LNGC Golar Frost - IMO 9253284 - Cargo Operating Manual

HEAVY INDUSTRIES CO.
LTD
GOLAR FROST Cargo Operating Manual

CARGO OPERATING MANUAL Part 2: Properties of Liquid Natural Gas (LNG) 3.2.4d Controller
3.2.5a Cargo and Ballast Operations
3.2.6a Radio Paging System
LIST OF CONTENTS 2.1 Properties of LNG
ISSUE AND UPDATE 2.1.1 Physical Properties and Composition of LNG
CARGO SYMBOLS AND COLOUR SCHEME Part 4: Cargo and Ballast System
ELECTRICAL AND INSTRUMENTATION SYMBOLS
2.2 Characteristics of LNG
DISTRIBUTED CONTROL SYSTEM OPERATION GUIDE 4.1 Cargo Containment and Monitoring Systems
INTRODUCTION 2.2.1 Flammability of Methane, Oxygen and Nitrogen Mixtures
2.2.2 Supplementary Characteristics 4.1.1 Liquid Leakage Detection
Part 1: Design Concept of the Vessel 4.2 Cargo Piping System

2.3 Health Hazards
4.2.1 Liquid Line
1.1 Principal Particulars 4.2.2 Vapour Line
1.1.1 Ship Principal Particulars Illustrations 4.2.3 Spray Line
1.1.2 Principal Particulars of Cargo Machinery 2.1a Physical Properties of LNG 4.2.4 Fuel Gas Line
1.1.3 General Arrangement 2.1b Composition of LNG from Major Export Terminals 4.2.5 Vent Masts
1.1.4 Tank Location Plan and Capacity Tables (Mo1%) 4.2.6 Inerting/Aeration Lines
2.1c Vapour Pressure Diagram of Liquid Cargoes
1.2 Rules and Regulations 2.1d Relative Density of Methane and Air 4.3 Cargo Pumps
2.2.1a Flammability of Methane, Oxygen and Nitrogen Mixtures
2.2.2a Structural Steel: Ductile to Brittle Transition 4.3.1 Main Cargo Pumps
4.3.2 Stripping/Spray Pumps
1.3 Cargo System Technology
1.3.1 Cargo Containment System Principle Part 3: Vessel Control System (DCS System) 4.4 Cargo Compressors
1.3.2 Cargo Containment
1.3.3 Failure of Containment 4.4.1 High Duty Compressors
3.1 Central Control Room
1.3.4 Hold Spaces 4.4.2 Low Duty Compressors
4.4.3 Routine Changeover of Low Duty Compressors
1.4 Hazardous Areas and Gas Dangerous Zones 3.2 Distributed Control System (DCS)
3.2.1 Distributed Control System Overview 4.5 Cargo Heaters
3.2.2 Operator Stations
Illustrations
3.2.3 Screen Displays, Alarms and Monitoring
4.6 LNG Vaporisers
1.1.3a General Arrangement 3.2.4 Control and Operation of Equipment
1.1.3b Cargo Machinery Room Layout 3.2.5 Cargo and Ballast Operations
1.1.4a Tank Location Plan 3.2.6 Radio Paging System 4.7 Cargo Auxiliary Systems
1.3.2a Construction of Containment System - Equatorial Ring and
Wedge Space 4.7.1 Inert Gas Generator
Illustrations 4.7.2 Nitrogen Generator
1.3.2b Construction of Containment System - Rupture Disc
1.3.2c Construction of Containment System - Dome and Tank 3.1a Central Cargo Control Room Console
Access 3.2.1a Distributed Control System Overview 4.8 Custody Transfer System (CTS)
1.3.2d Construction of Containment System - Insulation 3.2.1b DCS Uninterruptible Power Supply Distribution
1.3.2e Construction of Containment System - Piping Insulation 3.2.2a DCS Human Interface Station Keyboard 4.8.1 Radar Gauges and CTS
1.3.4a Hold Space and Ventilation 3.2.2b Human Interface Command Station Keyboard Keys 4.8.2 High Level and Overfill Alarm System
1.3.4b Corrosion and Relative Humidity 3.2.2c Human Interface Command Station Keyboard Keys 4.8.3 Whessoe Float Level Gauges
1.4a Hazardous Areas and Gas Dangerous Zones 3.2.3a Screen Display 4.8.4 Trim and List Indicator
3.2.3b Cargo Screen Display Hierarchy
3.2.4a DCS Faceplate Window: Motor and Valve Control 4.9 Fixed Gas Detection System
3.2.4b Pressure and Temperature Monitoring
3.2.4c Trending Diagram
Issue: 1 Front Matter - Page 1 of 15

HEAVY INDUSTRIES CO.LTD

4.10 Valve Remote Control and Emergency Shutdown Systems Part 5: Cargo Auxiliary and Deck Systems 6.4 Loaded Voyage with Boil Off Gas Burning
4.10.1 Cargo and Ballast Valves Remote Control System 6.4.1 Loaded Voyage with Normal Boil Off Gas Burning
4.10.2 Emergency Shutdown System (ESD) 5.1 Temperature and Pressure Monitoring System 6.4.2 Use of Forcing Vaporiser for Additional Fuel Gas
4.10.3 Ship Shore Telephone Links
6.5 Unloading
4.11 Relief Systems 5.2 Cargo Compressor Room Systems
6.5.1 Preparations For Discharging
4.11.1 Cargo Tank Relief Valves 5.2.1 Fresh Water Cooling System 6.5.2 Liquid Line Cooldown Before Discharge
4.11.2 Cargo Hold Relief Valves 5.2.2 Steam and Exhaust Systems 6.5.3 Arm Cooldown Before Unloading
4.11.3 Pipeline Relief Valves 6.5.4 Discharging Cargo with Gas Return From Shore
5.3 Deck Machinery 6.5.5 Discharging Cargo without Shore Vapour Return
6.5.6 Ballasting
4.12 Ballast System 5.3.1 Deck Machinery System
4.12.1 Ballast Piping System 5.3.2 Hose Handling Cranes
5.3.3 Provision Cranes 6.6 Ballast Passage
4.12.2 Ballast Control and Draught Gauge System
5.3.4 Bow Thruster 6.6.1 Equatorial Ring Temperature Control
6.6.2 Cooling Down Cargo Tanks Prior to Arrival
Illustrations
Illustrations
4.1.1a Liquid Leakage Pipe
5.1a Temperature Monitoring 6.7 Pre Dry Dock Operations
4.1.1b Bimetal Rupture Disc
4.2a Cargo Piping System 5.1b Pressure and Temperature Monitoring 6.7.1 Stripping and Line Draining
4.2b Manifold Arrangement 5.2.1a Cargo Machinery Fresh Water Cooling System 6.7.2 Tank Warm-Up
4.2c Inert Gas System Deck 5.2.2a Steam and Exhaust Systems 6.7.3 Inerting Cargo Tanks and Pipelines
4.3.1a Main Cargo Pumps 5.3.1a Deck Machinery Hydraulic System 6.7.4 Aerating Cargo Tanks and Pipelines
4.3.2a Stripping/Spray Pump and Performance Curve 5.3.1b Hydraulic Oil Pump Discharge Valve Block
4.4.1a High Duty Compressor Performance Graphs 5.3.2a Hose Handling Crane
5.3.3a Provision Crane Illustrations
4.4.1b Fuel Gas Flow Rate Versus Fuel Gas Pressure
4.4.2a Low Duty Compressor Performance Graphs 5.3.4a Bow Thruster Control System 6.1a Operating Procedures Schedule
4.5a Cargo Heater 6.2.1a Nitrogen Supply Control for Annular Spaces
4.6a LNG Vaporiser 6.2.1b Nitrogen Control for Annular Space
Part 6: Cargo Operations
4.6b Forcing Vaporiser 6.2.2a Drying Holds
4.7.1a Inert Gas Generator System 6.2.3a Drying Cargo Tanks
4.7.1b Inert Gas Cooling System 6.1 Operating Procedures Overview 6.2.3b Inerting Cargo Tanks
4.7.2a Nitrogen Generation System 6.2.4a Gassing Up Cargo Tanks with Vapour to Shore
4.7.2b Nitrogen Distribution System on Deck 6.2.5a Cargo Tanks Cooldown Rates
4.8.1a Saab Tank Radar 6.2 Post Dry Dock Operation 6.2.5b Initial Cooling Down Cargo Tanks
4.8.1b Saab Tank Level Monitor Display 6.2.1 N2 Supply Control for Annular Spaces 6.3.1a Preparations for Loading
4.8.1c Example of Certificate of Loading 6.2.2 Drying Holds 6.3.2a Cargo Lines Cooldown
4.8.1d Example of Custody Transfer Data 6.2.3 Inerting Cargo Tanks 6.3.3a Loading Cargo with Vapour Return to Shore
4.8.2a High Level and Overfill Alarm System 6.2.4 Gassing Up Cargo Tanks via the High Duty Compressor
4.8.3a Whessoe Float Level Gauge 6.2.5 Initial Cooling Down of Cargo Tanks 6.3.3b Completing Loading
4.8.4a Trim and List Indicator 6.3.4a Deballasting
4.9a Fixed Gas Detection System 6.4.1a Loaded Voyage with Normal Boil-Off Gas Burning
6.3 Cargo Loading 6.5.1a Preparations for Discharging
4.10.1a Cargo Valves Remote Control System
4.10.1b Ballast Valves Remote Control System 6.3.1 Preparations for Loading 6.5.2a Liquid Line Cooldown
4.10.2a Emergency Shutdown and Ship - Shore Link Systems 6.3.2 Cargo Lines Cooldown 6.5.3a Arm Cooldown Before Unloading
4.12.1a Ballast Piping System 6.3.3 Loading Cargo with Vapour Return to Shore via the High 6.5.4a Discharging Cargo
4.12 2a Ballast Tank and Draught Level Indication System Duty Compressor 6.5.4b Discharging Procedure
6.3.4 Deballasting 6.5.5a Discharging Cargo Without Shore Vapour Return
6.5.6a Ballasting
Issue:1 Front Matter - Page 2 of 15


6.6.2a Cooling Down Tanks Prior to Arrival Part 8: Fire Fighting Systems 8.4c Fire Detectors and Alarms - C and D Accommodation
6.7.1a Stripping and Line Draining Decks
6.7.1b Line Draining of Shore Connections 8.4d Fire Detectors and Alarms - E and F Accommodation
8.1 Fire and Deck Wash System
6.7.2a Tank Warm-Up Decks
6.7.3a Inerting Cargo Tanks 8.4e Fire Detectors and Alarms - G Accommodation and
6.7.3b Inerting Cargo Pipelines 8.2 CO2 Flooding System Navigation Bridge Decks
6.7.4a Aerating Cargo Tanks 8.4f Fire Detectors and Alarms - Bow Thruster Room and
6.7.4b Aerating Cargo Pipelines Bosun’s Store
8.3 Quick-Closing Valves and Fire Dampers System 8.4g Fire Detectors and Alarms - Engine Room Floor and 4th
Deck
Part 7: Emergency Procedures 8.4h Fire Detectors and Alarms - Engine Room 3rd Deck and
8.4 Fire Detection System Steering Gear Room
7.1 LNG Liquid Leakage to Drip Pan 8.4i Fire Detectors and Alarms - Engine Room 2nd Deck
8.4j Fire Detectors and Alarms - Upper Deck
7.1.1 Inerting Hold in Case of Cargo Leak Condition
8.5 Fire Fighting Equipment 8.4k Fire Detectors and Alarms - Cargo Machinery Room
8.5a Fire Fighting Equipment - A and B Accommodation Decks
7.2 Water Leakage to Cargo Hold Spaces 8.5b Fire Fighting Equipment - C and D Accommodation Decks
8.6 Lifesaving Equipment 8.5c Fire Fighting Equipment - E and F Accommodation Decks
7.2.1 Use of Eductors for Water Removal
8.5d Fire Fighting Equipment - G Accommodation, Navigation
Bridge and Compass Decks
7.3 Failure of Cargo Pumps - Emergency Discharge 8.7 Emergency Escape from Engine Room 8.5e Fire Fighting Equipment - Bow Thruster Room and
7.3.1 Emergency Discharge of Cargo Bosun’s Store
8.5f Fire Fighting Equipment - Engine Room Floor and 4th
8.8 Personnel Protection Equipment
Deck
7.4 Fire and Emergency Breakaway 8.5g Fire Fighting Equipment - Engine Room 3rd Deck and
8.9 High Expansion Foam Fire Extinguishing System Steering Gear Room
8.5h Fire Fighting Equipment - Engine Room 2nd Deck
7.5 One Tank Operation
8.5i Fire Fighting Equipment - Main Deck
7.5.1 One Tank Warm-Up 8.10 First Aid Fresh Water System 8.5j Fire Fighting Equipment - Upper Deck
7.5.2 One Tank Gas Freeing 8.6a Lifesaving Equipment - Main Deck
7.5.3 One Tank Aeration 8.6b Lifesaving Equipment - Upper Deck
8.11 Water Spray System 8.6c Lifesaving Equipment - A and B Accommodation Decks
7.6 Ship to Ship Transfer 8.6d Lifesaving Equipment - C and D Accommodation Decks
8.6e Lifesaving Equipment - E and F Accommodation Decks
7.6.1 General Safety 8.12 Dry Powder Fire Extinguishing System 8.6f Lifesaving Equipment - G Accommodation Deck and
7.6.2 Pre-Mooring Preparations Navigation Bridge Decks
7.6.3 Mooring 8.6g Lifesaving Equipment - Engine Room 2nd Deck
7.6.4 Transfer Operations 8.13 Gas Detection System 8.6h Lifesaving Equipment - Engine Room 3rd Deck and
7.6.5 Unmooring Steering Gear Room
8.6i Lifesaving Equipment - Engine Room Floor and 4th
8.14 Fire Control Station Deck
7.7 LNG Jettison
8.7a Emergency Escape from Engine Room
8.9a High Expansion Foam Fire Extinguishing System
Illustrations
Illustrations 8.11a Water Spray System
8.1a Fire and Deck Wash System 8.12a Dry Powder Fire Extinguishing System on Deck
7.1.1a Inerting Hold in Case of Cargo Leak Condition
8.1b Engine Room Fire Main System 8.12b Dry Powder Release Cabinet
7.2.1a Use of Eductors for Water Removal
8.2a CO2 Flooding System 8.13a Fixed Gas Detection System
7.3.1a Emergency Discharge of Cargo
8.3a Quick Closing Valves and Fire Dampers System 8.13b Portable Gas Detectors
7.5.1a One Tank Warm-Up
8.4a Fire Detection Panel 8.14a Fire Control Station
7.5.2a One Tank Gas Freeing
8.4b Fire Detectors and Alarms - A and B Accommodation
7.5.3a One Tank Aeration
Decks


Issue and Update Control This manual was produced by:
This manual is provided with a system of issue and update control. WORLDWIDE MARINE TECHNOLOGY LTD.
Controlling documents ensures that: For any new issue or update contact:
• Documents conform to a standard format; The Technical Director

WMT Technical Office
• Amendments are carried out by relevant personnel; The Court House
15 Glynne Way
• Each document or update to a document is approved before Hawarden
issue; Deeside, Flintshire
CH5 3NS, UK
• A history of updates is maintained;
E-Mail: manuals@wmtmarine.com
• Updates are issued to all registered holders of documents;
• Sections are removed from circulation when obsolete.
Document control is achieved by the use of the footer provided on every page
and the issue and update table below.
In the right hand corner of each footer are details of the pages section number
and title followed by the page number of the section. In the left hand corner
of each footer is the issue number.
Details of each section are given in the first column of the issue and update
control table. The table thus forms a matrix into which the dates of issue of
the original document and any subsequent updated sections are located.
The information and guidance contained herein is produced for the assistance of
certificated officers who by virtue of such certification are deemed competent
to operate the vessel to which such information and guidance refers. Any
conflict arising between the information and guidance provided herein and
the professional judgement of such competent officers must be immediately
resolved by reference to Golar Technical Operations Office.


Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3
List of Contents November 2004 3.2.6 Radio Paging System November 2004 4.12.1 Ballast Piping System November 2004
Issue and Update Control November 2004 Illustrations 4.12.2 Ballast Control and Draught Gauge System November 2004
Cargo Symbols and Colour Scheme November 2004 3.1a Central Cargo Control Room Console November 2004 Illustrations
Electrical and Instrumentation Symbols November 2004 3.2.1a Distributed Control System Overview November 2004 4.1.1a Liquid Leakage Pipe November 2004
Distributed Control System Operation Guide November 2004 3.2.1b DCS Uninterruptible Power Supply Distribution November 2004 4.1.1b Bimetal Rupture Disc November 2004
Introduction November 2004 3.2.2a DCS Human Interface Station Keyboard November 2004 4.2a Cargo Piping System November 2004
1.1 Principal Particulars November 2004 3.2.2b Human Interface Command Station Keyboard Keys November 2004 4.2b Manifold Arrangement November 2004
1.1.1 Ship Principal Particulars November 2004 3.2.2c Human Interface Command Station Keyboard Keys November 2004 4.2c Inert Gas System Deck November 2004
1.1.2 Principal Particulars of Cargo Machinery November 2004 3.2.3a Screen Display November 2004 4.3.1a Main Cargo Pumps November 2004
1.1.3 General Arrangement November 2004 3.2.3b Cargo Screen Display Hierarchy November 2004 4.3.2a Stripping/Spray Pump and Performance Curve November 2004
1.1.4 Tank Location Plan and Capacity Tables November 2004 3.2.4a DCS Faceplate Window: Motor and Valve Control November 2004 4.4.1a High Duty Compressor Performance Graphs November 2004
1.2 Rules and Regulations November 2004 3.2.4b Pressure and Temperature Monitoring November 2004 4.4.1b Fuel Gas Flow Rate Versus Fuel Gas Pressure November 2004
1.3 Cargo System Technology November 2004 3.2.4c Trending Diagram November 2004 4.4.2a Low Duty Compressor Performance Graphs November 2004
1.3.1 Cargo Containment System Principle November 2004 3.2.4d Controller November 2004 4.5a Cargo Heater November 2004
1.3.2 Cargo Containment November 2004 3.2.5a Cargo and Ballast Operations November 2004 4.6a LNG Vaporiser November 2004
1.3.3 Failure of Containment November 2004 3.2.6a Radio Paging System November 2004 4.6b Forcing Vaporiser November 2004
1.3.4 Hold Spaces November 2004 Text 4.7.1a Inert Gas Generator System November 2004
1.4 Hazardous Areas and Gas Dangerous Zones November 2004 4.1 Cargo Containment and Monitoring Systems November 2004 4.7.1b Inert Gas Cooling System November 2004
Illustrations 4.1.1 Liquid Leakage Detection November 2004 4.7.2a Nitrogen Generation System November 2004
1.1.3a General Arrangement November 2004 4.2 Cargo Piping System November 2004 4.7.2b Nitrogen Distribution System on Deck November 2004
1.1.3b Cargo Machinery Room Layout November 2004 4.2.1 Liquid Line November 2004 4.8.1a Saab Tank Radar November 2004
1.1.4a Tank Location Plan November 2004 4.2.2 Vapour Line November 2004 4.8.1b Saab Tank Level Monitor Display November 2004
Construction of Containment System - Equatorial Ring and 4.2.3 Spray Line November 2004 4.8.1c Example of Certificate of Loading November 2004
1.3.2a November 2004
Wedge Space
4.2.4 Fuel Gas Line November 2004 4.8.1d Example of Custody Transfer Data November 2004
1.3.2b Construction of Containment System - Rupture Disc November 2004
4.2.5 Vent Masts November 2004 4.8.2a High Level and Overfill Alarm System November 2004
Construction of Containment System - Dome and Tank
1.3.2c November 2004 4.2.6 Inerting/Aeration Lines November 2004 4.8.3a Whessoe Float Level Gauge November 2004
Access
1.3.2d Construction of Containment System - Insulation November 2004 4.3 Cargo Pumps November 2004 4.8.4a Trim and List Indicator November 2004
1.3.2e Construction of Containment System - Piping Insulation November 2004 4.3.1 Main Cargo Pumps November 2004 4.9a Fixed Gas Detection System November 2004
1.3.4a Hold Space and Ventilation November 2004 4.3.2 Stripping/Spray Pumps November 2004 4.10.1a Cargo Valves Remote Control System November 2004
1.3.4b Corrosion and Relative Humidity November 2004 4.4 Cargo Compressors November 2004 4.10.1b Ballast Valves Remote Control System November 2004
1.4a Hazardous Areas and Gas Dangerous Zones November 2004 4.4.1 High Duty Compressors November 2004 4.10.2a Emergency Shutdown and Ship - Shore Link Systems November 2004
Text 4.4.2 Low Duty Compressors November 2004 4.12.1a Ballast Piping System November 2004
2.1 Properties of LNG November 2004 4.4.3 Routine Changeover of Low Duty Compressors November 2004 4.12 2a Ballast Tank and Draught Level Indication System November 2004
2.1.1 Physical Properties and Composition of LNG November 2004 4.5 Cargo Heaters November 2004 Text
2.2 Characteristics of LNG November 2004 4.6 LNG Vaporisers November 2004 5.1 Temperature and Pressure Monitoring System November 2004
2.2.1 Flammability of Methane, Oxygen and Nitrogen Mixtures November 2004 4.7 Cargo Auxiliary Systems November 2004 5.2 Cargo Compressor Room Systems November 2004
2.2.2 Supplementary Characteristics November 2004 4.7.1 Inert Gas Generator November 2004 5.2.1 Fresh Water Cooling System November 2004
2.3 Health Hazards November 2004 4.7.2 Nitrogen Generator November 2004 5.2.2 Steam and Exhaust Systems November 2004
Illustrations 4.8 Custody Transfer System (CTS) November 2004 5.3 Deck Machinery November 2004
2.1a Physical Properties of LNG November 2004 4.8.1 Radar Gauges and CTS November 2004 5.3.1 Deck Machinery System November 2004
2.1b Composition of LNG from Major Export Terminals (Mo1%) November 2004 4.8.2 High Level and Overfill Alarm System November 2004 5.3.2 Hose Handling Cranes November 2004
2.1c Vapour Pressure Diagram of Liquid Cargoes November 2004 4.8.3 Whessoe Float Level Gauges November 2004 5.3.3 Provision Cranes November 2004
2.1d Relative Density of Methane and Air November 2004 4.8.4 Trim and List Indicator November 2004 5.3.4 Bow Thruster November 2004
2.2.1a Flammability of Methane, Oxygen and Nitrogen Mixtures November 2004 4.9 Fixed Gas Detection System November 2004 Illustrations
2.2.2a Structural Steel: Ductile to Brittle Transition November 2004 4.10 Valve Remote Control and Emergency Shutdown Systems November 2004 5.1a Temperature Monitoring November 2004
Text 4.10.1 Cargo and Ballast Valves Remote Control System November 2004 5.1b Pressure and Temperature Monitoring November 2004
3.1 Central Control Room November 2004 4.10.2 Emergency Shutdown System (ESD) November 2004 5.2.1a Cargo Machinery Fresh Water Cooling System November 2004
3.2 Distributed Control System (DCS) November 2004 4.10.3 Ship Shore Telephone Links November 2004 5.2.2a Steam and Exhaust Systems November 2004
3.2.1 Distributed Control System Overview November 2004 4.11 Relief Systems November 2004 5.3.1a Deck Machinery Hydraulic System November 2004
3.2.2 Operator Stations November 2004 4.11.1 Cargo Tank Relief Valves November 2004 5.3.1b Hydraulic Oil Pump Discharge Valve Block November 2004
3.2.3 Screen Displays, Alarms and Monitoring November 2004 4.11.2 Cargo Hold Relief Valves November 2004 5.3.2a Hose Handling Crane November 2004
3.2.4 Control and Operation of Equipment November 2004 4.11.3 Pipeline Relief Valves November 2004 5.3.3a Provision Crane November 2004
3.2.5 Cargo and Ballast Operations November 2004 4.12 Ballast System November 2004 5.3.4a Bow Thruster Control System November 2004


Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3
Text 6.5.5a Discharging Cargo Without Shore Vapour Return November 2004 8.1b Engine Room Fire Main System November 2004
6.1 Operating Procedures Overview November 2004 6.5.6a Ballasting November 2004 8.2a CO2 Flooding System November 2004
6.2 Post Dry Dock Operation November 2004 6.6.2a Cooling Down Tanks Prior to Arrival November 2004 8.3a Quick Closing Valves and Fire Dampers System November 2004
6.2.1 N2 Supply Control for Annular Spaces November 2004 6.7.1a Stripping and Line Draining November 2004 8.4a Fire Detection Panel November 2004
6.2.2 Drying Holds November 2004 6.7.1b Line Draining of Shore Connections November 2004 8.4b Fire Detectors and Alarms - A and B Accommodation Decks November 2004
6.2.3 Inerting Cargo Tanks November 2004 6.7.2a Tank Warm-Up November 2004 8.4c Fire Detectors and Alarms - C and D Accommodation Decks November 2004
6.2.4 Gassing Up Cargo Tanks November 2004 6.7.3a Inerting Cargo Tanks November 2004 8.4d Fire Detectors and Alarms - E and F Accommodation Decks November 2004
6.2.5 Initial Cooling Down of Cargo Tanks November 2004 6.7.3b Inerting Cargo Pipelines November 2004 Fire Detectors and Alarms - G Accommodation and Navigation
8.4e November 2004
Bridge Decks
6.3 Cargo Loading November 2004 6.7.4a Aerating Cargo Tanks November 2004
Fire Detectors and Alarms - Bow Thruster Room and Bosun’s
6.3.1 Preparations for Loading November 2004 6.7.4b Aerating Cargo Pipelines November 2004 8.4f November 2004
Store
6.3.2 Cargo Lines Cooldown November 2004 Text 8.4g Fire Detectors and Alarms - Engine Room Floor and 4th Deck November 2004
Loading Cargo with Vapour Return to Shore via the High Duty 7.1 LNG Liquid Leakage to Drip Pan November 2004 Fire Detectors and Alarms - Engine Room 3rd Deck and
6.3.3 November 2004 8.4h November 2004
Compressor Steering Gear Room
7.1.1 Inerting Hold in Case of Cargo Leak Condition November 2004
6.3.4 Deballasting November 2004 8.4i Fire Detectors and Alarms - Engine Room 2nd Deck November 2004
7.2 Water Leakage to Cargo Hold Spaces November 2004
6.4 Loaded Voyage with Boil Off Gas Burning November 2004 8.4j Fire Detectors and Alarms - Upper Deck November 2004
7.2.1 Use of Eductors for Water Removal November 2004
6.4.1 Loaded Voyage with Normal Boil Off Gas Burning November 2004 8.4k Fire Detectors and Alarms - Cargo Machinery Room November 2004
7.3 Failure of Cargo Pumps - Emergency Discharge November 2004
6.4.2 Use of Forcing Vaporiser for Additional Fuel Gas November 2004 8.5a Fire Fighting Equipment - A and B Accommodation Decks November 2004
7.3.1 Emergency Discharge of Cargo November 2004
6.5 Unloading November 2004 8.5b Fire Fighting Equipment - C and D Accommodation Decks November 2004
7.4 Fire and Emergency Breakaway November 2004
6.5.1 Preparations For Discharging November 2004 8.5c Fire Fighting Equipment - E and F Accommodation Decks November 2004
7.5 One Tank Operation November 2004
6.5.2 Liquid Line Cooldown Before Discharge November 2004 Fire Fighting Equipment - G Accommodation, Navigation
7.5.1 One Tank Warm-Up November 2004 8.5d November 2004
Bridge and Compass Decks
6.5.3 Arm Cooldown Before Unloading November 2004
7.5.2 One Tank Gas Freeing November 2004
Fire Fighting Equipment - Bow Thruster Room and Bosun’s
6.5.4 Discharging Cargo with Gas Return From Shore November 2004 8.5e November 2004
7.5.3 One Tank Aeration November 2004 Store
6.5.5 Discharging Cargo without Shore Vapour Return November 2004
7.6 Ship to Ship Transfer November 2004 8.5f Fire Fighting Equipment - Engine Room Floor and 4th Deck November 2004
6.5.6 Ballasting November 2004
7.6.1 General Safety November 2004 Fire Fighting Equipment - Engine Room 3rd Deck and Steering
8.5g November 2004
6.6 Ballast Passage November 2004 Gear Room
7.6.2 Pre-Mooring Preparations November 2004
6.6.1 Equatorial Ring Temperature Control November 2004 8.5h Fire Fighting Equipment - Engine Room 2nd Deck November 2004
7.6.3 Mooring November 2004
6.6.2 Cooling Down Cargo Tanks Prior to Arrival November 2004 8.5i Fire Fighting Equipment - Main Deck November 2004
7.6.4 Transfer Operations November 2004
6.7 Pre Dry Dock Operations November 2004 8.5j Fire Fighting Equipment - Upper Deck November 2004
7.6.5 Unmooring November 2004
6.7.1 Stripping and Line Draining November 2004 8.6a Lifesaving Equipment - Main Deck November 2004
7.7 LNG Jettison November 2004
6.7.2 Tank Warm-Up November 2004 8.6b Lifesaving Equipment - Upper Deck November 2004
Illustrations
6.7.3 Inerting Cargo Tanks and Pipelines November 2004 8.6c Lifesaving Equipment - A and B Accommodation Decks November 2004
7.1.1a Inerting Hold in Case of Cargo Leak Condition November 2004
6.7.4 Aerating Cargo Tanks and Pipelines November 2004 8.6d Lifesaving Equipment - C and D Accommodation Decks November 2004
7.2.1a Use of Eductors for Water Removal November 2004
Illustrations 8.6e Lifesaving Equipment - E and F Accommodation Decks November 2004
7.3.1a Emergency Discharge of Cargo November 2004
6.1a Operating Procedures Schedule November 2004 Lifesaving Equipment - G Accommodation Deck and
7.5.1a One Tank Warm-Up November 2004 8.6f November 2004
Navigation Bridge Decks
6.2.1a Nitrogen Supply Control for Annular Spaces November 2004
7.5.2a One Tank Gas Freeing November 2004 8.6g Lifesaving Equipment - Engine Room 2nd Deck November 2004
6.2.1b Nitrogen Control for Annular Space November 2004
7.5.3a One Tank Aeration November 2004 Lifesaving Equipment - Engine Room 3rd Deck and Steering
6.2.2a Drying Holds November 2004 8.6h November 2004
Gear Room
Text
6.2.3a Drying Cargo Tanks November 2004 8.6i Lifesaving Equipment - Engine Room Floor and 4th Deck November 2004
8.1 Fire and Deck Wash System November 2004
6.2.3b Inerting Cargo Tanks November 2004 8.7a Emergency Escape from Engine Room November 2004
8.2 CO2 Flooding System November 2004
6.2.4a Gassing Up Cargo Tanks with Vapour to Shore November 2004 8.9a High Expansion Foam Fire Extinguishing System November 2004
8.3 Quick-Closing Valves and Fire Dampers System November 2004
6.2.5a Cargo Tanks Cooldown Rates November 2004 8.11a Water Spray System November 2004
8.4 Fire Detection System November 2004
6.2.5b Initial Cooling Down Cargo Tanks November 2004 8.12a Dry Powder Fire Extinguishing System on Deck November 2004
8.5 Fire Fighting Equipment November 2004
6.3.1a Preparations for Loading November 2004 8.12b Dry Powder Release Cabinet November 2004
8.6 Lifesaving Equipment November 2004
6.3.2a Cargo Lines Cooldown November 2004 8.13a Fixed Gas Detection System November 2004
8.7 Emergency Escape from Engine Room November 2004
Loading Cargo with Vapour Return to Shore via the High Duty 8.13b Portable Gas Detectors November 2004
6.3.3a November 2004 8.8 Personnel Protection Equipment November 2004
Compressor
8.14a Fire Control Station November 2004
6.3.3b Completing Loading November 2004 8.9 High Expansion Foam Fire Extinguishing System November 2004
6.3.4a Deballasting November 2004 8.10 First Aid Fresh Water System November 2004
6.4.1a Loaded Voyage with Normal Boil-Off Gas Burning November 2004 8.11 Water Spray System November 2004
6.5.1a Preparations for Discharging November 2004 8.12 Dry Powder Fire Extinguishing System November 2004
6.5.2a Liquid Line Cooldown November 2004 8.13 Gas Detection System November 2004
6.5.3a Arm Cooldown Before Unloading November 2004 8.14 Fire Control Station November 2004
6.5.4a Discharging Cargo November 2004 Illustrations
6.5.4b Discharging Procedure November 2004 8.1a Fire and Deck Wash System November 2004


Cargo Symbols Colour Scheme
Actuator Operated
Stop Valve (Open / Shut) Simplex Strainer Air Horn Methane Liquid/Cold Vapour
Actuator Operated With Duplex Strainer With Methane Vapour/Warm Vapour

Gate Valve HB Fire Hose Box
Positioner Control Changeover Cock
Spray Line
Cylinder Operated With
Butterfly Valve Positioner Control Y-Type Strainer FB Foam Box
Superheated Steam
Screw Down Non-Return W Wax Expansion Type Steam Trap With Strainer
Control Valve Accumulator
Valve and Drain Cock Desuperheated Steam
Lift Check Non-Return M Electric Motor Driven Sounding Head With Not Connected Exhaust Steam
Valve Filling Cap Crossing Pipe
Condensate/HP Feed Water

Swing Check Valve A Air Motor Driven Hopper Without Cover Connected Crossing Pipe
Fresh Water/Distilled Water

Hose Valve S Solenoid Actuator Branch Pipe
Air Vent Pipe
Sea Water/Electrical Distribution 440V or Lower
3-Way Valve Sounding Head With

Cylinder Piston Actuator Blind (Blank) Flange Inert Gas/LT Cooling Water
Self - Closing Sampling Cock
Flow Meter Spectacle Flange Nitrogen

Regulating Valve Spring
( Open Shut)
Air
Needle Valve / 'V' Port Valve Weight Observation Glass Orifice
Heavy Fuel Oil
Self-Closing Valve Float Deck Stand (Manual) Spool Piece

Marine Diesel Oil
Emergency Shut-off Valve Centrifugal Pump Deck Stand (Hydraulic) Overboard Discharge Lubricating Oil
Emergency Shut-Off Valve Rotary (Gear, Screw, M Bilges

Manometer Electric Motor Driven Valve
(Air or Hydraulic Oil Operated) Mono) Type Pump
Hydraulic Oil
Safety / Relief Valve Hand Pump Filter Regulating Valve
With Strainer Cylinder Piston Actuated Valve
Electrical Distribution 6.6kV
P1 P2
Pressure Reducing Valve Eductor (Ejector) Pneumatic Diaphragm
Suction Bellmouth Fire/Deck Water/Dry Powder/CO2
Actuator
2-Way Cock Discharge/Drain Water Line Electrical Signal
3-Way Cock Float Type Air Vent Instrumentation

Rose Box
(L-Type/T-Type) (With Flame Screen)
Hand Operated (Locked Open)

Mud Box Flexible Hose Joint
Hand Operated (Locked Shut)


Electrical and Instrumentation Symbols
CP Capacitance VI Vacuum Indication
Power supply unit SIG Pushbutton
Starter (direct on line) Whistle relay box CI Compound Indication VX Vacuum Transmitter
R B (start/stop/running)
CO2 CO2 Meter VR Viscosity Indication
GSP O2 O2 Meter VC Viscosity Controller
Local group Group junction box xx Emergency stop DP Differential Pressure VAH Viscosity Alarm (High)
LD Liquid sensor GJB/XX
starter panel (xx = location) pushbutton box
DPS Differential Pressure Switch VAL Viscosity Alarm (Low)
DPX Differential Pressure Transmitter
C Control panel ZBK Zener barrier box Resistor DPI Differential Pressure Indicator
P DIS Displacer Function is Locally
XXX
EM Electromagnetic Flow Meter Available
PD FA Flow Alarm
440V dist. board LM Limit switch Variable resistor
FC Flow Controller XXX Functions are Available
FX Flow Transmitter XXXX in Control Room
LD S FI Flow Indication
230V power dist. board Solenoid valve BL Bell
FS Flow Switch
FCO Flow Counter XXX Functions are Available
XXXX on a Local Panel
LD FLG Float Type Level Gauge
Lighting dist. board Receptacle 110 Central meter
HY Hydrazine Detector/Meter
L
H 2O Hydrometer H
LAH Level Alarm (High) XXX Letters outside the circle
Air circuit breaker J NWT joint box Rectifier equipment LAL Level Alarm (Low) XXXX of an instrument symbol
M L indicate whether high (H),
LC Level Controller
high-high (HH), low (L)
LCG Local Content Gauge
WT joint box or low-low (LL) function
M.C.C.B 1 phase J ( J ) 2 glands (4 glands) Making contact LI Level Indication is involved
Auxiliary LR Level Recorder O = Open
relay LS Level Switch/Limit Switch C = Closed
contact
HS Humidistat MS Microswitch
M.C.C.B 3 phase Breaking
PAH Pressure Alarm (High)
PAL Pressure Alarm (Low)
PAHLI Pressure Alarm High/Low Indicator
Battery charger WT Water transducer Making contact
With time PX Pressure Transmitter
limit in PC Pressure Controller
closing PR Pressure Recorder
Battery Trip Automatic Trip Breaking PI Pressure Indication
PS Pressure Switch
PD Pressure Displacement Meter
Space heater
Overcurrent relay Making contact PH PH Detector/Meter
(element type) With time
RI RPM Indicator
limit in
opening RCO RPM Counter
DG Diesel generator Normally Open switch Breaking RX Revolution Transmitter
RC Revolution Controller
SA Salinity Alarm
EG Normally Closed switch Making contact SI Salinity Indication
Emergency generator
SX Salinity Transmitter
Flicker
relay SM Smoke Indication
SMX Smoke Transmitter
M AC induction motor 10A Fuse Breaking
TR Temperature Recorder
TC Temperature Control
TI Temperature Indication
GM Governor motor RL Indicator lamp Pushbutton switch
(alternative) TAH Temperature Alarm (High)
TAL Temperature Alarm (Low)
TAHLI Temperature Alarm High/Low Indicator
Earth D-D Relay coil Pushbutton switch
TS Temperature Switch
(alternative)
TH Turbine Meter
TM Torque Meter
Transformer BZ Buzzer Pushbutton (start/stop) VA Vacuum Alarm


Illustration DCS Human Interface Station Keyboard
MODE VOLUME
OFF
ON
ENG
TRACK BALL
/ MODULE
SHIP FEED MAIN FO & GAS WATER FO, DO & COMPRESSORS NITROGEN
STEAM BOILERS LO SYSTEMS CARGO BALLAST SAFETIES MISCELL
OVERVIEW SYSTEMS ENGINE SYSTEMS SYSTEMS & HEATERS & INERT GAS
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
WHEELHOUSE
ELECTRICAL ALTERNATORS MISCELL SAFETY
17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32
SYSTEM COPY AUX HELP ?
_
+ ~
ESC 1 2 3 4 5 6 7 8 9 0 - = ' \` BS
{ }
TAB Q W E R T Y U I O P [ ] DEL
A S D F G H J K L : " RETURN ITEM

CAPS LOCK ; '
SHIFT Z X C V B N M < > ? RETURN

SHIFT NAME
, . /
CTRL ALT
SHIFT SPACE ALT CTRL EXT CL
YOKOGAWA


DISTRIBUTED CONTROL SYSTEM OPERATION GUIDE Screen Layout Display Facilities
All graphic screen display pages have a similar layout with the standard screen At the bottom of the screen display are a row of soft key icons, which when
The following is a brief guide to using the Distributed Control System (DCS) layout shown in illustration DCS SCREEN DISPLAY. clicked on will take the user to the graphic or function screen described. The
from an Human Interface Station (HIS). The system is the normal first point soft keys change depending which graphic/function screen is being displayed
of contact for the control and monitoring of the ship’s cargo machinery. The In the top left corner of the screen are flashing indicators displaying system at the time. All the screen mimics contained on the system are divided into
system is described in depth in section 3. messages and the most recent alarms. systems groups. The systems groups for the cargo section are as follows:
The HIS keyboard is greatly different from a normal computer keyboard as • Cargo systems
The date and time are displayed in the top right hand corner and beneath this is
shown in the DCS keyboard illustration above. Many of the keys have no a number which identifies the page currently on display (mimic identification • Ballast systems
labels or text, merely symbols. Some of the keys are not used in this system’s number). Using the FORWARD or BACK page keys takes the user to the next
configuration. • Compressors and heaters
page or the previous page in the system.
• N2 and inert gas systems
At the top left of the keyboard there is a keyswitch, which has 3 positions:
• Safety systems
• The OFF position or with the key removed is the normal
• Miscellaneous systems
operating mode. Beneath the mimic identification number is a ‘HIDE’ icon button. Clicking on
this icon toggles the alarm points between visible and hidden (or invisible). • Wheelhouse
• The ON position allows the user to change certain parameters
such as PID controller settings.
Illustration 3.2.3b in section 3 shows the cargo screen display hierarchy.
Operation
• The ENG position: This level provides complete access to
update parameters and change the operating mode of the HIS Although any HIS operation can be achieved using the keyboard, once a user is
Moving Between Screens
(the operating modes are explained further on in the section). familiar with the normal operation of the HIS, operation will mainly be carried
out using the trackball device. The trackball manipulates a pointer around the Each of the graphic screen displays has a mimic identification number as shown
There are two keys provided with the keyboard, one for level 1 access (labelled screen. The trackball’s left button is used to select or ‘carry out’ any instruction. on the diagram. The numbers have no rank order, they are simply the order in
OP) and the other for level 2 (labelled with an X). References to clicking on an object refer to pressing this button. which they were originally devised. Any graphic screen display number can be
accessed by simply typing in the number, eg T30-460-03 (Cargo Cool Down),
At the rear of the keyboard is a volume control for the keyboard alarm which As the trackball is moved, a blinking white arrow moves around the screen. and pressing the RETURN key.
sounds in conjunction with the engine room or CCR alarm. The speaker for This pointer is able to move between the 2 screens of an HIS. Whenever the
this alarm is located at the top right hand side of the keyboard. pointer moves across an item that has an operation or a viewable window, it RETURN
will change to a white blinking hand with a finger pointing. The user then
All keyboard functions on a dual monitor HIS station refer to the left hand clicks and a FACEPLATE window is displayed in the bottom right hand corner The TREE key is used to work backwards from a graphic screen through the
monitor under normal conditions. of the screen. Items of machinery, valves, pumps, etc, are controlled from these hierarchy tree. When a graphic screen is displayed pressing this key will take
windows. the user back to the system overview display. If the key is pressed again while
the system overview screen is being displayed the SHIP OVERVIEW screen
Key Functions
The pointer also indicates where there are shortcuts to other related screen will now be displayed. A further press of the key results in an audible and
The keyboard has two blocks of numbered programmable keys on the upper displays. Grey text boxes with the name of an associated system appear on visual alarm indicating that this is an invalid keystroke.
half. The lower half consists of conventional letter keys and a block of special some graphic screen displays, eg, STBD BOILER, as the pointer passes over
function keys. The programmable keys are labelled as to which overview one of these boxes the pointer will turn to a white blinking hand with a finger The user may also move around the screen displays by using the FORWARD
screen display they enable access. pointing. If the user now clicks on this box it will take them to the associated PAGE and BACK PAGE keys which will take the user through the displays in
graphic screen display, in this case the starboard boiler. numeric order.
The first programmable key is labelled SHIP OVERVIEW. The other keys in
this group also refer to other process systems on the DCS.
The rest of the keys in this block, CARGO, BALLAST, COMPRESSORS

AND HEATERS etc, take the user to the OVERVIEW page for that system eg.
the CARGO key will take the user to page OV0013.
The keyboard keys and their full functions are shown in section 3, illustrations
3.2.2b and 3.2.2c.


Illustration DCS Screen Display
Date and Time

09.23.2004 8:59 AM
T30-423-01. Mimic ID Number
Screen Mimic Title Bar GROUP 1 TREND 1 CARGO LINE SET-UP HIDE
Shortcut Soft Key Icon to
Supply System Screen Mimic
(High Duty Compressor
HD COMP.
Control) CONTROL
CL-044 CL-034 CG-072 CL-024 CL-014
CS-068 CS-063 CS-054 CS-052

CL-043 CL-033 CL-023 CL-013
2 kg/h Vapour Flow Read Out
SPRAY MAIN CARGO TANKS 0 %LEL

CG-871 CS-750
CARGO 15 kg/h Vapour Temperature Read Out
1% MACHINERY ROOM
PRESSURE CG-774
BUILD UP MAIN
22 c 22 c 21 c
23 c 22 c CL-700 VAP-LIQ BEND
LIQUID MAIN OUT
CG-078
9 kg/h
0.1 bar
1% CG-771
Cargo Temperature Read Out 1104mbar -113 c 0.1 bar CG-772 Valve Control Soft Key Icon
VAPOUR MAIN
0%
59 bar
CL-042 CG-032 CL-022 CL-012
CS-064 CS-062 CS-053 CS-051
CL-412 CL-312 CL-041 CG-031 CG-071 CL-021 CL-011 CL-212 CL-112

100 % 100 % 98% 99%
No.4 No.3 No.2 No.1
TANK TANK TANK TANK
CARGO No.1 No.2 No.3 No.4 CARGO CARGO TANK CARGO LINE CARGO CARGO SPRAY AUTO SPRAY CARGO VAP.HEADER Shortcut Soft Key Icon
TEMPS CARGO TK CARGO TK CARGO TK CARGO TK LOADING EMCY DISCH. SET UP PUMPS DISCHARGE PUMPS CONTROL COOL DOWN VENT.CONTRL to Related Screen Mimic


Graphic Screen Display Arrangements The state of a pump is indicated in the related graphic box. The state of the Valve Operation: Indication and Movement
pump can be changed by calling up the faceplate. To put a pump into the The operator requests a valve in the closed position to be opened:
Underneath the current date and time in the top right hand corner of the screen
standby mode first select AUTO via the pump faceplate and then select AUTO
is the mimic identification number, T30-423-01 in the above illustration. The
via the pump standby facility faceplate. a) The green square on the right of the soft key icons indicate
title of the graphic display screen is given in the title bar at the top of the
screen in this case the ‘CARGO LINE SET-UP’. As this system is a cargo the valve’s actual position, ie, the green square on the lower
system, the liquid pipes are magenta and the vapour pipes are shown in a faint Faceplate Windows ‘CLOSE’ icon is filled in green.
dotted magenta line. The temperatures, pressures and flow rates are monitored
To control a pump, valve or controller, the user must first call up the associated
in their display boxes. Valves are controlled by clicking on their respective The square on the left of the lower ‘CLOSE’ soft key icon is
faceplate window by clicking on the item’s graphic symbol.
boxes, which will display the controller faceplate. At the top left of the screen filled in red to indicate the original close command.
is a shortcut soft key icon which is used to illustrate the supply system mimic,
The faceplate contains information about the pump, valve, etc, that it controls.
in this case the High Duty Compressor Control. At the bottom of the screen are Both of the squares on the ‘OPEN’ soft key icon are greyed out.
The first item of information is the specific Tag number, this is the address of
the shortcut soft keys to the screen displays of the related systems. The green middle position square is greyed out.
the faceplate, motor, controller, etc. There is also an abbreviated description of
the item the faceplate is controlling.
b) The operator clicks twice on the ‘OPEN’ soft key icon. The left
System Colours
hand command square in the ‘OPEN’ soft key icon fills in red,
At the top left hand corner of the faceplate is a square with a cross that will
Each of the systems’ piping is represented by a different colour dependant on the left hand command square in the ‘CLOSE’ soft key icon is
close the faceplate (standard symbol).
the fluid or medium carried in that system: greyed out.
• Methane/LNG (liquid): Magenta An alarm or status indication is also shown and should read NR under normal
The square on the right of the lower ‘CLOSE’ soft key icon is
• Methane/LNG (vapour): Magenta dotted conditions.
filled in green to indicate the valve is still closed.
• Superheated steam: Blue To open or close a valve requires two clicks on the ‘Open’ or ‘Close’
c) The actual valve now starts to move to the open position and
• Desuperheated steam: Blue dotted rectangular soft key icon, this is to confirm the action. On the faceplate around
moves away from its closed limit switch. The ‘CLOSE’ soft
the soft keys is a dotted white box. Clicking once on the soft key icon will
• Condensate: Yellow key icon square is greyed out and the centre icon green square
make the box disappear; however, the open or close action is not carried out
is now full, indicating the valve is in the middle position, ie, not
• HP feed water: Yellow until the second click. If the second click is not carried out within a short time
fully open and not closed.
(5-10 seconds), the white box will reappear. This ensures that the action is not
• Fresh water system: Yellow dotted
carried out accidentally.
• Sea water: Green d) When the valve reaches the open limit switch, the middle square
will grey out and the square in the ‘OPEN’ soft key icon will be
• Nitrogen and inert gas: Light blue All the machinery items on the screen displays use faceplates to carry out their
full green.
operation (including emergency stops). The only exception to this is a RESET
• Air: Violet button, which has a ‘one click’ action. e) The feedback from the limit switches is now the same as the
• Heavy fuel oil: Orange request and the open command is cancelled. Each valve has a
• Diesel: Orange dotted Valves timer for the expected time period required to carry out each
operation. If this time is exceeded an alarm is raised, but the
• Lubricating oil: Orange/cyan The open or close request/command from the user is shown on the soft key
action is still carried out.
icons as the red square on the left hand side. This square has two states, filled
• Hydraulic oil: Yellow dotted in red or greyed out with a red outline. When a change in valve position is
• Bilge water: Green/yellow requested, the square will immediately change to the new requested position Faceplate Windows for Motors and Pumps
to indicate that the command has been acknowledged and the request is being The layout of a pump/motor faceplate is similar to that of a valve. A
The running pumps are shown in the same colour as the process and the carried out. The command will continue until the feedback from the valve limit straightforward single speed motor has 3 soft key icons:
inactive pumps are shown in white. Any valves in a system process follow switches indicates the valve has taken up the requested position, unless there
the same pattern. If the valve is open, its colour is the same as the process and is a feedback error. • Start/run
when closed, its colour is white. • Stop/off
(Note: On some faceplates the red square is replaced by a yellow square
which operates in exactly the same way.) The red ‘command’ squares on the left hand side and the green ‘actual’ squares
Control Mode
on the right hand side of the icons have an identical function to those indicators
To indicate that a control valve is in the manual mode it has a white box around On the open and closed soft key icons is a green square on the right. This symbol on a valve faceplate.
it. A box containing the automatic start function of the pumps is located next shows the actual feedback from the valve position indicating switches.
to it.


Illustration Motor and Valve Control
VALVE IS CLOSED VALVE IS CLOSED VALVE STARTS VALVE HAS REACHED

TO MOVE OPEN POSITION
Operator Clicks
Open Valve Has Moved Off (Feedback Matches
'Closed' Limit Switch Command)
1 XV8024 1 XV8024 1 XV8024 1 XV8024 3 P8310

Tag No. 1 XV8024 1 XV8024 1 XV8024 1 XV8024 3 P8310
Valve Name LIQ MANI 4 S LIQ MANI 4 S LIQ MANI 4 S LIQ MANI 4 S Pump Name 3 CARGO TANK
ESD VALVE ESD VALVE ESD VALVE ESD VALVE SPRAY PUMP
Tag Mark
Mode Alarm Mode
(Loop Status) AUT NR Status (Normal) AUT NR AUT NR AUT NR (Loop Status) MAN NR
NR NR NR NR NR
100.0 100.0 100.0 100.0 100.0
OPEN OPEN OPEN OPEN START
Operator's Actual Position

Request/ (Feedback from
Command Limit Switch)
CLOSE CLOSE CLOSE CLOSE STOP
Valve Position
0.0 (Feedback from
0.0 0.0 0.0 0.0
Limit Switch)
MOTOR CONTROL FACEPLATE WINDOW

Faceplate for
Data Entry
(FV, MV, SV)
VALVE CONTROL FACEPLATE WINDOWS

(Showing Open/Close and Command Indication)


The operator requests a motor in the stopped condition to be started: Motor Control
A motor or pump may have manual (MAN) and automatic (AUTO) control
a) The green squares on the right of the soft key icons indicate facilities. If the motor is in AUTO mode, the letters ‘TRK’ (next to the word
the motor’s actual condition, ie, the green square on the lower AUTO) would be shown. This means that the motor is in tracking mode under
‘STOP’ icon is filled in green. the control of the DCS and the operator would have no start/stop control.
The square on the left of the lower ‘STOP’ soft key icon is filled If a motor is in this mode (in AUTO and on standby) it can only be started by
in red, to indicate the original ‘STOP’ command. the DCS. The motor must be taken out of the AUTO mode and changed to the
MAN mode in order to allow the operator start/stop control.
The square on the ‘START’ soft key icon is greyed out. The Illustration Faceplate Windows: PID Controller
green middle position square is also greyed out For example, faceplates are used in the tracking mode when a CO2 trip/test is
b) The operator clicks twice on the ‘START’ soft key icon. The
carried out, certain motors/fans etc will not be allowed to restart until the trip 1 XV8024
has been reset.
left hand command square in the ‘START’ soft key icon fills in 1 XV8024
red, the left hand command square in the ‘STOP’ soft key icon
is greyed out. Controller Faceplate Windows LIQ MANI 4 S Name of Process
Under Control
A PID controller measures the system temperature and controlling the valve ESD VALVE
The square in the lower ‘STOP’ soft key icon is shown complete position with reference to that temperature and according to the set points.
in red while the other two squares are greyed out.
On the controller faceplate, there are three values. The centre of the faceplate
AUT
c) The motor starts, the small graphic indication of the motor/ is a solid graph bar, this is the process value (PV). This is the temperature of NR
pump flashes to represent the start request. The ‘STOP’ soft the system fluid in this case. The right hand pointer is the set value (SV), this 500
key icon square is greyed out and the centre icon green square is the value that the process value is required to be controlled at. The left hand
is now full, indicating the motor is neither stopped or running pointer is the manipulated value (MV) this is the direct output to the valve,
at full speed. in this case the percentage open required. It is important that the manipulated 300
value is not mistaken for measured value; the term ‘measured value’ should not
d) When the motor reaches full speed, the middle square will grey be used when referring to the DCS in order to avoid confusion.
out, the square in the ‘START’ soft key icon will be full green 100
MV Value - The Output
and the motor graphic stops flashing. To obtain an accurate reading of any of the three values (SV, MV or PV), the SV - The Set Value
to the Valve
following procedure can be used: -100
e) The feedback from the motor is now the same as the request and
the start command is cancelled. a) The user should click on the diamond block of the faceplate. A PV - Process Value
small window is displayed allowing data entry. -300
In the case of a starting problem, the green square will not be filled in the
‘START’ icon and after a timed period, the square will turn yellow and a b) The user should click on the value to be changed, then type
yellow box will flash around the motor graphic. This indicates a discrepancy in the value to be monitored (SV, PV or MV) followed by the -500
alarm. If an alarm occurs with the motor, the letters ‘NR’ (normal) will change RETURN key.
to ‘ALM’ (alarm) and a yellow box around the motor will flash until the alarm Data Entry Faceplate
has been acknowledged. If the box flashes green, the alarm has cleared but was c) This brings up the current value.
not accepted whilst in alarm.
If the controller is in calibration mode (see the tuning panel
On the side of the faceplate is a yellow pointer indicating the output that the section) or a more accurate view of the input is required, then
DCS is sending to the equipment. This may be different from the operator’s the user should press the ITEM key and enter the word ‘RAW’.
command. If, for example, the operator requests a start but the DCS requests This brings up the RAW input value of the PV.
a stop, this may be due to a process event that the operator is unaware of. In
this case an alarm would sound for the motor because it is in discrepancy. The The controller can be changed between manual and automatic by using the
faceplate display for this item would show the operator’s start command but MAN and AUTO keys on the keyboard and confirming the action.
the feedback would indicate ‘stop’ and the DCS output would be a ‘stop’.
PID and cascade controllers are described in more detail in section 3.


