Hydraulic power unit : 2 - pump units (2 pumps per a unit)

(Variable displacement type)

Solenoid valve box :

6 - Cargo I.S. sol. valve boxes
1 - Cargo I.S. sol. valve box with accumulator
1 - Ballast/F.O. sol. valve box
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1 - Ballast sol. valve board

1 - F.O. sol. valve board
1 - Ship side valves sol. valve board
with accumulator)

Accumulator stands : 2- for manifold ESD

Cargo control console
Engine control console

2) Power unit

(1) Pump units

Two (2) pump units are installed in the hydraulic power unit room.
Each pump unit consists of two hydraulic pumps (= 50% x 2sets).
When one hyd. pump is running, another hyd. pump in the same pump unit
is always ready for start as a stand by pump. The stand by pump will
automatically start when the hydraulic pressure comes down to 4.8 MpaG.
A pump unit is independent of another pump unit.

(2) Start/stop of the pump unit

Start/stop of the pump unit is done by push button on CCC.
One of pump unit can supply sufficient hydraulic oil for all valves during
normal loading/discharging operation.

(3) Oil tank connection

Two oil tanks are connected at a certain height in order to avoid
simultaneous oil leakage from two tanks due to a damage of one tank.

(4) Control pressure

The control pressure for this system are as follows.
6.9 MpaG Relief valve open
6.5 MpaG High pressure alarm
5.3 MpaG Stand by pump stop
4.8 MpaG Stand by pump start
4.5 MpaG Low pressure alarm
4.2 MpaG ESDS activate

(5) Set temperature and set level of hydraulic oil

Temperature : 65℃ High alarm
Level (from the top of oil tank): 362 mm Low alarm
442 mm Low low alarm
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11.0 STRAINER

1) Loading/Discharging strainer

Conical type strainer is used in liquid manifold in order that foreign

substance cannot be transferred from shore to ship during loading and from
ship to shore during discharging respectively.
All strainers which are removed from manifold should be checked for debris
by ship side and shore side and then cleaned up.
Eight (8) conical strainers for loading and eight (8) conical strainers for
discharging are provided 20 and 60 mesh screens (SUS316) are installed in each strainer.
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12.0 CARGO VALVES

1) Introduction

The following five types of valves are used in the cargo piping system:

Maker: Amri KSB

Butterfly valve: 200A and above
Globe valve: 20A - 100A
Miniature valve: 6A and 15A
Gate valve : 25A - 125A, float gauge guide pipe
Check valve: discharge side of pump or compressor, etc.

The valves that are subject to cryogenic temperature are of the long
bonnet and stem type. The material of ASTM CF8M, SCS14 or SUS316 is to
be applied for valve body.

2) Structure of valves

(1) Butterfly valves

A flexible metallic seat is installed to insure tightness from room
temperature to cryogenic temperature. This valve is fire safe. The seat is not affected or
damaged by fire. The valve joint is flanged type.

(2) Globe valves, gate valves and check valves

The valve has a metallic seal (fire safe).The seat is not affected or damaged by fire. The valve
joint is flanged type.

(3) Miniature valves

The valve has a metallic touch seal (fire safe).
Type of valve joint is flanged or threaded.

3) Operation
There are two(2) types of valves from the operational point of view,
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remotely operated hydraulic valves and manually operated valves.

Remotely operated valves are operated from the Cargo Control Console
(CCC).
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13.PIPE INSULATION

1) General

The LNG liquid line and LNG vaporline(except valves, anchor points,
bellows type expansion joints, etc.) which are exposed to low
temperature are insulated with polyurethane foam.

2) Specification

(1) Fiber glass reinforced plastic (FRP) is applied to the external surface
of insulation as a vapor barrier and outer cover.
(2) High density polyurethane foam is used in way of sliding support
(Ordinary support and guide support).