INTRODUCTION 1 Never continue to operate any machine or equipment which Where flows are detailed in an illustration these are shown in colour. A key of
appears to be potentially unsafe or dangerous and always report all colours and line styles used in an illustration is provided on the illustration.
General such a condition immediately. Details of colour coding used in the illustrations are given in the colour
scheme.
Although the ship is supplied with shipbuilder’s plans and manufacturer’s 2 Make a point of testing all safety equipment and devices
instruction books, there is no single handbook which gives guidance on regularly. Always test safety trips before starting any equipment. Symbols given in the manual adhere to international standards and keys to the
operating complete systems, as distinct from individual items of machinery. In particular, overspeed trips on auxiliary turbines must be tested symbols used throughout the manual are given on the following pages.
before putting the unit into operation.
The purpose of this manual is to fill some of the gaps and to provide the ship’s
officers with additional information not otherwise available on board. It is Notices
3 Never ignore any unusual or suspicious circumstances, no matter
intended to be used in conjunction with the other plans and instruction books how trivial. Small symptoms often appear before a major failure
already on board and in no way replaces or supersedes them. occurs. The following notices occur throughout this manual:
In addition to containing detailed information of the cargo equipment and related 4 Never underestimate the fire hazard of petroleum products, WARNING
systems, the CARGO OPERATING MANUAL contains safety procedures and whether fuel oil or cargo vapour. Warnings are given to draw reader’s attention to operations where
procedures to be observed in emergencies and after accidents. Quick reference DANGER TO LIFE OR LIMB MAY OCCUR.
to the relevant information is assisted by division of the manual into parts In the design of equipment and machinery, devices are included to ensure that,
and sections, detailed in the general list of contents on the preceding pages. as far as possible, in the event of a fault occurring, whether on the part of the CAUTION
Reference is made in this book to appropriate plans or instruction books. equipment or the operator, the equipment concerned will cease to function Cautions are given to draw reader’s attention to operations where
without danger to personnel or damage to the machine. If these safety devices DAMAGE TO EQUIPMENT MAY OCCUR.
The Cargo Operating Manual is designed to complement MARPOL 73/78, are neglected, the operation of any machine is potentially dangerous.
ISGOTT and Company Regulations. (Note: Notes are given to draw reader’s attention to points of interest or to
supply supplementary information.)
The vessel is constructed to comply with MARPOL 73/78. These regulations Description
can be found in the Consolidated Edition, 1991 and in the Amendments dated
1992, 1994 and 1995. The concept of this Cargo Operating Manual is based on the presentation of
operating procedures in the form of one general sequential chart (algorithm)
Officers should familiarise themselves with the contents of the International which gives a step-by-step procedure for performing operations.
Convention for the Prevention of Pollution from Ships
The manual consists of introductory sections which describe the systems and
Particular attention is drawn to Appendix IV of MARPOL 73/78, the form of equipment fitted and their method of operation related to a schematic diagram
Ballast Record Book. It is essential that a record of relevant ballast operations where applicable. This is then followed where required by detailed operating
are kept in the Ballast Record Book and duly signed by the officer in charge. procedures for the system or equipment involved.
In many cases the best operating practice can only be learned by experience. Each operation consists of a detailed introductory section which describes the
Where the information in this manual is found to be inadequate or incorrect, objectives and methods of performing the operation related to the appropriate
details should be sent to the Golar Management Operations Office so that flow sheet which shows pipelines in use and directions of flow within the
revisions may be made to the manuals. pipelines.
Details of valves which are OPEN during the different operations are provided
Safe Operation
in-text for reference.
The safety of the ship depends on the care and attention of all on board. Most
safety precautions are a matter of common sense and good housekeeping Illustrations
and are detailed in the various manuals available onboard. However, records
show that even experienced operators sometimes neglect safety precautions All illustrations are referred to in the text and are located either in-text where
through over-familiarity and the following basic rules must be remembered sufficiently small or above the text, so that both the text and illustration are
at all times. accessible when the manual is laid face up. When text concerning an illustration
covers several pages the illustration is duplicated above each page of text.

PART 1: DESIGN CONCEPT OF THE VESSEL
1.1 Principal Particulars
1.1.1 Ship Principal Particulars
1.1.2 Principal Particulars of Cargo Machinery
1.1.3 General Arrangement
1.1.4 Tank Location Plan and Capacity Tables
Illustrations
1.1.3a General Arrangement
1.1.3b Cargo Machinery Room Layout
1.1.4a Tank Location Plan


1.1 PRINCIPAL PARTICULARS Keel to top of mast: 62.75m Cargo Tanks
Cargo capacity: 137,179.9m3 (100% capacity
Maker: Unitor AS
1.1.1 SHIP PRINCIPAL PARTICULARS excluding dome)
Type: Spherical tank: equator suspension
Heavy fuel oil capacity: 5623m3 (95% capacity)
by continuous skirt
Ship name: Golar Frost Diesel oil capacity: 314m3 (95% capacity)
Insulation: 250mm thick
Flag: Liberia Design: Moss Rosenberg Verft
Port of registration: MONRAVIA Main Machinery Tanks: 40.46 metres diameter
Call sign: A8DW3 Tanks capacity: 34,672m3
Official number: 12174 Heat cycle: Regenerative cycle Safety valve setting: 0.25 bar
IMO 9253284 Maximum working pressure: 0.2 bar
MMSI 636012174 Boilers: 2 top fired water tube Maximum test pressure: 2.15 bar
Shipbuilder: Hyundai Heavy Industries Co Ltd Mitsubishi Heavy Industries MB- Minimum tank pressure: -0.05 bar
Ulsan Shipyard Korea 3E Maximum specific weight LNG: 500kg/m3
Yard number: 1444 48t/h (maximum 55t/h)
Year built: 2003 515ºC 60.3bar
Type of ship: LNG carrier Cargo Tank Safety Valves
Cargo tanks: 4 Moss Rosenberg type Main turbine: 1 cross compound Maker: Fukui Seisakusho
independent spherical Impulse-reaction steam turbine No. of sets: 8
Stem: Bulbous bow and raked soft-nosed Hyundai Mitsubishi MS 36-2 Type: Pilot operated
stem Capacity: 58,400 kg/h
Stern: Transom Maximum continuous output: 35,500 SHP at 85 rpm Normal setting: 0.25 bar
Classification: Det Norske Veritas Main electrical generation: 2 x 8L32/40 6,600V, Cargo shore connections each manifold: 4 x 16'' Liquid
A1 tanker for liquified gas EO, 3,350kW, 4,187.5kVA, turbine Liquid crossover ND 400ASA 150
1CS, NAUT-OC, LCS, (DIS) generators Raised face
CLEAN-2 COAT 2, PLUS-2,
NAUTICUS (Newbuilding) 1 x HSR7 809-16E 6,600V, 1 x 16'' Vapour
ship type 2G methane in 3,350kW, 4,187.5kVA diesel ND 350ASA 150
independent spherical tanks type B, generator Raised face
maximum vapour pressure 0.25 bar
minimum temperature -163°C Emergency electrical generation: 1 x 850kW Ssangyong
KTA38DMGE diesel generator
Regulation: SOLAS 1974 and protocol 1978
and 1988. 1996 amendments to Service speed: 19.5 knots at NCR (31,950 SHP)
SOLAS 1974/protocol 1988 as new at design draught with 21% sea
ships. margin
MARPOL 1973 and protocol 1978
IMO code for new ships carrying Fuel oil consumption per day: 163 tonnes per day without boil-off
liquefied gases in bulk USCG gas burning at NCR
(foreign ship) Suez Canal
Endurance/range at 19.5 knots: 12,000 nautical miles in seas of less
Deadweight at 12.328m draught: 79,894t than force 2 without boil-off gas
Gross tonnage: 115,156t burning
Net tonnage: 34,547t
Length overall: 288.75m Manning design complement: 17 ship personnel
Length between perpendiculars: 274.0m Others: 27
Breadth moulded: 48.0m Total: 44
Depth moulded: 26.5m
Service draught: 11.15m
Summer draught: 12.328m
Issue:1 Section 1.1.1 - Page 1 of 1


1.1.2 PRINCIPAL PARTICULARS OF CARGO MACHINERY High Duty Cargo Heater Safety Valve: Cargo Tanks
Maker: Cryostar Maker: Fukui Seisakusho
Main Cargo Pumps Type: Shell and tube Type: Pilot operated
Maker: Ebara International Corp Model: 108-UT-38/34-4.6 Tag Nos: CR-180/480, 181/481
Type: 12EC-24 Capacity: 37,200kg/h Relieving capacity: 58,400kg/h (methane)
Capacity: Rated at 1500m3/h x 155 mth Heating: Steam at 10 bar Set pressure: 1.9/1.1/0.25 bar
No. of sets: 8 (2 per cargo tank) No. of sets: 1 No. of sets: 8
Spray/Stripping Pumps Low Duty Cargo Heater Safety Valve: Hold Spaces
Maker: Ebara International Corp Maker: Cryostar Maker: Fukui Seisakusho
Type: 2EC-092 Type: Shell and tube Type: Pilot operated
Capacity: Rated at 50m3/h x 135 mth Model: 21-UT-38/34-3.2 Tag Nos: CR-184/484, 185/485
No. of sets: 4 (1 per cargo tank) Capacity: 12,000kg/h Relieving capacity: 9,514Nm3/h (air)
Heating: Steam at 10 bar Set pressure: 0.05 bar
High Duty Compressor
No. of sets: 1 No. of sets: 8
Maker: Atlas Copco
Type: GT 050 T1K1 single stage motor driven Mist Separator Safety Valve: Hold Spaces
Capacity: 32,000m3/h Maker: Cryostar Maker: Fukui Seisakusho
No. of sets: 2 Type: Shell and tube Type: Pilot operated
Model: VMS-12/12-1000 Tag Nos: CR-186/486, 187/487
Low Duty Compressor
Capacity: 8,789m3/h Relieving capacity: 9,514Nm3/h (air)
Maker: Atlas Copco
No. of sets: 1 Set pressure: 0.15 bar
Type: GT 026 T1K1 single stage motor driven
-0.08 bar vacuum
Capacity: 7,500m3/h Nitrogen Generator
No. of sets: 8
No. of sets: 2 Maker: Air Products
Type: Prism nitrogen system Safety Valves: Pipeline
LNG Vaporiser
Capacity: 2 x 60m3/h at 97% N2 Maker: Fukui Seisakusho
Maker: Cryostar
Type: Spring loaded
Type: Shell and tube Inert Gas Air Dryers
Set pressure: 10 bar
Model: 65-UT-38/34-5.6 Maker: York Refrigeration
Capacity: 18,000kg/h methane Type: 1 x refrigeration/absorption
20,000kg/h nitrogen Inert Gas Generator
Heating: Steam at 10 bar
Maker: Hamworthy KSE - Moss
No. of sets: 1
Capacity: Diesel oil burner: 13,500m3/h
Forcing Vaporiser No. of sets: 1
Maker: Cryostar Ballast Pumps
Type: Shell and tube
Maker: Teikoku Machinery Works Ltd
Model: 34-UT-25/21-3.6
Type: 550VCD-Am-NV-S with vacuum pump
Capacity: 6,000kg/h
Capacity: 2,800m3/h
Heating: Steam at 10 bar
No. of sets: 1
No. of sets: 1
Type: 550VCD-Am
Capacity: 2,800m3/h
No. of sets: 2


Cryogenic Butterfly Valves ESDS operating pressure: 85 bar Hose Handling Crane
Maker: Westad Industry AS Relief valve: 140 bar Maker: Hochang Machinery Ind. Co.
Type: BF663/665, BW725-83A - wafer Ballast Water Valve Remote Control System Model: MCV 1800-10-18.5
No. of sets: 28 (including 1 spare) Lifting capacity: SWL 10 tons
Maker: Nakakita Seisakusho Co. Ltd
Working radius: Rmax = 18.5m Rmin= 3.7m
Vane pump types PV2R1-12-L-RAA(main),
Maker: Westad Industry AS PV2R1-8-L-RAA(topping) Lifting speed at SWL: 0-15m/min
Type: BF663/665, butt welded with inspection door on top No. of sets: 2 for main, 1 for topping Lifting height: 42m
of valve body
Capacity: 25.1 litres/min at 130 bar at 1,200 rpm (main) Provision Crane
No. of sets: 36 7.5 litres/min at 130 bar at 1,200 rpm (topping)
Maker: Hochang Machinery Ind. Co.
Cryogenic Ball Valves Motors: Main, 7.5kW, topping up 3.7kW
Model: MCV 1800-10-18
Pump cut in: 110 bar
Maker: Truflo Rona SA Lifting capacity: SWL 10 tons
Pump cut out: 130 bar
Type: Remote/manual Working radius: Rmax = 18m Rmin= 3.7m
Standby pump cut in: 100 bar
No. of sets: 299 Lifting speed at SWL: 0-12m/min
High pressure alarm: 135 bar
Cryogenic Globe Valves Lifting height: 55m
Low pressure alarm: 90 bar
Maker: SNRI Relief valve: 140 bar Cargo Pump Handling Davit
Type: Remote hydraulically operated Maker: Shin Myung
Combined Mooring Winch/Anchor Windlass
No. of sets: 16 Model: SMP-7P-400
Maker: Rolls Royce
Cryogenic Swing Check Valves Lifting capacity: SWL 2.5 tons
Cable lifter model: BFMC41.114
Lifting speed at SWL: 8m/min
Maker: SNRI No. of sets: 2
Lifting height: 53m
No. of sets: 18 BHL: 408 tons
No. of sets: 4
Cryogenic Gate Valves Mooring Winch
Capstan
Maker: SNRI Mooring drum model: WMC41032
Maker: Shin Myung Tech Co. Ltd
No. of sets: 4 No. of sets: 6
No. of sets: 4
Cryogenic SDNR Valves BHL: 100 tons
Model: SM CAP-20H-02
Mooring drum model: WMC41030
Maker: SNRI Type: Hydraulic motor driven
No. of sets: 2
No. of sets: 2 Winding load: 2 ton
BHL: 100 tons
Cargo Valve Remote Control and ESD System Winding speed: 25m/min
Hydraulic pump model: 4 PV GS 1300-46
Working pressure: 35 bar
Maker: Nakakita Seisakusho Co. Ltd Working pressure: 50 bar at 137kW
Vane pump types: NTIKK, FCK5(main),
Remote Monitoring System
NIKK, FCK5(topping)
No. of sets: 2 for main, 1 for topping Maker: Rolls Royce
Capacity: 122 litres/min at 130 bar at 1,200 rpm (main) Type: DTL-NT
24.5 litres/min at 130 bar at 1,200 rpm (topping) No. of sets: 1
Motors: Main, 37kW, topping up 7.5kW
Pump cut in: 110 bar
Pump cut out: 130 bar


Illustration 1.1.3a General Arrangement
Generator Engine Main Lubricating Oil

Lubricating Oil Settling Tank
Storage Tank
Main Lubricating Oil
Storage Tank
Cargo Compass Deck
Generator Engine Machinery
Electric Navigation Deck
Gas Oil Service Tank Room
Workshop G Deck
and Store F Deck
Domestic Fresh Forward Fuel E Deck
Water Tank Oil Tank D Deck
(Port and Starboard) (Port and Starboard)
C Deck
Chain Locker B Deck
Domestic Fresh
Water Tank Passageway A Deck
(Port and Starboard)
Upper Deck
Store 2nd Deck
Bosun's Store Passageway
Steering
Gear Room Workshop Enclosed
Void Space Cargo Tank
After Peak 3rd Deck
Water Ballast Tank No.8 Water No.7 Water No.6 Water No.5 Water No.4 Water No.3 Water No.2 Water
Engine Room Purifier DLWL
Ballast Tank Ballast Tank Ballast Tank Ballast Tank Ballast Tank Ballast Tank Ballast Tank No.1 Water
4th Deck Room
Ballast Tank
No.3 Cross No.2 Cross No.1 Cross
Cooling
Water Ballast Water Ballast Water Ballast Side Water
Water Tank Top
Tank Tank Tank Ballast Tank
Tank
Fore Peak Tank Cross Water

Bow Thruster Ballast Tank Pipe Passage
Stern Tube Lubricating Oil Main Lubricating Oil Gas Oil Low After Fuel and Emergency
Sump Tank (Starboard) Sump Tank Storage Sulphur Oil Tank Fire Pump Room Midship Section
Tank Tank
Heavy Fuel
Oil Settling Tank
(Port and Starboard)
2nd Deck Plan Double Bottom Plan Top of Side Tank (22.85m Above Base Line)
Under Deck Passageway
Bilge
Well
Low Sea
Chest
Bilge
Well Echo
Steering Void Bow
Gear Room Sounder No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank Thruster
and
Emergency
Low Sea Fire Pump
Rope Chest Room
Space Principal Dimensions
High Sea Bilge Overall Length 288.75m

Chests Well
Length Between Perpendiculars 274.00m
Breadth (Moulded) 48.00m
Depth (Moulded) 26.5m
Draught (Design) Moulded 11.15m
Draught (Scantling) Moulded 12.328m
9.35m above Base Line 14.75m above Base Line


Illustration 1.1.3b Cargo Machinery Room Layout
LOWER FLAT DECK PLAN UPPER FLAT DECK PLAN
Chemical Dosage Tank Low Duty Heater

Solenoid Valve Cabinet
Fresh Water
Cooling Pumps
Mist Separator
Fresh Water
No.2 Low Duty Expansion Tank
Compressor Motor
Deaeration
Tank
2
No.1 Low Duty

1
Compressor Motor
Removal 1 Removal
Space No.2 High Duty Space
Compressor Motor
No.1 High Duty

Compressor Motor Removal Removal
Space Space
Gas Vent Drain Tank Forcing Vaporiser Fresh Water Coolers High Duty Heater LNG Vaporiser
Gas Vent Bilge Tank Drain Cooler
Compressor Room Motor Room Compressor Room Motor Room


Illustration 1.1.4a Tank Location Plan Main LO
Storage
Tank
Generator Engine
Gas Oil Service Tank
Domestic Fresh Water

Tank (P & S)
Distilled Water
Tank (P & S) Cargo Tank
2nd Deck
FO No.2 Side Forward FO
Gen. Engine Main LO Bunker Tanks
LO Storage Settling Bunker WBT (P & S)
Aft Peak 3rd Deck Tank Tank Tanks (P & S)
WB Tank (P & S) No.8 Side No.6 Side No.4 Side Fore
WBT (P & S) WBT (P & S) WBT (P & S) Peak DLWL
4th Deck Tank
No.1
WBT (C) Side Cross WB Tank Side
Tank Top WB WB
Tank Tank
Main LO
Sump Tank HFO HFO No.3 Cross No.7 Side No.2 Cross No.5 Side No.1 Cross No.3 Side
Stern Tube Bilge Holding Oily Bilge Overflow Tank Settling Tank WBT WBT (P & S) WBT WBT (P & S) WBT WBT (P & S)
Cooling Water Tank Tank (Port) (P & S) Midship Section
Tank Stern Tube LO Gas Oil Storage Low Sulphur
Sump Tank Tanks (P & S) Tank (P & S)
(Starboard)
2nd Deck Plan Double Bottom Plan Top of Side Tank (22.85m above Base Line)
Domestic Fresh Water
Distilled Water Tank (Port)
Tank (Port)
No.7 Side WB No.5 Side WB No.3 Side WB

Tank (P & S) Tank (P & S) Tank (P & S)
Oily Bilge
Tank Main LO
Sump Tank Principal Dimensions
Forward
No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank FO Fore Peak
Tank (P & S) Tank Overall Length 288.75m
No.1 WB Length Between Perpendiculars 274.00m
No.3 No.2 No.1 Tank (C)
Breadth (Moulded) 48.00m
Cross Cross Cross
WBT WBT WBT Depth (Moulded) 26.50m
Bilge Holding
Tank Draught (Design) Moulded 11.15m
Draught (Scantling) Moulded 12.328m
Distilled Water
Tank (Starboard)
HFO Settling No.8 Side WB No.7 Side WB No.6 Side WB No.5 Side WB No.4 Side WB No.3 Side WB No.2 Side WB
Domestic Fresh Water Tank (P & S) Tank (P & S) Tank (P & S) Tank (P & S) Tank (P & S) Tank (P & S) Tank (P & S) Tank (P & S) 14.75m above Base Line
Tank (Starboard) Aft Fuel Oil
Tank (P & S) 9.35m above Base Line
4th Deck 2nd Deck 3rd Deck
Inert Gas Generator Low Sulphur

HFO Gas Oil Service Tank (Port)
Overflow Tank Tank (Port) Gas Oil Storage
(Port) Tank (Port)
Main LO Gas Oil Low Sulphur

Storage Storage Tank Tank (Starboard)
Tank (Starboard)
Main LO Generator Engine
Settling Gas Oil Service
Tank Tank (Starboard)


1.1.4 Tank Capacity Tables 1
CARGO TANKS FRESH WATER TANKS (Specific Gravity = 1.000)
( 100% Full, ( 98.5% Full,-163ºC) Centres of Gravity Centres of Gravity

( 100% Full, +20ºC) Capacity
-163ºC) L.C.G. V.C.G. Between L.C.G. V.C.G.
Compartment Compartment
Including Dome Excluding Dome Excluding Dome Excluding Dome Sounding From Midship Above B.L. Frames From Midship Above B.L.
M3 M3 M3 M3 M (M) (M) M3 Tonnes (M) (M)
No.1 Cargo Tank 34,671.9 34,628.6 34,290.765 33776.404 37.349 81.200 22.885 Domestic FW Tank (Starboard) 17 - 25 289.2 289.2 -122.216 20.362
No.2 Cargo Tank 34,671.9 34,628.6 34,299.926 33785.427 37.346 36.200 22.885 Domestic FW Tank (Port) 17 - 25 289.2 289.2 -122.216 20.362
No.3 Cargo Tank 34,671.9 34,628.6 34,307.559 33792.946 37.367 -8.800 22.885 Distilled Water Tank (Starboard) 9 - 17 231.5 231.5 -127.772 20.399
No.4 Cargo Tank 34,671.9 34,628.6 34,281.634 33767.409 37.355 -53.800 22.885 Distilled Water Tank (Port) 9 - 17 231.5 231.5 -127.772 20.399
Total 138,687.6 138,514.4 137,179.884 135122.186 Total 1041.4 1041.4
FUEL OIL TANKS (Specific Gravity = 0.990) OTHER TANKS (Specific Gravity = 1.000)
Capacity Centres of Gravity Centres of Gravity

Capacity
Compartment Between 100% Full 95% Full L.C.G. V.C.G. Compartment Between L.C.G. V.C.G.
Frames From Midship Above B.L. Frames From Midship Above B.L.
M3 Tonnes
M3 M3 Tonnes (M) (M) (M) (M)
Aft Fuel Oil Tank (Starboard) 77 - 82 1253.3 1190.6 1178.7 -70.282 16.108 Heavy Fuel Oil Overflow Tank (Port) 69 - 77 122.7 122.7 -81.035 12.242
Aft Fuel Oil Tank (Port) 77 - 82 1253.3 1190.6 1178.7 -70.282 16.108 Bilge Holding Tank (Centre) 25 - 36 150.3 150.3 -114.119 1.871
Forward Fuel Oil Tank (Starboard) 115 - 131 974.1 925.4 916.2 109.310 18.999 Oily Bilge Tank (Centre) 36 - 39 53.6 53.6 -109.476 2.846
Forward Fuel Oil Tank (Port) 115 - 131 968.4 920.0 910.8 109.341 19.000 Stern Tube Cooling Tank (Centre) 10 - 25 220.5 220.5 -122.632 4.862
Heavy Fuel Oil Settling Tank (Starboard) 77 - 80 479.1 455.1 450.6 -74.943 16.108 Total 547.1 547.1
Heavy Fuel Oil Settling Tank (Port) 77 - 80 479.1 455.1 450.6 -74.943 16.108
Low Sulphur Tank (Starboard) 69 - 77 256.2 243.4 241.0 -80.526 18.806
Low Sulphur Tank (Port) 69 - 77 256.2 243.4 241.0 -80.526 18.806
Total 5919.7 5623.6 5567.5


1.1.4 Tank Capacity Tables 2
WATER BALLAST TANKS (Specific Gravity = 1.025) GAS OIL TANKS (Specific Gravity = 0.850)
Capacity Centres of Gravity Capacity Centres of Gravity

Between L.C.G. V.C.G. L.C.G. V.C.G.
Compartment Compartment Between 100% Full 95% Full
Frame From Midship Above B.L. From Midship Above B.L.
M3 Tonnes Frames
(M) (M) M3 M3 Tonnes (M) (M)
Fore Peak Tank (Centre) 139 - F.E. 1978.6 2028.1 130.157 12.184 Gas Oil Storage Tank (Starboard) 69 - 73 91.9 87.3 74.2 -82.700 18.807
No.1 Side Tank (Centre) 115 - 131 2879.9 2951.9 109.495 8.342 Gas Oil Storage Tank (Port) 69 - 73 91.9 87.3 74.2 -82.700 18.807
Generator Engines
No.2 Side Tank (Starboard) 108 - 115 2343.9 2402.5 86.265 10.860 73 - 77 49.1 46.6 39.7 -79.500 24.714
Gas Oil Storage Tank (Starboard)
Inert Gas Generator
No.2 Side Tank (Port) 108 - 115 2343.9 2402.5 86.265 10.860 Gas Oil Storage Tank (Port) 73 - 77 99.2 93.3 79.3 -81.009 24.714
No.3 Side Tank (Starboard) 104 - 108 4234.5 4340.4 58.513 13.751 Total 331.1 314.5 267.4
No.3 Side Tank (Port) 104 - 108 4234.5 4340.4 58.513 13.751
No.4 Side Tank (Starboard) 99 - 104 2749.2 2817.9 36.128 8.003

LUBRICATING OIL TANKS (Specific Gravity = 0.900)
No.4 Side Tank (Port) 99 - 104 2749.2 2817.9 36.128 8.003
Capacity Centres of Gravity
No.5 Side Tank (Starboard) 95 - 99 4514.4 4627.2 13.699 13.079 Compartment Between 100% Full 95% Full L.C.G. V.C.G.
Frames From Midship Above B.L.
M3 M3 Tonnes (M) (M)
No.5 Side Tank (Port) 95 - 99 4514.4 4627.2 13.699 13.079
Main Engine LO Sump Tank (Centre) 40 - 45 69.5 66.0 59.4 -105.536 2.746
No.6 Side Tank (Starboard) 90 - 95 2773.1 2842.4 -8.795 7.954
Main Engine LO Storage Tank (Starboard) 63 - 71 98.4 93.5 84.1 -85.900 24.713
No.6 Side Tank (Port) 90 - 95 2773.1 2842.4 -8.795 7.954
Main Engine LO Settling Tank (Starboard) 55 - 63 98.5 93.5 84.2 -92.301 24.715
Main Engine LO Gravity Tank (Port) 44 - 50 30.4 28.9 26.0 -101.900 16.556
No.7 Side Tank (Port) 86 - 90 3959.0 4058.0 -31.254 11.694
Generator Engine LO Storage Tank (Starboard) 50 - 53 20.4 19.4 17.5 -98.292 24.706
Generator Engine LO Settling Tank (Starboard) 50 - 53 16.0 15.2 13.7 -98.300 24.737
No.8 Side Tank (Port) 82 - 86 1926.6 1974.7 -50.948 8.754
Generator Turbine LO Storage Tank (Starboard) 50 - 53 16.3 15.5 13.9 -98.300 24.768
No.1 Cross Tank (Centre) 105 - 107 2033.1 2083.9 -58.698 5.979
Generator Turbine LO Settling Tank (Starboard) 50 - 53 16.5 15.7 14.1 -98.300 24.799
No.2 Cross Tank (Centre) 96 - 98 2042.7 2093.8 13.700 5.979
Stern Tube LO Sump Tank (Starboard) 29 - 32 7.9 7.5 6.7 -114.983 2.304
No.3 Cross Tank (Centre) 87 - 89 2033.1 2083.9 -31.302 5.979
Total 373.9 355.3 319.6
Aft Peak Tank (Centre) A.E. - 25 3504.5 3592.1 -128.484 14.479
Total 59,473.3 60,959.9

1.2 Rules and Regulations

1.2 RULES AND REGULATIONS Gas Carriers built between 1976 and 1986 (the GC code) ‘Liquefied gas’ is changed from the codes definition of ‘a product having
The regulations covering gas carriers built after 1976 but before 1st July 1986 a vapour pressure of 2.8 bar abs at 37.8°C’ to the proposed definition of ‘a
Since the introduction of liquefied gas carriers into the shipping field, it was is the ‘Code for the Construction and Equipment of Ships Carrying Liquefied product having a vapour pressure of 1.76 bar abs at 37.8°C’. This is a change
recognised that there was a need for an international code for the carriage Gases in Bulk’ known as the Gas Carrier Code or GC Code and adopted under in the definition from a Reid vapour pressure of 40 psi abs. to 25 psi abs. The
of liquefied gases in bulk. assembly resolution A328 (IX). change in the Reid vapour pressure includes the ‘certain other substances’
referred to in para. 1.2 of the Code, but does not include any product in IMO’s
At the beginning of the 1970’s, the Marine Safety Committee (MSC) of the Since 1975 the MSC has approved four sets of amendments to the GC Code, Chemical Code except ethylene, which is presently listed in the Code and the
International Maritime Organisation (IMO), known then as the International the latest in June 1993. Chemical Code. The change in the Reid vapour pressure was proposed by the
Consultative Maritime Organisation (IMCO), started work on a gas carrier U.S. delegation to the IMO but the change was not adopted, although there was
code with the participation of the major country delegations representing gas apparently no objection to it. The change, however, does not effect the list of
carrier owners, the International Association of Classification Societies, the Gas Carriers built before 1977 (the Existing Ship Code) regulated cargoes.
United States Coast Guard and several other international associations. The regulations covering gas carriers built before 1977 are contained in the
‘Code for Existing Ships Carrying Liquefied Gases in Bulk’ first advertised The rate of air change between the air lock door is not specified in the Code
The result of this work was the ‘Code for the Construction and Equipment of under assembly resolution A 329 (IX). Its content is similar to the GC code, (para 3.6.1) but is proposed at 12 changes per hour.
Ships Carrying Liquefied Gases in Bulk’ introduced under assembly resolution though less extensive.
A328 (IX) in November 1975. Chapter 4 of the Code includes a provision for the evaluation of the insulation
The existing ship code was completed in 1976 and remains as an IMO and hull steel assuming, for the purpose of design calculations, that the cargo
This was the first code developed by IMO having direct applicability to recommendation for all gas carriers in this fleet of ships. tanks are at the design temperature and the ambient outside air and sea design
gas carriers. temperatures as follows:
The IGC code requires that a certificate (International Certificate of Fitness
The intention was to provide ‘a standard for the safe bulk carriage of for the Carriage of Liquefied Gases in Bulk) must be issued to all new gas General Worldwide
liquefied gases (and certain other substances) by sea by prescribing design carriers. The certificate should comply to a pro-forma, as set out in ‘Model
and constructional features of ships and their equipment, so as to minimise Form’ attached as an appendix to the code and should be available on board Still air: +5°C (41°F)
risks to ships, their crew and the environment’. all new gas carriers.
Sea water: 0°C (32°F)
The GC code has been adopted by most countries interested by the transport The basic philosophy behind the code is summarised in the International Code
of liquefied gases by sea, as well as all classification societies, and is now Chapter 4 also provides that each administration may set higher or
for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk
part of SOLAS. lower ambient design temperatures. This document proposed the following
which is readily available on board in the ship’s library.
temperatures:
The USCG have added some extra requirements to the GC code for ships
trading in the USA’s waters. Preamble
Any Waters in the World, Except Alaskan Waters
The applicability of the code is as follows : Most of the provisions in the IMO code are covered by the Classification Air (at 5 knots): -18°C (0°F)
Society’s rules and regulations, however, attention must be drawn to the fact Still sea water: 0°C (32°F)
Gas carriers built after June 1986 (the IGC code). that it contains requirements that are not within the scope of classification
as defined in the society’s rules, for example, chapter II Ship Survival
The code which applies to new gas carriers (built after June 1986) is the Capability, chapter XIV Personnel Protection and chapter XVII Operating Alaskan Waters
'International Code for the Construction and Equipment of Ships carrying Requirements.
Liquefied Gases in Bulk' known as the IGC code. Air (at 5 knots): -29°C (–20°F)
However, where the societies are authorised to issue the International Still sea water: - 2°C (28°F)
At a meeting of the MSC in 1983 approving the second set of amendments Certificate of fitness, these requirements, together with any amendments or
to SOLAS, the requirements of the IGC Code become mandatory with almost interpretations adopted by the appropriate national authority, will be applied
immediate effect. where applicable.
Since the IMO recommendations defer some matters to the discretion of

each administration, and in other matters are not specific enough for Coast
Guard regulatory purpose, several major changes have been introduced from
the code in the proposed Coast Guard rules. These changes are discussed in
the following paragraphs.
Issue:1 Section 1.2 - Page 1 of 2


The proposed regulations specify enhanced grades of steel for crack arresting a) Maritime Rules and Regulations of Korea, Indonesia, Malaysia, n) SOLAS 1994 Chapter V, Emergency Towing Arrangements for
purposes in the deck stringer, sheer strake and bilge strake. The minimum Oman and Qatar for entry into those ports. Tankers.
acceptable grade for the deck stringer and the sheer strake is Grade E or an
equivalent steel that is specially approved by the Commandant (G-MMT). The b) International Convention on Loadlines, 1966, amendments o) SOLAS Draft Resolution II-1/14-1, corrosion prevention of
minimum acceptable grades for the bilge strake are Grade D, or Grade E or an 1971,1975, 1979 and 1983 and Protocol of 1988 as amended by dedicated ballast tanks.
equivalent steel that is specially approved by the Commandant (G-MMT). Resolution A513(XIII) / A514(XIII).
p) OCIMF Recommendations on Equipment for the Towing of
The Code allows pressure and temperature control of cargoes by venting cargo c) International Convention for the Safety of Life at Sea, 1974 with Disabled Tankers, September 1981.
vapours to the atmosphere when the vessel is at sea and in port if accepted Protocol of 1978 and Amendments of 1981, 1983, 1989, 1990,
by receiving administration. It is proposed to prohibit normal venting of cargo 1991, 1992 and 1994 and 1998. GMDSS amendments including q) OCIMF Standardisation of Manifold for Refrigerated Liquefied
into the atmosphere in many ports. International Code for the Construction and Equipment of Ships Gas Carriers (LNG).
Carrying Liquefied Gases in Bulk (IGC-code) (herein called
The Code requires the cargo system to be designed to withstand the full ‘SOLAS’). r) OCIMF Guidelines and Recommendations for the Safe
vapour pressure of the cargo under conditions of the upper ambient design Mooring of Large Ship’s at Piers and Sea Islands (except special
temperature, or have other means to maintain the cargo tank pressure below d) International Convention for the Prevention of Pollution from conditions of the intended terminal).
the maximum allowable relief valve setting (MARVS) of the tank. These Ships, 1973 (Annex I, IV &V), as modified by the Protocol
regulations propose that when the cargo carried is a liquefied gas, the 1978 relating thereto (herein called ‘MARPOL 73/78’) and s) OCIMF Ship to Ship Transfer Guide (Liquefied Gases).
cargo tank pressure must be maintained below the design vapour pressure amendment 1987, 1989, 1991 and 1992.
indefinitely, the pressure on the LNG tank would be maintained below the t) SIGTTO Recommendations for Emergency Shut Down
design pressure for a period of not less than 21 days. Cargo tank pressure e) Convention on the International Regulations for Preventing Systems.
may be maintained below the design pressure by several methods including Collisions at Sea, 1972 with Amendments of 1981, 1987 and
refrigeration systems, burning boil-off in waste heat or catalytic furnaces, 1989 as amended by resolution A493(XII) and A494(XII). u) SIGTTO Recommendations for the Installation of Cargo
using boil-off as fuel, or a combination of these methods. Using the boil-off as Strainers.
a fuel for propulsion is limited to a vessel carrying LNG. f) International Convention on Tonnage Measurement of
Ships, 1969, as amended by IMO Resolution A493(XII) and v) IMO Resolution A708(17) Navigation Bridge Visibility and
The proposed regulations also include the following: A494(XII). Function.
1. Transfer requirements for vinyl chloride. g) International Telecommunication Union (ITU) Radio Regulation w) International Electro-technical Commission (IEC).
A343 with annex and revisions (1983 and 1987).
2. Loading requirements for methyl acetylene propadiene mixture. x) IMO Publication No.978 Performance Standards for
h) IMO Resolution A468(IX) Recommendation on method of Navigational Equipment (1988 edition).
3. Additional operating requirements. measuring noise levels at listening posts.
y) ISO 8309-1991 Refrigeration Light Hydrocarbon Fluids.
4. Requirements for inspection or re-inspection of US flag vessels at intervals i) IMO Resolution A468(XII) Code on Noise Levels Onboard Measurement of liquid levels in tanks containing liquefied
that are the same as for vessels inspected under Sub-chapter D. Inspection Ships. gases electric capacitance gauges.
for certification would be required every 2 years and re-inspection would be
required between the 10th and 14th month following the issue of a Certificate j) USGG for foreign flag vessels operating in the navigable waters z) IMO Resolution A601(15) Provision and display of manoeuvring
of Inspection. of the United States except Alaskan waters (CFR Title 33- information on board ships.
Navigation and Navigable Waters, Part 155, 156, 159 and 164
5. Requirements for the initial and periodic inspections and tests of the and CFR Title 46-Shipping, Part 154) and Public Law 95-474,
cargo containment system, cargo and process piping, and hull heating and 1978 ‘Port and Tanker Safety Act 1979’.
cold spots.
k) ISO draft proposal No.6954 ‘Guidelines for Overall Evaluation
The proposed Coast Guard regulations and the Classification Society’s rules of Vibration in Merchant Ships, 1984’.
have cross references showing the corresponding IMO code numbers to allow
identification of the required paragraph. l) ILO convention concerning crew accommodation on board
ships, No.92 and 133.
The latest version of the following regulations and recommendations
incorporating all subsequent additions and amendments currently in force, or m) ILO Guide to Safety and Health in Dock Work, 1977 and
agreed between the owner and the builder, but awaiting ratification, enactment 1979.
or implementation at the time of signing of the contract shall be applied.

1.3 Cargo System Technology
1.3.1 Cargo Containment System Principle
1.3.2 Cargo Containment
1.3.3 Failure of Containment
1.3.4 Hold Spaces
Illustrations
1.3.2a Construction of Containment System - Equatorial Ring and Wedge Space
1.3.2b Construction of Containment System - Rupture Discs
1.3.2c Construction of Containment System - Dome and Tank Access
1.3.2d Construction of Containment System - Insulation
1.3.2e Construction of Containment System - Piping Insulation
1.3.4a Hold Spaces and Ventilation
1.3.4b Corrosion and Relative Humidity


Illustration 1.3.2a Construction of Containment System - Equatorial Ring and Wedge Space
Tank Dome
Rubber Seal
Dome Shell
Hold Upper Hemisphere
Space
Equatorial
Forged Ring
Weld
Wedge
Space
Skirt Wedge Space
Dome Shell
Skirt
Lower Hemisphere
Insulation
Pipe Passage
Issue:1 Section 1.3.1/1.3.2 - Page 1 of 7


1.3 CARGO SYSTEM TECHNOLOGY The insulation has a thickness of 250mm with aluminium foil on the outside Cargo Operations
surface. This means that the boil-off rate is less than 0.15% of cargo weight
per day. Before any cargo operation is started, the pipelines and equipment must be
1.3.1 CARGO CONTAINMENT SYSTEM PRINCIPLE
cooled to avoid thermal shock and to reduce the rate of boil-off generated at
The cargo containment system consists of four insulated independent spherical the start of the operation.
Leak Detection
cargo tanks encased within hold spaces and situated in-line from forward to
aft within the hull. The containment tank system is patented by the builders, The cargo is loaded and discharged through the same manifold, located
The construction of gas carriers is currently governed by Volume III of the
Moss Rosenberg Verft. between No.2 and 3 cargo tanks. The pressures are equalised between all
SOLAS International Code for the Construction and Equipment of Ships
the cargo tanks by an interconnecting forward and aft vapour header. This
Carrying Liquefied Gases in Bulk; usually referred to as ‘The Gas Code’.
The containment system serves two purposes: header is connected to the shore vapour lines via vapour crossover lines
when loading or unloading.
To contain LNG cargo at cryogenic temperatures (-160°C). The basis of the ‘Type B’ philosophy is the ‘leak before failure’ concept. This
presumes that the primary barrier will fail progressively, not suddenly and
To insulate the cargo from the hull structure. When the ship is on loaded and ballast voyages, the boil-off gas is normally
catastrophically. In order to meet these requirements certain conditions have
utilised as fuel for the boilers.
to be met, these include:
The materials used for the hull structure are designed to withstand varying
degrees of temperature. At temperatures below their specified limits, these The cargo handling operations are controlled from the Cargo Control Room
1. Stress levels, fatigue life and crack propagation characteristics of
steels will crystallise and become brittle. The materials used for the containment (CCR), located on G Deck. This control centre contains the DCS system
the tanks must be determined using finite element model tests
system are required to reduce the heat transfer from the hull structure to control stations providing monitoring and control for the cargo storage and
and refined analysis methods.
minimise the boil-off gas from the cargo, as well as to protect the hull handling system.
structure from the effects of cryogenic temperature. 2. A partial ‘secondary barrier’ must be fitted which must be capable
of containing any envisioned leakage from the ‘primary barrier’ Cargo Equipment
1.3.2 CARGO CONTAINMENT (the tank plating itself) for a period of 15 days and must prevent
the temperature of the ship’s structure falling to an unsafe level. The LNG compressor room, situated on the starboard side of the main deck
The four tanks carry LNG at cryogenic temperatures and at a pressure close to The failure of the primary barrier must not cause the failure of between No.3 and 4 cargo tanks contains the following major items of
atmospheric pressure. There is no secondary barrier as the tanks, primarily due the secondary barrier and vice versa. equipment:
to their spherical construction, have a high degree of safety against fracture
or failure. The tanks are heavily insulated with approximately 250mm of 3. A ‘spray shield’ must be provided to deflect any leakage down The two Low Duty (LD) gas compressors are used to:
polystyrene foam to reduce natural boil-off to a minimum. into the secondary barrier and away from the hull structure.
• Send boil-off gas to the ship’s boilers
Each tank is covered by a spherical steel tank cover which is mainly for tank In the exceptional case of a crack occurring in the tank aluminium material, a
The two High Duty (HD) gas compressors are used to:
and insulation protection. The cover also permits control of the hold space small leakage of LNG within the insulation will be detected at an early stage
atmosphere. The lower edge of each cover is welded to the deck, forming a by the gas detection system fitted at the equatorial ring area and at the drip • Return LNG vapour ashore during loading operations
watertight seal. A flexible rubber seal is used at the point where the tank dome pan. The drip pan, installed directly below each cargo tank, is fitted with • Return gas/vapour ashore during gassing-up and initial
protrudes out from the cover. The tanks are each supported by a metal skirt temperature sensors to detect the presence of LNG. cooldown operations
from the equatorial ring, which transmits the weight of the tank and the cargo
to the lower hull. The skirt is stiffened in the upper part by horizontal rings and The spray shield is formed by the aluminium foil surface of the tank • Circulate heated cargo vapour through the cargo tank system
the lower part by vertical corrugated stiffeners. insulation. The foil protects the insulation and directs any leakage away. Any during warm-up operations.
LNG liquid leakage drains by gravity from between the tank plating and the • Return heated cargo vapour to tank for emergency discharge.
A special casting joint is fitted between the skirt and the tank’s equatorial ring insulation to the drip pan via a drain tube at the bottom. The drain at the
to provide the necessary strength at this point and to reduce heat conduction bottom of the insulation space is sealed in normal service by a bursting disc The two steam heated horizontal shell and tube type gas heaters, used to:
into the tank and a corresponding conduction of low temperature to the which is designed to fail at cryogenic temperatures.
skirt and hull.
Liquid flow from the northern hemisphere collects in the drain channel which • Supply warm gas to the boilers for burning and to supply gas
is formed by the upper skirt ring stiffener and is directed to the leakage pipes to the cargo tanks during warm-up operations prior to inerting,
The tanks contain a central pipe tower, fitted in the domes for the purpose of
located forward, aft, port and starboard of the tank. These pipes direct the aeration and entry.
access into the tank and for the support of pipes and cables running to and
liquid on to the hold space deck and then to the drip pan. These areas are all The two LNG steam heated horizontal shell and tube vaporisers, used to:
from the cargo pumps, spray pump, discharge and filling lines, CTS (Custody
Transfer System) radar level gauge, Whessoe float gauge system, spray lines protected with stainless steel sheet covers. • Produce gas to purge the inert gas from the cargo tanks prior to
and a gas sampling pipe. The tower is fitted with guides at the lower end to cooldown
restrict movement but allow for expansion.
Issue:1 Section 1.3.1/1.3.2 - Page 2 of 7


Illustration 1.3.2b Construction of Containment System - Rupture Disc
Line Pressure 3.00 bar

To Cargo Tanks No.3, No.2 & No.1
NG703
Rupture Disc Cross Section
NG409 NG408
NG411 Insulation
NG402
LNG Liquid Upper
NG403
Lower
NG401
NG412 NG410
Nitrogen
I Return Line to
P Hold Space
Differential Pressure 5mbar
NG407 NG406
NG704
NG705
From Nitrogen
Generator in
Skirt
Engine Room
AFT Rupture Disc Drip Pan FORWARD


• Produce gas to maintain tank pressure when unloading, if the Loaded Voyage All liquid valves, except those on spray lines, should be kept closed when the
shore return gas is not available transfer system is not in use. Under normal operational conditions, valves in
During normal operation, the boil-off gas from the tanks is compressed using use should be fully open. However, loading valves are partially closed when
• Produce gas to use in boilers if normal boil-off gas is not
the LD compressor and used as fuel for the boilers. The boil-off gas fuel supply topping-off and pump discharge valves are manually controlled from the DCS
sufficient
system is controlled so that the tank pressure is maintained at its predetermined screen by shutting in, until the pump amps stop fluctuating, to prevent overload
• Produce gas to pressure tank during emergency discharge value. Two methods are available to control the vapour pressure in the cargo or cavitation and to control the flow to the shore. Any cavitation is indicated
tank: by fluctuations in pump current and discharge pressure. The vapour line valves
In each cargo tank are two vertical, submerged, electric motor driven cargo at the tank domes are locked open under normal circumstances. The blank
pumps. When all eight cargo pumps are in simultaneous operation, a full cargo 1. Disposal of excess vapour via the boil-off gas system and flanges fitted to the manifolds must be kept in place at all times except when
can be unloaded in approximately 12 hours. subsequently the steam dump system (if required). connecting to either load or unload.
A vertical, submerged, electric motor driven spray pump is fitted in each 2. The venting of excessive vapour through the remotely operated Pipework expansion bellows and welded joints should be inspected regularly
tank, discharging to a spray header. Branches are led from the header to vent valve at vent mast of No.1. where possible and manifold flange joints are to be checked under nitrogen
spray nozzles inside each tank. Liquid is sprayed into the tanks on the ballast pressure with a soap solution prior to loading or unloading. Special care must
voyage, to maintain them at a temperature low enough to prevent excessive be taken to avoid LNG leaks, as the temperature of the liquid can cause steel
Unloading decks to fracture.
stress on each tank structure, especially the equatorial ring, during loading.
Normally, as the cargo pumps in each tank pump out the cargo, cargo vapour The presence of water or other contaminants in the cargo system can be
An Inert Gas (IG) plant is provided for inerting cargo tanks before and after is returned from the shore and the pressure is monitored to ensure that the
aeration and entry, and for inerting/drying the hold spaces if required. Dry air is eliminated by taking great care during refit and maintenance operations.
pressure in the cargo tanks remains within the acceptable range. In the event Inerting and purging procedures are to be strictly followed. Cargo manifold
also supplied from the plant for drying cargo tanks and hold spaces following of the shore terminal being unable to return vapour, make-up vapour must be
any inspections and maintenance. strainers are fitted at the unloading port to prevent the possibility of shore
generated by feeding LNG to the ship’s vaporiser. contamination. At the loading port, the ship is protected against contamination
Two nitrogen generators are located in the engine room on the port side of the by a strainer fitted in the shore liquid line in addition to the ship supply
A small amount of cargo is left in all the tanks (called the heel), with an manifold strainers fitted at each loading.
2nd deck, to provide nitrogen for the following purposes: extra reserve being left in tanks 3 and 4 for cooling the cargo tanks and for
• Cargo compressor gland sealing fuel during the ballast voyage. During the ballast voyage, the cargo tanks
are spray-cooled utilising the spray pumps and the extra cargo left on board
• Cargo tank wedge and insulation space inerting/purging
for this purpose.
• Cargo line purging
• Boiler gas line purging Operating Precautions
A Custody Transfer System (CTS) is provided to enable accurate cargo The LNG transfer system valves and pumps are normally operated from the
quantity measurement. The system includes the equipment to measure liquid CCR. The local valve controls are only used if the normal controls fail or
level, liquid and vapour temperatures and also the vapour pressure within each emergency conditions arise.
cargo tank. This data, together with the tank calibration data tables, is used
to perform cargo quantity calculations. A secondary float actuated mechanical All the cargo pumps will be started in sequence and operated simultaneously
system (the Whessoe system) is also provided. The calibration of all the CTS under bulk discharge conditions.
and tank equipment, is carried out by an independent firm of sworn measurers
who act jointly for buyers, sellers and customs. (Note: The ship must never start cargo pumps until asked to do so by the
shore terminal control room.)
There is an Emergency Shutdown System (ESDS) which is provided to protect
the cargo systems on the ship and on the shore during loading and unloading
operations. The system incorporates ship/shore links so that a shutdown may
be initiated either manually or automatically from the ship or from the shore.


Illustration 1.3.2c Construction of Containment System - Dome and Tank Access
Elevation
Key
150mm Pressure Control

1 Discharge Pipe 300mm 13 Line Connection
Discharge Pipe 300mm 80mm Safety Valve

2 14
Connection
3 Loading Pipe 400mm 15 300mm Safety Valve Connection
4 200mm Spray Pump 16 300mm Float Level Gauge Pipe Connection

Feed Through
5 Spray Bypass Pipe 50mm 17 Gas Sampling Connection
to bottom of the tank
6 Spray Inlet Pipe 25mm 18 Radar Beam Tank Level

Gauge Connection
13
4 7 Spray Inlet Pipe 32mm 19 300mm Safety Valve Connection
8 Spray Outlet Pipe 50mm 20 80mm Independent Hi Hi and Hi-Level Alarm

11 Gauge Connection
9 Vapour Outlet Pipe 400mm 21 Access Cover

15
11 10 Pressure Build Up 22 Safety Valve Release Line
Connection 200mm from Liquid Line
1
11 Cargo Pump Feed Through
21 200mm Safety Return

16 12 (No.2 and 3 Tanks only)
3 17
12
2 18
20
19
9
10
22
5
8
6 7 7
Plan


Illustration 1.3.2d Construction of Containment System - Insulation
Stainless Steel
Support Straps
Aluminium Foil
(Spray Shield)
Tank Wall
(Primary)
TANK HOLD SPACE
Incremental
Contraction Slot
Cold Side
Reinforcement
Spinning Weld
Crack
Barrier


Illustration 1.3.2e Construction of Containment System - Piping Insulation
SINGLE LAYER DOUBLE LAYER

1
10 2 2 10
3
3
4
3
9
9
9
8 8
Key
1. LNG Straight Pipe

2. Glass Cloth
3. Preformed PU Foam (Inner Layer) 3
4. Aluminum - Pet Foil (2nd Vapour Barrier)
5. Aluminum - Foil Tape 2
6. Preformed PU Foam (Outer Layer)
2 1 7
7. FRP Skin - Layer 5
9
8. FRP Lay - Up
9. PUR Injection Sealing
10. FRP Cover 2
3
6
9
7
9
7
9
9
8 8


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

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


Illustration 1.3.4a Hold Space and Ventilation
Tank Dome
Rubber Seal
IG401
Fresh Air
IG402
CARGO TANK 4
Skirt
Hold Space
Key
Air
Pipe Passage


1.3.4 HOLD SPACES Illustration 1.3.4b Corrosion and Relative Humidity
The areas between the water ballast tanks, the double bottom tanks, underneath
the cargo tank weather covers and the cargo tank are called hold spaces. This
space around the tank and inside the tank skirt area is kept as dry as possible.
The atmosphere in this space is controlled and monitored. It is especially
important that the hold spaces are monitored during cargo operations.
The pressure in the hold spaces over that of the cargo tanks should not rise over 120
0.05 bar. This value has been determined by the builders to avoid any possible
chance of the tank buckling when empty. There are two hold space relief valves
for each hold space which will open to atmosphere if this value is exceeded.
Before LNG is loaded into the tanks, the hold spaces should be thoroughly dry
to avoid any moisture penetration into the tank insulation.
100
The hold spaces must also be free of carbon dioxide as CO2 gas will solidify
at a temperature of -78.5ºC.
The operation to dry or inert the hold spaces is dealt with in section 6.2.2. There
is a hold space heating and drying system to dry out these spaces, thereby
removing moisture and preventing any dew forming. This also has the added 80
benefit of preventing corrosion. It can be seen from the graph in illustration
1.3.4b that if the relative humidity is kept below 50/60%, the corrosion rate is
RATE OF
kept extremely low.
CORROSION
The hold spaces are fitted with gas detection and leakage detection. These
systems indicate/alarm in the cargo control room, via the DCS system.
60
The hold spaces may be inerted, if required, using the inert gas connection (see
section 6.2.2).
40
20
0
0 20 40 60 80 100%
RELATIVE HUMIDITY

1.4 Hazardous Areas and Gas Dangerous Zones
Illustrations
1.4a Hazardous Areas and Gas Dangerous Zones


Illustration 1.4a Hazardous Areas and Gas Dangerous Zones
25m Radius 25m Radius 25m Radius 25m Radius
Motor Room
Not Regarded
as a Hazardous Area
3m Radius 3m Radius 3m Radius 3m Radius
Compass Deck
Navigation Deck
G Deck
F Deck
E Deck
D Deck
C Deck
Cargo
Machinery B Deck
Room
Passageway A Deck
Upper Deck
Store 2nd Deck Passageway
Steering Elec.
Gear Room Workshop Workshop
& Store
3rd Deck Cargo Tank
Engine Room DLWL
4th Deck Purifier Room
Tank Top Void Space
Pipe Passage
Midship Section
Steering
Gear Room No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank Bow
Engine Room Accommodation Thruster
Casing &
Emerg.
Pump
Rope Room
Space


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

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

PART 2: PROPERTIES OF LIQUID NATURAL GAS (LNG)
2.1 Properties of LNG
2.1.1 Physical Properties and Composition of LNG
Illustrations
2.1a Physical Properties of LNG
2.1b Composition of LNG from Major Export Terminals (Mol%)
2.1c Vapour Pressure Diagram of Liquid Cargoes
2.1d Relative Density of Methane and Air


2.1 PROPERTIES OF LNG The flammability range of methane in air (21% oxygen) is approximately 5.3
to 14% (by volume). To reduce this range the oxygen content is reduced to
below 2%, using inert gas from the inert gas generators, prior to loading after
2.1.1 PHYSICAL PROPERTIES AND COMPOSITION OF LNG
dry dock. In theory, an explosion cannot occur if the O2 content of the mixture
is below 13% regardless of the percentage of methane, but for practical safety
Natural gas is a mixture of hydrocarbons which, when liquefied, form a
reasons, purging is continued until the O2 content is below 2%. This safety
clear colourless and odourless liquid; this LNG is usually transported and
aspect is explained in detail later in this section.
stored at a temperature very close to its boiling point at atmospheric pressure
(approximately –160°C).
The boil-off vapour from LNG is lighter than air at vapour temperatures above
-110°C or higher depending on LNG composition, therefore when vapour is
The actual composition of Qatar, Oman, Indonesia or Malaysia LNG will
vented to atmosphere, the vapour will tend to rise above the vent outlet and
vary depending on its source and on the liquefaction process, but the
will be rapidly dispersed. When cold vapour is mixed with ambient air the
main constituent will always be methane; other constituents will be small
vapour-air mixture will appear as a readily visible white cloud due to the
percentages of heavier hydrocarbons, e.g. ethane, propane, butane, pentane,
condensation of the moisture in the air. It is normally safe to assume that the
and possibly a small percentage of nitrogen. A typical composition of LNG
flammable range of vapour-air mixture does not extend significantly beyond
is given in Table 2.1c, and the physical properties of the major constituent
the perimeter of the white cloud. The auto-ignition temperature of methane,
gases are given in Table 2.1b.
i.e. the lowest temperature to which the gas needs to be heated to cause
self-sustained combustion without ignition by a spark or flame, is 595°C.
For most engineering calculations (e.g. piping pressure losses) it can be
assumed that the physical properties of pure methane represent those of LNG.
However, for custody transfer purposes when accurate calculation of the
heating value and density is required, the specific properties based on actual
component analysis must be used.
Table 2.1b Composition of LNG From Major Export Terminals (Mol%)
During a normal sea voyage, heat is transferred to the LNG cargo through
the cargo tank insulation, causing part of the cargo to vaporise, i.e. boil-off.
Methane CH4 Ethane C2H4 Propane C3H8 Butane C4H10 Nitrogen N2 C5+ Density (kg/m3)
The composition of the LNG is changed by this boil-off because the lighter
components, having lower boiling points at atmospheric pressure, vaporise
Arzew 87.4 8.6 2.4 0.05 0.35 0.02 466
first. Therefore, the discharged LNG has a lower percentage content of
nitrogen and methane than the LNG as loaded, and a slightly higher percentage Bintulu 91.23 4.3 2.95 1.4 0.12 0 457
of ethane, propane and butane, due to methane and nitrogen boiling off in
preference to the heavier gases. Bonny 90.4 5.2 2.8 1.5 0.07 0.02 453
Table 2.1a Physical Properties of LNG Das Is 84.83 13.39 1.34 0.28 0.17 0 465
Methane CH4 Ethane C2H4 Propane C3H8 Butane C4H10 Pentane C5H12 Nitrogen N2
Badak 91.09 5.51 2.48 0.88 0.03 0 N/A
Molecular Weight 16.042 30.068 44.094 58.120 72.150 28.016 Arun 89.33 7.14 2.22 1.17 0.08 0.01 N/A
Boiling Point at 1 bar absolute (ºC) -161.5 -88.6 -42.5 -5 36.1 -196
Kenai 99.8 0.1 0 0.1 0.1 0 421
Liquid Density at Boiling Point (kg/m3) 426 544.1 580.7 601.8 610.2 808.6
Lumut 89.4 6.3 2.8 1.3 0.05 0.05 463
Vapour SG at 15ºC and 1 bar absolute 0.554 1.046 1.540 2.07 2.49 0.97
Marsa el Braga 70 15 10 3.5 0.9 0.6 531
Gas Volume/Liquid Ratio at
619 413 311 311 205 649
Boiling Point and 1 bar absolute
Point Fortin 96.2 3.26 0.42 0.07 0.008 0.01 433
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
Ras Laffan 90.1 6.47 2.27 0.6 0.25 0.03 457
Auto-ignition Temperature (ºC) 595 510 510/583 510/583
Skikda 91.5 5.64 1.5 0.5 0.85 0.01 451
Gross Heating Normal: 55559 51916 50367 49530 49069
Value at 15ºC (kJ/kg) Iso: 49404 48944
Withnell 89.02 7.33 2.56 1.03 0.06 0 460
Vaporisation Heat at Boiling Point (kJ/kg) 510.4 489.9 426.2 385.2 357.5 199.3
Issue: 1 Section 2.1.1 - Page 1 of 2


Variation of Boiling Point of Methane with Pressure
See figure 2.1c, vapour pressure diagram of liquid cargoes.
The boiling point of methane increases with pressure and this variation is
shown in the diagram for pure methane over the normal range of pressures on
board the vessel. The presence of the heavier components in LNG increases
the boiling point of the cargo for a given pressure.
The relationship between boiling point and pressure of LNG will approximately
follow a line parallel to that shown for 100% methane.
Illustration 2.1c Vapour Pressure Diagram of Liquid Cargoes

Illustration 2.1d Relative Density of Methane and Air
TEMPERATURE (OC)
-165 -160 -155 -150 -145 -140 -135 -130 -125 -120 -115 -110 -105 -100 -95 -90 -85 -80 -75 -70 -65 -60 -55 -50 -40 -30 -20 -10 0 25 50 75 100
60
50
40
+20
30 0
Lighter than air
20
- 20
P - 40
Methane Vapour
Temperature
Propane
2mol % Ethane
10
- 60
9
°C
8
7
- 80
Methane Ethylene Ethane Propylene Propane bar
6
5
-100
Butadrene N. Butane
1.3
4
-120
ata
3 Heavier than air
-140
2
-160
1
0.9
0.8 1.5 1.4 1.3 1.2 1.1 1.0 0.9 0.8 0.7 0.6 0.5
0.7
0.6
-165 -160 -155 -150 -145 -140 -135 -130 -125 -120 -115 -110 -105 -100 -95 -90 -85 -80 -75 -70 -65 -60 -55 -50 -40 -30 -20 -10 0 25 50 75 100 Density of Methane Vapour
TEMPERATURE (OC)
Ratio =
Density of Air
(Density of air assumed to be 1.27 kg/m3 at 15°C)

2.2 Characteristics of LNG
2.2.1 Flammability of Methane, Oxygen and Nitrogen Mixtures
2.2.2 Supplementary Characteristics
Illustrations
2.2.1a Flammability of Methane, Oxygen and Nitrogen Mixtures
2.2.2a Structural Steel: Ductile to Brittle Transition


2.2 CHARACTERISTICS OF LNG Using the Diagram measuring the increased temperature from this combustion. This type of
Assume that point Y on the oxygen-nitrogen axis is joined by a straight line analyser will not work with methane-nitrogen mixtures that do not contain
oxygen. For this reason, special portable instruments of the infrared type have
2.2.1 FLAMMABILITY OF METHANE, OXYGEN AND to point Z on the methane-nitrogen axis. If an oxygen-nitrogen mixture of
composition Y is mixed with a methane-nitrogen mixture of composition Z, been developed and are supplied to the ship for this purpose.
NITROGEN MIXTURES
the composition of the resulting mixture will, at all times, be represented by
The ship must be operated in such a way that a flammable mixture of methane point X, which will move from Y to Z as increasing quantities of mixture
and air is avoided at all times. The relationship between gas/air composition Z are added.
and flammability for all possible mixtures of methane, air and nitrogen is
shown on the diagram above. (Note: In this example point X, representing changing composition, passes
through the flammable zone EDF, that is, when the methane content of
The vertical axis A-B represents oxygen-nitrogen mixtures with no methane the mixture is between 5.5% at point M, and 9.0% at point N.)
present, ranging from 0% oxygen (100% nitrogen) at point A, to 21% oxygen Illustration 2.2.1a Flammability of Methane, Oxygen and Nitrogen Mixtures
(79% nitrogen) at point B. The latter point represents the composition of Applying this to the process of inerting a cargo tank prior to cooldown, assume
Area EDFE
atmospheric air. that the tank is initially full of air at point B. Nitrogen is added until the oxygen 21
B
flammable
content is reduced to 13% at point G. The addition of methane will cause the 20
E CAUTION
The horizontal axis A-C represents methane-nitrogen mixtures with no oxygen mixture composition to change along the line GDC which, it will be noted, 19
This diagram assumes complete mixing
which, in practice, may not occur.
present, ranging from 0% methane (100% nitrogen) at point A, to 100% does not pass through the flammable zone, but is tangential to it at point D. If 18
F
methane (0% nitrogen) at point C. the oxygen content is reduced further, before the addition of methane, to any
17
point between 0% and 13%, that is, between points A and G, the change in Y
16
Any single point on the diagram within the triangle ABC represents a mixture composition with the addition of methane will not pass through the flammable M
15
of all three components, methane, oxygen and nitrogen, each present in specific zone. N
Mixtures of air and methane
14 cannot be produced above
proportion of the total volume. The proportions of the three components G X line BEFC
represented by a single point can be read off the diagram. Theoretically, therefore, it is only necessary to add nitrogen to air when 13
D
inerting until the oxygen content is reduced to 13%. However, the oxygen 12
For example, at point D: content is reduced to 2% during inerting because, in practice, complete mixing %
11
of air and nitrogen may not occur. 10

Methane: 6.0% (read on axis A-C) O 9
x
Oxygen: 12.2% (read on axis A-B) When a tank full of methane gas is to be inerted with nitrogen prior to y 8
Nitrogen: 81.8% (remainder) aeration, a similar procedure is followed. Assume that nitrogen is added to the g 7
e
tank containing methane at point C until the methane content is reduced to n 6
The diagram consists of three major sectors: about 14% at point H. As air is added, the mixture composition will change 5
along line HDB, which, as before, is tangential at D to the flammable zone, 4 Area HDFC
1. The Flammable Zone Area EDF. Any mixture whose composition but does not pass through it. For the same reasons as when inerting from a 3
Capable of forming flammable
mixtures with air, but containing
is represented by a point which lies within this area is tank containing air, when inerting a tank full of methane it is necessary to go 2 too much methane to explode
flammable. well below the theoretical figure to a methane content of 5% because complete 1
mixing of methane and nitrogen may not occur in practice. Z C
A0 10 H 20 30 40 50 60 70 80 90 100
2. Area HDFC. Any mixture whose composition is represented
by a point which lies within this area is capable of forming a The procedures for avoiding flammable mixtures in cargo tanks and piping are Methane %
flammable mixture when mixed with air, but contains too much summarised as follows: Area ABEDH
Not capable of forming
methane to ignite. flammable mixture with air
1. Tanks and piping containing air are to be inerted with nitrogen
3. Area ABEDH. Any mixture whose composition is represented by before admitting methane until all sampling points indicate 5%
a point which lies within this area is not capable of forming a or less oxygen content.
flammable mixture when mixed with air. 2. Tanks and piping containing methane are to be inerted with
nitrogen before admitting air until all sampling points indicate
5% methane.
It should be noted that some portable instruments for measuring methane

content are based on oxidising the sample over a heated platinum wire and


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

is ignited. The heat from such a fire is a major problem. A
deflagrating (simple burning) is probably fatal to those within
the cloud and outside buildings but is not a major threat to
those beyond the cloud, though there will be burns from thermal
radiation.


Properties of Nitrogen and Inert Gas Hazards
WARNING
Nitrogen Due to the absence or to the very low content of oxygen, nitrogen is an
asphyxiant.
Nitrogen is used on board for the pressurisation of the cargo tank wedge
and insulation spaces, the purging of cargo pipe lines and heaters, boiler gas
At liquid state, its low temperature will damage living tissue and any spillage
lines and Whessoe gauges and for the sealing of the LNG compressors. It
of liquid nitrogen on the ship’s deck will result in failure (as for LNG).
is produced by the nitrogen generators whose principle is based on hollow
fibre membranes to separate air into nitrogen and oxygen (see section 4.7.2
- Nitrogen Generator). Inert Gas
Inert gas is used to reduce the oxygen content in the cargo system, tanks,
Physical Properties of Nitrogen piping, void spaces and compressors. This is in order to prevent an air/CH4
mixture prior to aeration post warm up, before refit or repairs and prior to the
Nitrogen is the most common gas in nature since it represents 79% in volume
gassing up operation post refit before cooling down.
of the atmospheric air.
Inert gas is produced on board using an inert gas generator supplied by
At room temperature, nitrogen is a colourless and odourless gas. Its density is
Hamworthy KSE, which produces inert gas at 13,500m3/h with a -45°C dew
near that of air, 1.25 kg/m3 under the standard conditions.
point burning low sulphur content gas oil. This plant can also produce dry air
at 13,500m3/h and -45°C dew point (see section 4.7.1 for more details).
When liquefied, the temperature is -196°C under atmospheric pressure, density
of 810 kg/m3 and a vaporisation heat of 199 kJ/kg.
The inert gas composition is as follows:
Oxygen: <0.5% in volume
Properties of Nitrogen
Carbon dioxide: ~14% in volume
Molecular weight: 28.016
Carbon monoxide: <100 ppm by volume
Boiling point at 1 bar absolute: –196°C
Sulphur oxides (SOx): <2 ppm by volume
Liquid SG at boiling point: 1.81
Nitrogen oxides (NOx): <65 ppm by volume
Vapour SG at 15°C and 1 bar absolute: 0.97
Nitrogen: Balance
Gas volume/liquid volume ratio at –196°C: 695
Dew point: < -45°C
Flammable limits: None
Soot: Complete absence
Dew point of 100% pure N2: Below –80°C
The inert gas is slightly denser than air: 1.35kg/m3 abt at 0°C.
Chemical Properties
WARNING
Nitrogen is considered as an inert gas; it is non-flammable and without Due to its low oxygen content, inert gas is an asphyxiant.
chemical affinity. However, at high temperatures, it can be combined with
other gases and metals.


Avoidance of Cold Shock to Metal
Structural steels suffer brittle fracture at low temperatures. Such failures can
be catastrophic because, in a brittle steel, little energy is required to propagate
a fracture once it has been initiated. Conversely, in a tough material, the
energy necessary to propagate a crack will be insufficient to sustain it when it
runs into sufficiently tough material.
Plain carbon structural steels have a brittle to ductile behaviour transition

which occurs generally in the range -50°C to +30°C. This, unfortunately,
precludes their use as LNG materials (carriage temperature -162°C). The effect
is usually monitored by measuring the energy absorbed in breaking a notched
bar and a transition curve, as shown in illustration 2.2.2a, is typical for plain
Illustration 2.2.2a Structural Steel: Ductile to Brittle Transition
carbon steels.
For this reason, materials which do not show such sharp transition from
ductile to brittle fracture as the temperature is lowered, have found obvious
application for use in cryogenic situations in general and particularly in
liquid methane carriers, for example, invar (36% nickel-iron alloy), austenitic Brittle Fracture transition Ductile
fracture range (mixed fracture fracture
stainless steel, 9% nickel steel and some aluminium alloys such as 5083
appearance)
alloy. All of these materials behave in a ductile manner at -162°C, so that
the chance of an unstable brittle fracture propagating, even if the materials
were overloaded, is negligible.
In order to avoid brittle fracture occurring, measures must be taken to ensure Notched For a typical mild steel:
bar test T1 might be -30;
that LNG and liquid nitrogen do not come into contact with the steel structure
energy T2 might be +15.
of the vessel. In addition, various equipment is provided to deal with any absorbed Although this depends
leakages which may occur. on composition, heat
treatment etc. the curve
The manifold areas are equipped with a stainless steel drip tray, which collects can shift to left or right.
any spillage and drains it overboard. The ship, in way of the manifolds, is
provided with a water curtain from the deck driving water main which is
supplied from the bilge ejector pump. The deck fire main must always be
available 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 and flanges.
Permanent drip trays are fitted underneath the items most likely to cause T1 T2
problems and portable drip trays are available for any other requirements.
During any type of cargo transfer, and particularly whilst loading and
discharging, constant patrolling must be conducted on deck to ensure that no
leakages have developed.
In the event of a spillage or leakage, water spray should be directed at the

spillage to disperse and evaporate the liquid and to protect the steelwork. The
leak must be stopped, suspending cargo operations if necessary. In the event of
a major leakage or spillage, the cargo operations must be stopped immediately,
the general alarm sounded and the emergency deck water spray system put into
operation (refer to section 8.11).

2.3 Health Hazards

REACTIVITY DATA METHANE
METHANE
AIR No reaction.
FORMULA CH4 THE MAIN HAZARD
U.N. NUMBER 1972/1971 FLAMMABLE.
WATER
FAMILY Hydrocarbon No reaction. Insoluble. May freeze to form ice or hydrates.
(Fresh/Salt)
APPEARANCE Colourless
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 DO NOT DELAY. Treat patient gently. Remove contaminated clothing. Immerse frostbitten area
ON SKIN in warm water until thawed (see Chapter 9). Obtain medical advice/assistance. NORMAL
CARRIAGE Fully refrigerated. GAUGING Closed, indirect.
CONDITIONS
VAPOUR Remove victim to fresh air. If breathing has stopped, or is weak/irregular, give mouth-to-mouth/nose SHIP TYPE 2G. VAPOUR
Flammable.
DETECTION
INHALED resuscitation.
SPILLAGE Stop the flow. Avoid contact with liquid or vapour. Flood with large amounts of water to disperse spill and
prevent brittle fracture. Inform Port Authorities of any major spill.
MATERIALS OF CONSTRUCTION
UNSUITABLE SUITABLE
PHYSICAL DATA Mild steel. Stainless steel, aluminium, 9 or 36% nickel steel, copper.
BOILING POINT RELATIVE

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

FLASH POINT -175°C (approx) FLAMMABLE LIMITS 5.3 -14% AUTO-IGNITION TEMPERATURE 595°C
HEALTH DATE
TVL 1000 ppm ODOUR THRESHOLD Odourless
EFFECT
OF Frostbite to skin or eyes. Not absorbed through skin.
LIQUID
EFFECT
Asphyxiation - headache, dizziness, drowsiness. Possible low temperature damage to lungs, skin. No
OF chronic effect known.
VAPOUR
Issue: 1 Section 2.3 - Page 1 of 2


FORMULA N2 NITROGEN
U.N. NUMBER 1977
FAMILY Noble Gas
APPEARANCE Colourless THE MAIN HAZARD
ODOUR Odourless FROSTBITE. NITROGEN
EMERGENCY PROCEDURES REACTIVITY DATA
FIRE Non-flammable. Cool area near cargo tanks with water spray in the event of fire near to them. AIR No reaction.
LIQUID DO NOT DELAY. Flood eye gently with clean sea/fresh water. Force eye open if necessary.
WATER
IN EYE Continue washing for 15 minutes. Seek medical advice/assistance. No reaction. Insoluble.
(Fresh/Salt)
LIQUID DO NOT DELAY. Handle patient gently. Remove contaminated clothing. Immerse frostbitten area OTHER
ON SKIN in warm water until thawed (see Chapter 9). Obtain medical advice/assistance. LIQUIDS/ No reactions.
GASES
VAPOUR Remove victim to fresh air. If breathing has stopped, or is weak/irregular, give mouth-to-mouth/nose
INHALED resuscitation.
Stop the flow. Avoid contact with liquid or vapour. Flood with large amounts of water to disperse spill and
SPILLAGE
prevent brittle fracture. Inform Port Authorities of any major spillage.
CONDITIONS OF CARRIAGE
NORMAL
GAUGING
PHYSICAL DATA CARRIAGE
CONDITIONS
Fully refrigerated. Closed, indirect.
SHIP TYPE VAPOUR

BOILING POINT 3G. Oxygen analyser required.
RELATIVE DETECTION
@ ATMOSPHERIC -195.8°C VAPOUR DENSITY 0.967
PRESSURE
VAPOUR 2 @ -190°C
MOLECULAR
PRESSURE 10 @ -170°C 28.01
bar (A)
WEIGHT
MATERIALS OF CONSTRUCTION
Liquid Vapour
ENTHALPY 7.33 @ -196°C 54.7 @ -195°C
SPECIFIC GRAVITY 0.9 (kcal/kg) 34.7 @ -150°C 52.0 @ -150°C UNSUITABLE SUITABLE
LATENT HEAT OF
COEFFICIENT OF 47.5 @ -196°C
0.005 @ -198°C VAPORISATION
CUBIC EXPANSION 17.3 @ -150°C Mild steel. Stainless steel, copper, aluminium.
(kcal/kg)
FIRE AND EXPLOSION DATA

SPECIAL REQUIREMENTS
FLASH POINT Non-flammable FLAMMABLE LIMITS Non-flammable AUTO-IGNITION TEMPERATURE Non-flammable
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)
HEALTH DATE should be resistant to the effects of this. Due consideration should be given to ventilation in areas where condensation might
occur to avoid the stratification of oxygen-enriched atmosphere.
TVL 1,000 ppm ODOUR THRESHOLD Odourless
EFFECT
OF Frostbite to skin or eyes.
LIQUID
EFFECT
OF Asphyxiation. Cold vapour could cause damage.
VAPOUR

PART 3: VESSEL CONTROL SYSTEM (DSC SYSTEM)
3.1 Central Control Room
3.2 Distributed Control System (DCS)
3.2.1 Distributed Control System Overview
3.2.2 Operator Stations
3.2.3 Screen Displays Alarms and Monitioring
3.2.4 Control and Operation of Equipment
3.2.5 Cargo and Ballast Operations
3.2.6 Radio Paging System
Illustrations
3.1a Central Cargo Control Room Console
3.2.1a Distributed Control System Overview
3.2.1b DCS Uninterruptible Power Supply Distribution
3.2.2a DCS Human Interface Station Keyboard
3.2.2b Human Interface Command Station Keyboard Keys
3.2.2c Human Interface Command Station Keyboard Keys
3.2.3a Screen Display
3.2.3b Cargo Screen Display Hierarchy
3.2.4a DCS Faceplate Window: Motor and Valve Control
3.2.4b Pressure and Temperature Monitoring
3.2.4c Trending Diagram
3.2.4d Controller
3.2.5a Cargo and Ballast Operations
3.2.6a Radio Paging System

Illustration 3.1a Central Cargo Control Room Console
37
82
21 22 17 18 13 14
78 10 1
40
2
9
10
3
4
39
9 5
8
7 6
25 36
79 73
6 8 72
52
G
UN
YO KER
TRAC
WIND
41 26 29 66
80 11 27
10 30 28
74 9 24 20 16
2 50 53 51
7 FIRE
30 56 55
23 19 15 31
77 58 54
57
32 9
10 9
10 33
5 59 61 8
1
2
75 68 60
7
6
5 4
3
1 34 35
64 62 Mor
e
Alar
On
ms
Line
4
FIR
E
42
AL
AR
38
M
70 Lam
Loca
p
List
l Mut
e
List
65
Test
63 81 71
76
44 43
3 FIR
E
46 45 47
83 69
67
84 49
48
Key
1 - CTS Monitor 16 - Trackball for HIS 31 - Telegraph Receiver 46 - Fire Alarm 61 - Main Turbine Power Reduction 76 - Engineers Alarm
2 - Loading Computer 17 - No.1 CRT for Communication HIS 32 - Manoeuvring Table 47 - General Alarm 62 - Main Turbine Auto Spin 77 - Lever Control
3 - Keyboard for CTS 18 - No.2 CRT for Communication HIS 33 - Electric Clock 48 - Alarm Flicker Stop 63 - Astern Valve 78 - No.1 Electronic Clock
4 - Keyboard for Loading Computer 19 - Keyboard for Communication HIS 34 - Seconds Adjust Switch 49 - Spare 64 - Ahead Valve 79 - Seconds Adjust Switch
5 - Pneumatic ESD 20 - Trackball for Communication HIS 35 - Rudder Angle Indicator 50 - Main Turbine Hand Stop 65 - Control Method 80 - Whessoe Panel
6 - Anemometer / Anemoscope Indicator 21 - No.1 CRT for Cargo HIS 36 - Shaft RPM Indicator 51 - Main Turbine Astern Valve Position Indicator 66 - Shaft RPM Counter 81 - Control Position
7 - ESD Emergency Trip 22 - No.2 CRT for Cargo HIS 37 - List/Trim Indication Panel 52 - Main Turbine Ahead Valve Position Indicator 67 - Buzzer Stop 82 - CCTV Monitor- Suspended
8 - No.1 UHF Repeater Station 23 - Keyboard for Cargo HIS 38 - Maximum Speed Setter 53 - Main Turbine Cause Trip Indicators 68 - Telegraph Lever Matching from Deckhead
9 - Hot Line Telephone 24 - Trackball for Cargo HIS 39 - No.2 VHF Remote Controller 54 - Main Turbine Auto Power Reduction 69 - Test 83 - No.1 Generator Turbine Stop
10 - PABX Telephone 25 - No.2 UHF Repeater Station 40 - Sonar Digital Indicator 55 - RPM Control 70 - Control Position 84 - No.2 Generator Turbine Stop
11 - Cargo Automatic Telephone 26 - Machinery Automatic Telephone 41 - Public Address Controller 56 - Time Schedule 71 - Patrol Man
27 - Sound Powered Telephone 42 - Fire Repeater Panel 57 - Spare 72 - CCTV Operating Panel
13 - No.1 CRT for Machinery HIS 28 - Common Battery Telephone 43 - Shaft Power Meter 58 - Control Mode 73 - Public Address Control Microphone
14 - No.2 CRT for Machinery HIS 29 - Phone Directory 44 - Starboard Boiler Trip 59 - Turning Gear 74 - Fire Alarm
15 - Keyboard for HIS 30 - Log Table 45 - Shaft RPM Counter 60 - Main Turbine Trip Bypass 75 - General Alarm


3.1 CENTRAL CONTROL ROOM
The Central Control Room (CCR) is situated on G deck underneath the bridge
navigation deck and has a view forward over the cargo tanks. It is used for all
cargo operations during the loading and discharging of a cargo and can also be
used for main engine control.
There are three HIS terminals which are used for the operation of cargo,
machinery and associated equipment through the DCS and they include:
• The HIS terminals, situated on the control console in the centre
section, which is used for combined machinery and cargo
operations.
• The port HIS terminal, is used for cargo operations and includes
the tank radar system monitor, keyboard and the loading
computer system and monitor.
• The starboard HIS, is used for machinery operations and
includes the main engine remote controls, alarm and trip
pushbuttons, the fire detection control panel and the engine
room talkback system.
There are also three printers connected to the system in this room, a report
printer, an alarm printer and a colour printer for screen shots as required.
The Emergency Shutdown system main unit and the tank sounding board is
situated on the port after bulkhead.
There is a fireman’s outfit locker situated in the starboard aft corner of the
room. On the starboard after bulkhead are two dry powder monitor release
cabinets, one for the starboard side, which uses No.2 dry powder tank and one
for the port side, which uses No.1 dry powder tank.
Desks, cupboard space and general notice boards are provided around the
room. The cupboards on the starboard side contain the gas test meters and
wolf torches. On the port side desk is the Kyma ship information computer
and associated printer.
In the centre of the room is a conference table.


Illustration 3.2.1a Distributed Control System Overview
Wheelhouse Human Colour Report Alarm
Interface Station (HIS) Chief Engineer HIS Machinery Operations HIS Printer Common Operations Stations HIS Printer Cargo Operations Stations HIS Printer
To Telephone
Network
RMS Modem
01-56 WH-HIS 01-60 ENG-HIS 01-57 01-58 01-59

MACH-HIS COMM-HIS CARG-HIS
Converter
WHEELHOUSE CHIEF ENGINEER CENTRAL CONTROL ROOM
RADIO PAGING REPEATER Base 2/Base 5

Marshalling Cabinets Marshalling Cabinets
EAS Panel Network (Profibus) Port Cargo Starboard Cargo
MIKADO System CARG-ENG EWS
CARGO
1 2 3 1 2 3 24VDC
Laser
AAP Printer
FCS Exp. FCS
C-Radio P-CARGO Cabinet S-CARGO
01-64
UMS ACG
01 02
C-SMS
Starboard Port
PUBLIC ROOMS/OFFICERS CABINS ELECTRICAL EQUIPMENT ROOM
FCS FCS FCS MARSH MARSH MARSH MARSH MARSH MARSH S-MACH FCS FCS FCS MARSH MARSH MARSH MARSH MARSH MARSH P-MACH
24VDC 24VDC
S-MACH S-BLR S-BMS S-MACH S-MACH S-MACH S-BLR S-BLR S-BMS P-MACH P-BLR P-BMS P-MACH P-MACH P-MACH P-BLR P-BLR P-BMS
1 2 3 1 2 1 2 3 1 2
04 07 08 03 05 06
STARBOARD LOW VOLTAGE SWITCHBOARD ROOM PORT LOW VOLTAGE SWITCHBOARD ROOM
Starboard Machinery Control HIS Alarm Port Machinery Control HIS Report
MACH-ENG EWS Printer Printer
ENGINE CONTROL ROOM Key

Laser
Printer
V.Net Bus 2
01-63 S-MA-ICS 01-62 P-MA-HIS 01-61 Converter V.Net Bus 1

ACG DBase2/DBase5
E.Net Bus


3.2 DISTRIBUTED CONTROL SYSTEM (DCS) Description of System Units Alarm Panels (AAP)
Human Interface Stations The alarm panels are situated in the engineers’ accommodation to provide
3.2.1 DISTRIBUTED CONTROL SYSTEM OVERVIEW alarm notification while the machinery spaces are in UMS mode. An alarm
These stations can be considered as the computer interface between the operator
panel is also provided for a machinery watch on the bridge, with a watch-
Maker: Yokogawa (France) and the many processes controlled and monitored by the DCS system. The
calling subsystem enabling engineers to be automatically called to the control
HIS software runs on a Windows NT based genetic PC. The control computer,
Model: Centrum CS 3000 room when they are on watch-call duty in the accommodation. Both the
keyboard, trackball unit and the colour graphic monitors form each operator
Type: Distributed Control System (DCS) machinery and the ECR may safely be left unmanned while the machinery
station, which are termed the information and command stations. Most of the
watch is carried out on the bridge.
HISs have printers which can print alarm and data information (logging) or
The Distributed Control System (DCS) is a computer based alarm, monitoring, reproduce screen mimics.
data acquisition and control system. Field Control Stations
HIS redundancy is provided by the duplication of stations in the ECR and These cabinets contain dual computers which contain the actual working
It is designed to provide the ship’s staff with all the basic control, alarm and CCR. The CCR HIS units are designated as one for machinery control, one for program for the system. Every major component, such as power supplies and
status information they require to maintain the safe and efficient operation of cargo equipment control and one for cargo and machinery control. However, even cooling fans, is duplicated in each FCS to provide redundancy in the case
the machinery, especially when the machinery spaces are unmanned. the operation group (the equipment that may be controlled from that HIS) of of a failure.
each HIS can be reassigned by the operation of a keyswitch on the keyboard.
All the principal items of equipment and machinery are continuously and The wheelhouse HIS is configured as the back-up to the integrated navigation The FCS is made up of a Field Control Unit (FCU) which houses the CPUs
automatically monitored and supervised by the system. system (INS) as well as the UMS alarm, monitoring and responsibility control and nodes (which house the input/output units). The FCU is connected to the
station. nodes via a redundant input/output (RIO) bus.
The DCS system consists of a network of field control stations (FCS),
marshalling cabinets (MARSH) and operator’s human interface stations The EWSs are the two single screened computers, configured as workstations, The CPU implements the actual control computations (actions). There are
(HIS). They are connected by a data bus, enabling the operators to monitor located in the ECR and electrical equipment room. They are connected to two processor cards (left and right) and two CPUs (CPU 1 and CPU 2) on
and control the ship’s machinery from any operator station. the system V-net bus by ethernet and gateway units (ACG) and are intended each processor card. This configuration is termed ‘pair and spare’ redundancy.
for system maintenance and storage. They can, however, be used as operator There is a battery unit which provides power to back up the contents of the
There are two HISs and one engineering work station (EWS) in the Engine stations if required, providing further system redundancy. The wheelhouse and CPU memory and the RIO bus interface memory in the event of power failure.
Control Room (ECR). There is also one HIS in the wheelhouse, one in the Chief Engineer’s HIS are fitted with tape streamers whilst the EWSs are fitted The maximum back-up time is a maximum of 72 hours.
Chief Engineer’s office, one EWS in the electrical equipment room and three with DAT storage devices for recording complete system back-ups. The Chief
HISs in the central control room (CCR), one for machinery operations, one Engineer’s HIS is configured as the master workstation and as a back-up EWS. The V-net couplers interface both FCS processors with both V-Net buses.
for cargo operations and one for cargo and machinery operations. The CCR Any of these three stations can be used to load or store the complete system The RIO bus interface cards interface the two processors with the two RIO
and ECR HISs each feature two colour graphic displays and a trackball program, if required. buses and the I/O system via dual RIO bus coupler cards. One is active and
and keyboard to enter and acquire instructions and information. The Chief the other would be on standby. The standby ‘sleeps’ but performs diagnostic
Engineer’s HIS and both EWSs have single monitors. The EWSs are intended (Note: As the storage methods are different, ie, DAT or tape streamer, care communications. The RIO buses are used alternately to provide the highway for
for system maintenance, configuration and storage. must be taken that the two stored programs are identical/unchanged as data transmission between the FCS processors and the nodes (I/O System).
the program will be stored at two separate instances.)
A watch call system is incorporated into the DCS system which provides Each node is made up of a Node Interface Unit (NIU) and a number of I/O
audible and visual alarms throughout the accommodation via Automatic Alarm The HIS hard drives are connected in a mirrored configuration. Changes to units. The NIU is made up of RIO bus interface cards and duplicated power
Panels (AAP). This system is activated when the machinery spaces are in the the system program made at an EWS or HIS are automatically saved at each supply cards. The RIO bus interface cards interface the buses with the I/O
unattended (unmanned - UMS) mode and one of the engineers is selected as HIS hard drive as well. This is all part of the redundancy system which the units.
the duty engineer. DCS operates, no single item of equipment failing could render the DCS
inoperable.
Graphic system illustrations are presented on the system monitors which Marshalling Cabinets
contain line diagrams with symbols for items of machinery, pumps and valves The processors (CPUs) inside each FCU carry out the day to day operations The marshalling cabinets are essentially input/output stations with terminals
etc. The user clicks on a symbol and a window is displayed with available of the plant and any requests for changes. The EWS and their master HIS receiving and sending data from/to actuators, starters, sensors, etc, to/from the
commands and information relating to that item of plant. Other information (the Chief Engineer’s HIS) are only written to when requested. There is no FCS units. They house nodes containing Input-Output (I/O) modules for plant
screens (pages) are available with alarm lists etc. regular exchange of communication between the FCSs and the system hard process data input and control order output. There are various types according
disk storage areas. If an operator makes a change to an alarm set point, for to their function, eg: analogue input to analogue 4/20mA output, Resistance
The entire system has been designed with redundancy in mind. There are example, the new data will be saved and utilised by the FCS. However, if the Temperature Detector (RTD) input (PT100) etc. The input/output electronics
separate port and starboard power supplies and the port and starboard FCS data is not saved and the system should require a re-boot, this new set point convert various monitoring signals into data signals which are monitored by
units are separately sited in secure rooms. Each FCS is supplied by two will be lost as the old setting would be re-entered. The new set point should be the system for alarm level readings, etc.
separate power supplies and utilises two separate communication buses. saved prior to a system back-up.


Illustration 3.2.1b DCS Uninterruptible Power Supply Distribution
63A CB41 CB42 CB43 CB44

WHEELHOUSE
ECR Console 16A 16A 16A 16A ENGINE CONTROL ROOM
WH - HIS
Back Up Power Supply Central Control Room Console UPS 700
19" 19" 01 - 56
(from R - DCS - UPS)
Back Up Power Supply Central Control Room Spare
Console (from R - DCS - UPS) Modem
Central Control Room Console 19"
63A CB31 CB32 CB33 CB34 CB35

19" 19" 19" 19"
16A 16A 16A 16A 16A RPT - RPT PRT 19" MACH - ENG
01 - 63 UPS 700
COMM - HIS Modem

01 - 58 P - MA - HIS TRAINING
01 - 61
CENTRAL CONTROL ROOM HIS LASER
63A CB31 CB32 CB33 CB34 CB35 CB36 CB37 CB38 CB39 CB40 CB41
Central Control Room Console 16A 16A 16A 16A 16A 16A 16A 16A 16A 16A 16A
Wheelhouse Screens
CHIEF Spare
ENGINEERS'
OFFICE
19" 19" 19" 19" ELECTRICAL

19" 19" LASER
H - COPIER AL - PRT EQUIPMENT
PRINTER
ROOM
E - NET ENG - HIS MACH - HIS CARG - HIS CARG - ENG
REPEATER 01 - 60 UPS 700
01 -57 01 - 59 01 - 64
ELECTRICAL EQUIPMENT ROOM
40A 40A 40A 40A 32A 40A 40A 40A 20A 40A 40A 40A 40A 32A 32A 40A 40A 40A 32A 20A 20A 20A
Radio Packaging
F32 F33 F35 F34 F42 (MIKADO)
L - DCS - UPS
Spare Spare F21 F22 F43 F23 F24 F25 Spare F26 F27 Spare F28 F44 Spare F29 F30 F31 F45 F36 F37 F38
FCS EXP
S - CARGO 230VAC
S - CARGO
C - Radio FCS FCS FCS FCS FCS FCS FCS 24VDC
01 - 43 P - CARGO 230VAC/ 230VAC S - MACH P - MACH
P - MACH P - BLR P - BMS 24VDC S - BLR S - BMS
C - SMS 24VDC 24VDC
02 01 - 44 01 03 05 06 P - MACH 04 07 08
CARGO
L L L L L L 24VDC L L
24VDC L
ENGINE
63A CB41 CB42 CONTROL
ECR Console (Starboard) 16A 16A S - MA - HIS PRT
ROOM 19" 19"
01 - 62
STARBOARD LOW VOLTAGE SWITCHBOARD ROOM
40A 40A 40A 32A 40A 40A 40A 20A 40A 40A 40A 40A 32A 40A 40A 40A 32A 20A 32A 20A 20A
R - DCS - UPS F32 40A F33 F35 F34 F36 F42 F37 F38
Spare Spare F21 F22 F43 F23 F24 F25 Spare F26 F27 Spare F28 F44 F29 F30 F31 F45 Spare Spare Spare Spare
230VAC 230VAC
FCS FCS FCS FCS EXP FCS FCS FCS FCS 24VDC
P - MACH P - BLR P - BMS 230VAC P - CARGO S - CARGO S - CARGO 24VDC S - MACH S - BLR S - BMS
24VDC S - MACH
03 05 06 02 P - MACH 04 07 08 24VDC
CARGO 24VDC
R R R 24VDC R 01 R R R R R R


They also convert data control signals from the operators and the system into UPS Units and DCS Power Distribution b) Should any of the components fail on any FCU, then the text
actuator control signals (4-20mA/on/off control signals etc). There are two main UPS units, No.1 L-DCS-UPS and No.2 R-DCS-UPS, ‘Not Ready’ will appear in red in the relevant box.
located in separate compartments. No.1 is fed from the emergency switchboard
These units contain the distribution boards which use the outputs from the and is located in the electrical equipment room and No.2 is fed from the main c) This would require a further check of the faulty FCU as follows:
redundant power supplies (converted to 24V DC) to feed circuit breakers switchboard and is located in the LV switchboard room. Each UPS unit Click on the words ‘Not ready’ and the FCU status screen is
which supply the termination boards (the ‘wago’ boards). These boards supply provides power for all the FCS units and specific HIS units. displayed.
isolated power supplies to all the field equipment (the actuators, sensors,
starters, etc). Each I/O module nest in the FCS is connected to a wago board in Each unit has the capacity to supply the entire system, hence the failure of one d) The status screen shows a representation of the card layout in
the marshalling cabinet. The wago boards connect to the cabinet terminations UPS would not cause the loss of system operation, only the loss of duplicated the FCU cabinet. The left hand card is the power supply (PSU),
providing power to the field equipment directly or via relays. HIS units in the ECR and CCR. the next card is the RIO bus and then the CPU. The second PSU,
RIO and CPU are located next to those cards. The monitored
If the mains or emergency supply was lost, the UPS units have the capacity to V-net connections are also displayed. Should any of these items
Bus Networks
supply the DCS system for a minimum of 30 minutes. Any faults such as static fail their icons will change to red, indicating not ready.
The system uses three types of communication bus, the V-net, the E-net and
switch fault, battery fault, inverter fault etc, would raise a common UPS failure
ethernet type. e) Also displayed on the status screen are temperature indications,
alarm via the DCS system.
cooling fan status and battery status. This battery status refers
The V-net bus provides communication between each FCS, HIS and to the battery situated in the PSU. If the battery fails, it should
communication gateway (ACG). Communications can be read/write, message Subsystems be replaced immediately otherwise there would be no ‘back-up’
type or link-level transfer (broadcast). The V-net is duplicated and each takes The DCS system is interfaced with the following sub-systems via MODBUS time available in the event of a total power loss.
the form of an open ended bus with bus terminators at each end. Each bus link:
transmits alternately and if one bus fails, the other bus takes over. The bus f) The nodes are displayed at the bottom of the status screen which
cabling for each V-net takes a separate route from the other to avoid the Custody Transfer System (SAAB Marine) also have PSU, fan and temperature alarms. Above these are
possibility of damage to both buses at the same time. Cargo Tanks Level System (Whessoe) boxes that will indicate if an I/O card has failed.
The E-net is an information Local Area Network (LAN) fitted internally to the Inert Gas Generator (Hamworthy)
g) The SYSTEM screen has two parts, the second part is accessed
DCS which connects each HIS to the other HISs and EWSs. The E-net enables Extension Alarm System (Total Automation) via the NEXT PAGE key.
the transfer of data files between HISs, the display of data on other HISs and
Integrated Navigation System (Navintra)
printing to any system printers. The E-net is a single bus, but a loss of the E-net h) The bottom right hand blocks on this screen are for the HIS
would not affect the control functions of the DCS. Ship Performance Monitor (KYMA) units and the EWS units. The HIS/ECS graphic outlined with
Power Management System (ABB) a white box is the HIS station the operator is currently using.
The ethernet is an information sharing LAN which connects the HIS to the The operator would click on that icon for an HIS station status
external computer sub-systems such as the ship management system. It also screen.
The DCS system is also interfaced with the following sub-systems via
connects other sub-system computers via gateways (ACGs). The ethernet is not
ETHERNET interface:
duplicated and therefore no redundancy is provided in the case of a failure. i) From this HIS status screen, the V-net configuration, the two
Radio Paging System (Alphacom) mirrored hard drives, power supply unit and CPU status for that
The communication gateways are protocol converters which link two different Ship Management System (Hyundai) HIS are shown. Any printers attached are also indicated.
networks or computer systems, eg, between the V-net, E-net, ethernet and
computer sub-systems. Loading Computer (Techmarine)
j) Alarms are indicated on the left of the screen. In the top right
hand corner of the screen is an operation group box and an alarm
The UMS extension alarm system communication link with the DCS system is System Self Diagnostics summary box which indicates which alarms are monitored.
required in order to use the UMS facilities. There is a redundant modbus link
The DCS is a self-monitoring system and any faults are immediately reported
between the DCS and UMS systems to provide duplication via two gateways
to the operator via a system alarm whose sound differs from the standard alarm Saving a DCS System Back-Up File
and there is a dual profibus provided between the extension alarm panels
tone. To check the DCS system, use the following procedure:
themselves. It is good practice to regularly save a copy of the system program and settings.
A DAT tape and a streamer tape will be required, as previously explained.
a) Access the system screen on any HIS keyboard by pressing
A system back-up would be performed by the Chief Engineer who has the
the SYSTEM key, a screen is displayed consisting of boxes,
necessary procedures and tapes required.
these represent the FCUs and the labelled boxes are the ones in
use on this system. These FCUs will have the word ‘Ready’ in
green text indicating that they are operational and running on
the FCS.


Illustration 3.2.2a DCS Human Interface Station Keyboard
MODE VOLUME
OFF
ON
ENG
TRACK BALL
/ MODULE
SHIP FEED MAIN FO & GAS WATER FO, DO & COMPRESSORS NITROGEN
STEAM BOILERS LO SYSTEMS CARGO BALLAST SAFETIES MISCELL
OVERVIEW SYSTEMS ENGINE SYSTEMS SYSTEMS & HEATERS & INERT GAS
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
WHEELHOUSE
ELECTRICAL ALTERNATORS MISCELL SAFETY
17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32
SYSTEM COPY AUX HELP ?
_
+ ~
ESC 1 2 3 4 5 6 7 8 9 0 - = ' \` BS
{ }
TAB Q W E R T Y U I O P [ ] DEL
A S D F G H J K L : " RETURN ITEM

CAPS LOCK ; '
SHIFT Z X C V B N M < > ? RETURN

SHIFT NAME
, . /
CTRL ALT
SHIFT SPACE ALT CTRL EXT CL
YOKOGAWA


3.2.2 OPERATOR STATIONS There are two keys provided with the keyboard, one for level 1 access (labelled Printers
OP) and the other for level 2 (labelled with an X).
There are 5 printers connected to the system.
Description of System Functions and Operation At the rear of the keyboard is a volume control for the keyboard alarm which
The ECR has 2 line printers:
sounds in conjunction with the engine room or CCR alarm. The speaker for
When an acquisition unit (sensor etc) detects an alarm condition, the alarm this alarm is located at the top right hand side of the keyboard. • One alarm line printer connected to the port machinery HIS
is identified by a flashing indicator on the graphic display. The alarm is then
displayed and a buzzer sounds. The alarm logging printer then automatically • One report line printer connected to the starboard machinery
All keyboard functions on a dual monitor HIS station refer to the left hand HIS
prints out the alarm details. By pressing the flashing alarm indicator, more monitor under normal conditions.
detailed alarm information is shown.
The CCR has 3 printers:
Detailed information related to any sensor, concerning alarm or normal status Key Functions • One report line printer connected to the cargo and machinery
data, can also be shown on the display or printed on the system printers on The keyboard has two blocks of numbered programmable keys on the upper HIS
demand. Any analogue sensor may be presented as a trend curve using the half. The lower half consists of conventional letter keys and a block of special • One colour printer connected to the machinery HIS
trend facility. function keys. The programmable keys are labelled to show which overview
screen display they enable access to. • One alarm line printer connected to the cargo HIS
Selected sensors may be logged automatically at a fixed time interval on
the printer. The system is able to display a number of the latest alarms or all The first programmable key is labelled SHIP OVERVIEW. The keys and their Only the No.1 CRT for the cargo HIS can print to the CCR alarm printer.
currently active alarms. use are as follows: This printer is mainly used for printing out screen shots of any system process
mimic screen. The operator presses the COPY key on the HIS keyboard to
The logging printer and display record all status changes, such as ‘alarm SHIP OVERVIEW reproduce the current (left hand) screen via the alarm printer.
acknowledgement’ and ‘alarm condition cleared’. The system will return to Pressing this programmable key will display the main overview screen,
normal when all alarm conditions have been cleared. OV0001 which consists of the 18 systems overview screens available on the In the ECR and CCR, the printers are normally set up so that one printer
DCS. is automatically printing alarms and events while the other is available for
printing reports and data as requested by the operator. Printer redundancy is
Introduction provided so that any printer can be configured to carry out any task. This is
CARGO, BALLAST, COMPRESSORS AND HEATERS etc
Pressing any of the programmable keys will give a display indicating all the carried out from the HIS system maintenance screen.
Operation and monitoring of the machinery via the DCS is carried out from the
human interface stations (HIS). Each HIS consists of either one or two graphic graphic display screens available for that particular system. Illustration 3.2.3b
shows the overview screens hierarchy of the DCS and the graphic display The alarm and event printers are set to record every process alarm and also
display monitors, a computer, a specialised keyboard and a trackball unit. every ‘alarm recovery’ event, ie, the time when the process item went back to
pages available under each overview screen for the machinery section systems.
The name of the process display page is given as well as the mimic number. normal.
The HIS Keyboard
The keyboard keys and their functions are shown in illustrations 3.2.2b and An operator can print a current process or history report on a line printer by
The HIS keyboard is greatly different from a normal computer keyboard.
3.2.2c. clicking on the ‘Print’ soft key icon displayed in that screen display.
Many of the keys have no labels or text, merely symbols. Some of the keys are
not used in this system’s configuration.
The report printers also print DCS system alarms independently of the alarm
printer.
At the top left of the keyboard there is a keyswitch, which has 3 positions:
• The OFF position or with the key removed: The system will The normal printer configuration is as follows:
recognise the user as an operator or user without any authority
• CCR alarm printer: Cargo process alarms
to change certain parameters in the system (alarm set points for
example). • CCR report printer: Cargo events and reports
• The ON position: The user is recognised as having ‘level 1’ • ECR alarm printer: Machinery process alarms
access authority. This access level allows the user to change • ECR report printer: Machinery events and reports
certain parameters such as PID controller settings.
• CCR hard printer: Screen dumps by user request
• The ENG position: The user is recognised as having ‘level 2’
access authority. This level provides complete access to update
parameters and change the operating mode of the HIS (the
operating modes are explained further on in the section).


Illustration 3.2.2b Human Interface Command Station Keyboard Keys
COMPRESSORS NITROGEN The OVERVIEW ALARM PANEL key. This key calls up the lowest alarm page with unacknowledged alarms.
CARGO BALLAST SAFETIES
& HEATERS & INERT GAS
9 10 11 12 13
Access to Overviews
The GROUP CONTROLLER PAGE key. If the user has accessed a faceplate or controller that has other
controllers within its group, pressing this key displays the other controllers that are part of the group.
Circulate key.
The TUNING PANEL key. When the user has accessed a process controller and called up a faceplate,
this key accesses the tuning panel for that controller. The tuning panel displays the settings and parameters used.
Window Erase key.
The TREND key. This key accesses the trend feature, these are basically graphs showing a process over a time
AUX AUX key. period. These trends have been predetermined and grouped so that several associated elements are monitored
on the same trend display window.
The NO or CANCEL key. Usage example: When the user changes a parameter, the user is asked to confirm Yes/No.
To cancel this request or confirm a NO decision the user clicks on the NO icon or presses this key.
The GRAPHICS/PROCESS key. This key returns the user to the last process display screen.
The YES or ACCEPT key. Usage example: When the user changes a parameter, the user is asked to confirm Yes/No.
To accept this request or confirm a YES decision the user clicks on the YES icon or presses this key.
The PROCESS REPORT key. This can be used to produce a report from the DCS system pertaining to the current
screen display process.
The ITEM key. When the user is operating a controller on a faceplate, the ITEM (or parameter) may be changed or the
ITEM setting altered using this key.
The ALARM PAGE key. This key takes the user directly to the alarm page. The key has a red LED A green key signifies that it must be
embedded to indicate if an alarm is current. The display indicates the most current alarm at the top HELP The HELP key. pressed with another key to carry
of the page, 20 alarms to each page with a maximum of 200 alarms. out a particular function.
The TARGET key. This allows the user to change a value on a faceplate.
? The OPERATOR GUIDE MESSAGE key. This key is not used in this vessel's application.


Illustration 3.2.2c Human Interface Command Station Keyboard Keys
The ACTION key. This key functions as a DO key, ie, press this key to carry out a highlighted command etc
The UP and DOWN arrow keys. These keys are used to alter a controller set point or operate a faceplate
ON/OFF switch (up or down). These keys are also used in conjunction with the green FAST UP/DOWN keys.
The ALTER CURSOR operation key.
The BACK PAGE key. Allows the user to move backwards through the screen display pages in numerical order.
The SCROLL key. This is a 4 way cursor key which will move the cursor around the screen to the next/nearest
available switch, motor or process etc with an accessible faceplate. The faceplate is then displayed by pressing
the ACTION key directly below this cursor key on the keyboard.
The FORWARD PAGE key. Allows the user to move forwards through the screen display pages in numerical order.
SYSTEM The SYSTEM key. This key takes the user to the DCS system page, allowing a view of the status of the system.
CL The CANCEL key. Pressing this key will cancel the current operation and also delete the entry area.
COPY The COPY key. This key is used to send a copy of the left hand screen to the video printer. This key can be used from any ICS.
The CASCADE key. When this key is pressed with the AUTO key, the selected controller's operation
will change to the cascade mode.
Navigator Window call key.

The MANUAL key. This key is pressed to change the mode of a controller or pump/motor's control mode to manual.
Upper Sibling Window call key. The AUTOMATIC key. This key is pressed to change the mode of a controller or pump/motor's control mode to automatic.
This function can also be used with the cascade function.
Parent Window call key. The STOP/ACKNOWLEDGE flash key. When a process alarm occurs, a box flashes around the alarming parameter,
Pressing this key cancels the flashing. If the alarm has cleared, a green box flashes which can also be cancelled with this key.
The ALARM ACCEPT key. When an alarm is raised, the audible alarm will sound. Pressing this key will silence this alarm.
Lower Sibling Window call key.


Illustration 3.2.3a Screen Display
Date and Time

09.23.2004 8:59 AM
Screen Mimic Title Bar GROUP 1 TREND 1 CARGO LINE SET-UP HIDE
Shortcut Soft Key Icon to
Supply System Screen Mimic
(High Duty Compressor
HD COMP.
Control) CONTROL
CL-044 CL-034 CG-072 CL-024 CL-014
CS-068 CS-063 CS-054 CS-052

CL-043 CL-033 CL-023 CL-013
2 kg/h Vapour Flow Read Out
SPRAY MAIN CARGO TANKS 0 %LEL

CG-871 CS-750
CARGO 15 kg/h Vapour Temperature Read Out
1% MACHINERY ROOM
PRESSURE CG-774
BUILD UP MAIN
22 c 22 c 21 c
23 c 22 c CL-700 VAP-LIQ BEND
LIQUID MAIN OUT
CG-078
9 kg/h
0.1 bar
1% CG-771
Cargo Temperature Read Out 1104mbar -113 c 0.1 bar CG-772 Valve Control Soft Key Icon
VAPOUR MAIN
0%
59 bar
CL-042 CG-032 CL-022 CL-012
CS-064 CS-062 CS-053 CS-051
CL-412 CL-312 CL-041 CG-031 CG-071 CL-021 CL-011 CL-212 CL-112

100 % 100 % 98% 99%
No.4 No.3 No.2 No.1
TANK TANK TANK TANK
CARGO No.1 No.2 No.3 No.4 CARGO CARGO TANK CARGO LINE CARGO CARGO SPRAY AUTO SPRAY CARGO VAP.HEADER Shortcut Soft Key Icon
TEMPS CARGO TK CARGO TK CARGO TK CARGO TK LOADING EMCY DISCH. SET UP PUMPS DISCHARGE PUMPS CONTROL COOL DOWN VENT.CONTRL to Related Screen Mimic


3.2.3 SCREEN DISPLAYS, ALARMS AND MONITORING Display Facilities System Colours
At the bottom of the screen display are a row of soft key icons, which when Each of the systems’ piping is represented by a different colour depending on
Screen Layout clicked on will take the user to the graphic or function screen described. The the fluid or medium carried in that system:
soft keys change depending which graphic/function screen is being displayed
All graphic screen display pages have a similar layout with the standard screen • Methane/LNG (liquid): Magenta
at the time.
layout shown in illustration 3.2.3a. • Methane/LNG (vapour): Magenta dotted
In the top left corner of the screen are flashing indicators displaying system Moving Between Screens • Superheated steam: Blue
messages and the most recent alarms. Each of the graphic screen displays has a mimic identification number as • Desuperheated steam: Blue dotted
shown on the diagram. The numbers have no rank order, they are simply • Condensate: Yellow
The date and time are displayed in the top right hand corner and beneath this is the order in which they were originally devised. Any graphic screen display
a number which identifies the page currently on display (mimic identification number can be accessed by simply typing in the number, eg T30-402-01, and • HP feed water: Yellow
number). Using the FORWARD or BACK page keys (as previously described) pressing the ENTER key. • Fresh water system: Yellow dotted
takes the user to the next page or the previous page in the system.
• Sea water: Green
The TREE key is used to work backwards from a graphic screen through the
Beneath the mimic identification number is a ‘HIDE’ icon button. Clicking hierarchy tree. When a graphic screen is displayed pressing this key will take • Nitrogen and inert gas: Cyan
on this icon toggles the additional information between visible and hidden (or the user back to the system overview display. If the key is pressed again while
invisible). • Air: Violet
the system overview screen is being displayed the SHIP OVERVIEW screen
will now be displayed. A further press of the key results in an audible and • Heavy fuel oil: Orange
Operation visual alarm indicating that this is an invalid keystroke. • Diesel: Orange dotted
Although any HIS operation can be achieved using the keyboard, once a user is • Lubricating oil: Orange/grey
The user may also move around the screen displays by using the FORWARD
familiar with the normal operation of the HIS, operation will mainly be carried
PAGE and BACK PAGE keys which will take the user through the displays in • Hydraulic oil: Orange/white
out using the trackball device. The trackball manipulates a pointer in the shape
numeric order.
of a flashing arrow around the screen. This trackball has four buttons, but only • Bilge water: Green/grey
the left button is used. The button’s operation is similar to the left hand button
of a normal mouse, ie, to select or ‘carry out’. Any instruction references to Graphic Screen Display Arrangements
The running pumps are shown in the same colour as the process and the
clicking on an object refers to pressing this button. Underneath the current date and time in the top right hand corner of the screen inactive pumps are shown in white. Any valves in a system process follow
is the mimic identification number, T30-423-01 in the above illustration. The the same pattern. If the valve is open, its colour is the same as the process and
As the trackball is moved, a white pointer in the shape of a flashing arrow title of the graphic display screen is given in the title bar at the top of the screen when closed, its colour is white.
moves around the screen. This pointer is able to move between the 2 screens in this case the ‘CARGO LINE SET-UP’. As this system is a cargo system,
of an HIS. Whenever the pointer moves across an item that has an operation the liquid pipes are magenta and the vapour pipes are dotted magenta. The
or a viewable window, it will change to a white flashing hand with a finger temperatures, pressures and flow rates are monitored in their display boxes.
pointing. The user then clicks and a FACEPLATE window is displayed in the Valves are controlled by clicking on their respective boxes, which will display
bottom right hand corner of the screen. Items of machinery, valves, pumps, etc, the controller faceplate. At the top left of the screen is a shortcut soft key icon
are controlled from these windows. which is used to illustrate the supply system mimic, in this case the High Duty
Compressor Control. At the bottom of the screen are the shortcut soft keys to
The pointer also indicates where there are shortcuts to other related screen the screen displays of the related systems.
displays. Grey text boxes with the name of an associated system appear on
some graphic screen displays, eg, CARGO LINE SET-UP, as the pointer
passes over one of these boxes the pointer will turn a hand with a finger
pointing. If the user now clicks on this box it will take them to the associated
graphic screen display, in this case the cargo system.