(3) The thickness of the insulation is as follows;

 Insulation  Insulation
 Nominal diameter( mm) thickness (mm) thickness (mm)
   LNG liquid line  LNG vapour line
 25A and below  30  30
 Above 32A  50  50

(4) Maintenance of the insulation

The ship operator shall maintain the water tightness of the

Insulation. If the damage of the insulation was found, the ship
operator shall repair it.
For the detail, refer to the drawing “Specification of insulation of
cryogenic cargo pipe .
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14.TANK/HOLD RELIEF VALVE

1) Cargo tank relief valve

Two (2) pilot operated relief valves for cargo tank are fitted on top of
each tank dome. The relief valves have three (3) set pressures; the lowest one is for normal
condition and the higher ones for pressure discharging. Regarding the detailed operation
mechanism and how to change the set Pressure, refer to “List No. CH-4-8, Safety relief valve
for cargo tank”.

 Set Pressure  Condition  

 25(kPa)  Nominal voyage and loading /discharging  
 115(kpa)  Pressure discharging  Liquid level 100-55%
 229 (kPa)    Liquid level 55-0%

Nominal flow rate : 44,460 Nm3h (Air)

2) Hold space relief valve

Three (3) pilot operated relief valves for hold space are fitted on top of
each tank cover.There are two (2) types of hold space relief valves.

(1) Hold-Atmosphere differential pressure type

Number : 1 set/tank
Set pressure : PHOLD = PATM + 15 kPa
PHOLD = PATM - 5 kPa
Nominal flow rate : 13,215 Nm3/h (Air)

(2) Hold-Cargo tank differential pressure type

Number : 2 sets/tank
Set pressure : PHOLD = PTANK + 5 kPa
Nominal flow rate : 7,019 Nm3/h (Air)
Regarding the detailed operation mechanism, refer
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Cargo tank Safety valve

Hold space safety valve

15.0 PIPING RELIEF VALVE

Spring loaded relief valves are fitted in all the spaces where LNG liquid
may be shut up in the liquid/spray lines.

The set pressure of the relief valve is equal to the design pressure of
the piping system (= 1 MpaG).
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16.0SPRAY NOZZLE

Spray nozzles are installed in each cargo tank. The spray nozzles are made of stainless steel.
Minimum crevices of the spray nozzles are as follows:

 Nozzle No  Nozzle type  The min crevice (mm)

 No.1  1-1/2 EX5100L-60  16.0 mm
 No.2  1/2 EX530L-60  8.5 mm
 No.3  3/8 EX516L-60  6.5mm

NOZZLE GENERAL ARRANGEMENT

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17.0 HULL MACHINERY

Steering gear : 1 set

Type : Electro-hydraulically driven,
two rams four cylinders type with two pumps
(bent axis type axial piston pump) and two motors
Torque : 4970 kN-m (507 t-m)
Hydraulic pump : 525 l/min.
Electric motor : 150 kw x 1800 rpm

Hose handling crane :

Type : Electro-hydraulically driven, single jib type
Capacity :49kN(5 t) x 17.5 m
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Engine parts / Provision handling crane :

Type : Electro-hydraulically driven, single jib type
68.6/24.5 kN (7/2.5 t) x 23.5/5.2m x 1 set(P-side)
68.6/24.5 kN (7/2.5 t) x 20.0/4.3m x 1 set(S-side)
Hoist speed 7/12 m/min.
Luffing time 120 sec.
Slewing speed 0.5 rpm

Provision crane :
Type : Air motor driven, single jib type
19.6kN(2.0 t) x 7 m x 1 set (P side)
Hoist speed 12 m/min.
Luffing time 90 sec.(25～70 degree)
Slewing speed 0.5 rpm
19.6kN(2.0 t) x 5 m x 1 set (S side)
Hoist speed 12 m/min.
Luffing time 90 sec.(25～59.8 degree)
Slewing speed 0.5 rpm

Accommodation ladder : 2sets

Type : Fixed air motor driven, vertical stowing type

Lifeboat davit : 1set

Type : Electric motor driven, hinge gravity type

Lifeboat & rescue boat davit : 1set

Type : Electric motor driven, hinge gravity type

BALLAST PUMP
Ballast & I.G.G. cooling sea water pump : 3 sets
Type : Electric motor driven centrifugal pump
Capacity : 3,000 /h x 35mTH(S.W.),

Stripping
Type : Ballast stripping eductor driven by water spray pump
Capacity : 300 /h x 15mTH(S.W.), Suc. –5m

WATER SPRAY PUMP

Water spray pump : 1 set
Type : Electric motor driven centrifugal pump
Capacity :620 /h x 100mTH(S.W.)