Illustration 3.2.3b Cargo Screen Display Hierarchy
SHIP OVERVIEW
OV0001
Compressors & Nitrogen & Cargo

Cargo Ballast Cargo Safety Wheelhouse
Heaters Inert Gas Miscellaneous
OV0013 OV0014 OV0017 OV0020
OV0015 OV0016 OV0018
Cargo Cargo Line Cargo Cargo Tank Inerting Emergency Cargo System Wheelhouse
Temperatures Ballast Pumps Vaporiser Shutdown System Test Facilities
Set-up T30-433-01 & Aeration Responsibilities
T30-422-01 T30-423-01 T30-424-01 T30-422-09 T30-421-01 T30-422-03 T30-439-01
Low Duty Inert Gas Cargo Gas Hydraulic Navigation

No.1 Cargo Tank Cargo Pumps Ballast Tanks Heater Generator Detection Systems Alarms
T30-422-02 T30-435-01 T30-433-02 T30-426-02 T30-430-01 T30-429-01 T30-432-01 T30-439-03
No.1 HD Gas Nitrogen Accommodation Cargo Area Navigation Engine

No.2 Cargo Tank Cargo Discharge Ballast Tank Valves Compressor Generator Ventilation
T30-435-02 T30-433-03 Damper Control Alarm/Indication
T30-422-05 T30-427-01 T30-431-01 T30-440-03 T30-440-01 T30-439-04
Spray Pumps No.2 HD Gas Miscellaneous Vapour Overview &

No.3 Cargo Tank & Lines Compressor Cargo Alarms W/H Authorisation
T30-422-06 T30-460-01 T30-427-02 T30-434-01 T30-439-05
Automatic Spray HD Compressor

No.4 Cargo Tank Control Control
T30-422-07 T30-460-02 T30-427-03
Cargo
Cargo Loading Cool Down
T30-422-04 T30-460-03
Cargo Tank Vapour Header

Emergency Disch. Vent Control
T30-422-08 T30-465-01
SHIP OVERVIEW
OV0001
FO & Gas FO, DO & LO

Steam Boilers Feed Systems Main Engine Water Systems Electrical Alternators Miscellaneous Safety Wheelhouse
Systems Systems
OV0002 OV0003 OV0004 OV0005 OV0007 OV0009 OV0019 OV0010 OV00011 OV0020
OV0006 OV0008


Alarms and Monitoring Alarm Messages Description and Explanation Alarm Handling
The DCS system continuously monitors every single process alarm channel Alarm Status Name/Description Alarm points are any system inputs such as sensors, switches, high/low limits
for every system. When a process value moves out of the set point limits, an etc that can be supervised by the alarm handling section of the DCS system.
alarm is raised. The user may monitor any process at any time by calling up NR Normal status: No alarm These alarm points will basically either be OK (measured value within
the system mimic display screen. OOP Output open: Output fault acceptable limits) or not OK (measured value outside acceptable limits) ie, in
alarm or not in alarm.
The group of programmable keys at the top left on the keyboard have alarm IOP High input open alarm: The input card is faulty or the input
lights next to them. If these keys are pressed, a series of boxes representing value is higher than the high level limit The alarm screen display can be accessed and displayed on the left hand screen
the group’s individual graphic screens is displayed in either a red or green IOP- Low input open alarm: A line break on the analogue input or
colouring. Red means that an alarm is present on that page, flashing red means the input value is lower than the low level limit
that there is an unaccepted alarm on that page. Green means that all alarms
HH High high alarm: The analogue input has reached its very by pressing the ALARM key.
are clear on that page. The layout of these group alarm screens are a direct
high threshold
representation of the graphic screen display tree.
LL Low low alarm: The analogue input has reached its very low The alarm screen displays all the active alarms which have not been
threshold acknowledged or accepted. To acknowledge an alarm means that the audible
Alarm Symbols alarm and the flashing indication have been stopped. The initial silencing of
HI High alarm: The analogue input has reached its high the audible alarm and the cancellation of the flashing indication can be carried
Any alarm on the system has a different colour depending upon the nature of
threshold out in several ways:
the alarm:
LO Low alarm: The analogue input has reached its low threshold • On the screen with the active alarm, press the STOP Buzzer key.
• Green: Normal
PERR Undefined answerback alarm: An undefined state on a logic
• Magenta: I/O fault. The input or output is open circuit, out of
function block (usually a conflict, eg, open and closed limit
range or has an I/O module problem
switches making/breaking at the same instance)
• Red: High priority • If the screen with the active alarm is on the right hand monitor,
CERR Computational error alarm: Computation error block press the ACKN key.
• Yellow: Low priority
DV + Deviation alarm + : Deviation threshold reached
• White: Warning
DV - Deviation alarm - : Deviation threshold reached • If the alarm page is on the right hand monitor, press the ACKN
VEL + Velocity alarm + : A positive slope alarm on the measurement key (this will clear all alarms that are no longer active).
Masked Alarms
VEL - Velocity alarm - : A negative slope alarm on the measurement • The alarms may be acknowledged individually by clicking on
If any alarms have been masked inadvertently or by a previous user, they may the ACKN W soft key on the screen display.
not be apparent to the present operator as the information is not displayed ANS + ON answerback error alarm: A time delay discrepancy
on the alarm screen, only on the graphic that contains that alarm. A list of all between the control and the answerback (with control MV=2 • If the alarm screen is requested when an alarm is raised, the
alarms that are masked can be displayed by following this procedure: and answerback PV=0) relevant screen containing the alarm may be called up quickly
by clicking the alarm on the screen. This will call up the graphic
ANS - OFF answerback error alarm: A time delay discrepancy display for that alarm.
a) The user calls up the process report screen by pressing the between the control and the answerback (with control MV=0
PROCESS REPORT key. and answerback PV=2) If the alarm screen is displayed on the right hand monitor, clicking on an alarm
b) This will bring up a window containing report configuration, MHI Output high alarm: A crossing of the output upper threshold will bring up the relevant graphic screen display on the left hand monitor. This
information and soft keys. The user should click on the MORE keeps the alarm screen in view on the right hand monitor and can be useful if
MLO Output low alarm: A crossing of the output lower threshold
soft key icon at the bottom of the screen. This calls up a process the user is moving between alarmed screens.
report search screen. INT Interlock alarm: A function block interlock condition active
CNF Connection failure alarm: A function block failure (connected The user can return to the process screen at any time by pressing the
This procedure can be followed for a variety of other searches. to this block) GRAPHICS/PROCESS key.
ALM Annunciator alarm: The annunciator is in the alarm state

The user can return to the process screen at any time by pressing the
Delays
GRAPHICS/PROCESS key. For every alarm point, the time delay before the alarm is raised can be specified.
This is used, for example, in the case of level sensors in tanks, where the ship’s
movements would otherwise cause the level alarms to be spuriously raised.


Illustration 3.2.4a DCS Faceplate Window: Motor and Valve Control
VALVE IS CLOSED VALVE IS CLOSED VALVE STARTS VALVE HAS REACHED

TO MOVE OPEN POSITION
Operator Clicks Valve Has Moved Off (Feedback Matches

Open 'Closed' Limit Switch Command)
1 XV8024 1 XV8024 1 XV8024 1 XV8024 3 P8310

Tag No. 1 XV8024 1 XV8024 1 XV8024 1 XV8024 3 P8310
Valve Name LIQ MANI 4 S LIQ MANI 4 S LIQ MANI 4 S LIQ MANI 4 S Pump Name 3 CARGO TANK
ESD VALVE ESD VALVE ESD VALVE ESD VALVE SPRAY PUMP
Tag Mark
Mode Alarm Mode
(Loop Status) AUT NR Status (Normal) AUT NR AUT NR AUT NR (Loop Status) MAN NR
NR NR NR NR NR
100.0 100.0 100.0 100.0 100.0
OPEN OPEN OPEN OPEN START
Operator's Actual Position

Request/ (Feedback from
Command Limit Switch)
CLOSE CLOSE CLOSE CLOSE STOP
Valve Position
0.0 (Feedback from
0.0 0.0 0.0 0.0
Limit Switch)
MOTOR CONTROL FACEPLATE WINDOW

Faceplate for
Data Entry
(FV, MV, SV)
VALVE CONTROL FACEPLATE WINDOWS

(Showing Open/Close and Command Indication)


3.2.4 CONTROL AND OPERATION OF EQUIPMENT The command will continue until the feedback from the valve limit switches Faceplate Windows for Motors and Pumps
indicates the valve has taken up the requested position, unless there is a
feedback error. The layout of a pump/motor faceplate is similar to that of a valve. A
Control Mode
straightforward single speed motor has three soft key icons:
To indicate that a control valve is in the manual mode it has a white box around (Note: On some faceplates the red rectangle is replaced by a yellow rectangle
it. A box containing the automatic start function of the pumps is located next • Start
which operates in exactly the same way.)
to it. • Unused
On the open and closed soft key icons is a green rectangle on the right. • Stop
The state of a pump is indicated in the related graphic box. The state of the This symbol shows the actual feedback from the valve position indicating
pump can be changed by calling up the faceplate. To put a pump into the switches.
standby mode select AUTO via the pump standby facility faceplate. The red ‘command’ rectangles on the left hand side and the green ‘actual’
rectangles on the right hand side of the icons have an identical function to those
Valve Operation: Indication and Movement indicators on a valve faceplate.
Faceplate Windows
To control a pump, valve or controller, the user must first call up the associated The operator requests a valve in the closed position to be opened: The operator requests a motor in the stopped condition to be started:
faceplate window by clicking on the item’s graphic symbol.
a) The green square on the right of the soft key icons indicate a) The green rectangles on the right of the soft key icons indicate
The faceplate contains information about the pump, valve, etc, that it controls. the valve’s actual position, ie, the green square on the lower the motor’s actual condition, ie, the green rectangle on the lower
The first item of information is the specific Tag number, this is the address of ‘CLOSE’ icon is filled in green. ‘STOP’ icon is filled in green.
the faceplate, motor, controller, etc. There is also an abbreviated description of
the item the faceplate is controlling. The square on the left of the lower ‘CLOSE’ soft key icon is The rectangle on the left of the lower ‘STOP’ soft key icon is
filled in red to indicate the original close command. filled in red, to indicate the original ‘STOP’ command.
At the top left hand corner of the faceplate is a rectangle with a cross that will
close the faceplate (standard symbol). Both of the squares on the ‘OPEN’ soft key icon are greyed out. The rectangle on the ‘START’ soft key icon are greyed out.
The green middle position square is greyed out.
An alarm or status indication is also shown and should read NR under normal The green middle position rectangle is greyed out
conditions. b) The operator clicks twice on the ‘OPEN’ soft key icon. The left
hand command square in the ‘OPEN’ soft key icon fills in red, b) The operator clicks on the ‘START’ soft key icon. The left hand
To open or close a valve requires two clicks on the ‘Open’ or ‘Close’ the left hand command square in the ‘CLOSE’ soft key icon is command rectangle in the ‘START’ soft key icon fills in red,
rectangular soft key icon, this is to confirm the action. On the faceplate around greyed out. the left hand command rectangle in the ‘STOP’ soft key icon is
the soft keys is a dotted white box. Clicking once on the soft key icon will greyed out.
make the box disappear; however, the open or close action is not carried out The square on the right of the lower ‘CLOSE’ soft key icon is
until the second click. If the second click is not carried out within a short time filled in green to indicate the valve is still closed. The rectangle in the lower ‘STOP’ soft key icon is shown
(5-10 seconds), the white box will reappear. This ensures that the action is not complete in red while the other two rectangles are greyed out.
carried out accidentally. c) The actual valve now starts to move to the open position and
moves away from its closed limit switch. The ‘CLOSE’ soft c) Until the motor starts, the small graphic indication of the motor/
All the machinery items on the screen displays use faceplates to carry out their key icon square is greyed out and the centre icon green square pump flashes to represent the start request. The ‘STOP’ soft key
operation (including emergency stops). The only exception to this is a RESET is now full, indicating the valve is in the middle position, ie, not icon rectangle is greyed out and the centre icon green rectangle
button, which has a ‘one click’ action. fully open and not closed. is now full, indicating the motor is neither stopped nor running
at full speed.
d) When the valve reaches the open limit switch, the middle square
Valves will grey out and the square in the ‘OPEN’ soft key icon will be d) When the motor starts, the middle rectangle will grey out, the
The open or close request/command from the user is shown on the soft key full green. rectangle in the ‘START’ soft key icon will be full green and the
icons as the red rectangle on the left hand side. This rectangle has two states, motor graphic stops flashing.
filled in red or greyed out with a red outline. When a change in valve position e) The feedback from the limit switches is now the same as the
is requested, the rectangle will immediately change to the new requested request and the open command is cancelled. Each valve has a
e) The feedback from the motor is now the same as the request and
position to indicate that the command has been acknowledged and the request timer for the expected time period required to carry out each
the start command is cancelled.
is being carried out. operation. If this time is exceeded an alarm is raised, but the
action is still carried out.


Illustration 3.2.4b Pressure and Temperature Monitoring
Date and Time

09.23.2004 8:59 AM
Screen Mimic Title Bar GROUP 1 TREND 1 NO.1 CARGO TANK HIDE
-153.7
-159.5
-159.5
-159.4
-159.4 Cargo Temperature Read Out

1070
-158.6
0.064 -158.2
0.064
Nitrogen Central Valve
0.064
-158.4
Faceplate
37266
-158.4
-159.4
-0.01
-153.7
33758.04
0.0
Cargo Pressure Read Out 0.37
0.06 0.37
0.37
Hold Pressure Read Out
0.27 TANK LEVEL SAAB

SELECT
Shortcut Soft Key Icon

1 to Related Screen Mimic


In the case of a starting problem, the green rectangle will not be filled in the c) MV will move to a position equal to the percentage
‘START’ icon and after a timed period, the rectangle will turn yellow. This movement.
indicates a discrepancy alarm.
If the controller is in calibration mode (see the tuning panel
If an alarm occurs with the motor, the letters ‘NR’ (normal) will change to section) or a more accurate view of the input is required, then
‘ALM’ (alarm) and a yellow box around the motor will flash until the alarm the user should press the ITEM key and enter the word ‘RAW’.
has been acknowledged. If the box flashes green, the alarm has cleared but was This brings up the RAW input value of the PV.
not accepted whilst in alarm.
The controller can be changed between manual and automatic by using the
MAN and AUTO keys on the keyboard and confirming the action.
Motor Control
The motor control mode on the main switchboard has 2 positions, SWB for
starting and stopping at the switchboard and DCS for starting and stopping
from the DCS screen. On the DCS screen a motor or pump may have manual
(MAN) and automatic (AUTO) control facilities. If the motor is in the AUTO
Cascade Controllers
mode, the letters ‘TRK’ (next to the word MAN) would indicate that for some
reason the DCS is unable to control the unit and the unit is isolated. These controllers operate in much the same way as the standard PID controller.
There is a further option of changing from manual to automatic and then to
If a motor is in this mode (in AUTO and on standby) it can only be started by cascade mode. Once the controller mode is set to automatic, the mode can
the DCS. The motor must be taken out of the AUTO mode and changed to the be changed to cascade by pressing the green CASCADE key and the AUTO
MAN mode in order to allow the operator start/stop control. key at the same time. This action then requires confirmation by pressing the
CONFIRM key.
For example, faceplates are used in the tracking mode when a CO2 test is
carried out, certain motors/fans etc will not be allowed to restart until the trip
has been reset.
The set value will now be controlled from the MV of the master controller.
The master controller MV and the slave controller SV should be set as
Controller Faceplate Windows
close as possible before changing into cascade mode for a smooth seamless
A PID controller measures the system temperature and controlling the valve changeover.
position with reference to that temperature and according to the set points.
When a controller is in the automatic mode, its graphic has no outline. When a
On the controller faceplate, there are three values. The centre of the faceplate controller is not in the automatic mode its graphic has a white outline.
is a solid graph bar, this is the process value (PV). The right hand pointer is
the set value (SV), this is the value that the process value is required to be
controlled at. The left hand pointer is the manipulated variable (MV) this is
the direct output to the valve, in this case the percentage open required. It is
important that the manipulated variable is not mistaken for measured value; the
term ‘measured value’ should not be used when referring to the DCS in order
to avoid confusion.
To obtain an accurate reading of any of the three values (SV, MV or PV), the
following procedure can be used:
a) The user should click on the SV rectangle of the faceplate. A

small window is displayed allowing data entry now.
b) Press the RETURN key and the SV is input to the controller.

The PV will now slowly increase until equal too the SV.


Illustration 3.2.4c Trending Diagram
09.23.2004 8:59 AM
TG0017.
CARGO VAPORISER 04.09.23 8.59 47/800
1 3F1C8821 PV
20000 LNG VAPORIS FLOW CONT
100%
-17 kg/h 0 - 20000
2 3T1C8821 PV
LNG VAPORIS TEMP CONT
16000 22 Deg_C -150 - 100
3 3P1C8063C PV
VAPOUR LINE HDR GAUGE
99 mbar -100 - 150
12000 4 3P18821 PV
LNG VAPORIS GAS PRESS
112 mbar 0 - 600
5
8000
4000
7
0.0 8
0%
00 14:00 15:00 16:00 17:00 18:0
10:20 10:20
FUNCTION 6M 1 PAUSE


Trending - Trend Graphs Controller Groups
The trend system allows the operator to track and display curves which follow Controllers which are directly related in their function or controllers that may
the data produced from monitored points. The operator selects which points be useful to control or observe together for reference are grouped together in
are to be monitored for trending and which curves to display. A trend graph controller groups. These groups can be accessed using the CONTROLLER
displays the record of the change of data over the course of time. The graphs key or by typing ‘CG0001’ for example for the control group 1. Once the
monitor one or more (up to 8) process parameters over a predetermined period controller group has been accessed the user can use the PAGE key followed by
of time. The operator can set the sampling rate and the display times to suit the page number to move to a certain page or scroll up or down by using the
requirements. The trend graph window is selected by pressing the TREND FORWARD PAGE or BACK PAGE keys.
key.
Pressing the CONTROLLER key displays a controller group similar to the
The various colours used on the graph represent the parameters. The colour one shown above. These groups are unique to each HIS and will have been
and the parameter description are shown on the right of the graph display. constructed to reflect functions as requested by the operator or they could be
for a group of controllers that would be useful in an emergency situation. For
Operating data is recorded at a scanning period of 10 seconds for 24 hours or example a sequential restart after a blackout as shown above. This controller
1 minute for 6 days. Fast speed trends will be recorded at a scanning period group shows steps 1 and 2 of a sequential restart and pressing the FORWARD
of 1 second for 24 hours. The trend graph can be constructed using any of 6 PAGE key will display steps 3 and 4 in this particular instance. The controllers
sampling periods and any of 6 recording times. for the sequential restart steps 1 and 2 are shown below:
• Close the main condenser inlet valve
The graph is recording in real time. To move back through the trend record,
the bottom scroll bar may be used, this will pause the graph until it is returned • Close the auxiliary condenser inlet valve
to the current time. Click on the solid marker on the scroll bar and ‘drag’ it to • Start the inboard ballast hydraulic pumps
the desired time. Alternatively the right and left arrow keys on the scroll bar
may be used to move the marker. As it is moved across the graph, all the values • Start the outboard ballast hydraulic pumps
shown on the right will change to reflect the value at the selected time. • Start engine room supply fan No.2
• Start engine room supply fan No.3
Trends have been allocated into appropriate groups. For example, trend group
47 (TG0047) is called the ‘Cargo Vaporiser’ trend graph and consists of the • Start engine room supply fan No.4
following parameter trends:
• Start engine room exhaust fan No.1
• LNG vaporiser flow control
• LNG vaporiser temperature control
• Vapour line HDR gauge
• LNG vaporiser gas pressure
Once the user has accessed the trend screen, a trend group can be selected by
typing in the graphic title (TG0047 for the group shown above) and pressing
the RETURN key or by pressing the PAGE key and the trend number (47)
followed by the RETURN key. The FORWARD PAGE and BACK PAGE keys
could also be used.
RETURN
The user can return to the process screen at any time by pressing the
GRAPHICS/PROCESS key.


Illustration 3.2.4d Controller
09.23.2004 8:59 AM
GC0001
SEQ. RST. AFT. BLK. STEP 1&2

% % % % % % % %
FV FV FV FV FV FV FV FV
0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
System
Operating
Values SV SV SV SV SV SV SV SV
0.0 0.0 100.0 0.0 100.0 100.0 100.0 100.0
MV MV MV MV MV MV MV MV
0 0 0 0 0 0 0 0
Tag
Mark 3MOV1015 3MOV1018 1P5100 2P5100 2K6400 1K6401 2K6401 1K6500
Valve MAIN CONDSR AUX CONDSR BAL SYS HYD BAL SYS HYD ENGINE ROOM ENGINE ROOM ENGINE ROOM ENGINE ROOM
Name
INLET VALVE INLET VALVE INBOARD OUTBOARD SUP FAN 2 SUP FAN 3 SUP FAN 4 EXT FAN 1
Mode
(Loop Status) AUT NR AUT NR MAN NR AUT NR MAN NR MAN NR MAN NR MAN NR
Alarm NR 100.0
NR 100.0
NR 100.0
NR 100.0
NR 100.0
NR 100.0
NR 100.0
NR 100.0
Status
(Normal)
OPEN OPEN OPEN OPEN OPEN OPEN OPEN OPEN

Valve Position
(Feedback from
Limit Switch)
Operator's
Request/
Command CLOSE CLOSE CLOSE CLOSE CLOSE CLOSE CLOSE CLOSE
Actual Position
(Feedback from 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Limit Switch)
Faceplate for
Data Entry
(FV, MV, SV)


3.2.5 CARGO AND BALLAST OPERATIONS Illustration 3.2.5a Cargo and Ballast Operations
The Distributed Control System (DCS) allows operational control from the
Central Control Room on G deck.
SHIP OVERVIEW
OV0001
By calling up the required screen, using the overview route shown in illustration
3.2.5a, the following can be monitored and controlled.
Cargo
• Cargo tank temperatures Compressors & Nitrogen & Cargo
Cargo Ballast Cargo Safety Wheelhouse
Heaters Inert Gas Miscellaneous
• Cargo tank levels OV0013 OV0014
OV0015 OV0016
OV0017
OV0018
OV0020
• Cargo system valves and pipeline setup

• Cargo discharge and spray pumps
Cargo Cargo Line Cargo Cargo Tank Inerting Emergency Cargo System Wheelhouse
Ballast Pumps Shutdown System
• Cargo tanks and pipelines cooldown Temperatures
T30-422-01
Set-up T30-433-01
Vaporiser
T30-424-01
& Aeration
T30-422-09 T30-421-01
Test Facilities
T30-422-03
Responsibilities
T30-423-01 T30-439-01
• Cargo gas leak detection
Low Duty Inert Gas Cargo Gas Hydraulic Navigation
No.1 Cargo Tank Cargo Pumps Ballast Tanks Heater Generator Detection Systems
• Cargo tank inerting and aeration T30-422-02 T30-435-01 T30-433-02 T30-426-02 T30-430-01 T30-429-01 T30-432-01
Alarms
T30-439-03
• High duty compressors Nitrogen
No.1 HD Gas Accommodation Cargo Area Navigation Engine
No.2 Cargo Tank Cargo Discharge Ballast Tank Valves Compressor Generator Damper Control Ventilation
• Cargo heaters and vaporisers T30-422-05 T30-435-02 T30-433-03 T30-427-01 T30-431-01 T30-440-03 T30-440-01
Alarm/Indication
T30-439-04
• Cargo system alarms Miscellaneous Vapour Overview &
No.3 Cargo Tank Spray Pumps No.2 HD Gas
Compressor Cargo Alarms W/H Authorisation
• Cargo emergency shutdown system T30-422-06 T30-460-01
T30-427-02 T30-434-01 T30-439-05
Automatic Spray HD Compressor

No.4 Cargo Tank Control Control
Ballast T30-422-07 T30-460-02 T30-427-03
• Ballast tank levels Cargo Loading

Cargo Cool
Down
T30-422-04
• Ballast system valves and pipelines setup T30-460-03
• Ballast pumps and eductors Cargo Tank Vapour Head

Emergency Disch. Vent Control
• Ballast tank air blowing system T30-422-08 T30-465-01
• Ballast system alarms


Illustration 3.2.6a Radio Paging System
Cargo Office Officer's Mess Crew Mess Officer's Lounge Crew Lounge Duty Mess Chief Engineer
Engineer's Office Cargo Engineer 3rd Engineer 2nd Engineer 1st Engineer
ACCOMMODATION DECKS
Gateway Station 1
Modbus RS 485
CP341
MODBUS (S)
FCS
C-RADIO P - CARGO CPU 315-DP
AGG MASTER
(MP BUS)
Redundancy Link Gateway Station 2
01
CP341
MODBUS (S)
CPU 315-DP
MIKADO Modbus RS 485 RESERVE
HHI
RADIO
PAGING
SYSTEM


3.2.6 RADIO PAGING SYSTEM Operation and Controls
Maker: Motorola The numbers below refer to the radio control features in the photograph of the
Model: GM950 Plus radio:
1. Rotary knob - used as a channel selector and for multi-function scrolling.

General
2. On-off/volume knob - used to turn the radio on or off and adjust the
The radio paging system is linked in to the DCS and alerts the cargo or volume.
machinery duty officer of an alarm group and certain individual alarms. When
an alarm situation occurs the signal relayed to a portable radio, carried by the 3. Side button 1 (programmable) - recommended for monitor/call cancel.
duty officer, will be a 5 tone code transmitted by the radio paging system.
When the radio set receives this code it will sound an audible alarm every 15 4. Push to talk button - press and hold down to talk, release to listen.
seconds for three minutes.
5. Side button 2 (programmable)
On receipt of this audible alarm, the duty officer must acknowledge the alarm
on the hand set, which will then send an acknowledge signal to the radio 6. Side button 3 (programmable)
paging base station in the electrical equipment room on F deck.
7. Top button (programmable)
Once the base station receives this second signal it will transmit a 5 tone
code and a vocal message of the alarm concerned. The vocal message will be 8. LED indicator - Green - power on
broadcast by the handset and the 5 tone code converted into a text display on Green flashing - radio scanning
the handset. Further alarms will be transmitted in the same manner. Red - radio transmitting
Yellow - radio calling
Note: No acknowledge signal is sent back to the DCS and the original Yellow flashing - radio call reminder alert
alarm must be acknowledged at a DCS operator station in the usual Red flashing - low battery warning - when transmitting
manner.
9. Microphone
Description 10. LCD display - (one line)
Transmitter 11. Menu keys
Maker: Mikado 12. Keypad

Model: 17 U 600X800
13. Antenna
Portable Radio 14. Accessory connection - for headsets, remote speakers/microphones etc.
Maker: Motorola
Model: GP380
Operation Procedure
a) Switch on the portable radio and adjust the volume control Portable Radio
when leaving the control room.
b) Press the side pushbutton 3 on the portable radio to acknowledge

the alarm.

PART 4: CARGO AND BALLAST SYSTEM
4.1 Cargo Containment and Monitoring Systems
4.1.1 Liquid Leakage Detection
Illustrations
4.1.1a Liquid Leakage Pipe
4.1.1b Bimetal Rupture Disc


4.1 CARGO CONTAINMENT AND MONITORING The lower edge of each cover is welded to the deck, forming a watertight seal. The boiling point of LNG at atmospheric pressure is extremely low (-163ºC)
SYSTEMS A flexible rubber seal is used at the point where the tank dome protrudes out and so special equipment and procedures must be used to handle LNG. The
from the cover. piping system is designed to have the minimum number of bolted flanges.
Welding is used wherever practicable to reduce the possibility of joint leakage.
General The tanks are each supported by a metal skirt from the equatorial ring, which Any liquid leakage must be dealt with by spraying the area affected with water
transmits the weight of the tank and the cargo to the lower hull. The skirt is by means of the spray system provided, or by the use of a fire hose. This
The cargo containment system is of the independent spherical tank arrangement stiffened in the upper part by horizontal rings and the lower part by vertical prevents any fractures of the affected local steelwork.
in accordance with the patents of Moss Rosenberg Verft A/S. corrugated stiffeners.
The cargo tanks are equipped to carry liquified natural gas (LNG) consisting A special casting joint (transition joint) is fitted between the skirt and the tank’s Monitoring
mainly of methane, at cryogenic temperatures and at near atmospheric equatorial ring to provide the necessary strength at this point and to reduce heat
pressure. conduction into the tank and a corresponding conduction of low temperature The cargo handling operations are controlled from a central administration
to the skirt and hull. centre located beneath the navigation bridge on G deck. This control centre
Each tank is insulated to reduce cargo loss through natural boil-off. provides a monitoring and control system that continuously monitors key
conditions in the LNG storage system and also acts as a control facility when
Insulation: The Spiral Generation Log System handling cargo.
Description
The cargo tanks are insulated with expanded polystyrene foam, fitted to The DCS system is capable of monitoring and controlling the following:
Four equally sized insulated cargo tanks are encased within the inner hull and the tanks by a spiral generating system. This system generates polystyrene
• Cargo pumps, spray pumps and selected valves
are situated in-line from forward to aft. The spaces between the inner hull and strakes (logs) as the machine moves spirally around the tank. The equipment
outer hull are used for ballast and will also protect the cargo tanks in the event automatically fuses adjacent polystyrene logs as the machine advances around • Monitoring of the Custody Transfer System
of an emergency situation, such as a collision or a grounding. the sphere. • Cargo line valve set-up (remotely operated valves only)
The ballast spaces around the cargo tanks are divided into seven, side water The insulation consists of two polystyrene layers separated by a crack- • Cargo containment monitoring
ballast tanks, port and starboard, separated by a pipe duct space extending the arresting layer of glass fibre. The upper hemisphere insulation is coated with • Cargo high duty compressors, heaters and vaporisers
full length of the under tank area. The side water ballast tanks extend to the square 0.25mm thick aluminium foil plates. The aluminium foil splash barrier
side of the cargo tanks as far up as the under deck trunk ways. • Cargo low duty compressors and heaters, monitoring only,
on the lower hemisphere is automatically bonded to the outer surface of the
control is via the machinery DCS
insulation during the log welding process. This process butt welds the logs
Additional cross ballast tanks are situated forward of No.1 cargo tank and to form a continuous insulation layer. The insulation is not actually bonded • Fire and gas detection (monitoring from stand alone system)
between No.1, 2 and 3 cargo tanks; the fore and aft peak tanks can also be used to the tank surface and this allows the passage of nitrogen gas between the
• Boil-off gas control to machinery space (limited control)
for ballast, giving a total ballast capacity of 59,473m3. insulation and the tank.
• Ballast system, pumps, valves and ballast tank levels
Cargo tank capacities, 100% at -163ºC, are as follows: • Hold space instrumentation ( monitoring only)
Containment
No.1 cargo tank 34,271.9m3 • Nitrogen system
The LNG in the ship’s cargo tanks is carried at a pressure that is marginally
No.2 cargo tank 34,271.9m3 • Cargo area ventilation
higher than atmospheric pressure. The cargo tanks are housed within holds and
No.3 cargo tank 34,271.9m3 each hold is separated by a watertight bulkhead. A positive pressure of inert gas • Inert gas generator ( monitoring and limited control)
No.4 cargo tank 34,271.9m3 or dry-air (depending on operational requirements) is maintained in the hold
space surrounding each tank.
Total capacity 137,087.6m3
There is no secondary barrier as the tanks have a high degree of safety against
fracture or failure, primarily due to their spherical construction. The tanks are
heavily insulated with polystyrene foam, ranging between 150mm and 250mm
thick, to reduce natural boil-off to a minimum.
The tanks are constructed of aluminium alloy A5083-0. Each tank is covered
by a spherical steel tank cover, the main purpose being for tank and insulation
weather protection and it also permits control of the hold space atmosphere.


Illustration 4.1.1a Liquid Leakage Pipe
LNG Liquid
CARGO TANK
HOLD SPACE
WATER BALLAST TANK
PIPE DUCT
Drip Pan


4.1.1 LIQUID LEAKAGE DETECTION
A leakage of LNG within the tank insulation will be detected at an early

stage by the gas detection system fitted at the equatorial ring area and at the
drip pan. The drip pan, installed directly below each cargo tank is fitted with Illustration 4.1.1b Bimetal Rupture Disc
temperature, gas and liquid sensors to detect the presence of LNG. These will
alarm via the gas detection and DCS systems.
Any LNG liquid leakage drains by gravity from between the tank plating and
the insulation to the drip pan via a drain tube at the bottom. The drain at the
bottom of the insulation space is sealed in normal service by a bimetal rupture
disc.
Plan Cross Section
Liquid flow from the northern hemisphere collects in the drain channel which
is formed by the upper skirt ring stiffener and is directed to the leakage pipes
located forward, aft, port and starboard of the tank. These pipes direct the
liquid onto the hold space deck and then to the drip pan. These areas are all
protected with stainless steel sheet covers.
1 4
All of the pipes except one are fitted with rupture discs. These discs are gas
tight but are designed to fail at cryogenic temperatures and will therefore
rupture when LNG comes into contact with them. The leakage pipe without
a disc has a gas detection sensor fitted to provide early warning of a possible
2
leakage.
3
In the event of a combination of alarms, namely drip pan temperature and 5
annular gas detection alarms, it will indicate an internal cargo loss and the 6
following procedure should be adhered to:
• Call the Master, Chief Engineer and Cargo Engineer
• Restrict smoking on the vessel, see Condition No.3 in the 7 6
smoking areas
• Contact the GOLAR Superintendent (initially by telephone) and
activate the GOLAR casualty procedures (Master)
• Subsequent action will depend on the situation and may, or may
not, involve the suspension of all cargo operations
WARNING
Any personnel involved with attending to an LNG leak, whether it is
liquid or vapour, must wear the appropriate protective clothing. Key
1 - Graphoil Gasket 1 5 - Graphoil Gasket 3

Additional procedures for dealing with leaks can be found in the DECK
INFORMATION BOOK. 2 - Rupture Disc Body and Cutter 6 - End Flange
3 - Graphoil Gasket 2 7 - Stud Bolt
4 - Rupture Disc with Film 8 - Nut with Washer

4.2 Cargo Piping System
4.2.1 Liquid Line
4.2.2 Vapour Line
4.2.3 Spray Line
4.2.4 Fuel Gas Line
4.2.5 Vent Masts
4.2.6 Inerting/Aeration Lines
Illustrations
4.2a Cargo Piping System
4.2b Manifold Arrangement
4.2c Inert Gas System Deck


Illustration 4.2a Cargo Piping System CL
0 14
024
CL
023
CL
013 CS
052 Spray Header
CL
774 771
Pressure Build-up CG CG
79 700 7 72
CG
0 CL CG
054 Liquid Header
CS
072
CG
Vapour Header 1 60
CS
034 15 9
CL CS
158
044 CS
CL 157
CS
170 156
3 CG CS
L04
C 063 059 154
0 33 CS CS CS
CL 11 2
CL
8 171
S 06 CG
C
11 153
CL CS
060 7 50 110
CS
CS CL 152
9 CS
C L 10
0 78
CG
871
Vapour to Shore CG
CS
260
259
CS
258
CS
257
CS
27 0 256 No.1 Cargo
51 CG CS
7
CS
212 CS
254 Tank
CL
271
CG CL102
211
CL
21 0
CL 2 53 CL101
209 CS
CL 252
CS
753 752 360 CL202

CS CS CS
359
CS
358
CS
754 CG 357
CS 37 CS
0
356 CL201
755 CS No.2 Cargo
CS
CS
354 Tank
371
CG
311
CL 353
310 CS
CL 352
801 30 9 CS
CS CL
707
CL
CG
CR
717 78
7 Spray Pump
46 0
CS 9 Cargo Pump
C S4 5
458
CS
457
CS
470 456
CL41
2 CG CS No.3 Cargo
454 Tank
CS
47 1
CG CL302
411 CG
CL 453 874
410 CS 051
CL 4 52 873
CL301 CS
4 09 CS CG
CL
012
CL
872
CG 022
G8
75 CL 011
C 053 CL
CS
021
CL
077
No.4 Cargo CS
061 CG
CG929
Tank 0 62
CG934 CS 071
CG
CL402 065
CS 2
916 LD Comp. 064 L03
CG CS C
CL401
t
Mis tor 042
CG928
2 CG CL
a r a 95
Sep
CG933 0
87 6
CG CG904
915 041
CG LN CL
LD Comp. CS902
G
1 Va
CG935
CS901
p ori
CG903 se
CG
91
7 CG CG
939 CG927 r
93
0
CG932
956
CG 914
FWD
CG
CG926
957
CG
2
ter
CG931
a CG902
He CG
947
913
LD CG
955
CG
HD Comp. 1
905
CS
877 CG
94 6 Forcing CG938 Cargo Machinery
CG er
eat
CG901
94 5 Vaporiser Room
DH
CG
Gas to Boilers in H HD Comp.
9 06
Engine Room CS
94 4
CG
Issue: 1 Section 4.2/4.2.1 - Page 1 of 2


4.2 CARGO PIPING SYSTEM The inert gas and dry-air system, located in the engine room, is used to supply 4.2.1 LIQUID LINE
inert gas or dry-air to the cargo tanks via piping which connects with the main
cargo system through a removable spool piece. The system comprises a 600/500/450/400mm butt welded, cryogenic stainless
Description steel pipeline connecting each of the four cargo tanks to the loading/discharge
All of the cargo piping is welded to reduce the possibility of joint leakage. manifolds at the ship’s side by means of a common line.
The cargo piping system is shown in illustration 4.2a showing the principal Flanged connections are electrically bonded by means of straps provided
features of the system. between flanges to ensure that differences in potential, due to static electricity At each tank dome there is a manifold which connects to the loading and
between cargo and other deck piping, tanks, valves and other equipment, are discharge lines from the tank to allow for the loading and discharge of cargo.
Liquid cargo is loaded and discharged via the two crossover lines amidships avoided.
between cargo tanks 2 and 3 and is delivered to and from each cargo tank dome This manifold on the dome connects to the tank discharge lines from the port
via the liquid header which runs fore and aft. Each crossover line at amidships Both liquid and vapour systems have been designed in such a way that and starboard cargo pumps, the loading line and the spray line.
separates into two loading/discharging connections, port and starboard, making expansion and contraction are absorbed in the piping configuration. This is
a total of four loading/discharge connections. done by means of expansion loops and bellows on liquid and vapour piping At certain points along the liquid line, blank flanges and sample points are
respectively. fitted to facilitate inerting and aeration of the system during dry dock/refit.
The cargo tank vapour domes can be connected by the vapour header running
fore and aft along the trunk deck. The vapour main also has a cross-connection Fixed and sliding pipe supports and guides are provided to ensure that pipe All sections of the liquid line outside the cargo tanks are insulated and covered
to the midship manifold for use in regulating tank pressures when loading and stresses are kept within acceptable limits. with a moulded cover to act as a tough water and vapour tight barrier.
discharging.
All sections of liquid piping that can be isolated, and thus possibly trapping
When loading, the vapour header and crossover, together with the HD liquid between closed valves, are provided with safety valves which relieve
compressors, are used to return the displaced gas from the tanks back to the excess pressure to No.2 and 3 cargo tanks. The location of safety relief valves
shore installation. When discharging, the vapour header is used in conjunction are shown in illustration 4.2a.
with either the vapour crossover, or a vaporiser, to supply gas to the tanks to
replace the outgoing liquid cargo. (Note: Electrical bonding by means of straps is provided between bolted
flanges. Whenever a section of pipe or piece of equipment is unbolted,
The spray line can be connected to the liquid crossover lines and can be used the bonding straps MUST be replaced when the flanged joint is re-
to drain or to cool down each cargo tank, and also to spray during discharging made.)
if the return vapour is insufficient.
The vapour header and stripping/spray headers are both connected to the dome
of each tank. The domes also house the tank safety valves, pressure pick up
and sample points. The spray line on each tank consists of three spray lines
inside the tank to distribute the incoming liquid into the spray nozzles in order
to assist in evaporation and thus achieve a better cooldown rate.
The spray and vapour headers have branches to and from the LNG machinery
room with connections to the compressors, heaters and vaporiser for various
auxiliary functions. Removable bends and flexible hoses are supplied for fitting
where necessary to allow cross-connection between the various pipework for
infrequent uses such as preparing for dry dock and recommissioning after dry
dock.
The vapour header connects the domes to each other for the venting of boil-off
gas, which discharges to atmosphere through vent mast riser No.1. The vapour
main also directs the boil-off gas to the engine room for gas burning, via the
LD compressor and gas heater.
Issue: 1 Section 4.2/4.2.1 - Page 2 of 2

Illustration 4.2b Manifold Arrangement
CL048 CL047 CL038 CL037 CL082 CL083 CL027 CL028 CL017 CL018
Port Side Manifold

CL096 CL095 CL092 CL091 CL080 CL081
CL087 CL088 CL083 CL084
CR088
CR099 CR084
CL044 CL034 CR094 CL024 CL014
CG079
CR098 CR093 CR087 CR083

CG072
CL043 CL033 CS063 CL023 CL013 CS

CS058 052
CS CS
068 054
CS057
CR092
CG087 CG086
Spray Main
CS060 CS059 Liquid Main

To LNG Vaporiser Vapour Main
CS750
CG078 Relief Valves Main
To/From No.3 and 4 Cargo Tanks

CL706 CL705 To/From No.1 and 2 Cargo Tanks
CG783
CG784
To CR097 To
No.3 No.2
Cargo Tank CG095 CG094 Cargo Tank
CS066 CS067
CS065
CR091
CS CS061 CS055
064
CS CS
CL042 CL032 CS062 CS056 CL022 CL012 Key
053 051
Methane Liquid
CR096 CR090 CG077 CG071 CR086 CR082
CL041 CL031 CL021 CL011

CR081
Methane Vapour
CR095
CR089 CR085
Starboard Side Manifold CL094 CL093 CL090 CL089 CG076 CG075 CL085 CL086 CL081 CL082
CL046 CL045 CL036 CL035 CL025 CL026 CL015 CL016

CG074 CG073
Issue: 1
Section 4.2/4.2.2/3/4 - Page 1 of 2

4.2.2 VAPOUR LINE 4.2.3 SPRAY LINE 4.2.4 FUEL GAS LINE
The system comprises a 750/700/600/400mm cryogenic stainless steel pipeline The spray system piping consists of a main header, running along the ship from During transportation of LNG at sea, gas vapour is produced due to the transfer
connecting each of the four cargo tanks by means of a common line to the ship tank No.1 to tank No.4. This header is connected to the liquid crossovers for of heat from the outside sea and air, through the tank insulation; also energy is
side vapour manifold, the LNG compressor room and No.1 vent mast. LNG cargo supply from the shore and to the four spray pumps. One pump is absorbed from the cargo motion due to the vessel’s movement.
fitted in each tank for the supply of LNG when the ship is at sea.
The line to the LNG compressor room allows for the vapour to be used in Under normal power conditions, the boil-off gas is used as a means of fuel in
the following procedures: The spray pipe header is connected to each tank dome by three spray pipes the ship’s boilers.
supplying the spray nozzles with liquid. The LNG can be sprayed through up
1) Sent ashore during cargo loading by means of the HD to 20 nozzles in each tank to obtain a uniform distribution within the tank. The The gas vapour is taken from the vapour header and passed on into the LD
compressors, in order to control pressure in the cargo tanks. operator decides how many pipes and nozzles to use by opening or closing the compressor. It then passes through the LD heater before going to the ship’s
individual spray inlet valves to suit the speed of cooling down required. boilers where it is burnt as fuel.
2) During ballast/loaded voyages, the boil-off gas is sent to the
engine room via the LD compressor and heater for use as The system comprises a 100/80/50mm butt welded, cryogenic stainless steel The pipe runs along the starboard side of the main deck. The main gas isolating
fuel in the boilers. pipeline connecting the spray pump in each tank to the stripping/spray header valve CG-877 is located immediately forward of the accommodation. The
and serves the following functions by supplying LNG to the following: nitrogen purging connection is also located at this point. The pipe then enters
3) During repair periods the gas is vaporised and used to purge-dry the machinery spaces and from that point the pipe runs inside a ventilated duct
the cargo tanks if required. 1) The spray rails in each tank, used for tank cooldown and gas pipe. This duct pipe has two exhaust fans situated on the open deck to draw the
generation. surrounding air to the atmosphere. This vent duct is fitted with gas detection.
At certain points along the vapour line, blank flanges and sample points are
fitted to facilitate inerting and aeration of the system during dry dock/refit. 2) The main liquid line, used for cooling down lines prior to cargo Spray Nozzle Flow Capacity Data
operations.
All sections of the vapour line outside the cargo tanks are insulated and covered No.1 Line: 538 WL x 4 each, 530 WL x 6 each
FLOW RATE FOR EACH LINE No.2 Line: 538 WL x 2 each, 530 WL x 2 each, 519 WL x 2 each
with a moulded cover to act as a tough water and vapour tight barrier. 3) Priming of discharge lines in the cargo tanks to prevent line No.3 Line: 519 WL x 2 each
surge when starting main cargo pumps. kg/cm2
0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0
Type
4) Supply of LNG to the vaporisers for gas generation to the 519L 6.484 9.378 11.642 13.422 14.796 16.138 17.26 18.404 19.446 20.376
compressors and heaters.

560L 3.428 4.932 6.104 7.034 7.778 8.49 9.096 9.686 10.22 10.714
At certain points along the spray line, blank flanges and sample points are 538L 1.536 2.184 2.668 3.072 3.428 3.752 4.044 4.300 4.528 4.772
fitted to facilitate inerting and aeration of the system during refit.
COMBINED FLOW RATE (BY LNG)
All sections of the spray line outside the cargo tanks are insulated and covered Bar. G
with a moulded cover to act as a tough water and vapour tight barrier. Type
0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0
No.1+2+3 11.448 16.494 20.414 23.528 26.002 28.380 30.400 32.390 34.194 35.862
No.1+2 9.912 14.310 17.746 20.456 22.574 24.628 26.356 28.090 29.666 31.090
No.1+3 8.020 11.562 14.310 16.494 18.224 19.890 21.304 22.704 23.974 25.148
No.1 6.484 9.378 11.642 13.422 14.796 16.138 17.260 18.404 19.446 20.376
No.2+3 4.964 7.116 8.772 10.106 11.206 12.242 13.140 13.986 14.748 15.486
No.2 3.428 4.932 6.104 7.034 7.778 8.490 9.096 9.686 10.220 10.714
No.3 1.536 2.184 2.668 3.072 3.428 3.752 4.044 4.300 4.528 4.772
Issue: 1 Section 4.2/4.2.2/3/4 - Page 2 of 2


Illustration 4.2c Inert Gas System Deck
Blank Flange for Cargo

IG401 IG301 Manifold Connection IG201 IG101
Key
IG403 IG303 IG203 IG103 Dry Air
IG404 IG405 IG305 IG304 IG204 IG205 IG105 IG104
N2 Connection
CN080
No.4 Cargo Tank IG705 No.3 Cargo Tank IG090 No.2 Cargo Tank No.1 Cargo Tank
IG703 IG702 IG701
IG704
From IG707 IG706

Engine Room
Ballast Tank To Vent Trunk
Ventilation for DB
Pipe Passage IG402 IG302 IG202 IG102
Drip Pan Drip Pan Drip Pan Drip Pan

Manifold Connection
No.2 Cargo Tank

IG704 CN080
IG090
IG703 IG702 IG701

From
Engine Room
IG707 IG402 IG302 IG202 IG102
No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
IG401 IG301 IG201 IG101

IG403 IG705 IG304 IG303 IG203 IG103
IG305
IG404 IG204 IG104
IG405 IG205 IG105
Cargo Compressor
Room
Issue: 1 Section 4.2/4.2.5/6 - Page 1 of 2


4.2.5 VENT MASTS 4.2.6 INERTING/AERATION LINES
During normal operations, the pressure in the tanks is controlled by the use of The system comprises of a 450mm flanged line which supplies inert gas or dry-
the boil-off gas in the boilers as fuel, or controlled from the common vapour air to the cargo tanks and pipelines for inerting and drying during refit periods.
line by use of the automatic vent control valve CG771 to the vent mast at No.1 The system is not directly connected to the cargo tanks, but connected to the
tank. Using the DCS graphic display screen T30-465-01 CARGO VAPOUR hold spaces via joints and bends, which in turn can be connected to the liquid
HEADER VENT CONTROL, the set point can be adjusted as required for the header for inerting and aerating operations.
relevant operational requirements.
The inert gas/dry-air is supplied from the inert gas plant situated in the engine
Each cargo tank is also fitted with two independent safety valves, comprising room. The dry-air is supplied by the inert gas generator running in the dry-air
two 300mm lines exiting the tank top into their own pilot operated relief valves mode (see section 4.7.1, Inert Gas Generator).
and then to the vent mast situated at each cargo tank dome.
The line is connected to the gas header and the liquid header by means of a
removable spool piece. By selective use of the spool piece and flexible hoses
Cargo Tank Relief Valves
it is possible to inert or aerate all or a single cargo tank.
Maker: Fuki Seisakusho Co. Ltd.
Type: Pilot operated The IG line on leaving the engine room enters the underdeck passageway
Model: PSL-MD23-131-LS1 (B) on the port side with two non-return valves adjacent to the bulkhead. Before
reaching the deck isolating valve there is a branch with a removable spool
Venting pressure: 0.25 bar
piece and drain which leads to the ballast tank main line and a secondary line
Relieving capacity: 58,400kg/h to the pipe duct tunnel, see illustration 4.2c Inert Gas System Deck
Tag No.: CR 180//480 and 181//481
No. of sets : 8 + 1 spare
At certain points along the vent line, sample points are fitted to facilitate the
inerting and aeration of the system during refit.
Issue: 1 Section 4.2/4.2.5/6 - Page 2 of 2

4.3 Cargo Pumps
4.3.1 Main Cargo Pumps
4.3.2 Stripping/Spray Pumps
Illustrations
4.3.1a Main Cargo Pumps
4.3.2a Stripping/Spray Pump and Performance Curve


Illustration 4.3.1a Main Cargo Pumps
CALCULATED PUMP PERFORMANCE CURVE

Pump Model: 12EC-24
Rated Flow: 1500m3/h

Rated Head: 155m
Specific Gravity: 0.500
Impeller Trim: 600mm
200 500
180 HEAD 450
End Bell Assembly 160 P 400

H
140 SHAFT POWER AT 0.50 SG 350

Bearing Assembly Differential Head (m) Power
and Efficiency (%) (kW)
120 300
100 250
80 MINIMUM MAXIMUM 200

Housing Assembly FLOW
CONTINUOUS
FLOW (545.3m3/h) E (1800m3/h)
Housing for
60 150
Motor
EFFICIENCY
40 100
20 50
Bearing Assembly 0 0
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000
Impeller Assembly Flow (m3/h)
Inducer


4.3 CARGO PUMPS Before Starting a Cargo Pump The cargo pumps may be restarted consecutively a maximum of 3 times, but
a) Check the level of the liquid in the tank is at a minimum of after the third time a 30 minute waiting period must be applied, after which
4.3.1 MAIN CARGO PUMPS 2.18m. The pumps must not be started when the tank is dry. The time another 3 starts may be made. This procedure must be adhered to as
cargo pump must be completely submerged in LNG to ensure heat build-up from the high starting current may not be carried away during
Maker: Ebara International Corporation that the top bearing is cooled. stripping operations. This may be due to the lack of liquid flow when (and
if) the pump does not prime, due to the extremely low level of LNG during
Type: 12EC-24
b) Before starting the pump, select the automatic or manual stripping operations. The pumps are started and stopped from the CCR via the
Capacity: 1,500m3/h at 155mth DCS system. In an emergency all pumps will be stopped by activation of the
mode from the DCS graphic display T30-435-02 CARGO
No. of sets: 8 (2 per cargo tank) Emergency Shut Down System trip.
DISCHARGE to open the pump discharge valve to about
Operating temperature: -163°C 18-20%. Starting the pump with the valve fully open when
Rated head: 155m pumping liquid which has a high specific gravity, will overload Discharge of Cargo
Power: 407.9kW the motor.
Operating a pump at, or close to, its design flow level is in the best interests of
Speed: 1,780 rpm the pump life span and operating performance. However, operating the pump
c) Start the cargo pump using the DCS by clicking on the START/
at flow rates which are less than this cannot be avoided. This is especially the
STOP icon in the T30-435-02 CARGO DISCHARGE graphic
The cargo tanks are fitted with two main cargo discharge pumps. These pumps case when the shore receiving facility cannot accept the rated flow. However, it
screen display to bring up the faceplate and clicking on the
are single stage centrifugal pumps with one inducer stage. The single stage should be remembered that it is better to operate one pump at the design flow
START soft key. The operator should keep a close watch on
helps to obtain a very low NPSH (Net Positive Suction Head). rather than two pumps running at 50% flow. The pump’s rated flow should only
the discharge pressure and the motor current. The current
be exceeded during the starting period while the discharge valve is adjusted.
consumption should steady after the motor has been running
The pumps are of the submerged motor type, with the motor windings cooled for 3 seconds. During starting, while the discharge pipe is
by the pumped LNG. The LNG also lubricates and cools the pump and motor being filled, the current may be above the ammeter red line. Stripping or Low Liquid Level Operation
bearings. As the LNG serves as the lubricant and the coolant, it is critically The current should not exceed the maximum rated current by
important for the pump that the following operational procedure is strictly As the end of a discharge approaches, the pump suction head will approach the
more than 50% for more than 2 or 3 seconds when the tank is NPSH for a given flow. At approximately 0.80 to 1 metre liquid level above
adhered to. full. If the running current after this time is more than 150% the pump inlet bell, the NPSH for the rated capacity will be reached. When the
of the maximum rated current, stop the pump immediately amount of liquid falls to this level, the motor ammeter and the pump discharge
Operating Modes and determine the cause of the high current, possibly a suction pressure should be monitored continuously by the operator.
blockage.
Switches on the cargo switchboards allow the selection of the control position The low level alarm is triggered when the liquid level is about 1 metre above
for each cargo pump to be either from the switchboard or the DCS. d) When the pump discharge pipe is filled to the discharge NPSH (at 2 metres sounding), the flow should be reduced by use of the
valve, a substantial increase in the discharge pressure and a throttling valve on the pump discharge side.
corresponding decrease in current should be observed.
Automatic
If any fluctuations are observed on the motor ammeter or on the pump discharge
There is an automatic starting sequence available via the DCS system. This e) Once the pump is operating normally, adjust the discharge valve pressure gauge during final pumping, the discharge flow rate should be further
start request causes an automatic check to be carried out on all the interlocks. to obtain the required flow or pressure. The operator should reduced until the readings stabilise. When the flow is throttled down to about
Once the system responds with an ‘All clear’ signal, the cargo pump discharge monitor the pump motor running current, taking care not to 230m3/h the required NPSH will be about 10cms. This level represents the
valve opens to a predetermined position and the pump starts. With the pump exceed the maximum current level. minimum level attainable by pumping.
running, a ‘Run’ signal is sent to the DCS, which automatically reverts to the
automatic mode for control of the discharge valve by the motor current. (Note: When the pump is operating correctly, closing the pump discharge CAUTION
valve during operation will raise the head pressure and consequently It is of the utmost importance that the pumps are never allowed to run dry,
reduce the running current.) even for short periods, as this will result in motor failure. A momentary
Manual
loss of priming during cargo stripping should not be considered as running
In the manual mode setting, the cargo pump will start immediately, irrespective The port cargo pumps all start via the soft starter on the port switchboard a pump dry. Up to 30 seconds of operation with dry suction but with fluid
of the discharge valve position. The pump discharge valve will have to be and the starboard cargo pumps all start via the soft starter on the starboard in the discharge pipe will not damage the pump or the motor.
controlled manually from the DCS screen at all times. switchboard. A switch on each soft starter allows selection of direct on line or
soft starting. When the liquid level reaches less than one metre above the pump inlet, avoid
stopping the pump if at all possible until the cargo has been fully discharged.
Once a pump is started the operator has to wait 5 minutes before the soft If the shore facility is unable to accept the liquid for intermittent periods, it is
starter will allow the starting of another pump on the same switchboard. If a preferable to keep the pump going and recirculate the liquid back into the tanks
pump is stopped the operator has to wait 5 minutes before the DCS will allow until the cargo discharge can be resumed and completed.
a restart.


Illustration 4.3.1a Main Cargo Pumps

Pump Model: 12EC-24
Rated Flow: 1500m3/h

Rated Head: 155m
200 500
180 HEAD 450
End Bell Assembly 160 P 400

H
140 SHAFT POWER AT 0.50 SG 350

Bearing Assembly Differential Head (m) Power
and Efficiency (%) (kW)
120 300
100 250
80 MINIMUM MAXIMUM 200

Housing Assembly FLOW
CONTINUOUS
FLOW (545.3m3/h) E (1800m3/h)
Housing for
60 150
Motor
EFFICIENCY
40 100
20 50
Bearing Assembly 0 0
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000
Impeller Assembly Flow (m3/h)
Inducer


Points to Remember Start Interlocks
The main cargo pumps will only start when the following conditions are met:
• The operator should check the cargo liquid level before starting
a pump and maintain at least 2 bar discharge pressure. This is • The IN PORT/AT SEA switch is set to IN PORT
to ensure the lubrication of the bearings on all pumps in cargo
• All the trips and shutdowns are inactive
service.
• Liquid level above low level lockout (2m)
• The operator should always open the throttle valve to 18-20%
open, before staring a pump manually. • No power available
• The operator should always monitor the motor ammeter and • Low insulation
the discharge pressure gauge. When discharging at 6 bar back
pressure with 40 to 41 amps on each pump the design flow rate
is achieved.
• The operator should always try to run the pump at the design
flow rate whenever possible.
• The operator should never run pumps dry.
• The operator should never blow hot air through a discharge line.
This may turn the impeller and rotor at high speed in the wrong
direction, damaging the bearings.
• The operator should never operate the pump above the motor
ammeter red line.
• The operator should never assume that all electrical interlocks
and safety relays will continuously function correctly. The
operator should be ready at all times for any eventuality.
• The operator should not allow sea water, steam or any cleaning
agent containing water to come into contact with a pump or its
cables and connections .
Pump Trips and Shutdowns

As well as the shutdown via the ESD system, the following will trip the
pumps:
• Low current: <22.5A for 10 seconds
• High current: 53A for 10 seconds
(motor starter setting)
• Single phasing: 1 phase lost
(motor starter setting)
• Low insulation: Monitored by
Spray Pump and Saab Reflector in the Bottom of the Cargo Tank
switchboard
• Low level in tank Operator set
• Emergency stop
• Low discharge pressure 2 bar

Illustration 4.3.2a Stripping/Spray Pump and Performance Curve

Pump Model: 2EC-092
Rated Flow: 50m3/h

Rated Head: 135m
200 20
End Bell Assembly
180 18
HEAD
P
160 16
Housing Assembly 14
140
Differential Head (m) H
and Efficiency (%)
120 12
Bearing Assembly
SHAFT POWER AT 0.500 SG

100 10
Housing for
Motor 80 8
MINIMUM
CONTINUOUS MAXIMUM
FLOW (16m3/h) FLOW
(60m3/h)
60 6
E
40 4
EFFICIENCY
20 2
Bearing Assembly
0 0
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70
Flow (m3/h)
Impeller Assembly
Inducer


4.3.2 STRIPPING/SPRAY PUMPS Pump Trips and Shutdowns
The stripping/spray pumps will be stopped automatically should any of the
Maker: Ebara International Corporation following occur:
Type: 2EC-092
• ESDS
Capacity: 50m3/h
No. of sets: 4 • Extremely high level in the cargo tank 99.2% volume
Operating temperature: -163°C • Tank top emergency stop activation
• Low motor current <15A for 10 seconds
One spray pump is installed in each of the tanks.
• High motor current >33A for 10 seconds
The pumps are in principle similar to the main cargo pumps and a similar • Low level in cargo tank <0.7m
operating procedure should be used. Check the level of the liquid in the tank • The end of a DCS cargo automatic sequence
is more than 0.7m. The pumps must not be started when the tank is dry. The
pump must be completely submerged in LNG to ensure that the top bearing is • Low discharge pressure 1.7 barg for 10
cooled. seconds
The spray pumps are intended for the cooldown of the cargo tanks before Start Interlocks
loading after a ballast voyage.
The stripping/spray pumps will only start when the following conditions are
The pumps are started and stopped from the CCR via the DCS system. In an met:
emergency all pumps will be stopped by activation of the Emergency Shut • Liquid level above low level lockout (0.7m)
Down System trip (ESDS).
• No power available
The instances when these pumps can be used are:
• To cool down the liquid header prior to discharging.
• To cool the cargo tank during a ballast voyage prior to arrival at
the loading terminal by discharging LNG to the spray nozzles
in the tanks.
• To pump LNG from the tanks to the vaporisers when forced
vaporisation of LNG to the boilers is required.
• To enable the tanks to be stripped as dry as possible for reasons
such as a cargo tank entry.
Whenever possible, the stripping/spray pumps should be started early enough

to avoid any possible starting problems due to very low tank levels (about 1.0m
minimum).

4.4 Cargo Compressors
4.4.1 High Duty Compressors
4.4.2 Low Duty Compressors
4.4.3 Routine Changeover of Low Duty Compressors
Illustrations
4.4.1a High Duty Compressor Performance Graphs
4.4.1b Fuel Gas Flow Rate Versus Fuel Gas Pressure
4.4.2a Low Duty Compressor Performance Graphs


Illustration 4.4.1a High Duty Compressor Performance Graphs
ine
rg eL
Su
2.000 1.960
-1-
1.800
1.600
Discharge Pressure p2
(bar)
1.400 20.00
-40.00 -20.00
-60.00 0.00
-75.00
1.200
32000
1.000
0.000 4000 8000 12000 16000 20000 24000 28000 32000 36000 40000 44000
Actual Volume Flow V1

(m3/h)
1000
824.0 20.00
-1-
800.0
0.00
-20.00
600.0 -40.00
Discharge Pressure Pe
(kw)
-60.00
400.0
-75.00
200.0
32000
1.000
0.000 4000 8000 12000 16000 20000 24000 28000 32000 36000 40000 44000

(m3/h)


4.4 CARGO COMPRESSORS Local Monitoring Panel If both compressors are started, consideration must be taken regarding the
balance of flow between the compressors to prevent surge conditions being
4.4.1 HIGH DUTY COMPRESSORS The compressors are fitted with local panels for monitoring the operation caused. It is possible to balance the compressors in the manual or automatic
of the compressors and for starting the auxiliary LO pump. The panels have modes.
Maker: Atlas Copco function keys which carry out the following operations:
(Note: It is better to run one compressor at full load than two at reduced
Type: GT 050 T1K1
Key Function load.)
Capacity: 32,000m3/h
No. of sets: 2 F1 Start-up Displays status for preparation of start-up The following conditions trip the HD compressors:
Suction temperature: -140ºC F7 Auxiliary units Release and switch on/off auxiliary units • The ESD system
Discharge temperature: -110ºC F2 Process values Display of process values • High high gas discharge temperature
Suction pressure: 1.03 bar
F4 Oil system Displays of oil system values • Excessive rotor vibration
Discharge pressure: 1.96 bar
F8 HIC Display and setting of HIC for IGV • Excessive shaft displacement
Power: 910kW
Speed: 11,530 rpm F9 Pressure Display of pressure values and set point • High high LO temperature
F10 Temperature Display of temperature values and set point • Low low LO pressure
Motor F10 Vibration Display of vibration values and set point • High high inner bearing temperature
Maker: Taiyo Electric CO. F12 Display of surge control • Low low gas seal pressure
Capacity: 6,600V, 98A, 910kW F10 DATIME Set clock • Low low bulkhead gas seal pressure
Speed: 3,560 rpm
• High high bulkhead gas seal temperature
The vessel is equipped with two electric three phase induction motor driven
Start-up Procedure
single stage high duty compressors whose functions are as follows: Non-trip alarms are indicated on the DCS are as follows:
Prior to any start-up, ensure that the electric motor driven lubricating oil pump
is operating, the fresh water cooling system is in use (see section 5.2.1) and • Compressor discharge gas temperature
• The compression of vapour to be returned to the shore station
the bulkhead seal system is at a pressure of 0.1/0.2 bar. Starting and stopping • Compressor LO filter differential pressure
when loading, in order to maintain the cargo tank pressures
of the compressors can be carried out from either the local or remote control
within limits • Compressor LO pressure
positions. Selection of the remote/local control is carried out from the local
panel in the cargo switchboard room and is indicated on the DCS. • Seal gas pressure
• Pressurisation of a cargo tank for emergency discharge in the
event of the pumps in the cargo tank not being available • Motor aft bearing temperature
By using the DCS graphic display screens T30-427-01 and 02, No.1 and No.2
HD GAS COMPRESSOR, both the compressors can be set up in the manual • Motor forward bearing temperature
Operating Modes mode ready for use. Select AUTO mode at the graphic display screens T30- • Motor winding temperatures
The compressors can be operated in the following modes: 427-01 and 02. The READY TO START display is illuminated and the unit is
on standby for discharge.
• Local manual with stop and start pushbuttons Operation and Monitoring
• Remote manual Start the HD compressor(s) by clicking on the M (motor) icon in the screen
display to bring up the faceplate and clicking on the START soft key. Before start of discharge, change over the manual valve in the compressor
• Remote automatic house to direct the exhausting seal gas to the suction side of the compressor.
After initial start-up the compressors may be stopped and started as required, On return to sea change over the seal gas to vent to the vent mast.
subject to a maximum of three starts per hour and a minimum of two minutes
between each start. After the initial start-up of both compressors it is necessary to balance their
output in order to prevent surge conditions occurring.
There is a facility to automatically control and balance the compressors using

the DCS graphic control screen T30-427-03 HD COMPRESSOR CONTROL


Illustration 4.4.1b Fuel Gas Flow Rate versus Fuel Gas Pressure
600
500
400
Fuel Gas
Pressure
(mbar)
300
200
100
0
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000
Fuel Gas Flow Rate (kg/h)

NOTE: Graph is For One Boiler
Multiply By 2 For 2 Boilers


Control of the compressor is achieved by regulating the compressor inlet
guide vane position and the flow rate to maintain the cargo tank pressure at a
preset value. The suction pressure of the compressor is detected by a pressure
transmitter and this signal is sent to the DCS.
The required suction pressure is set and the system then regulates the bypass
valve and guide vanes to accurately control the compressor speed and output.
If two compressors are in use, the set values to the flow controllers may be
subject to a balance correction signal. Balance is achieved by comparing the
suction flows of the compressors and applying any difference, via a bias and
gain function, as an addition to, or subtraction from, the common flow control
set value.
The correction signal is passed to the controller via a ramp (1.0mbar/min)

to prevent a sudden increase in the compressor load demand and assist the
compressors to share the load change without the balance being disturbed.
Output of the flow controller passes via an automatic/manual station to

provide split range control set values to the compressor bypass valve and vane
position controller. Function variables allow the split ranges to be set up for
the optimum performance.
The HD compressors may be used in an emergency for the discharge of cargo.

This is accomplished by discharging gas through the vapour header into the
top of the cargo tank concerned, the resulting pressure in the tank forcing any
liquid out via the liquid loading pipe.


Illustration 4.4.2a Low Duty Compressor Performance Graphs
2.000 1.960
-2-
1.800
ne
1.600
Li
e
Discharge Pressure P2
rg
Su
(bar)
1.400
1.0
0.9
1.200 0.8
0.7
0.6
7500
0.5
-80° -60° -40° -20°
1.000
800.0 1600 2400 3200 4000 4800 5600 6400 7200 800 8800 9600

(m3/h)
208.0
-2-
200.0
1.0
160.0
0.9
120.0
Discharge Pressure Pe
(kw) 0.8
80.00 0.7
0.6
40.00 0.5
-60° -40° -20°
-80°
0.000 7500
800.0 1600 2400 3200 4000 4800 5600 6400 7200 8000 8800 9600

(m3/h)


4.4.2 LOW DUTY COMPRESSORS Initial Start-up Remote Operation
Maker: Atlas Copco Initial start-up is to be from the local position with the ready to start setting of When under remote stop/start control from the DCS, the local control provides
Type: GT 026 T1K1 vanes etc. being set up by the local control system. a ‘Ready to Start’ signal to the DCS. In addition, a ‘Compressor Running’
Capacity: 7,500m3/h signal can inhibit remote starting of a second compressor.
Prior to any start-up, the LO and seal systems are to be checked, the compressor
No. of sets: 2 cooled down and the LD heater set up. Starting and stopping of the compressors If both compressors are stopped, with gas burning in operation or ready to start,
Suction temperature: -140ºC can be carried out from either the local or remote control positions. Selection the DCS will request the compressor bypass valve to open, allowing optimum
Discharge temperature: -104.6ºC of the remote/local control is carried out from the local panel in the cargo free flow of gas to the burners.
Suction pressure: 1.03 bar switchboard room and is indicated on the DCS.
Stopping and starting of the compressor may be carried out from the DCS after
Discharge pressure: 1.96 bar
Compressor and gas related trip functions are managed by local control initial starting has been carried out, subject to gas burning being in operation
Power: 280kW equipment. The following trip conditions are transmitted to the DCS, for alarm and ‘Ready to Start’ signals being available to the DCS.
Speed: 30,794 rpm purposes.
Starting from the machinery DCS station, using the graphic display screens
Motor • Common trip (ESD)
T30-428-01 and 02, No.1 and No.2 LD GAS COMPRESSOR, both the
Maker: Taiyo Electric CO. • High high gas discharge temperature compressors can be set up in the manual mode ready for use.
Capacity: 440V, 510A, 280kW • Excessive rotor vibration
Speed: 1,787 ~ 3,575 rpm Start the LD compressor by clicking on the M (motor) icon in the screen
• Excessive shaft displacement display to bring up the faceplate and clicking on the START soft key.
• High high LO temperature
The vessel is equipped with two electric three phase induction motor driven Once the compressor is running, speed control and monitoring is carried out
single stage low duty compressors whose function is the compression and • High high LO pressure
from the CCR/ECR via the DCS system. The graphic control screen T30-451-
heating of boil-off gas used as fuel for the boilers. • High high inner bearing temperature 01 COMBUSTION GAS SUPPLY, is used to monitor and control the amount
of BOG supplied to the boilers.
• Low low gas seal pressure
Operating Modes
• Low low bulkhead gas seal pressure
Operation and Monitoring
The compressors can be operated in the following modes: • High high bulkhead gas seal temperature
• Local start The LD gas compressor control receives signals from the boiler gas control
Non-trip alarms are indicated on the DCS are as follows: valve position. The higher of these two signals is used as a measured value to
• Remote start
• Compressor discharge gas temperature two PID controllers:
• Remote manual flow control
• Compressor LO filter differential pressure • The compressor load controller, the set value of which is the
• Remote automatic flow control preferred boiler gas control valve position (generally set at
• Compressor LO pressure
• Free flow approximately 85%)
• Seal gas pressure
• The minimum gas valve position controller, set at approximately
Under normal operating conditions only one of the LD compressors is in • Motor aft bearing temperature 30%
use at any one time. There is no automatic changeover provided, failure of
• Motor forward bearing temperature
a compressor will not automatically cause cessation of gas firing but will
• Motor winding temperatures Output from the compressor load controller passes to both compressor control
result in a free flow condition ensuring that the supply of gas to the burners is
circuits, via automatic manual stations and is applied to a low selector.
maintained.
After initial start-up the compressors may be stopped and started as required,
subject to a maximum of three starts per hour and a minimum of two minutes The alternative signal at the low selector is the output from one of the minimum
On arriving in port change over the manual valve in the compressor house to
between each start. tank pressure controllers. These are the values set by the operator for the lowest
direct the exhausting seal gas to the suction side of the compressor. On return
permissible tank pressures during either loaded or ballast conditions.
to sea change over the seal gas to vent to the vent mast.
The resultant output from the low selector passes to the vane position controller
and the motor speed controller.


Function variables allow the outputs to the vane position controller and motor 4.4.3 ROUTINE CHANGEOVER OF LOW DUTY Once the compressor is running, speed control and monitoring is carried out
speed controller to be set up for optimum performance. COMPRESSORS from the CCR/ECR via the DCS system. The graphic control screen T30-451-
01 COMBUSTION GAS SUPPLY is used to monitor and control the amount
Output from the minimum gas valve controller passes via a selector switch Under normal operations only one LD compressor is run, so it is good of BOG supplied to the boilers.
to an output unit from the DCS and then to a local control high selector. engineering practice to alternate the usage and give each unit equal running
This selected signal adjusts the compressor recirculation valve to retain flow time. The actual running time will be determined by the routine maintenance
through the compressor but reduce the flow to the boiler gas control valves. schedule set-up on board the vessel.
In the event of gas burning with the compressor stopped, the local control high
selector switch sends a 100% open signal to the compressor bypass valve to Procedure to Change Over from No.1 to No.2 Low Duty
allow maximum gas flow to the boilers without the aid of the compressor. Compressor
In the local manual mode set up No.2 LD compressor to discharge vapour to

the combustion gas supply line to the boilers via the LD heater.
a) Check that the N2 supply to the bulkhead seals is open and

at the correct pressure.
b) Check that the LO pump is running and that the sump levels
are correct.
c) Check that the fresh water cooling to the LO cooler is on.
d) Open manual discharge valve CG929.
e) Set to automatic, compressor bypass control valve CG916.
f) Open compressor inlet valve CG904.
g) Activate RESET No.2 button.
h) All trip and alarm indicators on No.2 LD COMP TRIPS

indicator panel are extinguished.
i) READY TO START is illuminated on the No.2 LD INVERTER

and No.2 LD COMPRESSOR indicator panels.
j) Start No.2 compressor in MANUAL mode from the local

control start station.
k) Increase the load slowly on No.2 compressor, whilst No.1 is in

AUTO mode, until the compressor loads are equal.
l) Place No.2 compressor in AUTO mode and No.1 compressor in

MANUAL mode.
m) Slowly reduce the load on No.1 compressor to zero and stop

No.1 compressor and shut it down.
n) Change over from LOCAL to REMOTE control.

4.5 Cargo Heaters
Illustrations
4.5a Cargo Heater


Illustration 4.5a Cargo Heater Set L/R L/R Common Trip
Point Position Position Alarm External Trip
TAL TAH TI HIC L PI L XA XA LAHH LAH TALL XA
Trip
TIC
Split Range
Temperature Control ZBK
Control Valve
Alarm
HS
TSL TSH Trip LSHH LSH

Trip Trip
Alarm ESD
Key
TT
Alarm Methane Vapour
Desuperheated Steam
ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK
Air
TI PI PT L Condensate
LT Cooling Water
Common
TE TE Trip Electrical Signal
Instrumentation
Vent
ZBK Zener Barrier Box
LNG Outlet
PI Trip Automatic Trip
Low Duty Heater

HY CS-06 Alarm Alarm Circuit
ZS HS HIC Inter. Start-Up Interlock Circuit
LS
PI TI LS Instrument on Local Panel
TSLL
TI
LI
DCS Function
LNG Inlet Valve Locked Shut
Weather Deck
TCV ZS To/From High Duty Heaters
Gas Vent Control Air

Drain Tank TCV HS
(1.0 m3)
SV HIC
ZI To High Duty and Low Duty Compressors
PCV PI
Gravity Feed
CS-40 to HY To/From LNG Forcing Vaporiser
Drain Tank
PI
CS-43 CS-38
CS-35 From CS-42
Engine Room
CS-39 Drain Cooler FC-37 Auxiliary FW
To Engine Room To Engine Room Central FW From High Duty and Low Duty Compressors
FC-38 Cooling System Cooling Pumps To Upper Deck
Drain Cooler From 10 bar Steam System
CS-37 CS-36


4.5 CARGO HEATERS CAUTION Procedures for Operating the LNG Heaters
When returning heated vapour to the cargo tanks, the temperature at the
heater outlet should not exceed +80°C, to avoid possible damage to the Set the LNG pipelines as required for the operation about to be undertaken.
High Duty Heater cargo piping insulation and safety valves.
Maker: Cryostar The procedure principle for operating the LD and HD heaters is identical
Model: 108-UT-38/34-4.6 The LD heater can perform both duties but the HD heater is normally only used except that the HD heater supplies both the boilers and the cargo system.
for warming up the cargo tanks.
Capacity: 37,200kg/h
CAUTION
No. of sets: 1 Each heater is a shell and tube type heat exchanger. The heating surface To protect the heater, it should be thoroughly preheated with steam for a
Steam inlet temperature: 200°C consists of straight tubes arranged so that cargo vapour flows through the period of one hour before the introduction of any gas.
Gas inlet temperature: -90°C tubes and steam condenses outside the tubes. The end covers are welded to
Outlet gas temperature: 80°C the tube sheets, but are flanged so that the tubes can be inspected or plugged
To Prepare the Low Duty Heater for Use in Local Mode
on board the ship if required.
Steam operating pressure: 9.0 bar a) Open the condensate inlet and outlet valves CS-35 and CS-37
LNG operating pressure: 0.75 bar The heater is pneumatically controlled and the cargo vapour supply is on the drain cooler and the outlet valve CS-40 on the gas
controlled by the cargo vapour temperature leaving the heater. vent drain tank.
Low Duty Heater The temperature set point is adjustable so that when used for purging, the set b) Open the FW cooling inlet and outlet valves FC-37 and FC-38
Maker: Cryostar point can be set above the dew point of the tank atmosphere, the suggested as described in section 5.2.
Model: 21-UT-38/34-3.2 temperature is +20ºC. In practice, only the vaporiser is used for purging
(gassing up) operations, with the heater being used for warming up only. c) Open the shell side vent valve.
Capacity: 12,000kg/h
No. of sets: 1 CAUTION d) Open the condensate drain trap inlet and outlet valves.
Steam inlet temperature: 200°C The vapour heaters should be thoroughly preheated by steam before the
Gas inlet temperature: -90°C admission of methane vapour. This prevents ice formation. e) Crack open the manual steam supply valve CS-06.
Outlet gas temperature: 25°C
Personnel should always be present when the heater is put into operation, in f) When all air is expelled from the shell, shut the vent valve.
Steam operating pressure: 9.0 bar order to locally monitor the temperature in the steam exhaust line and the
LNG operating pressure: 0.75 bar vapour outlet. During local operation all monitoring facilities are available After approximately one hour, when pressures and temperatures have stabilised
via the DCS graphic display screens T30-426-02 HIGH DUTY HEATER and on the heater, continue as below:
T30-426-01 LOW DUTY HEATER, where local operation is indicated. During
General Description local operation all alarms and trips are available and can be monitored from To Put the Low Duty Heater in to Operation (from Engine Room only)
the DCS.
There are two steam heated boil-off/warm-up heaters located in the cargo g) Slowly open the steam inlet manual valve CS-06 to the fully
compressor room. open position.
Control of the Heaters
The heaters are used for the following duties: h) Open the instrument air supply to the heater controls.
The control system uses compressed air from the control air receiver at 9.0 bar.
The air pressure is then reduced via reducing valves at the local control panel. At the DCS graphic display screen T30-426-01 LOW DUTY HEATER, use
1. The high duty heater is used for heating the LNG vapour, which The heaters are supplied by desuperheated steam from the 10 bar range to the the trackball to prepare the LD heater for use.
is delivered by the HD compressors at the specified temperature cargo machinery room.
for warming up the cargo tanks before gas freeing. i) Open the gas supply valve CG-939 to the LD heater.
The gas flow and temperature is controlled by the supply and bypass
valves, with one opening as the other closes, in response to the output of the j) Change the control to the AUTO mode for DCS control.
2. The low duty heater, which is controlled from the engine room, temperature controller positioned on the gas outlet pipe. The LD heater outlet
is used for heating boil-off gas supplied to the main boilers via temperature and pressure are relayed to the boil-off gas flow meter. CAUTION
the LD compressor.
Thorough checks around the LNG heaters and associated flange
Alarms and trips are generated in the control cabinet and monitored by the connections must be conducted during the operation.
DCS. Remote/local switching is carried out locally, with indication passing to
the DCS. If the condensate level reaches the HIGH HIGH level the heater is
tripped by the DCS.


Heater Alarms and Trips
• Manual trip
• Common emergency trip
• Drain pot level high alarm
• Drain pot level high high alarm
• Drain pot level high high trip
• Condensate outlet temperature low low trip
• Temperature control changeover alarm - remote/local or vice
versa
• Gas flow control changeover alarm - remote/local or vice versa
To Shut Down the Heater

a) Switch the automatic control from AUTO to MANUAL.
b) Close the gas supply valve CG-939 to the heater.
c) Close the steam supply valve to the heater when the temperature
at the heater outlet is above 0°C.
d) Open the steam side vent, then open the drain when all the
steam has vented.

4.6 LNG Vaporisers
Illustrations
4.6a LNG Vaporiser
4.6b Forcing Vaporiser


Illustration 4.6a LNG Vaporiser Set L/R L/R Common Trip
Flow Control Signal
TAL TAH TI HIC L PI FI L XA XA LAHH LAH TALL XA
Trip
TIC
ZBK
Control Valve
Alarm
HS

Trip Trip
Alarm ESD
Key
TT
Desuperheated Steam
Air
LT Cooling Water
Common
Instrumentation
Vent
LNG Outlet
PI CS04 Trip Automatic Trip
LNG Vaporiser CS03

HY Alarm Alarm Circuit
LS
TSLL
TI
LI
DCS Function
Weather Deck
TCV ZS To/From Boil-Off/Warm-Up Heaters

Drain Tank FCV HS
(1.0 m3)
SV HIC
PCV PI
CS-40 Gravity Feed HY To/From LNG Forcing Vaporiser
to PI
Drain Tank
CS-43 CS-38
CS-35 From CS-42
Engine Room
CS-37 CS-36


4.6 LNG VAPORISERS Vaporiser Control Position Description Valve
Auto Vaporiser inlet control valve from spray header CS-901
The control system uses compressed air from the working air receiver at 9.0
LNG Vaporiser bar. The air pressure is then reduced via reducing valves at the local control Auto Vaporiser bypass control valve CS-902
panel. The vaporisers and heaters are supplied by desuperheated steam from
Maker: Cryostar the 10 bar range to the cargo machinery room. Prepare the following manual valves;
Model: 65-UT-38/34-5.6
Mode: Cargo IG
Discharge Purge Inerting
Procedures for Operating the LNG Vaporiser Position Description Valve
Product: LNG LNG Nitrogen Open Vaporiser outlet CG-950
Set the LNG pipelines as detailed for the operation about to be undertaken.
Capacity: 18,000kg/h 8,100kg/h 20,000kg/h Open Vaporiser outlet to vapour header CG-873
Inlet temperature: -163°C -163°C -196°C To Prepare the LNG Vaporiser for Use in Local Mode
Outlet temperature: -60°C 20°C 20°C Adjust the minimum vapour flow set point to the required level.
a) Open the shell side vent valve.
No. of sets: 1
LNG liquid is supplied from ashore or a tank via the spray/LNG supply
Steam inlet temperature: 179°C b) Slowly open the shell side drain valve. Check that the condensate
to vaporiser header.
Steam operating pressure: 9.0 bar drain valves are open.
LNG vapour is then discharged from the vaporiser and distributed as required
c) Slowly open the manual steam supply bypass valve CS-04.
The vaporiser’s main role is to vaporise liquid natural gas, from the either the to the cargo tanks and piping.
shore station or a cargo tank, for the purpose of gassing up and cooling down
d) When all air is expelled from the shell, shut the vent valve.
the cargo tanks and associated piping. On completion of the operation:
After approximately one hour, when pressures and temperatures have stabilised
Each vaporiser is a shell and tube type heat exchanger. The heating surface a) Shut the vaporiser inlet valve CS-901 from the spray header.
on the vaporiser, continue as below:
consists of straight tubes arranged so that cargo vapour flows through the
tubes and steam condenses outside the tubes. The end covers are welded to b) Shut the steam supply valves, both manual and automatic, when
e) Slowly open the steam inlet manual valve CS-03 to the fully
the tube sheets, but are flanged so that the tubes can be inspected or plugged no LNG remains.
OPEN position and close the bypass valve CS-04.
on board the ship if required.
c) Open the steam side vent and then open the drain when all
f) Open the instrument air supply to the vaporiser controls.
The vaporiser is pneumatically controlled and the LNG supply to the vaporiser steam has been vented.
is controlled by the cargo vapour temperature leaving the heater.
g) Set the controls for the LNG vaporiser.
d) Keep the vapour side valve open to the system until the
The temperature set point is adjustable so that when used for purging, the set vaporiser reaches ambient temperature.
h) Fill up the vaporiser with liquid using the manual control.
point can be set above the dew point of the tank atmosphere, the suggested
Check all flanges and joints for any signs of leakage.
temperature is +20ºC.
Vaporiser Alarms and Trips
i) When the vapour is produced, switch the control for the liquid
CAUTION
valve to remote and automatic at the local control panel.
To protect the vaporiser, it should be thoroughly preheated with steam • Low low condensate temperature trip set point: 80°C
before the introduction of liquid. The bypass valve in the steam inlet pipe • High condensate level alarm contact switch
CAUTION
should be used, if required.
Thorough checks around the LNG vaporiser and associated flange • High high condensate level trip
connections must be conducted during the operation.
Personnel should always be present when the vaporiser is put into operation, in • Local hand trip alarm
order to locally monitor the temperature in the steam exhaust line and the cargo
vapour outlet. During local operation all monitoring facilities are available via To Prepare the LNG Vaporiser for Use in Remote Control Mode • Common alarm trip alarm
the DCS graphic display screen T30-424-01 CARGO VAPORISER, where After setting up the system in the manual mode, change the control to the
local operation is indicated. During local operation all alarms and trips are AUTOMATIC mode for DCS control.
available and can be monitored from the DCS.
At the DCS graphic display screen T30-424-01 CARGO VAPORISER, use the
trackball to prepare the LNG vaporiser for use. Select each valve in turn and at
the relevant faceplate click on the OPEN soft key to open the valve.

Illustration 4.6b Forcing Vaporiser Set L/R L/R Common Trip

Flow Control Signal
TAL TAH TI HIC L PI FI L XA XA LAHH LAH TALL XA
Trip
TIC
ZBK
Control Valve
Alarm
HS

Trip Trip
Alarm ESD
Key
TT
Desuperheated Steam
Air
LT Cooling Water
Common
Instrumentation
Vent
LNG Outlet
PI CS04 Trip Automatic Trip
LNG Vaporiser CS03

HY Alarm Alarm Circuit
LS
TSLL
TI
LI
DCS Function
Weather Deck
TCV ZS To/From Boil-Off/Warm-Up Heaters

Drain Tank FCV HS
(1.0 m3)
SV HIC
PCV PI
Gravity Feed
CS-40 to HY To/From LNG Forcing Vaporiser
Drain Tank PI
CS-43 CS-38
CS-35 From CS-42
Engine Room
CS-37 CS-36


Forcing Vaporiser c) Slowly open the manual steam supply bypass valve CS-02. At the DSC FORCING VAPORISER graphic display screen T30-425-01, use
the trackball to prepare the LNG forcing vaporiser for use. Select each valve
Maker: Cryostar d) When all air is expelled from the shell, shut the vent valve. in turn and at the relevant faceplate click on the OPEN soft key to open the
Model: 34-UT-25/21-3.6 valve.
After approximately 30 minutes, when pressures and temperatures have
Capacity: 6,000m3/h
stabilised on the vaporiser, continue as below: Position Description Valve
No. of sets: 1
Steam inlet temperature: 179°C e) Slowly open the steam inlet manual valve CS-01 to the fully Open Vaporiser inlet valve from spray header CS-754
Inlet LNG temperature: -163°C OPEN position and close the bypass valve CS-02. Auto Vaporiser bypass control valve CS-905
Outlet gas temperature: -30°C to -40°C Open Vaporiser outlet CG-917
f) Open the instrument air supply to the vaporiser controls.
Steam operating pressure: 9.0 bar Auto Vaporiser inlet control valve CS-906
LNG operating pressure: 0.25 bar g) Set the controls for the LNG vaporiser.
h) Fill up the vaporiser with liquid using the manual control. LNG liquid is supplied from a tank via the spray/LNG supply line to the
The forcing vaporiser provides gas, additional to the natural boil-off, in order
Check all flanges and joints for any signs of leakage. forcing vaporiser header.
to maintain cargo tank pressures within predetermined limits. The flow rate
through the vaporiser is set by the combustion control system Fuel Boil-Off
i) When the vapour is produced, switch the control for the liquid LNG vapour is then discharged from the vaporiser and through the demister
demand.
valve to REMOTE and AUTOMATIC at the local control into the vapour suction main.
Forcing vaporiser trip functions are incorporated, operating on high or low panel.
On completion of the operation.
steam condensate levels and low steam condensate temperatures.
CAUTION
Thorough checks around the LNG forcing vaporiser and associated flange a) Shut the vaporiser inlet valve from the spray header CG-754.
Hand trip and common trip alarms are provided by the DSC.
connections must be conducted during the operation.
b) Shut the steam supply valves, both manual and automatic,
Operating Modes when no LNG remains.
To Prepare the LNG Forcing Vaporiser for Use in Remote Control Mode
After setting the system up in manual mode change control to automatic mode c) Open the steam side vent and then open the drain when all
Local operation is used for the initial start and then remote from the ACC steam has been vented.
for DCS control.
(Automatic Combustion Control).
Liquid gas flow rates through the forcing vaporiser are controlled by the ACC d) Keep the vapour side valve open to the system until the
A local control panel is provided in the cargo machinery room. Monitoring vaporiser reaches ambient temperature.
via a control valve.
facilities are available via the DCS, when in local operation, together with
alarms and trips.
The vaporiser output temperature is regulated by the temperature control
valve CS-905. This valve allows liquid to bypass the forcing vaporiser and
CAUTION
mix with the heated gas vapour at the vaporiser outlet. High and low outlet
To protect the vaporiser, it should be thoroughly preheated with steam
gas temperatures are incorporated in the alarm system, together with low
before the introduction of any liquid. The bypass valve in the steam inlet
temperature, high and high high levels alarms for the steam condensate.
pipe should be used if required.
Automatic and manual stations are available from the DCS for both the Forced
Procedures for Operating the LNG Forcing Vaporiser Boil-Off (FBO) flow and temperature control valves.
Set the LNG pipelines as detailed for the operation about to be undertaken. Local control of the vaporiser flow and temperature control valves is provided
outside the DCS for the initial start-up.
To Prepare the LNG Forcing Vaporiser for use in Local Mode
Indication of local or remote control operation of the flow control is
a) Open the shell side vent valve. incorporated in the DCS.
b) Slowly open the shell side drain valve. Check that the The forcing vaporiser can be isolated by open/close valves, located at the
condensate drain valves are open. supply and outlet sides and operated from the DCS.

4.7 Cargo Auxiliary Systems
4.7.1 Inert Gas Generator
4.7.2 Nitrogen Generator
Illustrations
4.7.1a Inert Gas Generator System
4.7.1b Inert Gas Cooling System
4.7.2a Nitrogen Generation System
4.7.2b Nitrogen Distribution System on Deck


Illustration 4.7.1a Inert Gas Generator System
Vent
To Funnel
From Side Wall
10bar Steam
Air HIC
System
A37V
PAL S
PS PI
To Inert Gas PI
Generator Gas Oil Test FI Electric
Service Tank Heater
PI
From Inert Gas FX
Generator Gas Oil
PIAH FI Steam
I
Service Tank HC P Heater
Cooler To Funnel
PI AAHL
PS PI No.2
No.1
Dryer
Dryer
TI
F38V
BSA Nitrogen PI TI S
BE Fan To
131V Atmospheric
Drain
SG SG 127V
From Tank
To Fuel Oil Ballast To Auxiliary Condenser
Drain Tank System Overboard Line
Silencer S
S H-2
TAH
TS S
H-17
PI PI
TS TI
From Fresh Water
Hydrophore Unit
D20V
PI
S PX PIC
To
SG S S Engine
To Inert Gas Cooler From MT Room
I Demister S
P MIAH PX PIC 12V
TI TI LAH
LS
H-10
HC PAL
PS
PY
H-11
S
H-5
From No.3
Ballast Pump
(See 4.12.1a) I-10V
PAHL TX Key
PS TX PX
PI
Sea Water Steam
TIAH PIAH
Inert Gas Condensate
Blowers
H-15 Nitrogen Electrical Signal
PAHL I
PS PI
P
PI Air Instrumentation
Inert Gas
To Oily Fresh Water
to Consumer
Bilge Tank
H-14 H-16 Gas Oil


4.7 CARGO AUXILIARY SYSTEMS The inert gas contains approximately 85% N2, 15% CO2 and about 0.5% O2 and Dry-Air Production
is at a temperature approximately 5ºC above the sea water temperature. After The generator can produce dry-air at the same rate. For the production of dry-
4.7.1 INERT GAS GENERATOR combustion, the inert gas has a high water content due to the water formation air there is no combustion, no oxygen content measurement and the oxygen
from the combustion process and most of this water has to be removed. The signal is overridden when the mode selector is set to dry-air (compressor only)
inert gas enters a sea water cooling tower and water separator where its dew production.
System Description point is lowered to about 5ºC above sea water temperature.
As long as the dew point is correct after the processes of cooling and drying,
Maker: Hamworthy KSE a.s. Moss The inert gas is then dehumidified to a dew point of about +5ºC in the inert gas the dry-air is supplied to the cargo system.
Type: Inert gas and dry-air cooler where an R404A refrigerant is used as the cooling medium.
No. of sets: 1
The gas is further dried in one of two desiccant dehumidifiers, using steam Generator Description
Inert gas delivery rate: 13,500Nm3/h
or electrically heated air in the regeneration process, before passing into
Dry-air delivery rate: 13,500Nm3/h the discharge line. The generator consists of the following main items:
Delivery pressure: 0.25 bar
• Oil burner
The generator is manually started from the control panels mounted locally and
the operation can be monitored and various valves controlled from the DCS • Ignition burner
Inert Gas Composition
graphic display T30-430-01 INERT GAS GENERATOR. • Cooling tower
Oxygen (O2): 0.5% (by vol)
Carbon dioxide (CO2): ~14% (by vol) The inert gas generator contains an O2 analyser for the indication of oxygen • Fuel oil system
Carbon monoxide (CO): Max 100ppm content in the inert gas. The analyser is fitted with maximum and minimum • Combustion air system
Sulphur oxides (SOx): Max 2ppm (normal 1ppm) setting alarms.
• Cooling water system
Nitrogen oxides (NOx): Max 65ppm
The gas is led to the deck main via valves H-10 and H-11 depending on • Drain system
Nitrogen (N2): Remainder the gas analysis. The valves are normally operated by the O2 and dew point
• Control, monitoring and instrumentation systems
analysers and the gas is led to the dryer line only when the gas analysis
Fuel Oil Pump meets with the requirements. Under all other conditions the gas is blown to
the atmosphere via valve H-2. Oil Burner
Maker: Allweiler AG
Type: Horizontal screw The fuel oil burner is of the mechanical high pressure atomising type. The
Working Principle gas oil is directed to the burner tip through tangential slots, which cause the
oil to leave the burner as a thin rotating membrane. Combustion air is also
SW consumption: 933m3/h at 2.0 bar supplied tangentially to the burner, but in the opposite direction which causes
Inert gas is produced by the combustion of gas oil supplied by the fuel oil
FW consumption: 0.6m3/h pump with air, provided by the blower, in the combustion chamber of the further atomisation of the gas oil. The main flame is monitored by a photocell
Gas oil consumption: 1,178kg/h inert gas generator. Good combustion is essential for the production of a good connected to an electronic flame relay. This relay will shut down the main
Steam to air dryer: 10.0 bar at 362°C quality, soot free, low oxygen inert gas. burner, via the main programming unit, if the flame is too weak or has gone
out.
The products of the combustion are mainly carbon dioxide, water and small
Sea Water Cooling Pumps
quantities of oxygen, carbon monoxide, sulphur oxides and hydrogen. The Ignition Burner
Maker: Teikoku Machinery Works Ltd nitrogen content is generally unchanged during the combustion process and
Type: 550VCD Am - centrifugal vertical The fuel oil burner is ignited by a 10 - 15cm long pilot flame from the ignition
the inert gas produced consists mainly of 85% nitrogen and 15% carbon
burner which is fitted alongside. The unit consists of an oil atomising nozzle
Capacity: 2,800m3/h at 9.0 bar (adjusted to 2.0 bar) dioxide.
and electrical glow plug which operates from a 10V AC transformer, which is
Speed: 1,200 rpm activated approximately 40 seconds before the ignition burner fuel oil valve
Initially, the hot combustion gases produced are cooled indirectly in the
is opened to admit gas oil to the burner.
combustion chamber by a sea water jacket. Thereafter, cooling of the gases
Introduction mainly occurs at the scrubber section in the cooling tower where the sulphur
oxides are washed out. The sea water for the inert gas generator is supplied by
Inert gas is used for the inerting and gas freeing of cargo tanks, cargo pipes one of three sea water ballast pumps.
and void spaces when required. The inert gas blowers may be used separately
for the supply of dried air to the cargo tanks and void spaces. The inert gas is A pressure control valve located at the dryer outlet maintains a constant
produced by removing oxygen from the air by a combustion process, which pressure throughout the system, thus ensuring a stable flame at the combustion
takes place in a combustion chamber where gas oil is used as the fuel. chamber.


Vent
To Funnel
From Side Wall
10bar Steam
Air HIC
System
A37V
PAL S
PS PI
To Inert Gas PI
Service Tank Heater
PI
From Inert Gas FX
Generator Gas Oil
PIAH FI Steam
I
Cooler To Funnel
PI AAHL
PS PI No.2
No.1
Dryer
Dryer
TI
F38V
BE Fan To
131V Atmospheric
Drain
SG SG 127V
From Tank
Silencer S
S H-2
TAH
TS S
H-17
PI PI
TS TI
From Fresh Water
Hydrophore Unit
D20V
PI
S PX PIC
To
SG S S Engine
I Demister S
P MIAH PX PIC 12V
TI TI LAH
LS
H-10
HC PAL
PS
PY
H-11
S
H-5
From No.3
Ballast Pump
(See 4.12.1a) I-10V
PAHL TX Key
PS TX PX
PI
Sea Water Steam
TIAH PIAH
Blowers
PAHL I
PS PI
P
Inert Gas
To Oily Fresh Water
to Consumer
Bilge Tank
H-14 H-16 Gas Oil


Cooling Tower Local thermometers are installed to enable the following items to be Alarms
The cooling tower is where the inert gas is cooled and cleaned. The gas is pre- measured:
The system has alarm outputs to the DCS system but the alarm must also
cooled by sea water circulating in the central combustion tube which directs • Sea water inlet temperature be accepted locally by pressing the STOP HORN pushbutton to silence the
the combustion gases to the lower part of the cooling tower. The gas then audible alarm and the STOP FLASH pushbutton to cancel the flashing lamp
• Cooling tower sea water inlet temperature
flows upwards through a wet filter and a water mist generated by cone nozzles. on the alarm panel at the centre of the control panel. As well as the alarms
The wet filter and mist clean the inert gas before it passes through a stainless • Inert gas after cooling tower temperature mentioned previously in plant shutdowns, there are the following alarms:
steel demister at the top of the tower, which prevents any water droplets being • Inert gas outlet dryer/delivery line temperature • High R404A refrigerant temperature at the dryer plant outlet. The
carried away from the tower. Manholes are fitted with sight glasses adjacent to
atmospheric valve H-2 will open if the dryer is not operating,
the nozzles, which allow inspection and cleaning and renewal of the nozzles Local pressure gauges are installed to enable the following items to be but only an alarm will sound if the dryer is operating.
when necessary. measured:
• High inert gas temperature at dryer plant outlet. The atmospheric
• Fresh water pressure in the burner chamber cooling jacket valve H-2 will open.
Fuel Oil System
• Instrument air inlet pressure
The fuel oil system consists of a screw type oil pump and duplex filters. The
connections to the burners are via flexible hoses and the oil supply line and • Combustion air pressure inlet to burner Control Panel Description
return line are fitted with remotely operated valves. The oil supply line to the • Sea water pressure to the cooling jacket The control panel contains the programmable controller which takes care of
burner is purged by air when the burner is not in use. the starting, stopping, alarm/trip functions and the running mode of the plant.
• Sea water pressure to the water nozzles
On the front of the panel the IG plant is in the form of a mimic diagram,
Combustion Air System • Fuel oil pressure after the FO pump with motor running lights and automatic valve open/closed indicating lights.
• Fuel oil nozzle return pressure All alarm initiators are displayed on the mimic diagram and acted upon as
Two electrical motor driven blowers, of the roots type, supply the combustion
follows:
air via flexible bellows connections and regulating valves. • Inert gas pressure at the cooling tower outlet
• At normal running all alarm LEDs are unlit
• Inert gas pressure at the dryer outlet
Cooling Water System • An alarm is indicated by an audible signal from a horn and a
• Inert gas delivery pressure flashing light on the mimic diagram
The sea water is supplied by the water ballast pumps and is mainly used for
cleaning the inert gas. It is also used to cool the central combustion tube and • Upon accepting an alarm by a pushbutton, the audible alarm
pre-cool the combustion gas. Plant Safety Interlocks will stop
The following circumstances will cause an alarm and subsequent shutdown • When resetting an alarm by a pushbutton, the light will stop
Drain System of the inert gas generator: flashing and remain lit until the cause of the alarm is corrected,
then the light will go out
The sea water effluent from the scrubber is controlled by a regulating valve • High sea water effluent temperature
so as not to allow any inert gas to flow overboard. This is achieved by a • Upon accepting an alarm by a pushbutton, the audible alarm
• High temperature in the cooling jacket
differential pressure control system which controls a water column level in the will stop
effluent pipeline, by measuring the pressures in the effluent pipeline and the • High inert gas temperature at the cooling tower outlet
inert gas outlet pipeline. The overboard valve I9V (H-16 on the DCS screen) • High sea water level in the cooling tower Below the mimic display are the generator control pushbuttons which include
is normally open, but if it is closed a limit switch on the valve prevents the following:
the inert gas plant starting. • Burner flame failure
• Manual start
• High/low combustion air pressure
The drain valve H-15 can be operated via the DCS or from the control panel • Automatic start
• Low instrumentation air pressure
selector switch. During flame failure the discharge to overboard pipe valve H- • Air purge
14 will close and the discharge to bilge tank valve H-15 will open. • High/low sea water pressure to the cooling tower
• Remote control
• Low fuel oil pressure to the burner
• Emergency stop
Monitoring • High inert gas pressure at the cooling tower outlet
• Manual stop
The plant is monitored from the DCS graphic display T30-430-01 INERT • Alarm accept
GAS GENERATOR.
• Alarm reset
An oxygen analyser is installed and monitors the gas after the water • Lamp test
separator.


Illustration 4.7.1b Inert Gas Cooling System
Key
PS PS PI
Sea Water
Inert Gas
TI To Vent Line Air

To Funnel
Refrigerant Gas
Refrigerant Liquid
To Inert Gas
Electrical Signal
Dryer
PT
Compressor Unit Instrumentation
PT PI
Separator
TT
Inert Gas Inlet

PI
From Generator
LI
TP
TI To Vent Line
To Funnel Inert Gas Cooler
TP Oil Rectifier TP
TP
130V S
129V TI
PI
PI TI TW
To Auxiliary
Condenser
Overboard 128V Condenser
Line Demister
140V
PI TI
Pilot Receiver
LI TP
TI
From No.3 Sea

Water Ballast
Pump


Refrigeration Plant O2 Analyser g) Ensure that the ballast pump is isolated from the ballast system
Maker: Hamworthy KSE a.s. Moss by closing valves BA31V, BA35V and BA38V.
Maker: York Refrigeration, Marine
Type: Servomex Xendos 1800 h) Open the ballast overboard valves BA40V and BA55V.
Type: SMC 116 S
Range: 0 - 25% oxygen
Refrigerant: R404A
i) Ensure that the port side low SW chest suction valve S105V is
The analyser is a microprocessor-based electronic unit for the continuous open.
The inert gas is cooled by being passed through a finned gas cooler which is monitoring of the oxygen levels in the inert gas generator outlet.
divided into two parallel sections. The cooler is cooled by R404A refrigerant j) Open the ballast pump SW suction valve BA30V. Open the
from a 16 cylinder reciprocating compressor. The 16 cylinder compressor is The gas sample continuously flows through the analyser sensor because of the discharge valve B36V approximately 15% and the manual
belt driven by an electric motor. higher pressure in the inert gas system. This ensures that the oxygen content discharge valve B103V to the IG plant 40%.
is continuously measured. The analyser has a 4-20mA output signal which is
The cooler tubes contain cooling R404A and to prevent any water condensing proportional to the oxygen content and this signal is the input signal to the O2 k) Press the MANUAL MODE button on control panel then
and turning into frost or ice, the evaporating temperature is kept at slightly indicator on the control panel. Adjustment of the alarm set points can be made press the start button for the SW supply. The SW inlet valve to
below zero so that the water drains away. via the membrane keys on the unit front. scrubber will open and the light for the SW supply pump on the
mimic panel will flash. Now phone CCR and start SW pump
The compressor is fitted with high and low pressure cut-outs and a lubricating When the instrument is first switched on, the upper and lower displays are from DCS.
oil pressure cut-out. There is also a lubricating oil pressure differential cut-out illuminated for approximately three seconds and the sensor cell then warms up
to stop the compressor in the event of the lubricating oil pressure dropping and stabilises. The unit then gives the O2 reading. l) Start the ballast pump from the DCS mimic panel T30-433-01
below that of the crankcase. It is also fitted with automatic capacity control. in the ECR. The ballast pump supplies cooling water to the
A regulator will unload cylinders one at a time in accordance with the load scrubber tower.
demand. The minimum operating level is two cylinders. There is also an Operation
automatic crankcase oil heater which is switched on when the compressor m) Close the overboard valve BA40V and open the discharge
stops and vice versa. A dryer/filter is also fitted. The dryer part must be valve B36V approximately 40% (for a discharge pressure of
changed regularly while the filter part may be cleaned. Tasks to be Carried Out before Starting the Plant from the
4.8 bar).
Central Control Room DCS Panel
Inert Gas Dryer On Deck
In the Engine Room
Maker: Delair BV n) Set the valves in the passageway as required.
Type: GDCA-NESP-2612 a) Ensure that the control panel is energised at all times, because
alarms need to be operative even if the plant is shut down.
Model: M4798-001 WARNING
Ensure that the control air supply is on.
Flow rate: 13,500m3/h Passageway vent fans should run throughout the IG operation. Notices
must be posted to state that IG is in use and the passageways should not
Design pressure: 0.6 bar b) Check that there is no alarm condition and reset any alarms
be entered. After completion of IG operations the passageway should not
Volume: 11.27m3 each by pressing the ALARM RESET pushbutton on the generator
be entered until the O2 content has been checked.
o panel.
Temperature: 180 C
Heaters: Sinus Bobe (electrically heated), LVR (steam c) Check the oxygen analyser for correct calibration, if necessary On the IGG Mimic Panel
heated) adjust the O2 at solenoid valve 216. o) Press the blower SELECT button (both blowers) on the IGG
No. of sets: 2 mimic panel.
d) Open the discharge valve fully then slowly open the suction
The unit is fitted to the inert gas outlet and is designed for continuous operation valve on the refrigeration compressor. p) Check that there is a flow through the bubbler unit for cleaning
using a twin absorber system. One absorber dries the incoming inert gas while the sample gas.
the other absorber is regenerated. The dryers are heated either with steam or e) Open the gas oil valves from the service tank to supply the
electrical power which is selected by turning a switch on the control panel. The fuel pump. Check the oil level in the tank and replenish it if q) Check that all air has been evacuated from the cooling jacket
air dryers start automatically when the inert gas generator is started. necessary. outlet by viewing the flow through the sight glass.
(Note: If the inert gas plant has been shut down for a long period, the dryers f) Ensure that the DRAIN TO BILGE selector switch on the mimic
should be regenerated manually, ideally two days before use.) panel is turned to position 3, EFFLUENT OVERBOARD.
Valves H-14 and H-16 will open.