18.0. MOORING WINCH/WINDLASS

Specification:

Anchor : 2 sets
Type : Cast steel, stockless AC-14 type
Weight : 19,500 kg

Anchor chain : 2 sets

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Type : Electric welded, grade 3

Dimension : 127 mm dia. x 385 m

Mooring rope :
HMPE ROPE (High-modulus polyethylene Rope)
: 48 mm dia. x 275 m x 24 sets(incl. 2 spares)
M.B.L. : 1520 kN
Allowable tension : 836 kN
Polypropylene/Polyester Tail rope : 90 mm dia. x 11 m(endless) x 24 sets
(incl. 2 spares)
M.B.L. : 1900 kN

Windlass : 2 sets
Type : Hydraulic motor driven, enclosed type, having one(1)
wildcat, combined with enclosed type mooring winches
mentioned bellow
Capacity : 830/1880 kN x 12 m/min.

Mooring winch : 2sets

Type : Hydraulic motor driven, enclosed type, combined with
windlass, having two drums and one warping end
Capacity : 294 kN x 15 m/min.

Mooring winch : 6 sets

Type : Hydraulic motor driven, enclosed type, having two drums
and one warping end
Capacity : 294 kN x 15 m/min.

Mooring winch : 2 set

Type : Hydraulic motor driven, enclosed type, having three drums
and one warping end
Capacity : 294 kN x 15 m/min.
Break capacity : 1216 kN

Heaving line winch : 6 sets

Type : Air motor driven
Capacity : 9.8 kN x 25 m/min.
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19.0 CARGO TANK PROTECTION SYSTEM

1) General

(1) An instrumented tank protection system designed for MOSS spherical cargo tank is
provided.

(2) In addition to the level measurement, three (3) adjustable alarms for each tank (in
the custody transfer system) are provided.

(3) Intrinsically safe electric pressure transmitters and differential pressure

transmitters are provided for cargo tank protection alarm and monitoring.
They are housed in protected boxes on exposed weather deck.
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(4) Thermo-resistance bulbs are provided to monitor the temperature of cargo tank and
hold.

2) Level alarm and safety

(1) A high level alarm is provided in each cargo tank.

It is initiated by a radar type level sensor and is set at 98.0% volume.

(2) A high-high level alarm is provided in each cargo tank.

It is initiated by a radar type level sensor and is set at 99.0% volume.
The tank filling valve for each cargo tank is closed automatically by the high-high
level signal mentioned above.
(3) Moreover, an Emergency Shut Down System is activated by the signal from a spot sensor
at 99.7% volume level.
(4) A level alarm and ESD signal cut off function is provided for each tank.

3) Pressure alarm and safety

(1) A high pressure alarm for each cargo tank is provided and is set at 22 kPaG.
The vapor header pressure control valve is opened at 23 kPaG.
The pilot operated relief valves of each cargo tank release excess vapor in the cargo
tank to the atmosphere at 25 kPaG.

(2) A low pressure alarm is provided for each cargo tank and is set at 1 kPaG.
An automatic trip system for gas compressors, cargo pumps, spray pumps,
ESD valves, spray inlet valves and fuel gas master valve is activated when the
pressure of one of the cargo tanks is equal to the atmosphere.

(3) A high pressure alarm for each hold is provided and is set at 12 kPaG.
The pilot operated relief valve of each hold release excess air in the hold to the
atmosphere at 15 kPaG.

(4) A low pressure alarm for each hold is provided and is set at -2 kPaG.
The pilot operated relief valve of each hold introduce atmospheric air to the hold
when the pressure drops to -5 kPaG.

(5) A high differential pressure alarm for each tank and hold is provided and is set at
3 kPa of excess pressure in hold.An automatic trip system for gas compressors, cargo pumps,
spray pumps, IGG, ESDvalves, spray inlet valves and fuel gas master valve is activated at 4 kPa
of excess
pressure in hold.Moreover, the pilot operated differential pressure relief valves (for each hold)
release air in the hold to the atmosphere at 5 kPa of excess pressure in hold.

4) Temperature indication and alarm

(1) Ten (10) temperature sensors in each cargo tank are provided, and five (5) are for
service and five (5) are for spare at bottom, 25% level, 50% level, 75% level and 100%
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level in each cargo tank.Each indication is displayed on the IAS VDU by the custody transfer
system.

(2) Four (4) temperature sensors are provided at the equator level for cargo tank.
Each indication is displayed on the IAS VDU.

(3) There are two (2) temperature sensors for each hold space (double bottom and drip
pan)and seven (7) temperature sensors for the following positions;
・No.1 and No.3 hold forward bulkhead
・No.4 hold aft bulkhead
・No.1 and No.3 hold port side bulkhead
・No.2 and No.4 hold starboard side bulkhead
Each indication is displayed on the IAS VDU. A low temperature alarm is occurred atcargo leakage or
failure of tank insulation and is set at 15℃

20.0 EMERGENCY SHUTDOWNSYSTEM

1) General

(1) The ship/shore Emergency Shut Down System (ESDS) connections are compatible
with the system, at the loading and discharging terminal.
There are four (4) types of connections, optical, electric (MIYAKI),
electric (PYLE) and pneumatic.

(2) The ESDS is completely independent of other control and alarm systems.
Each component of the ESDS is designed in such a way that any fault will not
result in unsafe condition for the whole system or the vessel.

(3) An electric signal from ESDS activates protective actions of compressors,

pumps, valves, etc. required by relevant regulations for safety.
All emergency shut down circuits installed in hazardous areas are
intrinsically safe.

(4) Power for the ESDS is supplied through the UPS inside panel.

2) The ESDS is activated by the following conditions.

a) Manual activation

Manual switches are provided on the cargo control console, fire station,
manifold (port and starboard), each tank dome, cargo machinery room, motor
room and boats’n store.

b) Fire

Melting plugs designed to melt at a temperature between 98℃ and 104℃ are
provided at each tank dome, manifold (port and starboard) and cargo
machinery room.

c) Very high level in cargo tank

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The system is activated when the level in any one of cargo tank reaches
99.7% volume level. The signal of 99.7% volume level is initiated by a spot
sensor in each cargo tank.This signal can be inhibited for each tank by means of the custody
transfer
system and the blocking condition is indicated on the cargo control console.
In the inhibited condition, emergency shut down valves are remained shut.

d) Power failure

The system is activated in the event of power failure, such as a black out or
loss of hydraulic pressure in the cargo valve remote control system and
control air.

e) Actuation of ESDS from shore

Fiber optic, electric (PYLE or MIYAKI) and pneumatic lines can be used between theship and
the shore.These will be used not only for receiving ESD signals from shore but also sendingESD
signal from the sip to the shore.

3.Pneumatic connection

a) In case of ESDS pneumatic back up system, the air pressure is always kept
at positive pressure, regardless of selector switch position and pressure
indicator on cargo control console.

b) The select switch is provided for pneumatic connection

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21.0 CUSTODY TRANSFER SYSTEM

1) General

(1) The Custody Transfer System (CTS) is provided with a radar type level
measurement system, temperature measurement system and pressure measurement
system and is approved by the Japanese customs authorities for accurate
measurement of LNG cargo volume in the tanks.

(2) The CTS consists of;

・Level sensors and pressure sensors on each cargo tank dome
・Temperature sensors in each cargo tank
・Control panel in the Electric equipment room (“F” DK)
・System workstation in the Cargo Control Room (CCR)
・Back up VDU and keyboard in the Cargo Control Room (CCR)
・Data logging printer in the Cargo Control Room (CCR)
・Remote level indicators on the Cargo Control Console (CCC)

(3) For secondary level measurement, a float level gauge is installed on each
tank top independently.

(4) Independent spot level sensor is provided in each cargo tank and initiate
emergencyshut down signal.

(5) The measured data from all sensors (except the float level gauges) is
displayed on the VDU of the workstation or printed out on data logging
printer and transferred to the IAS.Also level data acquired by the float gauge is transferred
to the IAS formonitoring use.

(6) Power for the CTS is supplied through CTS’s UPS normally.