Vent
To Funnel
From Side Wall
10bar Steam
Air HIC
System
A37V
PAL S
PS PI
To Inert Gas PI
Service Tank Heater
PI
From Inert Gas FX
Generator Gas Oil
PIAH FI Steam
I
Cooler To Funnel
PI AAHL
PS PI No.2
No.1
Dryer
Dryer
TI
F38V
BE Fan To
131V Atmospheric
Drain
SG SG 127V
From Tank
Silencer S
S H-2
TAH
TS S
H-17
PI PI
TS TI
From Fresh Water
Hydrophore Unit
D20V
PI
S PX PIC
To
SG S S Engine
I Demister S
P MIAH PX PIC 12V
TI TI LAH
LS
H-10
HC PAL
PS
PY
H-11
S
H-5
From No.3
Ballast Pump
(See 4.12.1a) I-10V
PAHL TX Key
PS TX PX
PI
Sea Water Steam
TIAH PIAH
Blowers
PAHL I
PS PI
P
Inert Gas
To Oily Fresh Water
to Consumer
Bilge Tank
H-14 H-16 Gas Oil


r) Once the cooling SW flow has been established, press the AUTO Manual Starting Procedure for the Plant n) When the flame is established, indicated by the FLAME ON
START pushbutton for the refrigeration plant. The compressor lamp, allow approximately 4 seconds before pressing the IGN
will start 30 seconds later. Throttle the suction valve to maintain ON pushbutton, which will switch off the ignition burner.
This start procedure is to be used when testing the plant, after inspection or
a suction pressure of 4 to 5 bar and discharge pressure of less
maintenance work and if the automatic controls are not functioning.
than 20 bar when steady slowly open the suction valve. o) Wait another 15 seconds for the flame to stabilise before
selecting full capacity by pressing the START CAPACITY
s) Press the START pushbutton for the blowers when the a) Carry out the checks a) to e) before starting. pushbutton.
refrigeration plant suction pressure is at 0.0 bar. Ensure that all
temperatures and pressures are within limits. b) Press the MANUAL START pushbutton on the generator p) Check that the FO return pressure and the plant temperatures
panel. and pressures are normal.
If air purge (dry-air) is required press the STOP and AIR PURGE pushbuttons.
c) Ensure that the DRAIN TO BILGE selector switch on the mimic q) If necessary, adjust the O2 content using the manual loading
If inert gas is required press the STOP and the IGG AUTO pushbuttons.
panel is turned to position 3, EFFLUENT OVERBOARD. station. Opening the valve will decrease the O2 content and
Valves H-14 and H-16 will open. closing the valve will increase the O2 content.
t) Wait until the LED FLAME ON is energised and the plant is
running with full capacity and with an acceptable O2 content. d) Start No.3 water ballast pump and adjust the SW cooling The gas will bypass the dryer via valve H-17 until the O2 is within the preset
pressure to 4.8 bar by controlling valve BA36V, using the DCS limits. The dryer will start approximately 3 minutes after the main burner and
u) Check that the FO return pressure and the plant temperatures graphic display screen (ballast pumps). the bypass valve H-17 will close.
and pressures are normal.
e) Select the blower required by pressing the pushbuttons for Once the acceptable O2 content, dew point and IG outlet temperature has
v) If necessary, adjust the O2 content using the manual loading either SELECT BLOWER 1 or SELECT BLOWER 1 followed been achieved, press the SELECT CONSUMER pushbutton. The inert gas
station. Opening the valve will decrease the O2 content and by the START/STOP pushbutton. supply main valve H-1 will open, the vent valve H-2 will close and gas will be
closing the valve will increase the O2 content. supplied to the deck.
f) Check that there is a flow through the O2 bubbler unit for
w) Once the blowers are running and the refrigeration plant outlet cleaning the sample gas.
temperature reaches 6°C to 8°C, press the AUTO START Procedure for Stopping the Inert Gas Plant
pushbutton for the dryers. g) Check that all air has been evacuated from the cooling jacket
outlet by viewing the flow through the sight glass. a) Press the SELECT CONSUMER pushbutton.
x) Once the system is operating correctly, press the REMOTE
CONTROL pushbutton. h) Wait for approximately 3.5 minutes for the blower to purge the The system will change from supplying gas to the deck to venting to
system, then start the FO pump by pressing the START/STOP atmosphere, by the valve H-2 opening and the supply valve H-1 closing.
In the Central Control Room pushbutton.

b) Press the AUTO STOP pushbutton on the generator panel.
y) If the O2 and dew point readings are satisfactory, press the i) Select the start capacity by pressing the START CAPACITY
CONSUMER SELECT pushbutton on the DCS graphic display pushbutton. The fuel oil recirculating valve will open, the supply valve will close and the
T30-430-01 INERT GAS GENERATOR to put the IG plant on pump will stop. The sea water cooling inlet valve H-5 will remain open and the
line. j) Energise the ignition glow plug by pressing the GLOW ON air blower will remain running for a preset period in order to cool the system
pushbutton. down.
The gas will be directed to the atmosphere via valve H-2 until the O2 and dew
point are within the preset limits. k) Wait for approximately 30 seconds before admitting air and FO (Note: The main IG supply valve H-1 is controlled by the O2 content and dew
to the igniter by pressing the IGN ON pushbutton. point. If the O2 content is too high or too low and the dew point is too
Once the acceptable O2 content and dew point have been achieved, the inert high, the valve will not open. If either the O2 content, the dryer or the
gas supply main valve H-11 will open, the vent valve H-2 will close and gas l) Wait for approximately 3 seconds before admitting FO to the refrigeration plant should reach alarm limits during normal operation,
will be supplied to the deck. main burner by pressing the VALVE OPEN pushbutton. the vent valve H-2 will open and the supply valve H-1 will close.)
m) Switch off the glow plug by pressing the GLOW ON When the plant is running the operator should check and record all values on
pushbutton. the locally mounted instruments. Any abnormal values should be investigated
and the fault corrected as soon as possible. Should the O2 content alarm sound
the operator must adjust the O2 content at the manual loading station.


Illustration 4.7.2a Nitrogen Generation System
Vent to Funnel
Key Permeate Vent to Funnel
Gaseous Nitrogen
440V, 50Hz 440V, 50Hz Zero
Electric Supply Oxygen Enriched Air Electric Supply (Gas)
From Control
Fresh Water Cooling GS Air System Panel OAHH OAH
(2.9.2) TAH OIT MAH
S
Compressed Air
XA
XV2A
Electrical Signal Calibration
220V, 60Hz TAH TIC IV4A IV5A
Electric Supply MIT
Control
Panel G49V
PDI PDI PCV3A PCV2A

Water TS TE FIT
PI PI
After Cooler Separator 1A S
Feed Air
M Compressor
No.1 V9A V1A TI FCV1A XV1A V2A CV1A
Electric
Heater V4A
N2 60m3/h Membrane Unit S
Oil Cooler
S S S XV3A
V20A
V5A V6A V7A
S AD4A
Zero
440V, 50Hz
VB (Gas)
Electric Supply
FW40V
Control
FW38V Panel OAHH OAH
TAH OIT MAH
S
XA
XV2B
220V, 60Hz TAH TIC Calibration
IV4B IV5B MIT
Control Electric Supply
Panel G50V
PCV3B PI
Water PDI PDI TS TE PCV2B FIT
PI PI XV1B
After Cooler Separator 1B S V2B
Feed Air
M Compressor
No.2 V9B V1B TI FCV1B PAL PAH CV1B
Electric
Heater V4B
N2 60m3/h Membrane Unit S
Oil Cooler Start/Stop Start/Stop
PI
S S S System A System B
XV3B
V20B
To Safety Chamber
V5B V6B V7B
PS PT PS PI
S AD4B
29V
PIAL IV9 IV10 IV11 IV12
DCS
PI
FW41V IV14
FX PX PI Set at PSV1
5bar Set at
FW39V To Cargo System DCS 13bar
(6.2.1) FI Buffer V15
DCS Set at 27V PCV4B 26V Tank
28V V16 18m3
From/To 5.5bar
Central Fresh Water 13bar
Cooling System
Set at V12 V11
PS PI PI 25V 5bar
To
Boiler Burners
PIAL PIAL V13
PX 24V PCV4A 23V
DCS DCS


4.7.2 NITROGEN GENERATOR Feed Air Screw Compressor Control Systems and Instrumentation
Maker: Tamrotor Marine Compressors A/S
The control panel permits fully automated unmanned operation of the units.
Introduction Type: EMH 35/13 EWNA:
Free air capacity: 3.48m3/min The following alarms and controls are mounted on the control panels.
Two nitrogen generators, installed in the engine room, produce gaseous Working pressure: 12 barg
nitrogen which is used for the pressurisation of the barrier/annular insulation • Pushbuttons for start/stop operation
spaces, as bulkhead seal gas for the HD and LD compressors, fire extinguishing Nominal power: 35kW
• System status indications
in the vent mast risers and for purging of various parts of the cargo piping. A Male rotor speed: 3,520 rpm
differential controller maintains the annular pressure at hold pressure plus Air temperature (max): 46°C • Pushbutton for audible alarm acknowledgement
5mbar. Particle size (max): <40 micron • Continuous N2 delivery pressure
Particle concentration: <10 mg/m3 • Continuous O2 content reading
The two high capacity units (60Nm3/h each), are able to produce 120m3/h of
nitrogen, which is mainly required for the topping up of the barrier insulation Oil content: <5.0 mg/m3 • Dew point analyser
(at 70 barg, 21°C)
spaces during loading, cooldown and other services, such as vent mast fire
Dew point at atm pressure:<0°C • Electrical heater temperature control
extinguishing and compressor sealing.
• Emergency stop pushbutton
The operating principle is based on the hollow fibre membranes through which Four independent, time operated condensate drain valves.
compressed air flows and is separated into oxygen and nitrogen. The oxygen
is vented to the atmosphere via the engine funnel and the nitrogen stored in a The hollow fibre membrane unit with dry filters has the following characteristics Alarms and Shutdowns
18m3 buffer tank ready for use. (at 50°C inlet temperature) 2 x 60Nm3/h, N2 97%, O2 residual 3%.
Tag No. Description Set Point
The high capacity units each consists of a Tamrotor screw compressor, cooled The membranes are provided with a back pressure control valve downstream TAH-1A/B Air heater high temperature
from the central fresh water cooling system, a single stage air/water separator, of a flow meter, which maintains a constant membrane pressure. (system shutdown) 120°C
three air filters arranged in series, a 4kW electric heater, before passing into TAH-2A/B Feed air temperature high 65°C
the membrane units. An oxygen analyser, after the membrane, monitors the The nitrogen generators are equipped with an oxygen analyser, which MAH-1A/B Dew point level high -65°C
oxygen content and, if out of range, above 5% O2, redirects the flow to the continually monitors the oxygen content in the nitrogen output. If the level
funnel. of oxygen rises above 1% of the design value, then an alarm is activated OAH-1A/B Oxygen content high 3.50%
on the console. If the level of oxygen rises further then the high high alarm OAHH-1A/B Oxygen content high high 4.00%
The nitrogen is stored in a 18m3 buffer tank, where high and low service operates, redirecting the flow to atmosphere and closing the discharge line PAL-5 Nitrogen buffer tank pressure low 5.5 barg
pressure set points actuate the starting and stopping of the generators. to the buffer tank. PAH-5 Nitrogen buffer tank pressure high 9.0 barg
High Capacity Unit The gaseous nitrogen generators are operated locally with alarms and system
conditions monitored from the DCS graphic screen T30-431-01 NITROGEN Oxygen Analyser
Maker: Air Products GENERATOR. The compressors can be stopped by clicking on the STOP icon
Nominal flow rate: 2 x 60Nm3/h at 97% N2 A fixed O2 content analyser is installed on the package units and is connected
on the screen; alternatively they can be stopped locally in the engine room.
before the remotely operated three-way valve.
Delivery pressure: 6 / 8 bar
Dew point: -70°C The analyser has the following characteristics, O2 range 0 to 25%, with an
Outlet gas composition: Oxygen 3% by volume output signal of 4 to 20mA for the remote indicator, alarm panel and three way
Carbon dioxide < 30 ppm valve actuation.
Nitrogen balance to 100%


Illustration 4.7.2b Nitrogen Distribution System on Deck
NG703 NG414 NG701

NG NG NG NG309 NG NG111 NG109
NG209 NG702
411 409 NG404 311 211
NG
NG 304
NG408 405 NG308 NG208 NG108
NG
NG412 DPX 413 NG312 DPX NG NG212 DPX NG NG NG112 DPX NG NG
I I I 204 I 104
NG P NG P 305 NG P 205 NG P 105
410 310 210 110 NG102
Upper
NG704 NG NG To Inert Gas NG NG
406 306 Line Connection 206 106 NG103
CN080
Steering NG307 NG207 Lower
NG705 To/From To Cargo
Gear NG107
NG101
NG407 Compressor Room Manifold (P & S)
Room
Vent
Hood
Room From Nitrogen No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
Aft Peak Generator in
Tank Engine Room
Nitrogen
return line to
Engine Room hold space
Stern Tube
CW Tank
Key
Nitrogen
Air
Methane Vapour/Warm Vapour
Instrumentation
NG NG NG NG
NG402 NG403 NG302 303 014 012 NG202 203
From Nitrogen
Generator in NG102
Engine Room NG705 NG103
Steering NG401 NG301 NG201
Gear NG704 NG408 No.4 Cargo Tank NG308 No.3 Cargo Tank NG208 No.2 Cargo Tank NG108 No.1 Cargo Tank
Store
Room NG410 NG310 NG210 NG110
To IG Line NG101
NG412 NG407 NG312 NG307
Connection CN NG212 NG207 NG112 NG107
I DPX I DPX 080 I DPX I DPX
P NG414 P P P
Vent NG413
Hood Engine NG411 NG311 NG211 NG111 NG104
Accom.
Room Casing NG NG NG NG NG
NG409 406 404 NG309 306 NG304 NG209 206 NG204 NG109 106
NG105
Flying Passageway NG405 Flying Passageway NG305 Flying Passageway NG205
NG701
NG703 NG702
High Expansion
Foam Room
CG875
Boil Off Gas NG703
to Boiler NG902
NG NG NG NG
707 706 013 011 To LNG Liquid Line
NG901
Seal Gas Supply to
Compressor Seal Gas Vent HD and LD Compressors Compressor Room Nitrogen Connection for Cargo Pipe Purging (Port and Starboard)

4.8 Custody Transfer System (CTS)
4.8.1 Radar Gauges and CTS
4.8.2 High Level and Overfill Alarm System
4.8.3 Whessoe Float Level Gauges
4.8.4 Trim and List Indicator
Illustrations
4.8.1a Saab Tank Radar
4.8.1b Saab Tank Level Monitor Display
4.8.1c Example of Certificate of Loading
4.8.1d Example of Custody Transfer Data
4.8.2a High Level and Overfill Alarm System
4.8.3a Whessoe Float Level Gauge
4.8.4a Trim and List Indicator


Illustration 4.8.1a Saab Tank Radar
Electronic Box
Protective Hose for Cables
Antenna Cone
Still Pipe
Tank Dome Penetraton
Thermowell
Tempeature Sensor
Pipe for Inerting the Thermowell
Pressure Equalisation
Hole
Verification Pin


4.8 CUSTODY TRANSFER SYSTEM (CTS) Saab Tank Level Measurement System The gauges used for LNG incorporates a cone antenna as an adaptor for a full
length steel pipe in the tank.
4.8.1 RADAR GAUGES AND CTS Maker: Saab Marine Electronics
Type: Saab TankRadar Additional equipment for each tank, such as temperature sensors and a vapour
LNG is bought and sold on its calorific content, normally expressed in BTUs, pressure sensor are connected to a wire terminal inside the gauge housing.
rather than on a volume or weight basis. However, at the present time there The vapour sensor is situated inside the gauge housing.
are no practical instruments available to determine the net calorific content General Description of the Saab TankRadar System
transferred during loading and discharge. The value is determined partly by Workstation
measurement and partly by analysis of cargo calculation by means of the The radar transmitters on the top of the tank emit microwaves, directed by
following formula: an antenna, towards the surface of the tank contents. The antenna picks
The workstation is operated with a light pen, which the operator points
up the echo from the surface. The difference in frequency between the
directly on the screen to activate various functions.
Total energy transferred (Q) = Vd HL - VTsPvHv transmitted and reflected signal is directly proportional to the measured
------------ distance i.e. ullage.
The display works under the Windows environment. Different windows can
TvPs be opened up and displayed simultaneously. The windows can be moved
The Saab TankRadar system, which is the main part of the cargo tank control
on the screen by pointing at the top, on the title bar, of the window and
Where : system, is made up of the following units:
dragging them to a new position. All the windows have a BACK button,
• Workstation which places the window behind the other windows and an EXIT button,
V = Cargo volume loaded or discharged at an average temperature TL (m3) which closes the window.
• Level unit
d = Density of cargo at temperature TL (kg/m3) • Transmitters The overview window is the main window to work from, as it shows the
layout of the tanks of the vessel. If the overview window is not displayed
HL = Gross heating value of the cargo (BTU/kg) touch the EXIT ALL button or the OVERVIEW button. Touch a tank area
Workstation
on the mimic figure to open the tank data window, which displays the basic
Ts = Standard temperature (°K) information on one tank. When loading or discharging, the tank data windows
The workstation is used by the operator for monitoring the tank liquid levels
of all the active tanks can be opened and placed beside each other.
Tv = Average temperature of gas in the cargo tanks (°K) (innage), liquid and vapour average temperatures, cargo volumes at average
temperatures and all the other data that is handled by the Saab TankRadar. The
To display the channel menu touch a value (for example an ullage value).
TL = Average temperature of liquid in cargo tanks (°K) workstation takes care of the alarm handling of the measured values. It also
Select one of the items on the menu or touch outside the menu to close
communicates with other systems, such as load calculators and supervises the
it. The tank set up window shows more information on one tank than the
Pv = The absolute pressure of the gas in the cargo tanks, ie, gauge pressure of transmitter and level unit computers.
tank data window.
gas + barometric pressure (kPa)
Level Unit
Hv = The gross heating value of gas vapour at 15.6°C and 101.3kPa Operation
(BTU/m3). This value is assumed to be a constant 36,000 BTU/m3 based on The level unit contains terminals for the intrinsically safe connection of Light Pen
pure methane (MLNG uses BTU/scf) the transmitters. It contains the electronics used for processing the signals
a) Move the pen to the area on the screen to be activated or
from the transmitters for calculating the tank parameters, such as a trim/list
In establishing the value of the cargo transferred to and from the ship, the selected.
corrected ullage, average cargo temperature and for communicating with
vessel’s responsibility is limited to the measurements and calculations of the workstation.
the following values: V, Tv and Pv. These measurements and calculations b) Hold the light pen close to the screen and move the cursor to
are made by ship and shore representatives and are normally verified by the area to be activated, press the tip of the light pen against the
The system automatically measures the ullage more frequently on cargo tanks
an independent surveyor. The values HL and d are determined ashore at surface of the screen. The pen registers a ‘hit’ and activates the
that are either being loaded or discharged.
the loading and discharge ports and the calculations are completed by the function of the area where the cursor was positioned.
buyers and sellers.
Gauges c) If the light pen (or mouse) should fail, it is possible to move the
The quantity of cargo delivery is expressed in cubic metres (m3). cursor with the arrow keys on the keyboard.
The gauges measure the distance to the product surface, using a frequency
modulated continuous wave (FMCW) radar signal, and have an electronic box d) Press an arrow key once to move it just slightly, or keep it
that generates and processes the radar signal. pressed to move the cursor quickly.


Illustration 4.8.1b Saab Tank Level Monitor Display
Saab TankRadarÔ Help Close All
Window Cargo Overview CT4 CT3 CT2 CT1 System Overview
To t a l Vo l u m e L i q u i d 2540 m3 Tr i m A 0.96 m
To t a l F l o w R a t e -127.7 m3/h List P 0.08 <>
Grade Grade Grade Grade

Met CT 4 Met CT 3 Met CT 2 Met CT 1
Level 0.425m 1.0195m 6.600m 0.326m

Te m p e r a t u r e A v g Va p . -88.1°C - 11 8 . 8 ° C - 11 7 . 3 ° C -86.7°C
Te m p e r a t u r e A v g L i q . -78.9°C -157.3°C -158.0°C -76.2°C
P r e s s u r e Va p o r ( a b s ) 1218m b a r 1 2 11 m b a r 1209mbar 1216mbar
Vo l u m e L i q u i d 11 . 1 m 3 64.9m3 2457.1m3 6.6m3
Flow Rate -2.5m3/h -7.7m3/h -134.1m3/h 16.6m3/h
Alarm


e) To activate a function, once it has positioned the cursor • A red ACCEPT button for accepting the alarm displayed on the It is possible to switch to a new tank in a window by pressing the TANK button
correctly, press the CONTROL key and the RETURN key at alarm row and selecting a new tank from the list.
the same time, this corresponds to a hit by the light pen.
• A buzzer stop button for silencing the workstation’s alarm
An arrow pointing down beside the bar graph indicates that the tank is being
buzzer, until there is a new alarm
discharged, and conversely if the arrow points up the tank is being loaded.
The Base Window
When there is an alarm, the alarm row is shown on top of the other windows The alarm limits are shown as lines beside the bar graph. The shorter lines
The base window is always at the background of the screen. on the screen, if there is no alarm, only the ALARM button is shown on the indicate the high and low limits, while the longer lines indicate the high high
alarm row. and low low limits. The values in the window that are underlined can be
At the top of the window there is row with the TankRadar name, the date and changed.
time, the HELP button and an EXIT ALL button.
Overview Window
By pressing the HELP button the help texts can be read about the various Channel Data Window
parts of the software. When the workstation is switched on a mimic of the vessel is shown in
an overview window. The Channel Data window looks similar to the tank data window. The channel
Clear the screen by pressing the EXIT ALL button. All the windows that are data window is used to obtain a quick overview of the data of a single
open on the screen are closed down and the overview window is opened. The overview window is made specifically for each ship. The information in channel. A new channel can be selected directly from this window by pressing
the overview window will change for different ships. the CHANNEL button.
Below the top row there is the one or possibly two buttons, of which the first
button is always the WINDOW button. Opening the WINDOW menu show Each tank is shown with its tank name and ullage. An arrow indicating the
the following submenu: level rate may be displayed below the value of the ullage. When it points Tank Set-Up Window
down it indicates that the tank is being discharged and conversely it points
MIMICS The Tank Set-Up window will give all the data on one tank. Alarm limits
up when the tank is being loaded.
ALARM and other data can be changed from this window. It is also possible to block
There can also be fixed areas on the overview window with information on, individual channels from this window by pressing the check boxes at the
CTS REPORTS right end of the window. A check mark in a box indicates that the channel is
for example, draught, sea water density, trim and list.
GROUP blocked. Select a new tank by pressing the TANK button.
NOTEPAD Below the mimic of the ship there can be buttons for viewing predefined
tank groups. One of these buttons could be configured to show for example, It is possible to press a field in the Mode column to set a manual value to the
TREND the tanks in the aft end of the ship, and another, the tanks at the middle channel. The value of delay is entered in seconds.
PRINTER STATUS part of the ship.
The tank set-up window can contain more information than can fit sideways.
VERIFICATION In this case there is a scroll bar at the bottom of the window for scrolling
By pressing a tank area, the tank data window for that tank is opened. If the
SETUP ullage value is pressed, the channel menu is opened. the window sideways.
SERVICE
Tank Data Window Channel Set-Up Window
CONFIGURE
The Tank Data window is a small window displaying basic data of one tank Use the Channel Set-Up window to enter a manual value. Just press the
These buttons are used to open a menu from which a further selection can be
for each window. The ullage for a cargo or a slop tank is shown in a numeric CHECK BOX for manual, and then press the VALUE and type the manual
made.
form below the bar graph. In the bar graph, the ullage is indicated by the empty value. Some channels do not allow manual entries and the word Manual is
space above the coloured bar in the bar graph. For ballast and miscellaneous then dimmed. It is also possible to disconnect a channel, by pressing the
Alarm Row tanks the level is also shown in numeric form in the bar graph. Open the tank DISCONNECT check box so that a check mark shows.
data window by pressing the area of the tank in the overview window. The tank
At the bottom of the screen there is an alarm row. On the alarm row there is: data window for that specific tank will open. If the value of the ullage in the Alarm limits can be changed as well as blocking a channel.
• An ALARM button for opening the alarm summary window overview window is hit, the channel menu will be displayed instead.
Select a new channel by pressing the CHANNEL button.
• An alarm text with the oldest accepted alarm, status, channel A number of tank data windows can be opened (a maximum of 20 windows
name, current value and the past alarm limit can be displayed at one time) and placed wherever required on the screen.
• An indication of how many more unaccepted alarms there are Touch the title bar and move the pen.


Illustration 4.8.1c Example of Certificate of Loading
TANK 1 TANK 2 TANK 3 TANK 4
SHIP NAME
PORT NAME
VOYAGE NO. For loading AVERAGE LEVEL (M) 0.067 0.022 0.031 0.028
CARGO/CHIEF OFFICER
TRIM CORRECTION (M) 0.000 0.000 0.000 0.000
BEFORE LOADING
DATE LIST CORRECTION (M) 0.000 0.000 0.000 0.000
TIME
TRIM (METRES) 0.05 BY HEAD TEMP CORRECTION (M) -0.007 -0.004 -0005 -0.004
LIST (DEGREES) 0.01 PORT

AVERAGE TEMP. LIQUID 15.2 DEG. C CORRECTION LEVEL (M) 0.060 0.018 0.026 0.024
AVERAGE TEMP. VAPOR 16.8 DEG. C

AVERAGE PRESS. VAPOR 1.095 mbar (a) AVG. VAPOR TEMP. (DEG. C) 14.9 17.6 17.0 17.5
AVG. LIQUID TEMP. (DEG. C) 14.6 14.5 14.6 17.2
VAPOR PRESS. (mBar(a) 1,077 1,112 1,112 1,080
UNCORRECTED VOLUME (CUB. M) 0.233 0.022 0.047 0.038
TEMP. CORRECTION (FACTOR) 1.01012 1.01012 1.01012 1.01012
CORRECTED VOLUME (CUB. M) 0.235 0.022 0.047 0.038
VOLUME SUMMED (CUB. M) 0.342 (A)
AFTER LOADING TANK 1 TANK 2 TANK 3 TANK 4
DATE COMPANY NAME

TIME AVERAGE LEVEL (M) 0.071 6.914 2.952 0.036
TRIM (METRES) 0.19 BY HEAD
LIST (DEGREES) 0.03 PORT TRIM CORRECTION (M) -0.001 -0.001 -0.001 -0.001
AVERAGE TEMP. LIQUID -71.3 DEG. C SHIP'S MASTER
AVERAGE TEMP. VAPOR -65.3 DEG. C LIST CORRECTION (M) 0.000 0.000 0.000 0.000
AVERAGE PRESS. VAPOR 1.093 mbar (a)
TEMP CORRECTION (M) -0.007 -0.155 -0.150 -0.004
BUYER(S)
CORRECTION LEVEL (M) 0.063 6.758 2.801 0.031
AVG. LIQUID TEMP. (DEG. C) 14.7 -150.3 -143.1 17.5

SELLER(S)
AVG. VAPOR TEMP. (DEG. C) 14.6 -158.5 -158.3 17.2
VAPOR PRESS. (mBar(a) 1,078 1,107 1,106 1,081
UNCORRECTED VOLUME (CUB. M) 0.258 2,568,440 473,620 0.062
TEMP. CORRECTION (FACTOR) 1.01012 1.00005 1.00006 1.01161
CORRECTED VOLUME (CUB. M) 0.261 2,568,568 473,648 0.063
VOLUME SUMMED (CUB. M) 3,042.540 (B)
VOLUME LOADED (CUB. M) 3,042.198 (B-A)


Alarm Window • SIOX communication failed Adding a New Group
• Level unit restarted Add a new group by pressing the ADD GROUP ACTION under the SET UP
The Summary window contains four summaries; Sysfail, Warning Summary, button. The Group and Log Set up window is displayed. Enter the name of the
Alarm Summary and the Event Log. See the service manual for more information on how to find the failures and group.
Open the Summary window by pressing one of the two ALARM buttons, how to fix them.
either at the lower left corner of the screen or at the row of buttons at the top Select whether the group will be based on tanks or on channels. Normally it
part of the screen. is best to have groups that are based on tanks. There will be one row for each
Alarm Summary Window tank. The columns can contain data such as ullage value, status, and unit for
Press the SUMMARY button to display one of the following summaries:
each tank. The logging of the group can be set up directly, but these parameters
• Sysfail to display any system failure The Alarm Summary window displays all the channels that are in alarm at can also be defined at a later time, see instructions next on how to edit a
the moment. They are displayed with their status, value, the limit that caused group.
• Warning to display the Warning Summary the channel to go into alarm and the unit with which the channel is presented.
• Alarm to display the Alarm Summary The alarm summary can contain an unlimited number of rows. The alarms for Press OK to open the new group. Press the buttons marked with ???? to define
each tank are grouped together in the summary. the contents of the rows and columns of the group. Select NEW to add new
• Event log to display a log of all events (up to the 200 latest
events in the system) rows or columns before or after the column or row button pressed.
Event Log
On the right side of the window there are four buttons for scrolling the list. Editing a Group
Use the intermediate buttons to scroll the list one page at a time, or use TOP or The Event Log lists the latest 200 events for channels of the alarm classes
BOTTOM buttons to go to the beginning or to the end of the list. Sysfail, Warning and Alarm. An Event is recorded when a channel status goes (Note: Do not edit a group with a log started. Stop it first, edit it and save
into or out of alarm, block or disconnect. the changes, then start it again.)
When the ACCEPT PAGE button is pressed, all the channels seen on the
screen at the moment are accepted. To edit a group, first select the group from the list under the GROUP
Group Window button.
Sysfail Window Use the Group window to group information, such as measured values, Then press the SET UP button and select EDIT GROUP. The look of the
status, alarm limits, into one or more tables. It could, for example, be the window changes slightly when it is in the edit mode.
The Sysfail window contains a list of any serious system failures within ullage values of a number of tanks with the same cargo or it could be a
the tank radar system. The following failures can be included in the Sysfail group with all the ballast tanks. It is possible to change a group or add The column and row headings turn into buttons that are used for defining the
window: new groups as follows: contents of each row or column. To change a row, press the button containing
• Level unit communication failed the heading of the row. A small menu, with the options EDIT, NEW and
a) Press the GROUP button to display a list of the available DELETE, is displayed.
• Level unit sysfail groups.
• Level unit power failure When selecting EDIT or NEW, the Edit Member window is opened. If selecting
b) Select the group required. NEW, first make the selection whether the new row will be placed before or
• Level unit LI communication failed after the active row.
• Input/output box relay communication failed c) Press the SET UP button to select one of the following modes:
1. Edit Group mode to change the group Press the MEMBER button to select another channel to be displayed on
that row. The new channel is displayed on the Member row in the window.
Warning Summary Window 2. Add Group mode to create a new group In the Label input field the label can be changed so that it fits in the
3. Delete Group to delete a whole group Group window.
The Warning Summary window lists all the failures that normally do not
seriously affect the tank radar system. The columns are changed in a similar way. Instead of the Member window,
d) Press the BLOCK button to block all the channels in the
group that are possible to block. Unblock them by hitting the Infopost window is opened. In addition to the functions described above,
The following messages can be included in the Warning Summary window: it is possible to define the width of the column.
UNBLOCK.
• Level unit ground failure
e) Press the LOG button to start or stop a logging of the group. It is Use the LOG SET UP button to open the Group and Log Set up window where
• Level unit memory failure
also possible to order it to make a single logging of the group. the period, start time or stop time of the groups log can be set up. It is also
• Master communication failed possible to define if the log should be printed or saved on a file. The option of
saving a file to a log is used only for service purposes.
• Level datic communication failed


Illustration 4.8.1d Example of Custody Transfer Data
Before Loading After Loading
SHIP NAME GOLAR FROST SHIP NAME GOLAR FROST
DATE DATE
TIME TIME
PORT NAME PORT NAME
VOYAGE NO. For loading VOYAGE NO. For loading
CARGO/CHIEF OFFICER CARGO/CHIEF OFFICER HHI
TRIM (METRES) 0.05 BY HEAD TRIM (METRES) 0.19 BY HEAD
LIST (DEGREES) 0.01 PORT LIST (DEGREES) 0.03 PORT
AVERAGE TEMP. LIQUID 15.2 DEG. C AVERAGE TEMP. LIQUID -71.3 DEG. C
AVERAGE TEMP. VAPOR 16.8 DEG. C AVERAGE TEMP. VAPOR -65.3 DEG. C
AVERAGE PRESS. VAPOR 1.095 mbar (a) AVERAGE PRESS. VAPOR 1.093 mbar (a)
TANK 1 TANK 2 TANK 3 TANK 4 TANK 1 TANK 2 TANK 3 TANK 4

LEVEL MEASUREMENT (M) LEVEL MEASUREMENT (M)
NO. 1 0.061 0.022 0.030 0.027 NO. 1 0.068 6.914 2.953 0.033
NO. 2 0.066 0.022 0.030 0.029 NO. 2 0.068 6.914 2.953 0.032
NO. 3 0.070 0.022 0.032 0.027 NO. 3 0.068 6.914 2.952 0.037
NO. 4 0.071 0.022 0.032 0.028 NO. 4 0.068 6.914 2.952 0.040
NO. 5 0.066 0.022 0.029 0.029 NO. 5 0.068 6.914 2.952 0.038
AVERAGE LEVEL (M) 0.067 0.022 0.031 0.028 AVERAGE LEVEL (M) 0.071 6.914 2.952 0.036
TRIM CORRECTION (M) 0.000 0.000 0.000 0.000 TRIM CORRECTION (M) -0.001 -0.001 -0.001 -0.001
LIST CORRECTION (M) 0.000 0.000 0.000 0.000 LIST CORRECTION (M) 0.000 0.000 0.000 0.000
TEMP CORRECTION (M) -0.007 -0.004 -0.005 -0.004 TEMP CORRECTION (M) -0.007 -0.155 -0.150 -0.004
CORRECTION LEVEL (M) 0.060 0.018 0.026 0.024 CORRECTION LEVEL (M) 0.063 6.758 2.801 0.031
TEMPERATURE (DEG. C) TEMPERATURE (DEG. C)
T5 15.5 V 22.0 V 21.4 V 17.9 V T5 14.8 V -143.4 V -138.9 V 15.5 V
T4 14.6 V 17.8 V 16.6 V 17.4 V T4 14.7 V 15.5

-145.3 VV -141.1 V 15.5 V
T3 14.7 V 15.4 V 15.1 V 17.3 V T3 14.8 V -154.0 V -143.7 V 15.5 V
T2 14.7 V 15.0 V 14.9 V 17.4 V T2 14.6 V -158.6 V -148.6 V 15.5 V

15.5 V
T1 14.6 L 14.5 L 14.6 L 17.2 L T1 14.6 L -158.5 L -158.3 L 15.5 L
AVG. VAPOR TEMP. (DEG. C) 14.9 17.6 17.0 17.5 AVG. VAPOR TEMP. (DEG. C) 14.7 -150.3 -143.1 17.5
AVG. LIQUID TEMP. (DEG. C) 14.6 14.5 14.6 17.2 AVG. LIQUID TEMP. (DEG. C) 14.6 -158.5 -158.3 17.2
VAPOR PRESS. (mBar(a)) 1,077 1,112 1,112 1,080 VAPOR PRESS. (mBar(a)) 1,078 1,107 1,106 1,081
UNCORRECTED VOLUME (CUB. M) UNCORRECTED VOLUME (CUB. M)
0.233 0.022 0.047 0.038 0.258 2,568.440 473.620 0.062
TEMP. CORRECTION (FACTOR) 1.01012 1.01012 1.01012 1.01012 TEMP. CORRECTION (FACTOR) 1.01012 1.00005 1.00006 1.01161
CORRECTED VOLUME (CUB. M) 0.235 0.022 0.047 0.038 CORRECTED VOLUME (CUB. M) 0.261 2,568.568 473.648 0.063
VOLUME SUMMED (CUB. M) 0.342 (A) VOLUME SUMMED (CUB. M) 3,042.540 (A)
COMPANY NAME COMPANY NAME
SHIP'S MASTER SHIP'S MASTER

BUYER(S) BUYER(S)
SELLER(S) SELLER(S)
SURVEYOR SURVEYOR
CUSTOMS CUSTOMS


Trend Window Editing a Channel in a Trend Custody Transfer System
The Trend window is used to view the historical data of up to four channels in By pressing one of the numbered buttons for the channels in either the Trend The CTS process image can be accessed directly via the operator station keypad
a window, with different colours for each channel. window or in the Edit Trend window, the Edit Channel window is opened. button, marked CTS DATA. The display has the following main purposes:
• To display the measured values relating to the CTS
A number of trends can be configured and selected by pressing the TREND In this window it is possible to select the channel for that trend line and also
button. The minimum sample rate is ten seconds. The latest 1,000 samples are specify the maximum and minimum range for the trend graph. As a guidance, • To enable the operator to generate reports at the start and end of
stored and can be displayed using the scroll bar. the maximum and minimum of that range for the channel are printed in the cargo loading
window. Select the colour by pressing the box with the correct colour. • To enable the operator to generate reports at the start and end of
Each channel is displayed with its actual value and with its maximum and cargo discharging
minimum settings for the diagram. The trends are shown in a window, these (Note: Maximum and minimum ranges can be changed without losing the
can be scrolled one page at a time using the intermediate left or right buttons, historical data of the trend. When any channel is added or deleted, the • To enable the operator to enter values manually
or they can be scrolled to the end of the trend using the outermost left and historical data for the other channels in that trend window is lost. To
right buttons. The window shows 180 samples at a time. avoid losing historical data, make a new trend with the new channel CTS Operation
or channels included or deleted. The original trend will still contain
There is a time ruler for viewing historical data. Use the buttons described the historical data.) The CTS reporting operation is manual. The operator uses the buttons in the
above to move to the trend area that is required, then switch the ruler on by CTS display image to print CTS reports at the following 4 different stages:
pressing the RULER button. When the ruler is on the values of the channels
corresponding to the time where the ruler is placed, the values are displayed Changing the Sampling Period of a Trend
Before Loading:
under the heading Ruler Value. The time and date, corresponding to the The state and content of the cargo tanks immediately before the
position of the ruler, are shown above the grey window containing the trend (Note: All historical data of the trend will be lost when the sampling period
is changed. To avoid this, make a new trend with the new sampling loading operation is started.
lines. The ruler can be moved one sample at a time using the left and right
single arrow buttons, or five samples at a time using the left and right double period. Press the SET UP button in the Trend window and press
EDIT TREND on the menu. Enter a new sampling period in the Edit After Loading:
arrow buttons. To move quickly to another part of the Trend, switch the The state and content of the cargo tanks immediately after
ruler off and use the buttons to move one whole window at a time, or to Trend window. Select OK to start the trend with the new sampling
period.) loading. This includes the difference in volume from before
go to one end of the trend. loading.
When the ruler is on, it is possible to press a point on a trend and the Ruler Back-up Display on the Level Unit Before Unloading:
moves to this point. Then the position of the ruler can be adjusted more The state and content of the cargo tanks immediately before the
exactly with the single arrow left and right buttons. If the workstation should fail, level indication can be obtained from the unloading operation is started.
level unit.
Edit, Add or Delete a Trend After Unloading:
The back-up display is located in the calculation unit in the top part of the The state and content of the cargo tanks immediately after the
To change a trend, add a new one or delete one, press the SET UP button to level unit cabinet. The back-up display serves only as a back-up for the unloading operation is completed. This includes the difference
open a menu with these choices. When selecting Add Trend or Edit Trend, workstation. The display can show each tank with its tank name and relevant in volume from before unloading.
the Edit Trend window opens up. tank values. The display can also show other information such as the setting of
the trim/list mode, trim and list values, mode of the Processor Memory Board The reports generated from the display will be sent to file on disk so that all
Another way to open the Edit Trend window is by pressing one of the (LCM), communication parameters and versions of the software. CTS reports will be available if required at a later stage. They will also be sent
numbered channel buttons or anywhere on a channel row. to the printer for a hard copy.
As all the operations are normally done on the workstation, the back-up
Change the name of the trend, by typing the new name in the input field. display is only needed when servicing the system or if there is a failure The final report (after loading and after unloading) will be printed manually
Change the sample period by entering the time between each sampling in on the workstation. from the Report System operation dialog. When printing, the operator will be
hours, minutes and seconds. The minimum sample rate is ten seconds. prompted for the name of: The Master, The Surveyor and the Chief Officer/
(Note: No alarm handling on measured values (except for the IG pressure Cargo Engineer.
It is also possible to activate or deactivate the trend by pressing the ACTIVE alarm) is done in the level unit. All such alarm handling is done
box. A check mark indicates that the trend is active and is storing samples. in the workstation.)
Select up to four channels that are included in the trend, by pressing the
numbered buttons at the bottom of the window. When pressing one of these
buttons, the Edit Channel window opens up.


Quantity Value Displays During Loading the quantity present in the tanks when the AFTER LOADING
button was pressed.
The values displayed in the following fields:
• Quantity on board on arrival CTS Reports
• Quantity on board on departure
CTS reports (LNG certificate) will be generated:
• Quantity loaded
• Before loading After loading
They will show the corrected liquid volume according to the following rules: • Before unloading After unloading
• Before loading, all the values are frozen at the quantity present
in the tanks after the previous unloading operation. The report will be generated and printed on paper when the operator activates
one of the four buttons and one copy will be saved to disk. If more paper
copies of the report are required they can be printed using the standard report
• During loading, the quantity on board on arrival value is mechanism (tools/report manager/historic report).
frozen at the quantity present in the tank when the BEFORE
LOADING button was pressed. The quantity loaded value is Values that have been overridden by a manual entry will be marked with an
dynamically updated to show how much has been loaded at all asterisk (*). The status of the modules (from which all the values are read) will
times. The quantity on board on departure value is frozen at be checked and each value with a status other than ‘OK’ will be marked with
0.0. a hash mark (#).
• After loading, the quantity on board on arrival value remains Failure of the CTS Equipment
frozen. The quantity on board on departure value is frozen at
the quantity present in the tanks when the AFTER LOADING If the CTS equipment should fail during custody transfer, the levels would
button was pressed. have to be measured using the Whessoe float gauges. The volume calculations
and corrections have to be made by hand, using the hard copy of the tank gauge
Quantity Value Displays During Unloading tables.
The values displayed will be in the following fields: The float gauges must be kept blocked at their top position, except when during
the actual measurement.
• Quantity on board on arrival
• Quantity on board on departure The total gross number of cubic metres of cargo in the tanks before and after
loading or discharging is calculated using the average level reading determined.
• Quantity loaded
This volume is corrected for heel, trim, volume, vapour pressure and cargo and
vapour temperatures. The difference in these volumes at the start and end of the
They will be set according to the following rules:
operation will be taken as the apparent volume (m3) of cargo delivered.
• Before unloading, all the values are frozen at the quantity
present in the tanks after the previous loading operation. In this case a cargo record report sheet is used in conjunction with the gauging
tables. These contain the correction figures for trim, list, bottom fine gauging
• During unloading, the quantity on board on arrival value is and thermal value (level gauge) of each individual tank in order to give the
frozen at the quantity present in the tank when the BEFORE accurate values of the cargo CV, BTU, m3 and metric tons.
UNLOADING button was pressed. The quantity unloaded value
is dynamically updated to show how much has been unloaded at
all times. The quantity on board on departure value is frozen at
0.0.
• After unloading, the quantity on board on arrival value remains

frozen. The quantity on board on departure value is frozen at


Illustration 4.8.2a High Level and Overfill Alarm System
LCCR Cabinet
230V AC Supply
High Level System
Protective Cap HIGH LEVEL AND OVERFILL ALARM SYSTEM
230V AC Supply
Overfill System 99.2% TANK NO. 1 99,4% TANK NO. 1
Test Lift Button
99.2% TANK NO. 2 99,4% TANK NO. 2
99.2% TANK NO. 3 99,4% TANK NO. 3
99.2% TANK NO. 4 99,4% TANK NO. 4

Connection
Box LOOP FAILURE HIGH LEVEL LOOP FAILURE HIGH LEVEL
SYST./POWER FAIL. HIGH LEVEL SYST./POWER FAIL. HIGH LEVEL
Cargo Tank Dome Shell ALARM ACCEPTED
LOOP FAILURE ACCEPTED
ACCEPT RESET ALARM LAMP

ALARM ALARM BUZZER HOLD TEST ON/OFF
Float Switch Arrangement
OMICRON
TONSBERG - NORWAY
Float Guide
High High 99.4% Volume Intrinsically Safe Inputs

Low Density Float
SAFE AREA
Sensor Switch
Level Sensor
Tank No.1
High 99.2% Volume HAZARDOUS AREA
Level Sensors
Tank No.s 2, 3 and 4


4.8.2 HIGH LEVEL AND OVERFILL ALARM SYSTEM Alarm Panel (Note: Any loop/wiring or system faults must be rectified as soon as possible
as a sensor with a loop failure will not alarm.)
Maker: Omicron The alarm panel has ACCEPT ALARM, RESET ALARM, ALARM HOLD,
Type: HHL - 8903 LAMP TEST and unit ON/OFF pushbuttons. There are LED indicators for all
tank alarms and also loop and power/system failure.
The vessel’s cargo tank high level alarm system is fitted to comply with
the IMO, DNV and USCG etc societies’ requirements. To comply with Operation
these requirements the high level alarm and overfill alarms are completely
separate. When a cargo tank float moves upwards, the relevant LED (orange for 99.2%
and red for 99.4%) on the intrinsically safe alarm module and the alarm panel
The level switches are of the float type and can be tested independently from will start to flash and the ACCEPT ALARM pushbutton will illuminate.
the top of the tank.
Pressing the ACCEPT ALARM pushbutton will cause the common alarms
All the inputs from the level switches are connected directly to the input (horn and lamp) to stop. The LEDs on the intrinsically safe alarm unit and the
sides of intrinsically safe alarm units. These alarm units are bus wired to one alarm panel will continue to flash. The operator should then press the RESET
common output unit which interfaces with the DCS system. Separate outputs ALARM pushbutton and the flashing LED(s) will illuminate steadily.
for alarms and indication are available at the alarm/control panel mounted in
the Local Cargo Control Room (LCCR). The common alarm unit is configured to raise different alarms for either the
99.2% HIGH LEVEL or 99.4% OVERFILL alarm. This unit pulses the exterior
In addition to tank alarms, the system also indicates and raises separate alarms horn and illuminates the yellow lamp for high level or sounds continuously and
if a loop fails for the level switches and their associated wiring or if a processor illuminates the red lamp for the overfill alarm.
or a power failure occurs.
The 99.2% alarm is also configured to automatically close the filling valve for
The level switch has two floats with built-in permanent magnets in each float. that tank.
As the float moves upwards, a reed switch inside the housing is deactivated
and an alarm is raised. When the float moves downward, the reed switch is (Note: The 99.4% OVERFILL alarm causes an emergency shutdown. When
closed again. This is the non-alarm position so the alarm loop fails safe (ie, the ESD is operated the filling valve closes automatically.)
alarms) in the event of any open circuits/wire breaks.
Two resistors are connected to the reed switch inside the sensor. One is in Alarm Hold Facility
series and one is in parallel with the switch contacts. This enables the detection
of broken or shorted alarm circuits. In addition to the above normal alarm functions, there is also an ALARM
HOLD function. This function handles all tanks separately and independently
and is selected by pressing the ALARM HOLD button on the alarm panel. The
Testing function remains in operation as long as the button is activated. The alarm hold
function operates as follows:
Each level switch is equipped with a mechanical testing device. The testing
device is located under a protective screw cap on top of the level switch’s If, prior to loading, the ALARM HOLD pushbutton is already activated, it
junction box. By lifting the testing device slowly, the HIGH LEVEL alarm must be released and reactivated. This clears any previous alarms.
(99.2%) for that particular tank will be raised. Lifting the device further up will
cause the OVERFILL alarm (99.4%) to be raised. If the ALARM HOLD button is on, the first alarm from each tank activates
the alarm horn and light on deck, the buzzer on the control panel and the DCS
When testing is complete, the test device should be pressed back down and the alarm. The appropriate LEDs on the control panel and the intrinsically safe
protective screw cap replaced. alarm module will also flash.
(Note: The high level and overfill alarm are to be tested annually.) If one of the level switches that is already in an alarm condition, is deactivated
and then reactivated because of movement on the cargo liquid surface, the
alarm will not be repeated due to the ALARM HOLD function.


Illustration 4.8.3a Whessoe Float Level Gauge
Read Out Window Transmitter
Handle To Raise
The Float
Float Latch
Cushion Spring
Cylindrical Float Inspection Hatch
10" Closure Valve


4.8.3 WHESSOE FLOAT LEVEL GAUGES The lower end extends to within 75mm of the bottom of the tank where it is To Return the Gauge to the Stored Position
closed by a perforated plate. The lower end of the float well is provided with a
a) Put the crank handle in the WIND UP position, ie, with the
Maker: Whessoe bolted inspection cover. Expansion is allowed for by a sliding connection just
handle towards outboard of the gauge cover.
Type: Figure 3304 below the dome penetration. To avoid level errors caused by the ‘still well’
effect, there is a 25mm diameter hole spaced every 300mm below the sliding
(Note: The cranking handle is designed to drive in one direction only and is
connection.
The Whessoe Figure 3304 Marine Liquid level gauge has been designed and spring loaded by a cam arrangement so that it is not in motion during
developed specifically for low temperature liquified gas carriers to measure normal gauging. During measuring, the handle must always be in the
accurately and consistently product liquid levels in marine cargo tanks during Isolating Valve and Float Inspection Chamber inboard position, facing the gauge.)
loading and discharging.
A 300mm gate valve, bolted to the top of the float well, allows the gauge head b) Carefully raise the float by turning the crank slowly at a rate of
The gauge is float actuated and employs a tensator spring as a counter balancing to be isolated for maintenance. A stainless steel inspection chamber is mounted less 1.0m/sec in a counter clockwise direction, as indicated by
mechanism which maintains a constant tape tension at the float. This ensures above the isolating valve to provide access to the float and for the connection the arrow on the main cover inspection plate.
that the float maintains the same level of immersion irrespective of the amount of special float recovery tools in the event of tape breakage. The inspection
and weight of the tape paid out. chamber flange can be used for gas freeing of the tank, if required, during c) Watch the read out counter, which will indicate when the float
maintenance periods, etc. nears the top. At approximately 2m from the top, slow down
The accurately perforated tape transmits float movement to a sprocket wheel, the rate to allow the float to pass through the isolating valve.
which in turn drives a counter mechanism providing local mechanical read out, When resistance is felt by the float touching the cushion spring,
visible through a window in the counter housing. Level Gauge Assembly continue cranking until the plunger is seated, sealing the gauge
from the tank, and the automatic float lock-up and datum
CAUTION The level gauge assembly comprises the gauge head and float assembly. The plunger spring fully inward, securing the float.
To reduce the risk of tape failure and wear on the gauging mechanism, the float is clamped to an accurately perforated tape manufactured from invar steel,
floats should be fully stowed at all times, except when taking a sounding. a viscous damper to control the rate of descent of the float to the cargo level, d) Check that the counter reads exactly the same before and after
Care should be taken when stowing the float as excessive tension may a crank for raising the float to the storage position and a mechanical read out use.
cause tape breakage. which is observed through the counter window. A float lock-up arrangement
provides isolation of the level gauge from the tank when in the stored position. e) Move the crank handle to its STORAGE position (inboard).
To obtain the liquid level, the float is released from its stowage position using It also provides a gauge datum reference and a means of locking the float in
the release lever located at the base of the gauge head. The float should descend the storage position. CAUTION
to the liquid surface under hand control, in case of a viscous damper failure. Always return the float to the stowed position when gauging has been
The tank sounding may then be taken by observation of the local mechanical Operating Procedure completed or permanent damage to the gauge will result.
read outs to provide level indication. The Whessoe gauges should be checked
against the Custody Transfer System (CTS) during each alternate loading. Gauging
a) Confirm the gauge is in the stored position by observing the Maintenance
Each cargo tank is provided with a Whessoe gauge as an approved secondary reading.
level measurement system. This secondary system provides an alternative The Whessoe system must be operated at regular intervals to ensure that the
means of cargo level measurement in the event of the failure of the primary b) Open the gauge isolating valve fully. system is available in the event of any failure of the primary tank contents
radar gauges system. measuring system. The stored reading and error between the Whessoe system
c) Put the crank handle in the WIND UP position, ie, with the and the custody transfer system should be recorded at each operation.
12" Float Well handle towards outboard of the gauge cover.
The float must not be left at liquid level after gauging because constant
d) Release the float by pulling on the spring loaded plunger. movement of the tensator spring, which ensures tension on the tape, will lead
The float well comprises a 12" (305mm) nominal bore float well tube installed to premature failure.
Ensure the float descends slowly by using the crank handle to
vertically within the cargo pump tower. The upper end of the float well
control the descent.
penetrates the top of the tank dome where it terminates in a flange. An inspection hatch is provided in the float inspection chamber for access to
CAUTION the float assembly and for retrieving the float in the event of tape breakage.
Do not allow the float to freefall as damage may occur.
The gauge head is sealed with locking wire and lead seals by the Customs or
e) Return handle to the gauging position for level measurement. Cargo Surveyor. It is important to avoid damaging these seals. In the event
of these seals being broken, head office should be informed without delay


in order that arrangements can be made for the attendance of the Customs or
Cargo Surveyor to check and re-seal the gauges.
When the gauges are not in use, the float must be raised and secured.
An inspection housing is provided between the gauge head and the closure
valve on each unit. The closure valve is used to cut off vapour flow to the
inspection housing.
Whessoe gauges are fitted with transmitters for remote monitoring. However
they have independent digital displays and can be fed to the DCS displays.
Transmitter Type 1319

Tape Breakage
In the event of tape breakage, head office is to be informed, as any maintenance

requiring opening of the gauge will necessitate the attendance of the Customs
or Cargo Surveyor to re-calibrate and seal the gauge to satisfy buyers, sellers
and customs. Instructions for the recovery and replacement of the float
assembly or tape, using a magnetic link float are included in the manufacturer’s
instruction book.
Whessoe Gauge Control Panel


4.8.4 TRIM AND LIST INDICATOR
Illustration 4.8.4a Trim and List Indicator
The ship is provided with a fixed Trim-List Indicator system for the custody
transfer system.
Wheelhouse Console
Maker: Utsuki Keiki KK, Yokohama, Japan Trim Indicator List Indicator
Type: Detector CSM-2DD

Indicator: WM-2 and DVF-11E
Range: ± 2°trim
± 5° list
Accuracy: ± 0.5% FSD
Output: 4 to 20mA both channels
The detector is installed in the electrical equipment room on F deck with Central Control Room
indicators at the central control room cargo console on G deck and a repeater Trim Indicator List Indicator
on the bridge console. The measurement principle is that a suspended mass
within the inclination detector moves from a centre position when the ship
trim or list varies. The movement is detected by linear variable differential
transformer coils. A local circuit unit box converts this into a 4 to 20mA signal
for each axis and these are fed to the CTS interface.
The detector is deck-mounted and contained inside a wooden box, the cover of
which is closed. The POWER ON control box is mounted directly above.
As the response is set to 0.5 seconds, the system cannot give reliable readings
Circuit Unit Box
under way. Electrical Equipment
CB-2S
Room on F Deck
Trim and List
The readings should be checked against draught marks in calm weather Signals to CTS
periodically when alongside .
(Note: The trim and list measurements are derived from the Musasino Inclination
Detector
Draught System, and not this instrument.)
220V AC
Forward
Key
Electrical Signal
Port Starboard
Aft

4.9 Fixed Gas Detection System
Illustrations
4.9a Fixed Gas Detection System


Illustration 4.9a Fixed Gas Detection System
ELECTRICAL EQUIPMENT ROOM BRIDGE ELECTRICAL EQUIPMENT ROOM
Power Supply Box
Main Supply
4-20mA (0-100% System Control Panel)
Standby Supply
Gas Alarm Fault
Reset 30% Alarms & Fault
Motor Room System
4-20mA x 5/Fault Control Panel
3 Flammable
Stop Valve Box 0-100%LEL Supply
Gas Detectors
4-20mA (0-100%)
DCS
BH19 TANKSCAN
(Sample Point Indent) 1 Flammable
4-20mA MOTOR ROOM
31 Sample
GAS DETECTION SYSTEM Bosun Store
Points
Fault
Serial Comms 1 Flammable

Thruster Room
Drain
Vent
4-20mA x 8/Fault FIRE CONTROL STATION 30% Alarms x 5/Fault 30% Trip
ENGINE CONTROL ROOM Ventilation

Alarm Display Monitor Fan
EXTENSION
8 Flammable ALARM PANEL ENGINE CONTROL ROOM
Gas Detectors
ENGINE ROOM
GAS DETECTION SYSTEM
30% Alarms x 8/Fault
ACCEPT POWER ON
RESET FAULT
Cargo Machinery
Extension Alarm Panel
TEST GAS/ALARM
System Control Panel
Engine Room Gas Detection System (Fire Control Station)
4-20mA x 5/Fault
30% Alarms/Fault 5 Infrared

CARGO MACHINERY
GAS DETECTION SYSTEM Flammable
Sensors
Boiler
4-20mA x 23/Fault Control 30% Trip
Panel
22 Flammable
Gas Detectors
Key
ACCOMMODATION 30% Alarms x 23/Fault Electrical Signal
Sample Pipe
Flammable Gas Detector
(Emergency Diesel Generator Room) Accommodation Area Gas Detection System


4.9 FIXED GAS DETECTION SYSTEM Control Panel (Note: Only authorised personnel should proceed any further in the operation
The panel also has a 220V power supply and a changeover unit, which provides of the gas detection panel and instructions to do so can be found in the
Maker: TQ Environmental PLC back-up from the emergency system in the event of a power failure. manufacturer’s instruction book.)
Introduction The system control panel includes: 2. TQ 800 System

There are two types of gas detection systems used throughout the ship • Display screen - provides high and low alarm thresholds for The system contains of groups of 4-20mA measurement cards, each measuring
covering all the cargo, machinery and accommodation spaces. The systems eight sample locations a single detector and displaying the reading on the front of the card. They
use the infrared gas analyser method and the catalytic combustion method. • Keypad - allows the operator to enter commands whilst in monitor the atmosphere continuously at the points where sensing heads are
The two systems are: the Menu screen fitted and will detect the presence of any combustible gas should it accumulate.
The sensors provide electrical outputs to the cards, proportional to the amount
• Acknowledge pushbutton - used to acknowledge an alarm and of gas present, to alarm and indicating panels.
1. BH19 Tank-Scan Aspirated System to mute the local/internel annunciator
The system is situated in the electrical equipment room and the sampling • Page pushbutton - will display the next page which shows the The front panel of the measurement cards display pushbuttons and indicator
sequence is automatically controlled by solenoid selection valves, with the next eight sample locations LEDs as follows:
sampled gas being drawn into the panel by pumps, before being passed over
an infrared gas analyser. • Screen Wake-Up pushbutton - will activate the start-up screen Pushbuttons
from the screen saver mode
• SEL - select button
The system draws samples from the following locations: • Keyboard socket - allows the use of an external keyboard when
operating the system • - Increase
• Cargo hold spaces - upper and lower
• Security switch - a two way key switch with a removable key. • - Decrease
• Cargo tank annular spaces - upper and lower
During normal operation the key is in the horizontal position • SPR - Special function button
• Vent masts - 4 sets and the Start-Up screen is displayed. The key can be turned
• Double bottom pipe passage - forward and aft to the vertical position to access the Main Menu screen and
system functions. The key can also be removed to eliminate Indicator LEDs
• Under deck passages - port forward and aft, starboard forward
unauthorised access to the system. • ALA - Alarm A activated
and aft
• ALB - Alarm B activated
• Cargo compressor room - upper and lower
Procedure to Reset Alarms • FLT - The sensor signal is too low to be measured (or has
• Cargo motor room
been disconnected)
The system is reset using the keypad and the screen display as follows:
The analyser works on the principle that infrared light is absorbed by the • OR - The sensor signal is too high to be measured
methane gas. Methane gas has a distinctive absorption band in the infrared a) With the Start-Up screen displayed, turn the security switch • INH - The card is inhibited and does not produce alarm A or
spectrum. Therefore if a sample of gas is compared against a reference sample to the vertical position and the screen will change to the Main alarm B. A card may be manually inhibited by pressing the
of air, the difference in output from an infrared sensor will be in proportion Menu display as follows: pushbutton or removing it from the inhibit mode by pressing
to the gas concentration. the pushbutton again.
1. - View and reset alarms
If the methane concentration of any sample point reaches 30% LEL, an 2. - Reset concentration alarms • SPR - Unused during normal operations, but used when
audible alarm is sounded and the corresponding indicator lamp is lit on the calibrating to set the alarm type as rising or falling and when
3. - Exit
panel. Additionally, a gas detection alarm is activated on the DCS graphic setting the 4-20mA output
screen T30-429-01 CARGO GAS DETECTION and on the extension alarm • PWR - The computer is operating and power has been detected
panel in the fire control station. b) By entering number 1, using the keypad, the screen is changed
to the System Alarm Status display, showing the sensor in
The system also contains an internal gas sensor to detect the flammable gas alarm condition. The system is used to monitor for flammable gas in the following areas:
level inside the panel. The unit will shut off the power supply if an internal gas • Accommodation spaces
leak is detected and provide failure alarms, which are transmitted to the DCS c) Press the * key to reset the alarm, followed by the # key to
• Engine room spaces
and the extension alarm panel situated in the fire control station. return to the Main Menu display.
• Cargo machinery room spaces
The DCS will record the last sample value of each point as it is transmitted by d) Turn the key to the horizontal position or remove the key for
the gas detection system. This recorded value will continue to be displayed on security.
the graphic screen until it is next updated in rotation.