2) Description

(1) Radar type level measurement system

Digital and analogue bar graph level indications are performed continuously
(real time reading) on the screen of work station by track ball.
Cargo level indication : Level (sounding)
Accuracy : +/- 5 mm over 45 mm to full tank height
Reduced accuracy (max. 15 mm) 20 to 45 mm above bottom
Lowest sensing level is 20 mm above tank bottom plate where the
attenuator is fitted.
Resolution :1 mm
Number of figures : 5 digits
High and low level alarms can be set or changed from key-board of work station
as follows;
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Level Function
99% volume level High-High alarm (Filling valve shut level)
98% volume level High alarm
2.0 m Low alarm (*)
1.93 m Low-Low alarm (**)
1.21 m Very-Low alarm (***)

*: Higher than the allowable cargo pump start level

**: Cargo pump start interlock alarm for No.1 to No.4 tank
***: Spray pump start interlock alarm for No.1 to No.4 tank

(2) Temperature measurement system

a) The temperature sub-system provides cargo temperature measurements at five

(5) active and five (5) spare points in each tank.
Change over from the main sensor to the back up is easily accomplished at
the workstation.
Data is displayed at the system workstation and printer with a resolution
of 0.01℃.
System accuracy is :
+/-0.2℃from -165℃to -145℃
+/-0.3℃from –145℃to –80℃
+/-1.5℃from –80 to +50℃

b) The temperature sensor is a 100 ohms, platinum resistance transducer,

hermetically sealed and designed for highest accuracy at LNG temperature.
Each transducer is individually calibrated and a calibration certificate is
supplied with each unit.

(3) Pressure measurement system

The intelligent absolute type pressure transmitter is provided with radar
type level gauge.
For a range of measurement of 800 to 1400 mbar, the system accuracy may be expressed
as +/- 3 mbar with open deck temperature between limits of -40℃and +80℃.
Resolution at system workstation and printer is 1 mbar.

(4) Independent spot level sensor

a) The independent level alarm system consists of one (1) fixed spot sensor(float
switch type) in each tank.
This float switch detects the cargo at a predetermined very high level.
b) The independent level alarm measurements for each tank use a different processor
from the level measurements for that tank thereby providing alarm.
Sensors, cables and input modules are private to the independent alarm system.
c) Contact output shall indicate an alarm condition.
This signal can be used as the ESDS signal for a very high level of LNG in any cargo
tank.

22.0 FLOAT GAUGE SYSTEM

1) Description
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(1) The float level gauge system is arranged in such a way as to enable the float to be
manually raised and gauged. The float assembly is isolated from LNG by a
isolation valve for storage, repair and maintenance.

(2) This system provides local and remote read-out to the control panel in the No.1
electricequipment room. The data is also transferred to the IAS.
Accuracy is ±7.5 mm through the entire gauging height.

(3) The remote indicator is fitted with a membrane keypad and LED read-out.
For the detail of function, refer to the float gauge system’s instruction manual.

2) Operation

(1) For gauging

a) First open the isolation valve fully (the isolation valve is closed when the gauge
is not in service).
b) Put handle in the stored position by rotating it until the plastic handle faces
the main cover.
c) Pull knob for the float locking shaft to release the float and allow it to descend
to liquid level.

(2) After gauging

a) Pull handle to the cranking position.

b) Carefully raise the float by rotating the handle.
c) Watch the level indication when the float is near top.
d) When the float touches the cushion spring, a slight resistance will be felt,
continue to rotate the handle carefully until plunger is positively locked by the
float locking shaft.
e) Put handle in the stored position.
f) Close the isolation valve fully.

3) Note

(1) Never leave float at liquid level after gauging.

This would result in movement of the tension spring during sea going and lead to
premature failure.

(2) As for renewal of tape float well installation in case of the fallen float, refer
to the float gauge system’s instruction manual.

(3) When the float gauge system is used for CTS back up, select switch position from
“CTS” to “FLOAT” on the CCC so high-high level signal led into the Tank Protection
System as to take over from CTS to the float gauge system.

23.0 MANIFOLD ARRANGEMENT

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MANIFOLD ARRANGEMENT
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