Alarm Points Motor room system control panel: a) With the Start-Up screen displayed, turn the security key switch
The system has two alarm points (A - High and B - Low) which are set and and press the RESET pushbutton.
• Motor room upper flat
each can be configured at any point within the scale. There is also an Alarm
• Motor room lower flat - port and starboard b) Turn the key switch to its original position or remove the
Validation Period (AVP) which is used to prevent spurious alarms. The AVP is
the time (0-60 seconds) that the gas content has to be above or below the alarm • Bosun’s store key for security.
set point before the alarm relay operates. • Bow thruster rooms (Note: Only authorised personnel should proceed any further in the operation
of the gas detection panel and instructions to do so can be found in the
Control Panels The motor room system control panel will also stop the ventilation fans. manufacturer’s instruction book.)
The following panels provide gas detection and failure alarms, which Accommodation control panel:
are transmitted to the DCS graphic screens T30-429-01 CARGO GAS
• Emergency generator room
DETECTION and T30-429-02 ENGINE ROOM GAS DETECTION and the
extension alarm panel in the fire control station: • Main air conditioning air intake
• Cargo machinery trip control panel • Auxiliary air conditioning air intake
• Engine room system control panel • Galley
• Motor room system control panel • Duty mess room
• Accommodation control panel • Upper deck - port and starboard entrance
• Gas detection system power box • A deck - port and starboard entrance
• B deck - port and starboard entrance
Each panel has a 220V power supply and a changeover unit, which provides • C deck - port and starboard entrance
back-up from the emergency system in the event of a power failure. The unit
will also shut off the power supply if an internal gas leak is detected. • D deck - port and starboard entrance
• E deck - port and starboard entrance
Control Panel Areas • F deck - port and starboard entrance
Cargo machinery trip control panel: • G deck - port and starboard entrance
• Boiler vent hood room • Wheelhouse
• Port and starboard boil-off gas ducts
• Inert gas line
Procedure to Reset Alarms
The cargo machinery trip control panel will also shut down the gas supply The system can be reset using the Facility Card, situated on the right hand
to the boilers. side of the control panel. A key switch is used to enable the card and eliminate
unauthorised access to the system.
Engine room system control panel:
• Engine room supply fans - port forward and aft and starboard There are four pushbuttons on the front panel:
forward and aft • RESET - To reset any alarm which is below the hysteresis
• Engine room exhaust fans - port and starboard value of the alarm point in the latch mode. In the case of
falling alarms, this will be when the level has risen above
• Engine room 2nd deck - port and starboard the hysteresis level.
• TEST - If pressed quickly and released, will cause the
measurement cards to step through all LEDs, relays and buzzer
in sequence.
• MUTE - This pushbutton will mute the buzzer
• SPR - Used as a spare pushbutton

4.10 Valve Remote Control and Emergency Shutdown Systems
4.10.1 Cargo and Ballast Valves Remote Control System
4.10.2 Emergency Shutdown System (ESD)
4.10.3 Ship Shore Telephone Links
Illustrations
4.10.1a Cargo Valves Remote Control System
4.10.1b Ballast Valves Remote Control System
4.10.2a Emergency Shutdown and Ship - Shore Link Systems


Illustration 4.10.1a Cargo Valves Remote Control System
Key
Hydraulic Oil Globe Valve P Pressure Line
Butterfly Valve R Return Line
Electrical Signal Ball Valve G Gauge Line
ESD Control Panel
ES-02 ES-01
No.4 Cargo Tank No.3 Cargo Tank (S)

(P) No.2 Cargo Tank No.1 Cargo Tank
Cargo
Compressor
Room
Bosun
Store
No.8 Water Ballast Tank No.7 Water Ballast Tank No.6 Water Ballast Tank No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank Fore
(Port & Starboard) (Port & Starboard) (Port & Starboard) (Port & Starboard) (Port & Starboard) (Port & Starboard) (Port & Starboard) Peak
Tank
Engine Room
Engine Room
No.1
No. 3 Cross No. 2 Cross No. 1 Cross WB
WB Tank WB Tank WB Tank Tank
(C)
CL-034 CG-072 CL-013 CL-033 CN-080

Engine Room Upper Deck CL-014 CL-024 CL-044 IG-090 CL-023 CL-043
No.4 Solenoid Valve Box

CL-312 For ESD Valve CL-112 CL-111 CG-771
CL-409 CL-410 CL-309 CS-352 CS-356 CS-358
CS-452 CS-457 CL-109 CL-110
Hydraulic Power P
To CL-311 CS-359 CL-310 CS-357 CS-754
Unit For Shipside CL-411 CS-459 CL-412 CS-456 CS-458 Accumulator Unit CS-152 CS-159 CS-156 CS-157 CS-158
Ballast
R
Valves & Water Valves
Ballast Valves
No.7 Solenoid Valve Box No.1 Solenoid Valve Box
P Pressure
Hydraulic Power
Unit For Cargo R Return
Valves G
No.8 Solenoid No.4 Cargo Tank Dome No.3 Cargo Tank Dome No.2 Cargo Tank Dome No.1 Cargo Tank Dome
G Valve Box
No.4 Accumulator P
Unit R Cargo Compressor
Room CL-209 CL-210
CL-212 CL-211 CS-252
Accumulator Unit
CS-256 CS-258
CS-257 CS-259
No.6 Solenoid Valve Box No.3 Solenoid Valve Box
For ESD Valve
CG-877
CG-787 CG-901 CG-903 CG-930 CG-939 CL-021 CL-041 CG-078 CL-022 CG-042
CG-871 CG-902 CG-904 CG-938 CG-872 CL-011 CL-031 CL-071 CL-012 CL-032


4.10 VALVE REMOTE CONTROL AND EMERGENCY No.2 solenoid cabinet feeds No.2 cargo tank There are no pump discharge line filters apart from the individual 10µ paper
SHUT DOWN SYSTEMS Valves CL210, 212 (butterfly) filters fitted at each solenoid cabinet station.
Valves CS256, 257, 258 (ball) CS252, 259, CL209, 211 (globe)
Pressure switches control the pump cut in/cut out, with low oil pressure alarm
4.10.1 CARGO AND BALLAST VALVES REMOTE CONTROL
No.3 solenoid cabinet feeds the starboard manifold and pump failure alarms transmitted to the DCS. The oil level in the tank is
SYSTEM Valves CL012, 022, 032, 042, CG078 (butterfly) monitored by a low level alarm switch, operated at 290mm and a low low level
ESD valves CL011, 021, 031, 041, CG071 (butterfly) pump cut out switch, operated at 350mm measured from the tank top. The
Maker: Nakakita Seisakusho Co. Ltd Distribution block to ESD3 valves system return has two 10µ paper filters arranged in parallel, with individual
Model: PV2R1 isolation valves. One of the filters is kept off line.
No.4 solenoid cabinet feeds the port manifold
Cargo System Pump Settings
Valves CL013, 023, 033, 043, CG090 (butterfly)
Type: 2 sets valve main hydraulic pumps ESD valves CL014, 024, 034, 044, CG072 (butterfly) Pump loading: 110 bar
Capacity: 122 litres/min at 130 bar at 1,200 rpm Valve CN080 (ball). Pump unloading: 130 bar
Type: 2 sets vane topping up hydraulic pumps Distribution block to ESD4 valves Standby pump cut in: 100 bar
Capacity: 24.5 litres/min at 130 bar at 1,200 rpm
No.5 solenoid cabinet feeds No.3 cargo tank Low pressure alarm: 90 bar
Motors: Main, 37kW, topping up 7.5kW Valves CL310, 312 (butterfly) ESDS operating pressure: 85 bar
Oil tank capacity: 1,750 litres Valves CS356, 357, 358, 754 (ball) Relief valve: 140 bar
Valves CS352, 359, CL309, 311 (globe)
Ballast System
Emergency Hand Pump Operation
Type: 2 sets valve main hydraulic pumps No.6 solenoid cabinet feeds the cargo machinery room
Capacity: 34 litres/min at 130 bar at 1,200 rpm Valves CG787, 871, 872, (butterfly) All the cargo hydraulic piston type operating valves have an emergency hand
Valves CG901, 902, 903, 904, 930, 938, 939 (butterfly) pump connection. There is one portable emergency hand pump unit available
Type: 2 sets vane topping up hydraulic pumps
Capacity: 7.5 litres/min at 140 bar at 1,200 rpm for use on deck kept in the cargo gear locker under the compressor house
No.7 solenoid cabinet feeds No.4 cargo tank being brought out for cargo/bunker operations and fire in the engine room. The
Motors: Main, 11kW, topping up 3.7kW Valves CS456, 457, 458 (ball) isolating valves on the distribution block are first shut off and the hoses of the
Oil tank capacity: 1,000 litres Valves CL410, 412 (butterfly) emergency hand pump fitted to the snap-on connectors. Control of direction is
Valves CL409, 411, CS452, 459 (globe) via a hand operated changeover control block. The capacity of the pump tank
is 6.5 litres.
General Description No.8 solenoid cabinet feeds the master BOG station to the boilers in the engine
room
All the valves necessary for the operation of the cargo and ballast system ESD valve CG877 (butterfly) Operating Procedure
are hydraulically operated by separate hydraulic power packs, situated in the Distribution block to ESD8 valve
hydraulic power pack room on the starboard side of the 2nd deck. Control of a) Check that the emergency hand pump has the sump tank topped
the power packs and valve operation is from the mimic panels in the cargo Initiation of an ESDS signal will operate solenoid valves ESDS 3, 4 and 8 up to the correct working level.
control room, situated on G deck. thereby porting hydraulic oil onto the ESDS valves. A 40 litre accumulator
with a 80 bar nitrogen pressurised bladder is fitted to each ESDS section, in b) On the cylinder to be operated, isolate the hydraulic supply and
order that in the event of a power pack failure it is still possible to shut the return valves.
Cargo System valves.
The hydraulic power unit consists of two main pumps and one topping-up c) Place the direction control lever in the NEUTRAL position.
pump. During normal loading and unloading operations, only one pump is Hydraulic Power Pack Cargo
required to meet the demand, while the second pump is put on automatic d) Fit the flexible hose snap-on connectors.
standby cut in mode and will cut in when the system pressure is reduced to The unit consists of an oil tank, with the two main and one topping up pumps
100 bar. The topping up pump is normally used during forcing vaporisation situated on top of the tank. Each main pump has a delivery rate of 122 litres/
e) Operate the direction control valve lever to give the desired
operations. Each cargo tank, manifold area, cargo machinery room and the min at pressure of 130 bar. Suction is through 150µ filters, before passing onto movement of the cylinder.
master BOG station has its respective solenoid cabinet as follows: the main rail through individual non-return valves. There is a bank of fourteen
accumulators of 60 litre capacity each, pressurised to 80 bar with nitrogen.
No.1 solenoid cabinet feeds No.1 cargo tank Each accumulator has a drain valve, in order to drain down to the main tank if
Valves CL110, 112, CG771 (butterfly) required. The system is protected by 2 safety relief valves set at 140 bar, which
Valves CS156, 157, 158 (ball) CS152, 159, CL109, 111 (globe) returns to the tank via the main return line.

Illustration 4.10.1b Ballast Valves Remote Control System

Key Globe Valve
P Pressure Line
Elevation lHydraulic Oil Butterfly Valve
R Return Line
Ball Valve
G Gauge Line
Electrical Signal Angle Valve
Cargo Compressor
Room
F0-28 Under Deck Passage F0-08 Bosun
P F0-27 F0-09 Store
Hydraulic Power To
Unit For Cargo
R No.8 Water Ballast Tank No.7 Water Ballast Tank No.6 Water Ballast Tank No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank Fore
Ballast Valves Valves
(Port & Starboard) (Port & Starboard) (Port & Starboard) (Port & Starboard) (Port & Starboard) (Port & Starboard) (Port & Starboard) Peak
Fuel Oil Tank
Tank
F0-05
Hydraulic Power P F0-06
Unit For Shipside, No.1
R No. 3 Cross No. 2 Cross No. 1 Cross
and Water Ballast BA-19 BA-14 BA-09 BA-06 BA-03 WB
G WB Tank WB Tank WB Tank
Valves BA-17 BA-12 BA-07 BA-05 BA-02 Tank
TV-02 BA-21 BA-18 BA-16 BA-13 BA-11 BA-08 BA-04 (C) F0-01
G TV-01 BA-20 BA-15 BA-10 F0-03
No.4 Accumulator P
Unit R
Emergency
Fire Pump Bosun
Room Store
Engine Room
Solenoid Valve Cabinet P FO-28
For Water Ballast and Fuel R
Oil Valves
No.8 Water Ballast Tank No.7 Water Ballast Tank No.6 Water Ballast Tank No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water Ballast Tank No. 1
Multi-Core (Port) (Port) (Port) (Port) (Port) (Port)
No.2 Water Ballast Tank WB
(Port) Tank
No. 3 No. 2 No. 1 (C)
Cross Cross Cross FO-03
TV-01 BA-21 BA-19 WB BA-16 BA-14 WB BA-11 BA-09 WB
Tank Tank Tank FO-01
BA-24
BA-25
BA-26
BA-27
BA-28
BA-29
BA-30
BA-31
BA-32
BA-33
BA-34
BA-35
BA-36
BA-37 BA-06
BA-13 FO-06
BA-02
BA-18 BA-08 BA-05
BA-51 BA-52 BA-53 F-2V F-4V F-13V F-15V In Pipe Duct FO-05
BA-03
BA-39 BA-41 BA-43 BA-45 BA-47 BA-49
BA-38 BA-40 BA-42 BA-44 BA-46 BA-48 BA-50
Solenoid Valve Stand Fore Peak
TV-02 BA-20 BA-17 BA-15 BA-12 BA-10 BA-07 BA-04 FO-09
with Accumulator for Tank
Shipside Valves In
Engine Room No.2 Water Ballast Tank
(Starboard)
No.8 Water Ballast Tank No.7 Water Ballast Tank No.6 Water Ballast Tank No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water Ballast Tank FO-08
(Starboard ) (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
FO-27 Under Deck Passage

S-15V S-12V BA-54
S-13V I-9V S-152V BA-55
Issue: 1
Section 4.10.1 - Page 3 of 4

f) Operate the hand pump until the valve has reached the desired Fuel System, Heavy Fuel Oil, Diesel Oil and Gas Oil
position (visually or feed back from the limit switches). The FO01, 03, 05, 06, 08, 09, 27, 28
emergency hand pump can now be disconnected after first F2V, 4V, 13V, 15V
relieving the pressure on the hoses by opening the pump
unloading valve, returning the direction control lever to the
neutral position.
Hydraulic Power Pack Ballast
Ballast, Fuel Oil and Ship Side Valves System The unit consists of a 1,000 litre oil tank, with the two main and one topping
up pumps situated on top of the tank. Each main pump has a delivery rate of
The hydraulic power unit consists of two main pumps and one topping-up 34 litres/min at pressure of 130 bar. Suction is through 150µ filters, before
pump. During normal operations, only one pump is required to meet the passing onto the main rail through individual non-return valves. There is a
demand, while the second pump is put on automatic standby cut-in mode bank of four accumulators of 60 litre capacity each, pressurised to 80 bar with
and will cut in when the system pressure is reduced to 100 bar. The topping nitrogen. Each accumulator has a drain valve, in order to drain down to the
up pump is normally used to maintain the system pressure outside of general main tank if required. The system is protected by 2 safety relief valves set at
operations. 140 bar, which returns to the tank via the main return line. There are no pump
discharge line filters apart from the individual 10µ paper filters fitted at each
All remotely operated valves are piston operated. The supply oil is distributed solenoid cabinet station.
to two solenoid valve cabinets situated in the engine room. The operation of
the valves is conducted from the DCS in the cargo control room on G deck.
Pressure switches control the pump cut in/cut out, with low oil pressure alarm
and pump failure alarms transmitted to the DCS. The oil level in the tank is
The ship side valves, supplied from the solenoid cabinet situated on the
monitored by a low level alarm switch, operated at 302mm and a low low
starboard forward side of the engine room floor level, may be operated from
level pump cut out switch, operated at 407mm measured from the tank top.
their local position and also from the fire control centre, in addition to operation
The system return has two 10 micron paper filters arranged in parallel, with
from the DCS in the cargo control room on G deck
individual isolation valves. One of the filters is kept off line. The filters have a
differential pressure alarm fitted which is activated at 240kPa.
Solenoid Cabinet for Shipside Valves
Description Valve No. Pump Settings
Atmospheric condenser overboard S12V Pump loading: 110 bar
IG generator overboard I-9V Pump unloading: 130 bar
Ballast pump overboard BA55
Ballast eductor overboard BA54
Central cooler overboard S152V ESDS operating pressure: 85 bar
Scoop inlet valve S13V Relief valve: 140 bar
Main condenser overboard S15V
Accumulator
Solenoid Cabinet for Ballast, Tank Vent and Fuel Oil Valves
Ballast System
BA02, 03, 04, 05, 06, 07, 08, 09, 10, 11, 12, 13, 14, 15, 16, 17, 18, 19, 20, 21,
24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34, 35, 36, 37, 38, 39, 40, 41, 42, 43, 44,
45, 46, 47, 48, 49, 50, 51, 52, 53
TV01, 02


Illustration 4.10.2a Emergency Shutdown Ship-Shore Link Systems
Ship Shore Link Enclosure
Ship Side Port on Deck

(Box IP66)
Cargo Control
Console
Telephone Booth
RJ11 RJ11
220V AC
Hotline PABX Public

Telephone Telephone Telephone
0 0 0 0 0
Power
10- 10+ 10- 10+ 10- 10+ 10- 10+ 10- 10+
Junction
Supply
Box
Unit
RJ11
RJ11 RJ11 RJ45
Ship Side Starboard on Deck

(Box IP66)
Electric ESD Ship Shore/Shore-Ship

FO ESD Ship Shore/Shore-Ship
Common Abnormal Alarm
220V AC Main Normal Power
24V DC Backup Supply


4.10.2 EMERGENCY SHUTDOWN SYSTEM (ESD) • Hold/cargo tank differential pressure (hold pressure more than Initiation of the ESD2 system will result in all the actions as for ESD1, plus
cargo tank pressure by 40mbar) initiating a dry break of the shore arm from the ship. This means that the
shore arm will be disconnected automatically from the ship. This can be
Introduction • Low cargo valves hydraulic pressure (80 bar)
quite violent because the shore arms are connected with powered emergency
• Low control air pressure (8 bar) release couplings (PERC) which consist of 2 ball valves at the elbow part of
There are two types of emergency shutdown, ESD 1 and ESD2, while the the arms.
vessel is carrying out cargo operations in port. • Fire extinguisher system released
The fusible links are at the following locations and will melt at 100°C and These valves will close automatically on initiation and the second phase will
ESD1 close the circuit and thereby initiate ESD1: be disconnection, with the elbow part remaining attached to the ship.
This is initiated from either the ship or the shore and is tested on arrival at a • No.1 cargo tank dome It is expected that the terminal will warn the ship prior to initiating ESD2,
port and before cargo operations start.
• No.2 cargo tank dome allowing time for the personnel around the manifold to leave the area to avoid
injuries or even fatalities. In most cases ESD1 will have been activated prior
In the event of an emergency, such as a fire or a heavy cargo leakage, the • No.3 cargo tank dome
to ESD2 and the alarm should be enough to warn any personnel around the
officer on watch, or one of the watchkeepers on deck, will immediately initiate
• No.4 cargo tank dome manifold to leave the area.
an ESD1 by pressing one of the ESD pushbuttons distributed on deck, in the
CCR and on the bridge and raise the alarm and inform the Chief Officer and • Port manifold
the Cargo Engineer. • Starboard manifold Technical Information
The manual pushbuttons, which will initiate ESD1 both on the ship and ashore, • Compressor house (lower level) The emergency shutdown (ESD) system is a requirement of the IMO code for
are distributed at the following locations: • Compressor house (upper level) the carriage of liquified gases in bulk and is a recommendation of SIGTTO. It
• Bridge - below the Salwico fire panel on the starboard side is fitted to protect the ship and terminal in the event of cryogenic or fire risk,
on the ship or at the terminal. The system will stop the flow of LNG liquid and
• Central control room - beside the loading computer The initiation of ESD1 will lead to the following:
vapour by shutting down the pumps and gas compressors as well as manifold
• Fire control station • All ESD manifold valves will close and ship side valves.
• No.1 cargo tank dome • All cargo tank loading valves will close
This is achieved by the Ship-Shore Link/ESD system. Ship’s and terminal’s
• No.2 cargo tank dome • The gas compressors will trip emergency systems are linked via a ship-shore umbilical cable which carries
• The main discharge and spray pumps will trip ESD, telecommunications and data signals when the ship is berthed at the
• No.3 cargo tank dome
jetty. There are two separate systems installed which are in use in the various
• No.4 cargo tank dome • All shore pumps will trip terminals with which the vessel will berth.
• Port manifold • Master gas valve to engine room will close 1. Fibre optic
• Starboard manifold • Inert gas generator will trip 2 Electric (Pyle National)
• Compressor house (lower level)
Note: Once ESD1 is activated, acknowledge all alarms but do not reset the The fibre optic system utilises a 6-way ST ferrule Furukawa compatible ship
• Compressor house (upper level) system until investigations are concluded and both the ship and the side connector into which the shore plug a flexible fibre optic connector.
• Focsle entrance shore both agree to reset.
The Electric system uses a 37-way explosion proof connector with umbilical
cable provided by shore or in some cases the ship’s own equipment.
ESD1 will also be initiated by one of the following ESD2
This is strictly terminal initiated. It can be activated manually or automatically The electric system enables ship-ship transfer with ESD and hotline telephone
• Manual activation by personnel using the ESD pushbuttons
if the ship is allowed to move outside its movement envelope at the manifold connection. The electric system circuits are protected with zener barriers as
• Blackout of the ship chicksans. This means that should the OOW allow moorings to slacken to secondary protection in case the ship breaks away while circuits are still
• Shore activation of their ESD1 system the extent that the ship moves along the jetty outside the limit, ESD2 will be energised. Most shore systems are similarly protected.
initiated.
• Fusible links around each tank domes, manifold and compressor The ship’s ESD system is active at all times, whether at sea or in port. When
house in case of fire Also if there is threatened danger, such as a fire at the terminal that may affect at sea all manifold and tank filling valves are held in the shut position and the
• Cargo tank 99.4% full ESD system the ship, or an out of control fire on the ship that may affect the terminal, this cargo and spray pumps are held in the off position. The cargo compressors may
system is almost likely to be initiated. be operated as normal, but will stop if an ESD is initiated. The shore ESD input
• Low tank pressure (10mbar) is blocked in the At Sea DCS condition


The control and processing circuitry are installed in the safety link cabinet Loop back telephone connection. All four ship-shore CAUTION
in the cargo control room. ESD signals from and to the Distributed Control channels indicate normal if the transmitter to fibre optic to If the system is in operation on the port connection box, port is selected
System and Cargo Control ESD system are fed to the safety link cabinet as are receiver path is continuous. and the red pushbutton is lit, an abnormal ESD signal fault will occur if
telephone signals. the starboard pushbutton is pressed and vice versa.
• Provides alarm signalling for the DCS system in case of System
fault (ESD abnormal, PSU abnormal or telephone channel fault
Ship/Shore Link Communication Cabinet - Loss of carrier detected on telephone channel 1 to channel 4 Electrical System Configuration Module
on either ship-shore or shore to ship). The Electrical System connectors are a 37 way explosion-proof connector.
The safety link cabinet carries rack modules which deal with the following • ESD Signal status These carry 3 telephone channels, ship-shore ESD and shore ship ESD, 4-
System Selector Module 20mA signal for controlling the jetty head return gas valve at certain US
ESD SYSTEM NORMAL (green). Lights when the
terminals and test signals. This system was first introduced in 1976 but non-
Selects electric or fibre optic system. Two umbilical cables can be connected frequency received from shore is 10 kHz ± 1kHz.
standard implementations by most terminals require this module to configure
between ship and shore but only one may be active as ship-shore link. ESD (red). Lights when the frequency received from shore the system for the terminal in use or ship-ship transfer duty. As certain switch
is 5 kHz ± 1kHz. positions will activate trips used in certain terminals only, or reverse the trip
The module carries LEDs which indicate green when either shore-to-ship ESD connection in case of ship to ship transfer, red LEDs are lit if these positions
signal is healthy. In addition supplementary LEDs indicate green when these SIGNAL FAULT (yellow). Lights if no signal is received or
if the signal is outside the normal and ESD conditions. are selected. The switches should be pre-configured before arrival.
signals from shore are healthy in the case of certain French terminals.
• Telephone System Signal status
The module also carries the reset pushbuttons for each system which are lit Ship Side Connection Boxes and Fibre Optic Connector
Ship-Shore normal channel 1 channel 4 (Green). Indicates
when the system is healthy but requires pushing to reset.
the detection of the correct carrier frequency transmitted on
Stainless steel ship side boxes and connectors are provided port and starboard
the corresponding ship-shore channel.
amidships. These carry a Furukawa-compatible 6-way connector with a 6-way
Power Supply
Ship-Shore abnormal channel 1 channel 4 (Yellow). ST type connector patch panel. These are normally connected 1-1, 2-2, etc.
The Power Supply Module (PSM) supplies the whole cabinet and both systems Indicates the loss of the correct carrier frequency on the
with 24V internal supplies. It carries dual redundant no-break power supply corresponding ship-shore channel. In the event of problems with ship or shore, the 2 spare cores 5, 6 can be used
modules and is normally supplied by 220V AC with back-up from the ship’s in place of the defective core, ship or shore.
Shore-Ship normal channel 1 channel 4 (Green). Indicates
24V supply.
the detection of the correct carrier frequency received on the
corresponding shore-ship channel. The complete ship connector, if defective, can be transferred from port to
The PSM is provided with a key type rotary switch which isolates the AC and starboard and vice versa.
the DC supplies to the whole cabinet. Shore-Ship abnormal channel 1 channel 4 (Yellow). Indicates
the loss of reception of the correct carrier frequency on the For fault finding, a patch lead may be used to loop-back 1-2, 3-4 to test the
LED indicators display the status of the cabinet supply voltages. corresponding shore-ship channel cable as opposed to the connector.
1. Green LED: Mains supply satisfactory (deriving from supply

feeder 1) Fibre Optic ESD Module Ship Side Connection Boxes and Electric Connector
2. Red LED: Supply abnormal (failure of supply feeder or main The volt free contacts in the ship’s ESD system are connected to this module if
There are 37-way Pyle National Connectors fitted for signal transmission to
AC supply) fibre optic is selected. The module generates a tone signal which is transmitted
shore and 4 way earthing connectors are installed with local earthing to enable
down the ship-shore fibre. When healthy, this tone is 10kHz. When an alarm
Control and Alarm Module shore-ship bonding by local rules in French terminals. The connectors are
situation occurs and the ship side ESD system contact is open circuit, the signal
spring loaded and the plugs disconnect while the barrel is still connected to
The module performs the following functions: reverts to 5kHz and the shore side ESD is activated. The same function is
the receptacle.
implemented for the signals coming from the terminal.
• Monitoring signal status information from the ESD power
supply unit and the telephone circuits.
Telephone Interface (TEL/IF) Module Operation
• CIRCUIT TEST pushbutton which implements loopback test
modes for the telephone circuits. (see section 4.10.3)
The ESD is activated from the following sources:
Normal telephone connection. Pressing this switch without Port or Starboard Side Connection Box Selector
a loop back connector fitted disables the shore-ship signal • Deck trip system which includes 8 sets of fusible links, which
to the shore-ship carrier detect card initiating shore-ship Pushbuttons are used to select the fibre optic ship side connector in use. They melt at 100°C, located one at each manifold, one at each cargo
abnormal indication on all four channels. have no effect on the electric system. tank dome, one in the lower compressor house and one in the
upper compressor house. Any one of the links will initiate an
ESD.


• Manual emergency pushbuttons at various locations around the Cargo pump and spray pump symbols will change colour, indicating that there The Gas Code requires that the ESD system is tested before each loading and
deck including in the cargo control room, in the fire control is a block on their operation and further operations are not permissible. discharge port. This is done by selecting TEST on the DCS graphic screen
station and in the wheelhouse. T10-321-00 CARGO EMERGENCY SHUT DOWN SYSTEM. Testing the
Once the cause of the ESD has been cleared, the ESD system can be enabled ESD can be carried out in the AT SEA condition, without tripping the LD gas
• Each cargo tank has a low-low pressure switch which is set at
by activating the RESET icon on the DCS ESD graphic screen. Symbols will compressors and preventing any gas burning in the boilers.
10mbar.
change from red to green, indicating that further operations are permissible.
• A high-high differential pressure switch is fitted between each In the event of a fault, the ESD system is designed to fail-safe and stop
cargo tank and hold. The switches are set to operate when the operations. During a UMS condition, the ESD will initiate an alarm for the
Cargo/At Sea Switch
difference between the cargo tank pressure and the hold pressure cargo and machinery extension alarm systems, thus alerting the cargo and
reaches 40mbar. The IN PORT/AT SEA switch on the DCS ESD graphic screen is set to select engineering officers to the situation.
IN PORT for cargo loading and discharging operations. The AT SEA condition
• When a 99.4% level signal is received from the cargo level
is selected prior to the shore connection being disconnected after the cargo Testing of the fibre optic system is by use of the Fibre Optic Active Test Unit
detection system. This system has a 45 seconds delay when
operations have been completed. (ATU) SHS-8110 Shore Simulator.
in the AT SEA condition, to prevent spurious alarms and trips
occurring due to the ship’s movement. If it is necessary to
The At Sea condition has the following effect: In brief this unit acts by fully simulating a terminal or other vessel’s ESD
operate a cargo or spray pump at sea, the signal is overridden.
• Isolates the shore connection from the ESD logic system. This a considerable improvement on the Passive Loopback Connector
• If a low hydraulic oil pressure is detected in the manifold valve (PLC) which was originally used to test this equipment. Tests carried out
actuators when in port. At sea, the hydraulic pumps are shut • Locks the cargo pumps in the OFF condition with the PLC are very limited and only prove the signal path and not the
down and an override is activated. The signal is re-established functionality of the system. The use of the ATU allows the user to test not only
• Positions the manifold valves in the CLOSED position
when the vessel is in port. the Fibre Optic signal path but also the Audio and ESD signal fully.
• Positions the cargo tank filling valves in the CLOSED position
• Low control air pressure, active only in port, when the DCS is
set to CARGO operations or when any override is not in use. • Allows the low duty compressors to run if the ESD or low duty a) Prior to testing with the ATU it may be necessary to charge the
system trips are not activated batter of the unit, a small charger is supplied for this purpose,
• An ESD signal from the terminal during cargo operations and
the battery has a usable life of around 3 hours.
when the DCS is set to IN PORT operations. • Allows the high duty compressors to run if the ESD or high duty
system trips are not activated
• When the fire extinguishing system is operated. This may not b) Connect the ATU to the ship side connection and turn the OFF
involve cargo operations, but indicates a serious problem on the • Prevents initiation of ESD due to low control air pressure or low switch to the NORMAL position.
vessel and causes the ESD to be activated. hydraulic oil pressure, unless override is active.
c) If some LEDs are illuminated check the status of the BATTERY
The ESD will activate the following on the ship: LOW LED, if this is lit charge the battery otherwise proceed to
Omnicon System the next step.
• Stop the high and low duty compressors (4 sets)
The system has the following inputs to the DCS:
• Stop the main cargo pumps in each tank (8 sets) d) Turn the five way switch to the LED TEST position and observe
• Very high level alarm (99.2%) - fully closes the cargo tank
• Stop the spray pumps in each tank (4 sets) that all LEDs illuminate. If they do not there is a component
filling valves
failure.
• Close all the manifold valves (10 sets) • Extra high level alarm (99.4%) - activates an ESD signal
• Close all the tank filling valves e) Check that the three way ESD switch on the ATU is in the
NORMAL position. The ATU is now transmitting the correct
• Shut down the inert gas generator system Alarm situations on the Saab system will be activated when the operator
signal to the ship’s SSL and the CCR should be receiving a
selects AT SEA on the ESD DCS graphic screen. The Saab system will revert
• Signal to the terminal to stop operations HEALTHY ESD signal.
to a healthy condition.
• Activate the ESD alarm
f) Turn the 3 way switch from NORMAL to ESD and observe that
Testing an ESD trip has occurred in the CCR. Now repeat this test.
(Note: An ESD activated by tank pressure or differential pressure will close
all the spray nozzle valves.) When in the AT SEA condition it is possible for the operator to override
shutdown conditions from the DCS graphic screen T10-422-03 CARGO g) Ensure that the CCR is transmitting a HEALTHY signal to the
SYSTEM TEST FACILITIES. The ESD system will however, remain active ATU, check that the ESD NORMAL LED is illuminated.
The DCS ESD graphic screen T10-421-01 CARGO EMERGENCY
SHUTDOWN SYSTEM will indicate the reason for the ESD situation by a for the cargo and spray pumps and the manifold and cargo tank filling valves.
All overrides are automatically cancelled when the system is returned to the h) Generate an ESD trip from the CCR, repeat the test.
change of colour, from green to red, of the item causing the ESD.
IN PORT situation.


i) Set the ESDs in the ATU and CCR to HEALTHY. The ESD
NORMAL LED should now be illuminated.
j) Testing of the Channel 2 Hotphone will now take place. Turn

the ATU 3 way switch to the NORMAL position if not already
there.
k) Select Channel 2 on the ATU and observe that the RX

CARRIER NORMAL LED on the ATU is illuminated. and
the RX CARRIER ABNORMAL LED is not illuminated. The
channel 2 Ship to Shore NORMAL LED should be illuminated
and the other 3 channels should indicate ABNORMAL.
l) Move the switch to the Hotphone Call position. The speaker of

the Hotphone in the CCR should become active and allow voice
communication. When answered return the switch to the normal
position and check speech path be talking to each other.
m) With the switch in the normal position press the SIGNAL button
on the CCR Hotphone and observe that the SIGNAL CHANNEL
2 LED illuminates on the ATU. Lift the ATU handset wait for
CCR to communicate then check speech.
o) Select Channel 3 on the ATU and observe that the LEDs

illuminate as in k) above.
p) Move the switch to RING on the ATU, the telephone in the CCR
connected to channel 3 in the CCR should ring. When answered
move the switch from RING to NORMAL and check the speech
path by talking to each other.
q) Lift handset on CCR channel 3 phone and observe that the

SIGNAL CHANNEL 3 LED is illuminated on the ATU, on
seeing this lift the ATU handset wait for CCR to communicate
and check speech.
r) Select Channel 4 on the ATU and repeat the test as for Channel
3.
s) Set the ESDs in the ATU and CCR to HEALTHY, the ESD
NORMAL LED should be illuminated. Now disconnect the
fibre optic connecter from the ship side box and observe that
the ESD and the ESD SIGNAL FAULT LEDs on the ATU and
SSL are illuminated
This concludes testing of the fibre optic ESD.


4.10.3 SHIP SHORE TELEPHONE LINKS Channel 2
If the fibre optic system is selected, the hotline functions in CALL-SIGNAL
Introduction mode which Is Iwatsu TS3 compatible. If the electric system is selected the
hotline telephone functions in Private line mode where if the shore hotline
The Electric and Fibre Optic Ship Shore Link system is used as a telephone is lifted the ship’s phone rings and vice versa. This selection is
communications link between the ship and shore terminal. The fibre optic carried out from the Electrical System Configuration Module (see 4.10.2).
circuits are controlled via the telephone interface module (TEL/IF).
Operation of Hotline Telephone Link
The telephones ( Public and PABX ) and hotline telephone are common to both
systems although the hotline telephone functions differently when used in fibre The hotline telephone link consists of a console mounted telephone body and
optic mode and electric mode. handset, an external power supply and an external speaker.
The dial-less unit uses two pushbuttons, CALL and SIGNAL as follows:
Fibre Optic Telephone Interface Module
The telephone interface module is the top rack in the ship/shore communications a) To make a call, lift the handset and press the CALL pushbutton
cabinet and provides four full duplex telephone communication channels, and speak into the mouthpiece, with the pushbutton held
which are modulated and multiplexed for transmission over the fibre optic link. down.
The fibre optic link uses two fibres to receive and transmit to/from shore.
The caller will be heard on the shore telephone with a flashing LED.
The four channels are:
Channel 1 Mooring line modem signal b) To signal the terminal telephone, lift the handset and press the
SIGNAL pushbutton. An audible tremolo signal will sound on
Channel 2 Interphone telephone signal (hotline telephone)
the terminal telephone together with a flashing LED.
Channel 3 Terminal plant telephone signal
Channel 4 Terminal public telephone signal A two way conversation can commence when the handset on the terminal
telephone is lifted. The call signal button can then be released.
The unit performs three functions:
Channel 3
1. A receive (Rx) function which accepts signals from the optical transducer
and demodulates the four telephone channels. Provides communication between the PABX telephone on the console on the
ship and the telephone system in the terminal.
2. A transmit (Tx) function which accepts the four telephone channels.
Channel 4
The channels are then modulated and multiplexed. The unit then outputs a
signal capable of driving the optical transmitter. Provides communication between the public telephone in the conference room
on the ship and the public telephone system via the PABX in the terminal.
3. A carrier detect (CD) test function which detects the presence of each Tx
and Rx signal carriers.
The Tx or Rx test function is controlled and displayed on the Control and

Alarm module as follows:
Carrier signal ON: Normal (Green) LED

Carrier signal OFF: Fault (Amber) LED
Channel 1
Receives data from the mooring line monitoring equipment (MLM) where
installed.

4.11 Relief Systems
4.11.1 Cargo Tank Relief Valves
4.11.2 Cargo Hold Relief Valves
4.11.3 Pipeline Relief Valves


4.11 RELIEF SYSTEMS Valve Operation d) Place the auxiliary unit onto the coupler and tighten in a
clockwise direction when viewed from above (hand tighten
The valve is kept closed by the pressure in the sensing chamber, boost only).
General Description chamber and dome chamber being equal to the tank pressure and less than the
force exerted by the spring load. e) Tighten the set screw on the auxiliary unit turning clockwise.
Each cargo tank is fitted with two pressure relief valves as required by the
IMO code. The hold spaces are each protected by two pressure/vacuum relief When the tank pressure reaches the set pressure it overcomes the spring load To fit a second auxiliary unit repeat the previous steps. Should these units be
valves per cargo tank. The valves are manufactured by Fukui Seisakusho and allowing the disc of the pilot valve to open slightly, causing a small flow of gas fitted an entry is to be made in the official log book signed by the Master and
are designed specifically to work on marine based LNG systems. through the pilot line to be discharged via the pilot valve outlet. witnessed by the Chief Engineer. In addition the owners and managers of the
vessel are to be informed.
4.11.1 CARGO TANK RELIEF VALVES This discharge causes a pressure drop in the sensing chamber, which in turn
destroys the pressure balance condition between the sensing chamber and
Maker: Fukui Seisakusho boost chamber causing the pilot valve to open fully.
Type: PORV 12x16
Model: PSL-MD23-131-LS1(B) When the pilot valve opens, it in turn causes a drop in pressure within the
main valve dome chamber and the main diaphragm is pushed upwards raising
No. of sets: 8 plus 1 spare
the sealing disc and opening the main valve, venting the tank to the respective
No. per tank: 2 vent mast riser.
Flow rate per valve: 58,400kg/h
Tag No. Location Venting When the tank pressure drops to a predetermined level, the spring load begins
to overcome the system pressure again, causing the pilot valve to go down and
CR180 No.1 cargo tank 0.25 bar reseat.
CR181 No.1 cargo tank 0.25 bar
CR280 No.2 cargo tank 0.25 bar The tank pressure acts on the main diaphragm causing the main valve to close
CR281 No.2 cargo tank 0.25 bar and the pressure in all the chambers is again equalised.
CR381 No.3 cargo tank 0.25 bar Valve Emergency Operation Use Only
In the event of both cargo pumps in a tank being unusable while substantial
quantities of cargo remain in the tank this cargo is discharged by gas lift which
requires the set point of the tank relief valves to be raised.
The cargo tank relief valves are fitted at the top of each tank dome and
vent to their associated vent mast riser. The relief valves are of the PORV The set pressure can be raised to either 1.1 bar or 1.9 bar by the addition of
(pilot operated relief valve) type. A cargo tank pressure sensing line relays auxiliary pilot units which are provided for this purpose only. When fitting
the pressure directly to the pilot operating valve and in this manner, accurate these units the original seal is not to be cut off, also the tag units on the primary
operation at low pressures prevailing inside the tank are assured. pilot valve must correspond to the tag number on the auxiliary unit.
The cargo relief valves are set up initially by the manufacturer for the To fit the auxiliary unit:-
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 a) Unscrew the top cap of the primary pilot valve without breaking
manufacturer’s instructions for details.) the seal.
It is extremely important that the vent mast is checked on a regular basis and b) Now unscrew the lower cover from the auxiliary pilot valve
drained of any accumulation of water. The purpose of this is to ensure that the and place both covers in a safe place to be replaced when set
relief valves operate at their correct settings which would otherwise be altered pressure is returned to normal on primary unit.
if any water were to accumulate in the vent mast and flow onto the valve
assembly. c) Apply a suitable hydrocarbon type grease to the threads on both
units.


4.11.2 CARGO HOLD RELIEF VALVES Cargo Hold Space Differential Pressure Relief Valves 4.11.3 PIPELINE RELIEF VALVES
Each of the hold spaces is protected by two pressure/vacuum valves and two Maker: Fukui Seisakusho Each section of the cargo pipework that can be isolated by two valves has an
differential pressure valves. These valves are of the pilot operated type. Type: PORV 6 x 8 conventional type overpressure relief valve fitted. The cargo manifold relief
lines and the cargo machinery space relief lines release back to No. 2 and .3
Model: PSL-MD13-131-LS1(B)
tank domes.
Cargo Hold Space Pressure/Vacuum Relief Valves No. of sets: 8
No. per tank: 2 Maker: Fukui Seisakusho
Maker: Fukui Seisakusho
Type: REC131-S1(E)
Type: PORV 6 x 8
Setting: Set pressure: 10.0 bar
Model: PSL-MD13-131-S1(B)
Closing pressure: 9.0 bar
No. of sets: 8 Set pressure: 0.050 bar
Relieving pressure: 13.013 barA
No. per tank: 2 Closing pressure: 0.035 bar
No. of sets: 37
Flow rate per valve: 9,514kg/h Spring set pressure 0.050 bar
Flow rate per valve: 7,414kg/h
Flow rate per valve: 9,514Nm3/h
Tag No. Location Venting Vacuum Relief valves between the tank dome and the throttle valve release pressure
CR186 No.1 hold 0.150 bar 0.080 bar Tag No. Location Venting back to the nearest cargo tank.
CR187 No.1 hold 0.150 bar 0.080 bar CR184 No.1 hold 0.050 bar
CR286 No.2 hold 0.150 bar 0.080 bar CR185 No.1 hold 0.050 bar The construction and operation of the relief valves are similar, but the sizes and
CR287 No.2 hold 0.150 bar 0.080 bar CR286 No.2 hold 0.050 bar discharge capacity varies according to the pipeline sizes. The largest pipeline
CR285 No.2 hold 0.050 bar relief valves have a discharge capacity of 2,956Nm3/h and the smallest line has
CR386 No.3 hold 0.150 bar 0.080 bar
a discharge capacity of 1,398Nm3/h.
CR387 No.3 hold 0.150 bar 0.080 bar CR384 No.3 hold 0.050 bar
CR486 No.4 hold 0.150 bar 0.080 bar CR385 No.3 hold 0.050 bar Each valve has a manual test lever that can be operated to ensure the valve is
CR487 No.4 hold 0.150 bar 0.080 bar CR484 No.4 hold 0.050 bar seated properly.
CR485 No.4 hold 0.050 bar
Valve Operation
The pressure side of the valves operates in exactly the same manner as
described in 4.11.1.
The vacuum pilot valve opens when the pressure in the space falls and closes
again when the pressure in the space rises above the negative set pressure.
When the vacuum pilot valve opens it creates a negative pressure in the main
valve dome. Atmospheric pressure then pushes up the main disc to open
the main valve, allowing air to enter the space and re-establish a positive
pressure.
When the system pressure rises to the reseating pressure, the vacuum pilot
valve closes and the main dome pressure equalises with the system pressure,
causing the main valve disc to reseat and close the valve.
Issue: 1 Section 4.11.2/3 - Page 1 of 1

4.12 Ballast System
4.12.1 Ballast Piping System
4.12.2 Ballast Control and Draught Gauge System
Illustrations
4.12.1a Ballast Piping System
4.12.2a Ballast Tank and Draught Level Indication System


Illustration 4.12.1a Ballast Piping System
Engine Room
To Inert Gas Low

Generator Sea
Chest
DCS H Bosun's Store
M To
S105V Fire Line
3rd Deck
To Evaporator LS Pressure Pump
SW Supply
B103V Pumps B47V
To Fire, Bilge & GS To
Pumps Engine Room
Bilge Pump No.8 Side Water No.7 Side Water No.6 Side Water No.5 Side Water No.4 Side Water No.3 Side Water
Ballast Tank Ballast Tank Ballast Tank Ballast Tank Ballast Tank Ballast Tank
BA41 FO Tank (Port and Starboard) (Port and Starboard) (Port and Starboard) (Port and Starboard) (Port and Starboard) (Port and Starboard)
PI PI (P & S)
To No.2 Side Water
Ballast Tank
Water Spray (Port and Starboard)
BA36 BA31
No.3 Ballast Pump Pumps FO Settling
BA40 No.1
(2,800m3/h) Tank Bow
(P & S) BA21 BA19 BA16 BA14 BA11 BA09 BA06 Water
BA30 Thruster
Ballast
Room
BA35 PI PI
BA25 BA02 Tank Fore Peak
Aft Peak BA38 TV02
PI BA23 BA13 (Centre) Tank
Tank IG707
BA34 BA29 BA01
BA37 No.2 Ballast Pump PI TV01 BA05
BA22 BA18 BA08
(2,800m3/h)
BA24
BA28
BA03
BA33 PI PI BA27 BA20 BA17 BA15 BA12 BA10 BA07 BA04
BA42
BA39 BA32 BA26
No.1 Ballast Pump BA43
(2,800m3/h)
Eductor B104V BA44

BA48 B115V
No.2
BA46
Eductor
BA47 B116V
From Fire, Bilge &
No.1
BA45 GS Pumps
Suction Line Emergency
BA55 No.3 Cross No.2 Cross No.1 Cross
Bilge Suction
To Water Ballast Water Ballast Water Ballast
2 Main SW Tank Tank Tank
BA52 BA50 Cooling
BA54
DCS Pumps
1 LS
BA51 BA49
M S101V
Water Spray Pumps
3
(750m /h)
High
BA53 Sea
Chest
To Water Spray Side Under Deck

System Passageway (P & S)
Cargo Tank
DO NOT CLOSE THE SEA SUCTION VALVES S101V AND S105V,
THEY SUPPLY THE ENGINE ROOM SEA WATER COOLING SYSTEM
Side Water Side Water

Key
Ballast Tank Ballast Tank
Pipe Duct Ballast Water
Bilges
No.3 Cross
Water Ballast
Ballast Main
Typical Section Tank
Line (P & S)


4.12 BALLAST SYSTEM From the cargo control room all the ballast valves can be controlled from the Local Operation of Solenoids
DCS graphic display screens, except the ship’s side sea valves and fore peak
4.12.1 BALLAST PIPING SYSTEM tank valve which are locally operated. The same pipes and valves are used both Provided there is sufficient hydraulic pressure and system integrity, the valves
for the filling and emptying of all the ballast tanks. can be operated by manually operating the associated local hydraulic solenoid
valve.
Ballast Pumps The ballast pumps can be started and stopped in the AUTO mode from the DCS
graphic screen T30-433-01. There is no standby facility, pumps are just started (Note: Operation of valves in this way will override all associated functions
No.1 Pump or stopped and are not part of the sequential restart system. Local starting from the DCS, which will cause a DCS alarm.)
Maker: Teikoku and stopping of the pumps can be carried out from the 6.6kV switchboard
No. of sets: 1 or at the pumps. When in LOCAL operation, it is not possible to operate the If operating valves in this mode it would be advisable to disconnect the relevant
pumps from the DCS, or the control at the 6.6kV switchboard but can be set to control cables from the solenoid in question before operation.
Type: 550-VCD-Am NV-S
REMOTE after starting any pump for DCS control.
Capacity: 2,800m3/h
In normal operations the control for the pump discharge valve will be set to Vent Interlock
No.2 and 3 Pumps
AUTO on the graphic display screen. In this condition, before the pump will
No. of sets: 2 start, the DCS will automatically ensure the discharge valve is set to 10% open. To facilitate inspection of the ballast tanks dry-air can be passed via IG707 and
Type: 550-VCD-Am It is possible for the operator to adjust this setting. valves TV01 and TV02 to the ballast ring main thence to the ballast tanks. An
interlock is provided to prevent TV01 and TV02 being opened while the sea
Capacity: 2,800m3/h
A pressure switch is connected to the discharge line of each pump in addition to water valves are open and vice versa.
indicating pressure transmitters on the discharge and suction lines. In the event
Stripping Ejector of low pressure operating the switch the pump will be automatically stopped If TV01 and TV02 are open then ballast valves BA25, BA27, BA29, BA31,
by the DCS. The pressure switch is inhibited when the pump is stopped and for BA33, BA35, BA41, BA43 are locked closed. The spool piece on the DCS
Maker: Ejby Industries
the first 20 seconds of running. screen T30-433-01 BALLAST PUMP SYSTEM must be moved to the IN
Type: 150-200-250/128-43 Position.
Capacity: 300m3/h at 6m suction lift Ballast Valves
Driving water at 225m3/h at 11 bar
The hydraulic valves are all located in the pipe duct, adjacent to the actual Filling Valve Restriction
No. of sets: 2
ballast tank. Valves can be operated from the DCS screen T30-433-02
BALLAST TANK SYSTEM by use of the trackball and associated faceplates, When filling the ballast tank and the level reaches 95% the filling valve
In the ballast system there are three ballast pumps with suction from all ballast or by operating the solenoid local manual controls. automatically closes to a preset figure. The percentage that the valve remains
tanks. Each pump is of the electric vertical centrifugal type with a discharge open can be varied to the operators requirement.
capacity of 2,800m3/h. Pumps and associated ballast valves are controlled There are two types of valves associated with this control system:
from the DCS graphic display screens T30-433-01 and 02. When the ballast tank level attains 98% then the filling valve automatically
• OPEN/CLOSE valves which are either fully open or fully closes fully.
There are two ballast eductors which are driven by water supplied from the closed.
two water spray pumps for stripping tanks and lines. Control of starting and • Positional valves, selection of these valves from the graphic
stopping for the water spray pumps is via the DCS graphic display screen Ballast Exchange
screen will open up the PID controller faceplate. Using the
T30-408-04 SHIP’S SIDE VALVES. The fire pump system graphic can be PID controller faceplate, the valves can be set to any required
accessed from the Machinery, Cargo and Wheelhouse screens. Due to the introduction of alien marine species from foreign ballast water
position.
being discharged into their port areas and upsetting the local ecological
The DCS graphic display screen T30-408-04 SHIP’S SIDE VALVES also balance, several countries now require that vessels arrive with ballast loaded
(Note: When any parts of the ballast line are detected as not being fully
controls the ballast hydraulic pumps. In addition to the ballast hydraulic in deep sea open conditions.
flooded the OPEN control function output of some valves will be
pumps there is a cross-connection from the cargo valve hydraulic system in blocked, while some PID valves are restricted opening unless the
the event of failure. Manual operation of the valve hydraulics is available from During the ballast voyage the vessel will have to discharge the ballast tanks
protection system is overridden.)
the hydraulic solenoid boards. and re-ballast with clean deep sea water. This has to be carried out taking into
consideration the effects on the stress and stability of the vessel during any
In normal service, the port pump is connected to all port tanks and the starboard ballast change.
pump to all the starboard tanks. However, it is possible to draw from both sides
with any pump. The ballast pumps can have suction simultaneously from a Control of the supply valves is carried out from the DCS graphic display screen
number of tanks, but this reduces the water velocity in the pipe branches and T30-433-03 BALLAST TANK SYSTEM using the trackball and associated
valves. valve faceplates.


Illustration 4.12.1a Ballast Piping System
Engine Room
To Inert Gas Low

Generator Sea
Chest
DCS H Bosun's Store
M To
S105V Fire Line
3rd Deck
SW Supply
B103V Pumps B47V
Pumps Engine Room
PI PI (P & S)
To No.2 Side Water
Ballast Tank
BA36 BA31
BA40 No.1
BA30 Thruster
Ballast
Room
BA35 PI PI
Aft Peak BA38 TV02
Tank IG707
BA34 BA29 BA01
BA37 No.2 Ballast Pump PI TV01 BA05
BA22 BA18 BA08
(2,800m3/h)
BA24
BA28
BA03
BA42
BA39 BA32 BA26
(2,800m3/h)
Eductor B104V BA44

BA48 B115V
No.2
BA46
Eductor
BA47 B116V
From Fire, Bilge &
No.1
BA45 GS Pumps
Bilge Suction
BA52 BA50 Cooling
BA54
DCS Pumps
1 LS
BA51 BA49
M S101V
Water Spray Pumps
(750m3/h)
High
BA53 Sea
Chest

Cargo Tank

Key
Bilges
No.3 Cross
Water Ballast
Ballast Main
Line (P & S)


Ballast Limitations
Departure Tank Condition 2 Condition 3 Condition 4 Condition 5 Condition 6 Condition 7 Conditon 8
The minimum draught forward to minimise slamming in heavy weather/rough Empty Fore Peak Tank 1500 1500 Empty Empty Empty Empty Empty
seas is 9.478m. Empty No.1 WBT Centre Full Full Full Full Full Empty Empty
The minimum draught aft is 8.73m which is the level for propeller Full No.2 WBT P&S Empty 3500 3500 3500 3500 3500 3500
immersion.
Full No.3 WBT P&S Full Empty Full Full Full Full Full
The visibility forward according to SOLAS Ch.V Reg 22; blind zone in front
Full No.4 WBT P&S Full Full Empty Full Full Full Full
of the vessel >500m as far as possible.
Full No.5 WBT P&S Full Full Full Empty Full Full Full
Procedure for Ballast Exchange Full No.6 WBT P&S Full Full Full Full Empty Full Full
Full No.7 WBT P&S Full Full Full Full Full Empty Full
Following is a proposed sequence of emptying and refilling ballast tanks Empty No.8 WBT P&S Empty Empty 2400 2400 2400 2400 Empty
whilst at sea. The proposed sequence is based on the ballast conditions listed
in the vessel's Trim and Stability Book. Fuel and fresh water is assumed to be Full No.1 Cross WBT Full Full Full Full Empty Full Full
departure bunker capacity. Any actual ballast sequence based on this procedure
Full No.2 Cross WBT Full Full Full Full Empty Full Full
should always be run on the vessel’s loading computer prior to execution.
Full No.3 Cross WBT Full Full Empty Full Full Full Full
The adjacent table describes a safe sequence for the exchange of ballast water
using the empty then refill procedure, known as the sequential method. The 9.78m Draught Forward 10.58 9.38 9.74 9.62 9.64 9.63 9.78
process requires the removal of very large weights from the ship in a dynamic
situation and then their replacement 9.78m Draught Aft 9.19 9.37 9.48 9.30 9.16 8.95 9.78
11.89m GM corrected 9.88 12.64 11.85 12.10 11.76 11.6 11.89
The original condition is nearly restored after each step, at this time a positive
decision should be made taking into account the ship’s position, weather 112.2% Propeller 105.7% 107.5 108.8% 106.8% 105.2 102.8% 112.2%
forecast, machinery performance and degree of crew fatigue before proceeding Immersion
with the next step. If any factors are considered unfavourable the ballast
46.8% Maximum BM 55.3% 62.5% 53% 74.5% 70.1% 64.4% 46.8%
exchange should be suspended or halted.
The steps in the table meet trim and draught requirements of propeller and 63.3% Maximum Shear 51.3% 64.8 55.6% 59.9% 41.9% 58.9% 63.3%
rudder immersion as closely as it is possible to do. It is impossible to meet both
the requirements for propeller immersion and maintain the bridge visibility 486.964m Invisible Length 437.349 493.091 479.892 480.194 475.353 470.378 486.974
within SOLAS requirements, however the visibility from the bridge is within
tolerable limits. 86107 Displacement 87042 81878 84304 82769 82161 80956 86107


Illustration 4.12.2a Ballast Tank and Draught Level Indication System
To GD
Panel
To
DCS
Control Air Air

From Engine Room Dryer Unit
Steering Gear Fore Peak
Room Fuel Oil
No.3 No.2 No.1 Tank Tank
Cross Cross Cross
Aft Peak Tank Water Water Water
Draught
Tank Midship Tank Tank
Stern Tube No.8 No.7 No.6 No.5 No.4 No.3 No.2 No1. Water Draught
Cooling Water Draught Sea Water Ballast Tank Sea Water Ballast Tank Sea Water Ballast Tank Sea Water Ballast Tank Sea Water Ballast Tank Sea Water Ballast Tank Sea Water Ballast Tank Ballast Tank
Extreme Aft Extreme Forward
Tank (P&S) (P&S) (P&S) (P&S) (P&S) (P&S) (P&S) (Centre)
No.8 No.7 No.6 No.5 No.4 No.3 No.2

Sea Water Sea Water Sea Water Sea Water Sea Water Sea Water Sea Water
Passageway Ballast Tank Ballast Tank Ballast Tank Ballast Tank Ballast Tank Ballast Tank Ballast Tank Bosun's Store
(Port) (Port) (Port) (Port) (Port) (Port) (Port)
Distilled Water Fresh Water

Tank (Port) Tank (Port)
LG04 LG02
DG03
No.3 No.2 No.1 Fuel Oil Tank

Fuel Oil Cross Cross Cross Fore Peak
Tank Water Water Water No1. Water Tank
Tank Tank Tank Ballast Tank
DG04 (Centre)
DG01
DG02
LG03 LG01
Distilled Water Fresh Water

Tank (Stb'd) Tank (Stb'd)
No.8 No.7 No.6 No.5 No.4 No.3 No.2

Sea Water Sea Water Sea Water Sea Water Sea Water Sea Water Sea Water
Passageway Ballast Tank Ballast Tank Ballast Tank Ballast Tank Ballast Tank Ballast Tank Ballast Tank
(Stb'd) (Stb'd) (Stb'd) (Stb'd) (Stb'd) (Stb'd) (Stb'd)

SHIP NAME Cargo Operating Manual

4.12.2 BALLAST CONTROL AND DRAUGHT GAUGE The flow is set to approximately 0.5 litres/min for normal operation using the The below figures were those found to be set on the DCS at time of inspection.
SYSTEM flow adjustment screw, this current flow being indicated by the flow meter These figures can be altered by the operator and require to be checked before
located on the front panel of the constant flow speed controllers. Ensure that being used on each occasion.
Maker: SF Control the supply pressure is on before opening any line valve.
Type: Electric-Pneumatic Compartment Low Level High Level High High
The constant air flow is routed to the measuring lines. The fuel oil and diesel Forepeak tank 2.0m 21.7 22.39
Model: LevelDatic 100S
oil tanks are fitted with a non-return valve in the transmitter line. The draught
system lines are each fitted with a ship side isolating valve. The two domestic No.1 centre WBT 2.0m 14.01 14.45
fresh water tanks are fitted with a pneumatic 1:1 converter.
Introduction No.2 WBT 2.0m 21.7 22.39
The tank level height creates a hydrostatic counter pressure on the air flowing No.3 WBT 2.0m 25.32 26.12
The ballast levels can be seen on the DCS graphic display screen T30-433-03 out of the sounding pipe or the pneumatic 1:1 converter. This pressure acts on
BALLAST TANK SYSTEM. Each tank has a graphic representation of the the electric pressure sensors located in the LD100S cabinet and is converted to No.4 WBT 2.0m 21.70 22.39
level and a read out of the contents in cubic metres. a digital signal (frequency).
No.5 WBT 2.0m 25.32 26.12
The fuel oil and ballast tanks, including the fore peak, aft peak and ballast An atmospheric sensor is located inside the LD100S cabinet which is used as
tanks are fitted with an independent electro-pneumatic level and draught gauge a reference point in the hydrostatic pressure calculations. In pressurised tanks, No.6 WBT 2.0m 21.70 22.39
system. differential measurement with two measuring points is used with one of the No.7 WBT 2.0m 21.70 22.39
points being the reference sensor.
Draught gauge level transmitters fitted to the vessel and are linked into the No.8 WBT 2.0m 21.70 22.39
Saab TankRadar system. The vessel’s draught can be viewed through the DCS From the digital signal the central processing unit calculates the pressure and
No.1 cross WBT 2.0m 7.45 7.69
mimic screen on Cargo System and the Water Ballast System mimic displays. the level height, taking into account the sensor’s pressure and temperature
The forward transmitter is located in the fore peak tank, the aft transmitter coefficients as well as the measurement point specific settings. No.2 cross WBT 2.0m 7.45 7.69
in the engine room and the midships transmitters in No.6 port and starboard
ballast tanks. Each of these draught gauges are isolated by valves operated These output signals from the LD 100S cabinet are sent to the Saab monitoring No.3 cross WBT 2.0m 7.45 7.69
from deck stands on deck. system, the loading computer and to the alarm and monitoring system where
the values are used to calculate the liquid volume and weight or the ship’s trim Aft peak tank 2.0m 7.74 7.98
Copper multi-core tubing is used to connect the transmitters in the tanks to the and list.
Forward port HFO tank 1.0 7.74 8.50
control cabinet. Here the pneumatic signal is converted to an electronic signal
which is then passed to the display gauges in the control room console. Forward starboard HFO 1.0 7.74 8.50
Actual Levels in metres for 95% and 98%
tanks
The ballast tanks are also equipped with high and low level alarms calibrated Compartment 95% 98% Aft port HFO tank 1.0 12.81 13.50
for each of the tanks. The set points are as detailed in the adjoining table. Forepeak 22.278 22.981
No.1 centre WBT 14.155 14.602 Aft starboard HFO tank 1.0 12.81 13.50
Operating Principle No.2 WBT 21.774 22.462
No.3 WBT 25.745 26.558
.
The operating principle is based upon the measurement of the hydrostatic No.4 WBT 22.002 22.697
pressure at the bottom of the tank by the injection of air through a bubbling Independent Tank Level System
No.5 WBT 25.745 26.558
probe.
No.6 WBT 22.002 22.697
Each tank is fitted with individual transmitters for ballast tank level indication
The output pneumatic signal of the modulator is fed into a P/I converter where No.7 WBT 21.850 22.540 purposes.
the pneumatic signal is converted to an electrical signal which is connected to No.8 WBT 21.375 22.050
the display and digital indicator. No.1 cross WBT 7.638 7.879 Independent high high level sensors are fitted to each tank for independent
No.2 cross WBT 7.638 7.879 warning of imminent overflows. These are the Omicron HL-8903 sensor which
Clean dry instrument air at approximately 7 bar from the control air system is operate in the same manner as the HHL-8903 but only have one level alarm
supplied to the LD 100S cabinets where it is regulated down to an operating No.3 cross WBT 7.638 7.879
not two.
pressure of 5 bar. This regulated pressure is internally channelled to parallel Aft peak tank 7.980 8.232
pneumatic constant flow speed controllers. The level switches are of the float type and can be tested independently from
the top of the tank.
Issue: Draft 2 Section 4.12.2 - Page 2 of 3


All the inputs from the level switches are connected directly to the input
sides of intrinsically safe alarm units. These alarm units are bus wired to one
common output unit which interfaces with the DCS system.
In addition to tank alarms, the system also indicates and raises separate alarms
if a loop fails for the level switches and their associated wiring or if a processor
or a power failure occurs.
The level switch has one float with built-in permanent magnets in each float.
As the float moves upwards, a reed switch inside the housing is deactivated
and an alarm is raised. When the float moves downward, the reed switch is
closed again. This is the non-alarm position so the alarm loop fails safe (i.e.
alarms) in the event of any open circuits/wire-breaks.
Testing
Each level switch is equipped with a mechanical testing device. The testing
device is located under a protective screw cap on top of the level switch’s
junction box. By lifting the testing device slowly up will cause the HIGH
HIGH alarm to be raised.
When testing is complete, the test device should be pressed back down and the
protective screw cap replaced.
(Note: The high high alarm is to be tested prior to each ballasting.)

PART 5: CARGO AUXILIARY AND DECK SYSTEMS
5.1 Temperature and Pressure Monitoring System
Illustrations
5.1a Temperature Monitoring
5.1b Pressure and Temperature Monitoring


Illustration 5.1a Temperature Monitoring
Date and Time

09.23.2004 8:59 AM
Screen Mimic Title Bar GROUP 1 TREND 1 CARGO TEMPERATURES HIDE
1 1
2 2
PORT 3 STBD AFT 3 FORD

6 7 8 9
4 4
10 11 12 13
5 5
14
15
WBT WBT 16
(P&S) (P&S)
Pipe Duct Pipe Duct
SENSOR LOCATION CARGO TANK No.1 CARGO TANK No.2 CARGO TANK No.3 CARGO TANK No.4
1 CARGO TANK UPPER - VAPOUR SPACE -79.5 oC -96.8 oC -83.0 oC -72.3 oC
2 CARGO TANK UPPER MIDDLE - 75% -112.7 oC -125.0 oC -117.2 oC -119.3 oC
3 CARGO TANK MIDDLE - 60% -118.2 oC -128.0 oC -119.8 oC -124.0 oC

4 CARGO TANK MIDDLE LOWER - 25% -120.8 oC -131.8 oC -122.5 oC -127.3 oC
5 CARGO TANK LOWER - BOTTOM -158.7 oC -158.7 oC -158.3 oC -158.5 oC
6 CARGO TANK EQUATOR RING PORT -114.3 oC -112.6 oC -116.6 oC -112.2 oC

Cargo Temperature Read Outs
7 CARGO TANK EQUATOR RING STBD -113.9 oC -113.1 oC -116.9 oC -112.3 oC
8 CARGO TANK EQUATOR RING AFT -114.3 oC -111.3 oC -115.9 oC -112.0 oC
9 CARGO TANK EQUATOR RING FORWARD -114.0 oC -112.6 oC -116.4 oC -112.2 oC
10 CARGO TANK HOLD PORT BULKHEAD 23.5 oC
11 CARGO TANK HOLD STBD BULKHEAD 22.5 oC
12 CARGO TANK HOLD AFT BULKHEAD 24.9 oC
13 CARGO TANK HOLD FORWARD BULKHEAD 23.6 oC 20.5 oC 20.3 oC 22.3 oC
14 CARGO TANK HOLD FOUNDATION DECK 21.6 oC 21.4 oC 21.7 oC 23.8 oC
15 CARGO TANK HOLD DRIP PAN 18.4 oC 17.9 oC 17.7 oC 18.7 oC
16 CARGO TANK HOLD DOUBLE BOTTOM 21.5 oC 20.8 oC 21.1 oC 23.6 oC

1 to Related Screen Mimic


5.1 TEMPERATURE AND PRESSURE MONITORING Illustration 5.1b Pressure and Temperature Monitoring
SYSTEM Mimic ID Number
General Description 09.23.2004 8:59 AM

T30-422-02.
Monitoring equipment is provided in the CCR via the DCS system for the
cargo tank and inner hull temperatures and pressures to give warning in GROUP 1 TREND 1 NO.1 CARGO TANK HIDE
the case of a failure of insulation or leakage of the containment tank. Each
sensor is of the PT100 resistance type. The sensors are installed alongside -153.7
the bulkhead associated with each cargo tank. The temperature range of each Screen Mimic Title Bar
sensor is -200°C to +100°C. -159.5

-159.5
The temperature measurements are indicated for each sensor in service in the
-159.4
CCR via the DCS system. Recording of these temperatures is also available
via the DCS system. -159.4 Cargo Temperature
1070 Read Outs
-158.6
Temperature Measurement Inside the Cargo Tank 0.064 -158.2
0.064
The temperature measurement is obtained from the PT100 sensors whose Nitrogen Central Valve -158.4
Faceplate 0.064
electrical resistance decreases with temperature. The sensors inside the cargo 37266
tank are part of the CTS and being calibrated and certificated they therefore -158.4
have their own individual identification numbers. The sensors are positioned -159.4
-0.01
equally throughout the height of the tank and include sensors at the top and
-153.7
bottom enabling the temperature of the liquid and the vapour to be measured
separately. Average and individual temperature readings are available.
33758.04
The sensors are wired with four conductors (four wire cable) and all 0.0
terminations are sealed. The sensors inside the cargo tanks are accessible and Cargo Pressure Read Out 0.37
can be replaced without gas freeing the tank. 0.06 0.37
0.37
Pressure Measurement
Hold Pressure Read Out
The pressure measurement is obtained from a capacitive pressure transmitter.
The transmitter consists of a movable ceramic diaphragm connected to a fixed
ceramic substrate. On each ceramic part is a gold plate which makes up a 0.27 TANK LEVEL SAAB
SELECT
capacitor whose capacitance will vary according to the distance between them.
The fixed part is mounted on the tank shell and the movable part extends into to Related Screen Mimic
the tank space. The tank pressure imparts a force on the movable plate relative
to the tank pressure. This varying capacitance signal is converted to an output
signal which varies according to the pressure in the tank.
1
Displays
The relevant displays/mimics where tank and void space monitoring are
displayed are:
• The individual cargo tank measurement mimic
• The cargo tank spraying mimic
• Cargo tanks overview mimic

5.2 Cargo Compressor Room Systems
5.2.1 Fresh Water Cooling System
5.2.2 Steam and Exhaust Systems
Illustrations
5.2.1a Cargo Machinery Fresh Water Cooling System
5.2.2a Steam and Exhaust Systems


Illustration 5.2.1a Cargo Machinery Fresh Water Cooling System
Inspection
Cover
CARGO COMPRESSOR ROOM CARGO MOTOR ROOM From Fresh Water
Hydrophore
Tank FC11 Key
Fresh Water
Drain Cooler For FC38 Expansion Tank
Gas Heater (1m3) Fresh Water
LAL LS
FC37 FC12 Air
On Deck Electrical Signal

FC13
Deaeration Instrumentation
Chamber
No.2 Low Duty
Compressor FC32
Lubricating Oil Cooler
No.2 High Duty
FC31 FC28
Compressor
Motor
FC14 FC15
FC27
PI PI
Chemical FC18 Auxiliary
Dosing No.2 Cargo Machinery
1 2 Fresh Water
Tank Fresh Water Cooler
Cooling Pumps
Chemical PI PI
Supply
No.1 Low Duty No.1 High Duty FC20
Compressor FC30 Compressor FC26 FC16 FC17
Lubricating Oil Cooler Motor
FC21
FC29 FC25 FC10
FC04
FC09
FC05
PX
PS No.1 Cargo Machinery

Fresh Water Cooler
No.2 High Duty PS
Compressor FC36
Control
FC35 Air FC08
I
P
FC23 FC07 FC01
FC02
TIAH TIC ENGINE ROOM

DCS DCS
M24V M22V PX PS PS
No.1 High Duty PI PI
Compressor FC34 TX TX Auxiliary
Lubricating Oil Cooler 2 1 Central Fresh Water
Cooling Booster Pumps
FC33 CI CI (145m3/h x 25mth)
To/From
Central Fresh Water M23V M21V
Cooling System


5.2 CARGO COMPRESSOR ROOM SYSTEMS Controls Pumps set to manual operation may be controlled locally or remotely from the
DCS graphic screen. Pumps not set to remote cannot be started or stopped by
5.2.1 FRESH WATER COOLING SYSTEM Control of the auxiliary cooling fresh water pumps normally takes place from the DCS. Pumps may also be selected as tripped or off.
the screen display diagram T30-410-04 CARGO MACHINERY FRESH
WATER COOLING SYSTEM, but there is a facility for local control from Manual
Auxiliary Fresh Water Cooling Pump the pump side by means of the MSB starter panel for each pump. At the
Maker: Teikoko Machinery Works Ltd screen display the pumps may be selected for auto or manual operation. Auto Pumps may be manually started and stopped from the DCS graphic screen
operation allows for a pump to operate as the standby pump which means that pump faceplate provided that the pump is set to remote. The DCS activates
No. of sets: 2 an alarm if a pump trips or delivers a low discharge pressure when in manual.
one pump will be started as the duty pump and the other pump will be the
Type: TNS - AM standby pump. For normal operation by the DCS in standby mode the pumps If a low-low alarm is activated when both pumps are set to manual, the DCS
Capacity: 145m3/h at 25mth must be set to auto and remote. does not start the second pump because it has not been selected as the standby
pump, nor will an alarm be activated.
Upon initial start-up the operator starts the selected pump from the DCS
Introduction faceplate or locally and the pump icon will change colour to the operating If a pump status changes when set to manual the DCS graphic screen will
or process colour when the pump is running. If a pump running signal is not display the new status.
The cargo machinery fresh water cooling system is independent of the central received by the DCS five seconds after the start command a failure alarm is
cooling FW system but it is cooled by water from the central FW cooling activated. Local Operation
system. The cargo machinery FW cooling system is located in the cargo motor
room and the cargo compressor room. Two cargo machinery FW coolers When the duty pump is running the second pump may be selected as the Each pump has a LOCAL and REMOTE selector switch at the main
are cooled by water from the central FW cooling system, this water being standby pump if it is available. This is done at the DCS by setting the pump switchboard starter panel and a START and STOP pushbutton locally. The
circulated by one of the two auxiliary central cooling FW booster pumps as to auto and remote, and then selecting the pump for standby duty at the pump Stop pushbutton can also be locked in the Stop position if required.
mentioned in section 2.8.1 in the Machinery Operating Manual. faceplate on the graphic display screen T30-410-04. The duty pump must also
be set to remote. Selection of the OFF pushbutton switches the pump off and it cannot be
The cargo machinery FW cooling system has two auxiliary cooling FW pumps operated from the DCS unless the main switchboard selector switch is in the
to circulate water around the system, one of these pumps is normally selected It one pump is stopped in local or off and the other pump is set to remote, the REMOTE position. An indication of the OFF selection is displayed at the DCS
as the duty pump and the other stopped or on standby ready to operate should pump set to remote may be started from the DCS faceplate for the pump but graphic screen by illumination of the Tripped/Off indicator and the pump icon
the duty pump fail. The system has an expansion tank to allow for expansion of it cannot be set to auto as the other pump cannot be started automatically by on the graphic indicates that the pump is not running. The Isolated/Tripped
the water during service; make-up water is supplied to the expansion tank from the DCS. alarm is still operational.
the fresh water hydrophore system. The system is equipped with a deaeration
chamber to allow for the removal of air from the water flow and ensure that Remote operation of a pump allows for control from the DCS graphic screen Selection of LOCAL at the MSB starter panel allows the pump to be started
there is full water circulation throughout the system. A chemical dosing tank pump faceplate. Auto may be selected provided that the pump is stopped, is set or stopped locally at the starter pushbutton panel and this inhibits the normal
allows for the injection of corrosion inhibiting chemicals. The temperature of to remote and is not tripped, and provided that the other pump is running. start and stop from the DCS. Setting the pump in local control prevents it from
the circulating water is regulated by having a portion of the water flow through being set as the standby pump. The DCS will indicate on the graphic screen
the coolers, a three-way temperature controlled valve controls the flow of In the event of a running pump tripping or delivering low-low pressure the DCS when the pump motor is running or stopped and will show that it is selected
water through the coolers. activates an alarm and sends a start signal to the standby pump and the pump for local control. The alarm for Isolated/Tripped is still operational as is the
colour on the graphic display screen icon will change to the running colour and low discharge pressure alarm.
The following items of equipment are cooled by water flowing in the cargo the standby selection is cancelled with the pump reverting to manual condition.
machinery FW cooling system: The DCS will not stop the original duty pump and the operating engineer must Selection of remote at the at the MSB starter panel inhibits a local start of the
investigate. pump which can then only be started from the DCS graphic faceplate for the
• High duty compressor motors
pump. However, the pump stop from the local position will still operate. The
• Drain cooler for gas heater local stop facility is available at all times for all pumps.
Manual start is not available if a pump is set to standby. If the operator wishes
• High duty compressor LO coolers to start the second pump it must be set to manual before it can be started from
• Low duty compressor LO coolers the DCS. Blackout
• High duty compressor motors At a blackout the DCS remembers which pump was the duty pump and at
If a running pump is changed from remote to off the DCS will activate an
the restoration of electrical power the duty pump will be started as part of the
alarm and start the standby pump. Visual indication of pump status is given
sequential restart system, provided that the pump is set to remote. If the duty
on the DCS graphic screen T30-410-04. If the running pump is changed from
pump fails to start within 5 seconds the standby pump will be started, if it was
remote to local the changed status is indicated on the DCS graphic screen but
set to automatic before the blackout. Normal alarms resulting from the effects
no alarm is activated and the standby pump is not started.
of the blackout are inhibited during the blackout but are restored when the duty
pump is started and pressure is restored.


Illustration 5.2.1a Cargo Machinery Fresh Water Cooling System
Inspection
Cover
CARGO COMPRESSOR ROOM CARGO MOTOR ROOM From Fresh Water
Hydrophore
Tank FC11 Key
Fresh Water
Drain Cooler For FC38 Expansion Tank
Gas Heater (1m3) Fresh Water
LAL LS
FC37 FC12 Air
On Deck Electrical Signal

FC13
Deaeration Instrumentation
Chamber
No.2 Low Duty
Compressor FC32
No.2 High Duty
FC31 FC28
Compressor
Motor
FC14 FC15
FC27
PI PI
Chemical FC18 Auxiliary
Dosing No.2 Cargo Machinery
1 2 Fresh Water
Tank Fresh Water Cooler
Cooling Pumps
Chemical PI PI
Supply
No.1 Low Duty No.1 High Duty FC20
Compressor FC30 Compressor FC26 FC16 FC17
Lubricating Oil Cooler Motor
FC21
FC29 FC25 FC10
FC04
FC09
FC05
PX
PS No.1 Cargo Machinery

Fresh Water Cooler
No.2 High Duty PS
Compressor FC36
Control
FC35 Air FC08
I
P
FC23 FC07 FC01
FC02
TIAH TIC ENGINE ROOM

DCS DCS
M24V M22V PX PS PS
No.1 High Duty PI PI
Compressor FC34 TX TX Auxiliary
Lubricating Oil Cooler 2 1 Central Fresh Water
Cooling Booster Pumps
FC33 CI CI (145m3/h x 25mth)
To/From
Central Fresh Water M23V M21V
Cooling System


Temperature and Pressure Settings Position Description Valve (Note: Duty pumps may be changed during operation of the system and this
Closed Chemical dosing tank outlet valve FC18 can be done manually at the individual pump faceplates. With both
The set temperature for the three-way temperature control valve may be set by pumps set to remote the faceplate of the pump to be started is called up
clicking on the valve icon in the screen display T30-410-04 in order to bring up Open No.1 HD compressor motor inlet valve FC25 by clicking on the pump icon. At the faceplate the START soft key is
the valve faceplate. At the faceplate the temperature settings may be adjusted as Open No.1 HD compressor motor outlet valve FC26 clicked to start the pump. The faceplate of the running pump to be shut
described in Part 1 and section 3.1 in the Machinery Operating Manual. down is called up by clicking on the pump icon and the STOP soft key
Open No.2 HD compressor motor inlet valve FC27 is clicked to stop the pump. If both pumps remain selected in remote,
Open No.2 HD compressor motor outlet valve FC28 the pump which has just been shut down will now act as the standby
Procedure for the Operation of the Cargo Machinery Fresh pump. It is necessary to put AUTO standby to OFF before changing
Water Cooling System Open No.1 HD compressor LO cooler inlet valve FC33
over the pumps and then back on after changing over.)
Open No.1 HD compressor LO cooler outlet valve FC34
a) Ensure that the cargo machinery fresh water cooling system
is fully charged with water and that all air is vented from the Open No.2 HD compressor LO cooler inlet valve FC35
system. Ensure that the expansion tank is at the correct level Open No.2 HD compressor LO cooler outlet valve FC36
and that the top up supply from the fresh water hydrophore
Open No.1 LD compressor LO cooler inlet valve FC29
system is available.
Open No.1 LD compressor LO cooler outlet valve FC30
b) Ensure all the pressure gauge and instrumentation valves are Open No.2 LD compressor LO cooler inlet valve FC31
open and that all instruments and gauges are reading correctly
Ensure that there is a control air supply at the three-way temperature Open No.2 LD compressor LO cooler outlet valve FC32
control valve. Open Drain cooler for gas heater inlet valve FC37
c) Ensure that the central fresh water cooling system is operating and Open Drain cooler for gas heater outlet valve FC38
that one of the auxiliary central cooling FW booster pumps is
operating and supplying water to the cargo machinery fresh e) At the group start panels set both auxiliary cooling FW pumps
water coolers. to REMOTE.
d) Set up the valves as shown in the following table: f) Select one auxiliary cooling FW pump as the duty pump
and start that pump by clicking on the pump icon with the
Position Description Valve trackball to bring up the pump faceplate, then click on the
Open No.1 auxiliary cooling FW pump suction valve FC14 START soft key.
Open No.1 auxiliary cooling FW pump discharge valve FC16 g) If the second pump is available it may be set to AUTO to act
Open No.2 auxiliary cooling FW pump suction valve FC15 as the standby pump.
Open No.2 auxiliary cooling FW pump discharge valve FC17
(Note: The duty pump may be started locally, however unless the other pump
Open Expansion tank outlet valve FC13 is set to remote, it will not act as the standby pump.)
Closed Expansion tank replenishing valve FC11
h) Check the system for leaks as temperatures rise.
Closed Expansion tank drain valve FC12
Open No.1 cargo machinery cooler inlet valve FC08 i) Test the water regularly, using the chemical dosing system to
restore the level of chemicals in the fresh cooling water system
Open No.1 cargo machinery cooler outlet valve FC07 to the level recommended.
Open No.2 cargo machinery cooler inlet valve FC10
Open No.2 cargo machinery cooler outlet valve FC09
Operational Three-way temperature control valve FC23
Closed Chemical dosing tank inlet valve FC21


Illustration 5.2.2a Steam and Exhaust Systems Cargo Compressor Room
PI
CS-06
CS-26
No.2 LD
CS-25 CS-23
Drain Pot
Compressor CS-18 LS
LO Tank LI
LS Key
TSLL
TI
CS-24
CS-17 CS-16 Low Duty Heater
CS-22 Desuperheated Steam
No.1 LD
CS-21 CS-19
Compressor
LO Tank PI Condensate
CS-05
CS-20 LT Cooling Water
Drain Pot
CS-34 CS-15 LS
LS
No.2 HD LI TSLL Instrumentation
CS-33 CS-31 TI
Compressor
LO Tank CS-14 CS-13 High-Duty Heater
CS-32
CS-03
CS-30 CS-04
PI
No.1 HD
Compressor CS-29 CS-27
LO Tank
Drain Pot
CS-12 LS
CS-28 LS
To LI TSLL
Engine Room TI
PI
Central FW CS-36 CS-35 LNG Vaporiser
CS-11 CS-10
Cooling System From
Drain
DrainCooler
Cooler
For
ForCargo
CargoHeater
Heater
Engine Room
FC-38 FC-37 Auxiliary FW CS-01
Cooling Pumps CS-02
CS-37
On Deck PI
Gas Vent
Drain Tank CS-38
(1.0 m3) CS-40
Drain Pot
CS-09 LS
LS
CS-39 LI TSLL
TI
CS-08 CS-07 Forcing Vaporiser
CS-43
CS-41 CS-42
Heating Coils For Aft FO Tank Upper Deck Heating Coils For Forward FO Tank
(Port-Side Unit)
To Drain Cooler
HC-08
From 6bar Steam System Aft FO Tank
To Drain Cooler (Port & Starboard)
From 6bar Steam System HC-12
HC-04
To Drain Cooler FO Settling Tank
(Port & Starboard) HC-07
From 6bar Steam System
No.1 HC-11
Cargo Tank
HC-20 HC-16 HC-03
HC-19 Forward FO Tank

HC-15
No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank (Port & Starboard)
HC-06
Fore Peak Tank
HC-10
HC-02
HC-05
To Drain Cooler
From 6 bar Steam System
HC-09
Under Deck Passage HC-18 HC-01
To Engine Room Drain Cooler Condensate Return
To Drain Cooler
To Engine Room Atmospheric Drain Tank HC-24 HC-22 HC-14
From 6 bar Steam System HC-17
To Drain Cooler From 10 bar Supply Main Steam Supply HC-21
From 6 bar Steam System Compressor Room HC-13
HC-23
Under Deck Passage Bosun's Store (Starboard-Side Unit)


5.2.2 STEAM AND EXHAUST SYSTEMS Position Description Valve No.1 High Duty Compressor Lubricating Oil Sump Tank
Closed Drains cooler exhaust steam bypass valve CS-36 Position Description Valve
Introduction Closed Gas vent tank drain valves CS-38, CS-39 Open Drain trap inlet valve CS-21
The steam system in the cargo compressor room is supplied by the 10 bar Open Exhaust steam inlet valve CS-35 Open Drain trap outlet valve CS-19
steam pressure system in the engine room. The 10 bar steam also supplies the Open Drains outlet valve CS-37 Closed Drain trap bypass valve CS-22
heating coils in the forward HFO bunker tank.
Open Fresh water cooling inlet valve FC-37
The exhaust system is cooled in the drain cooler before returning to the engine Open Fresh water cooling outlet valve FC-38 No.2 High Duty Compressor Lubricating Oil Sump Tank
room atmospheric drain tank. Open Gas vent drain tank outlet valve CS-40
Position Description Valve
Cargo Compressor Room Once the deck steam and exhaust lines are warmed through, close the Open Drain trap inlet valve CS-25
The following cargo machinery equipment is supplied by the steam and crossover valve CS-41 and commence warming through the cargo machinery Open Drain trap outlet valve CS-23
exhaust systems: as follows:
Closed Drain trap bypass valve CS-26
• No.1 HD compressor LO sump tank heating coils
Heaters and Vaporisers
• No.2 HD compressor LO sump tank heating coils
d) Open the drain trap inlet and outlet valves. No.1 Low Duty Compressor Lubricating Oil Sump Tank
• No.1 LD compressor LO sump tank heating coils
• No.2 LD compressor LO sump tank heating coils e) Slowly open the steam inlet valve to admit steam to each
heater/vaporiser as required. Open Drain trap inlet valve CS-29
• HD cargo gas heater
Open Drain trap outlet valve CS-27
• LD cargo gas heater (Note: The heaters are fitted steam inlet valves which must be opened slowly,
but the vaporiser steam inlet valves each have a bypass valve fitted, Closed Drain trap bypass valve CS-30
• LNG vaporiser
which should be used to admit steam slowly into the shells.)
• LNG forcing vaporiser
Operate the heaters and vaporisers as described in sections 4.5 Cargo Heaters No.2 Low Duty Compressor Lubricating Oil Sump Tank
and 4.6 Vaporisers.
Procedure to Operate the Steam and Exhaust Systems Position Description Valve
Open Drain trap inlet valve CS-33
High Duty and Low Duty Compressors Lubricating Oil Sump Tank
Initially the pipelines will require warming through.
Heating Coils Open Drain trap outlet valve CS-31
a) Open the steam to exhaust crossover valve CS-41 to direct the The LO is maintained at working temperature by heating coils fitted in Closed Drain trap bypass valve CS-34
steam and drains back to the exhaust line, before they enter the each sump tank.
cargo compressor room.
f) Open the drain trap inlet and outlet valves as in the table The LO temperature is controlled by a pneumatically operated steam control
b) Slowly open the steam supply valve T325V on the 10 bar steam below: valve which receives a signal from the temperature probe in the LO sump tank.
range in the engine room and admit steam to the deck lines. The temperature set point is adjusted to the recommended value as stated in the
manufacturer’s instruction book.
Allow time for the system to warm through before proceeding to the next
stage.
c) Set the valves on the drain cooler as follows:

5.3 Deck Machinery
5.3.1 Deck Machinery System
5.3.2 Hose Handling Cranes
5.3.3 Provision Cranes
5.3.4 Bow Thruster
Illustrations
5.3.1a Deck Machinery Hydraulic System
5.3.1b Hydraulic Oil Pump Discharge Valve Block
5.3.2a Hose Handling Crane
5.3.3a Provision Crane
5.3.4a Bow Thruster Control System


Illustration 5.3.1a Deck Machinery Hydraulic System
Capstans
M7 M5
M3 124
100 W2
100 100
100
100
M8 M1
100
100 150 Engine Room Accommodation 100
Casing
150 150 100
100 125
100 W1
100
M6
M4 M2
100
100
Capstans
150 100
100 100 100 100 100 100 100 100

200
150 P4 P3 P2 P1
Steering Gear Room Bosun's Store
P4 P3 P2 P1
Filling Cap M 1 3 3 3
1 1 1 1 Expansion
M 2 2 4 2 4 2 4
2 2 4 2 4 2 Tank Upper Deck Expansion
Tank
3 PI 1 PI 1 PI 1 PI
PI 3 PI 3 PI 3 PI 3 Filling
Line Servo Pump
Servo Pump
P4 P3 P2 P1
P4 P3 P2 P1 4m Above
Highest Point in 4m Above
Hydraulic System Highest Point in
Storage 5,000 Hydraulic System
Tank litres Storage
Tank
Key E1 125
Hydraulic Supply T2 125 T1

200 Pipe Sizes
T2 T1
Hydraulic Return


5.3 DECK MACHINERY which also supplies winch M5 (main deck port aft) and winch M2 (main deck A control panel is situated at the entrance to the bosun’s store containing the
port forward) which also supplies winch M3. following:
5.3.1 DECK MACHINERY SYSTEM • Pushbuttons to allow the pumps to be started and stopped
In the event of a power pump being out of commission, it is possible by
manipulation of the pump discharge valves to interconnect the delivery lines to • An emergency stop
Maker: Rolls Royce Marine AS
supply hydraulic power to an adjacent unit, see illustration 5.3.1b for details. • Indication of length of rope/anchor chain released, speed of
Reference No.: A08894
drum and tension on the rope/anchor chain
When a cable lifter is operated, two hydraulic pumps are required to give the
Combined Anchor Windlass/Mooring Winches required performance. Pumps No.3 and No.4 supply the port cable lifter with The forward system also supplies the four capstans on the main deck via pump
pumps No.1 and No.2 supplying the starboard cable lifter. P4.
Maker: Ulstein Brattvaag
Type: BFMC41.114 The deck machinery is hydraulically driven from two power packs, one for the
Each with: One cable lifter, two mooring drums and one warping aft winches and one for the forward windlasses and winches. The power pack Aft System
end for the aft machinery is situated in the steering gear room and the power pack A double control station situated port and starboard of the aft main deck
No. of sets: 2 for the forward machinery is situated in the bosun’s store. operates the two aft main deck mooring winches M4 and M5.
Each power pack consists of four pumps taking suction from a hydraulic oil A triple control station situated port and starboard of the after end of the
Mooring Winches tank and delivering the oil at a pressure of 50kg/cm2 to the hydraulic motors poop deck operates the after three mooring winches on the poop deck M6,
Maker: Ulstein Brattvaag on each windlass/winch. M7 and M8.
Type: WMC41032
The winches and windlasses are monitored for:
Capacity: 30 tonnes and 15m/min
• Length of rope/anchor chain released
Brake holding: 100 tonnes
Each with: Two mooring drums and one warping end • Speed of drum
No. of sets: 8 • Tension on the rope/anchor chain
Power Packs (Forward and Aft) Eight mooring winches are situated at the following locations:
Maker: Ulstein Brattvaag • Three on the forward deck

Type: 4PV GS1300-46 • Two on the main deck, forward of the accommodation
Capacity: 1,457 litres/min, 50 bar at 137kW • Three on the aft deck
No. of sets: 2
The winches can be operated remotely from their control cabinets mounted
Remote Monitoring System near the ship’s side and either winch can be operated from either stand.
Maker: Rolls Royce The system is fitted with a dual winch monitoring unit which records the
Type: DTL-NT length, speed and tension on the cable lifter and mooring winches. The units
No. of sets: 1 provide an alarm if the set parameters are exceeded.
Forward System
Introduction
A triple control is situated to port and starboard on the focsle. They operate
The deck machinery driving unit is a high pressure hydraulic motor, operated the two anchor windlass/winches W1 and W2 and also the forward mooring
by a control valve locally on the mooring unit, or from the remote control winch M1.
stand.
A double control station situated port and starboard of the forward main deck
Each winch and windlass/winch is supplied by its own individual hydraulic operates the two forward main deck mooring winches M2 and M3.
power pump, apart from the supply to winch M4 (main deck starboard aft)


Illustration 5.3.1a Deck Machinery Hydraulic System
Capstans
M7 M5
M3 124
100 W2
100 100
100
100
M8 M1
100
100 150 Engine Room Accommodation 100
Casing
150 150 100
100 125
100 W1
100
M6
M4 M2
100
100
Capstans
150 100
100 100 100 100 100 100 100 100

200
150 P4 P3 P2 P1
Steering Gear Room Bosun's Store
P4 P3 P2 P1
Filling Cap M 1 3 3 3
1 1 1 1 Expansion
M 2 2 4 2 4 2 4
2 2 4 2 4 2 Tank Upper Deck Expansion
Tank
3 PI 1 PI 1 PI 1 PI
PI 3 PI 3 PI 3 PI 3 Filling
Line Servo Pump
Servo Pump
P4 P3 P2 P1
P4 P3 P2 P1 4m Above
Highest Point in 4m Above
Hydraulic System Highest Point in
Storage 5,000 Hydraulic System
Tank litres Storage
Tank
Key E1 125
Hydraulic Supply T2 125 T1

200 Pipe Sizes
T2 T1
Hydraulic Return


Procedure for Operating the Forward Hydraulic Power Unit Procedure for Operating the Winch/Windlass Units
Illustration 5.3.1b Hydraulic Oil Pump Discharge Valve Block
a) Start the Bosun’s Store fan from box outside the entrance door a) Start the servo pump for the remote operating system.
to the store. M2 & M3 W1 M1 W2
b) Start the hydraulic power unit as described previously. If using
b) Check the level of the expansion tank. If low, transfer oil from the port windlass and cable lifter rotate the lever for P1 as P4 P3 P2 P1
the storage tank using the hand pump. shown in the illustration to allow P2 to assist in driving the
cable lifter W2. If using the port cable lifter then rotate P3 in the
c) Ensure that the filters are clean and that their shut-off valves are same manner as P1 to allow P4 to assist.
secured in the NORMAL position.
c) Engage the dog clutch. 1 3 3 3
2 2 4 2 4 2 4
d) Check that the pump discharge changeover cocks are secured in
the NORMAL position. d) Ensure that the remote/manual lever is engaged in the required 3 PI 1 PI 1 PI 1 PI
mode.
e) Start the servo pump and run for five minutes before starting
any further pumps. e) Take off the band brake by turning the bleed valve clockwise P4 P3 P2 P1
and pumping the brake cylinder to release the brake band.
f) Close the isolators for each pump.
f) Test the cable lifter operation, with the cable guillotine in
g) Start the required pumps one by one from the starter panel at the position, by lowering the windlass drum slowly.
entrance door to the bosun’s store with a delay of one minute
between pumps. g) When satisfied with the operation, heave the cable to the
E1
original position and release the cable guillotine.
h) After starting, check for any leakage and ensure that the sound
of the pump is normal. h) Heave or lower the drum as required. T2 T1
Stopping the Units Note: The windlass brake can be operated remotely from the station at the The illustration shows P1 discharge valve rotated to allow
discharge from P2 to assist P1 in driving the cable lifter W2
ship’s side. The brake is handwheel operated. The adjacent gauge
a) Stop each pump one by one finally the servo pump reads zero when the brake is fully ON. To release the brake turn the
handwheel until the pressure reaches 60kg/cm2, the brake now starts
b) Stop the bosun’s store supply fan. to release continue until the pressure is 100kg/cm2 at which point the
brake is fully released.
Controls
A local control valve is mounted on each hydraulic motor and is activated by
a three position lever which, on release, is spring centred to the neutral stop
position. The other two positions are Heave and Lower. The speed is variable,
according to the amount the lever is deflected towards the heave or lower
positions, within the range of the hydraulic unit.
Hydraulic Brake Operation
The winch/windlass units are fitted with a fail-safe hydraulically operated

brake which can be operated locally or remotely from the ship’s side which
allows the operator to have a clear view when running out the anchor under
control.
Each winch unit is fitted with a manual brake.


Illustration 5.3.2a Hose Handling Crane
HYDRALIFT
SWL 10T 3.7 - 18.5m
Minimum Outreach 3.8m
Maximum Outreach 18.5m


5.3.2 HOSE HANDLING CRANES • Running light d) Lower the jib to the rest position.
• Stop light
Maker: Hochang Machinery Ind. Co e) Press the red STOP pushbutton to stop the motor.
Type: MGV 1800-10-18,5 Ex • Volt, ampere and hour meters
• Space heater switch and light f) Turn the main switch on the door of the starter cabinet to the
No. of sets: 2 - port and starboard
OFF position.
SWL: 10 tonnes
Working radius: Maximum 18.5m, minimum 3.7m Safety Features
g) Close all doors on completion.
Slew sector: One dead sector and one override sector The crane is provided with the following safety features:
Slew speed: 0-1.2 rpm • Spring loaded multiple disc brakes automatically activated
Hoist speed: 0-15 metres/second when the crane control lever is returned to neutral, or in the
Luff speed: 60 seconds event of power failure
Oil system capacity: 800 litres • Hydraulic overpressurisation protection by means of a pressure
limiting relief valve
Description • Emergency stop buttons located at the control box and at the
switch cabinet at the base of the crane ascent ladder
The deck crane consists of a base column, slewing ring, column and gear, jib • Upper and lower limit switches for hoisting operations
and hoisting gear facilitating 360° movement and over 18.5 metre reach. All
• Emergency hand pump to rest the load in the event of a total
electrical, hydraulic and mechanical units required for the operation of the
power failure kept adjacent to crane but may be moved to cargo
crane are housed inside the slewing column.
gear locker.
• Slew override sector
Driving Units
• Upper and lower limit switches for jib positions
The crane is electro-hydraulically operated with hoisting, slewing and jib
movement driven by hydraulic operation. • All control levers are of the dead man type and return to the
neutral position on release
The hoisting gear consists of one axial piston pump with variable delivery, one
variable hydraulic motor together with the necessary controls.
Operation of the Hose Handling Crane
The luffing system consists of an axial pump, two luffing cylinders and
control units. The jib is guided by the hydraulic cylinders which operate in a) Turn the main switch on the door of the starter cabinet to the ON
both directions under constant control. position.
The slewing gear consists of an axial piston pump with two hydraulic motors b) Press the green START pushbutton.
and two multiple disc brakes with the necessary control units.
c) Hoist the jib to the minimum outreach using the control levers.
Crane Controls
d) Operate the crane using the control levers as required.
The hoisting, luffing and slewing movements of the crane are steplessly
controlled by hydraulic control levers and carried out from the control stand
position with a remote Start/Stop switch positioned on the main deck level. Procedure to Shut Down
The starter cabinet situated in the air conditioning room on the upper deck has a) Hoist the jib to the minimum outreach.
the following features:
b) Hoist the jib to the lower block park position (approximately 3
• Main on/off switch metres).
• Start button
c) Hoist the lower hook block into the storage position.
• Stop button


Illustration 5.3.3a Provision Crane
HYDRALIFT
SWL 10T 3.7 - 18.0m
Minimum Outreach 3.7m
Maximum Outreach 18.0m


5.3.3 PROVISION CRANES • Stop button Procedure to Shut Down
• Running light
Maker: Hochang Machinery Ind. Co a) Hoist the jib to the minimum outreach.
Type: MGV 1800-10-18 • Stop light
No. of sets: 2 - port and starboard • Volt, ampere and hour meters b) Hoist the jib to the lower block park position (approximately 3
metres).
SWL: 10 tonnes • Space heater switch and light
Working radius: Maximum 18.0m, minimum 3.7m c) Hoist the lower hook block into the storage position.
Slew sector: 246° Safety Features
Slew speed: 0-0.7 rpm d) Lower the jib to the rest position.
The crane is provided with the following safety features:
Hoist speed: 0-12metres/second
• Spring loaded multiple disc brakes automatically activated e) Press the red STOP pushbutton to stop the motor.
Luff speed: 95 seconds when the crane control lever is returned to neutral, or in the
Oil system capacity: 800 litres event of power failure f) Turn the main switch on the door of the starter cabinet to the
• Hydraulic overpressurisation protection by means of a pressure OFF position.
Description limiting relief valve
g) Close all doors on completion.
• Emergency stop buttons located at the control box and at the
The provision cranes positioned on E deck, consists of a base column, slewing switch cabinet at the base of the crane ascent ladder.
ring, column and gear, jib and hoisting gear facilitating 270° movement and
over 18.0 metre reach. All electrical, hydraulic and mechanical units required • Upper and lower limit switches for hoisting operations
for the operation of the crane are housed inside the slewing column. • Emergency hand pump to rest the load in the event of a total
power failure
Driving Units • Slew override sector
The crane is electro-hydraulically operated with hoisting, slewing and jib • Upper and lower limit switches for jib positions
movement driven by hydraulic operation.
• All control levers are of the dead man type and go back to the
neutral position on release
The hoisting gear consists of one axial piston pump with variable delivery, one
variable hydraulic motor together with the necessary controls.
Operation of the Provision Cranes
The luffing system consists of an axial pump, two luffing cylinders and
control units. The jib is guided by the hydraulic cylinders which operate in
a) Turn the main switch on the door of the starter cabinet to the ON
both directions under constant control.
position.
The slewing gear consists of an axial piston pump with two hydraulic motors
and two multiple disc brakes with the necessary control units. b) Ensure that the hand valve (below the hydraulic tank) for the
pump supply is in the OPEN position.
Crane Controls
c) Press the green START pushbutton.
The hoisting, luffing and slewing movements of the crane are steplessly
controlled by hydraulic control levers and carried out from the control stand d) Hoist the jib to the minimum outreach using the control levers.
position with a remote Start/Stop switch positioned at the base of the crane.
There is a remote control station on the upper deck at the aft side of the e) Operate the crane using the control levers as required.
accommodation housing.
The starter cabinet situated in the cable and trunkway space on E deck has the
following features:
• Main on/off switch
• Start button


Illustration 5.3.4a Bow Thruster Control System
Emergency Stop of Main Motor
Starter System / Main Switchboard
50
0 50 50
0 50
100 100 A 100 100 A
BRUNVOLL BRUNVOLL
THRUSTER THRUSTER
Electronic Power Management System

SERVO
Cabinet Power Request / Pitch Reduction
START PUMP 1 0
RUN
100
50 50
100
A
OVER OVER
LOAD STOP READY
FOR
SERVO BRUNVOLL LOAD STOP
PUMP 2 THRUSTER
Central Alarm System

START RUN
Port Bridge Wing Starboard Bridge Wing

Control Panel CONTROL
HERE
THR.
FAILURE
MAIN
SWITCH
FAN
RUN
CONTROL
HERE
THR.
FAILURE
Control Panel Servo Pressure Low / Overload
Thruster Failure
PITCH STOP
MANUAL SYSTEM AUTO
FAILURE STOP
24V DC
Starter System
FEEDB. OVER POWER
PITCH LOAD ALARM
CENTRAL
24V DC
24V DC LAMP
TEST
CONTROL
HERE
BUZZER
OFF
PRESS
PUMP 1
OIL
LEVEL
PRESS
PUMP 2
Pot Free Contacts to Motor Starter

24V DC Power Supply
440V Power Supply Main Control Panel Pot Free Contacts from Motor Starter
Pilot Main Supply from Motor Starter

440V Power Supply Valve PT-100
Control 24V DC
Cabinet Heating
No.1 Pump No.2 Pump

24V DC Hydraulic Oil
Start Cabinet Start Cabinet
24V DC Gravity Tank
24V DC (190 Litres)
PI
24V DC
Oil to Gear Housing

PS PS
Oil to Shaft Sealing System
6,600V
No.1 No.2 2,000kW M
Servo 440V Servo Motor
Pump M 6.3kW M Pump Drain from Gear Housing
Motors Blade Angle
440V
Transmitter Air Bleed
440V
Drain from Sealing System
Key
Hydraulic Oil
Electrical Signal
Thruster
Unit Instrumentation


5.3.4 BOW THRUSTER (Note: When a stationary vessel is turned with a tunnel thruster, the vessel is The thruster has three separate oil systems which are connected to the same
also given a sideways motion. The simultaneous turning and crabbing gravity tank:
Maker: Brunvoll results in a slow longitudinal motion of the vessel should be kept in
• Lubrication of the gearbox, mechanical transmission in the
Number of sets: 1 mind when manoeuvring in narrow harbours.)
hub
Type: FU-100-LTC-2450 • Lubrication of the shaft seal
(Note: The transformer for the bow thruster is only rated for 30 minutes at
Motor rated: 6,600V 2,000kW full load.) • Oil to the servo system and overflow from the gravity tank to
Motor speed: 1,180 rpm the servo tank
Propeller speed: 255 rpm Operating Principle
Propeller diameter: 2,450 mm - 4 blades (Note: The gravity tank must always be kept full and the thruster oil system
In the propeller hub there is a servomotor, which turns the propeller blades.
kept under pressure when the ship is afloat.)
The servomotor consists of an integrated piston and an axially moving sliding
Oil Service Pump block.
Electrical Control System
Maker: Brunvoll The propeller blades are connected to blade carriers by blade bolts that allow The electrical control system consists of the following main components:
Number of sets: 2 the blades to be changed, if required, within the thruster’s tunnel.
Type: BPA VV 67 RE HPF STB 1. The electronic cabinet, situated in the bow thruster compartment, controls
Discharge pressure: 45kg/cm2 at 52 litres/minute Pressurised oil from the controlled hydraulic solenoid is fed to the hydraulic the following functions:
servomotor through pipes in the propeller shaft resulting in the movement
Relief valve set pressure: 55kg/cm2 of the servomotor piston. The piston movement is converted into the rotary • Pitch movement
Motor: 6.9kW, 440V movement of the blades by the sliding block. • Lock on/off control
• Monitoring of the thruster with alarm functions
Each blade is provided with sealing rings to prevent water ingress to the hub
Oil Quantities
or oil leakage.
Gear housing/propeller hub: 760 litres 2. Control panels, located on the bridge console and the port and starboard
Propeller shaft sealing unit: 10 litres bridge wings, consist of:
Construction
Gravity tank: 190 litres • Control levers, controlling the pitch
The main part of the thruster is the propeller hub with the blades and the
Total amount of oil: 970 litres propeller shaft. The input shaft is supported by spherical roller bearings and a • Indicators for pitch movement
thrust bearing while the propeller shaft is supported by two sets of spherical
• Central alarm with illumination lamps indicating type of
The bow thruster is driven by a 6.6kV, 2,000kW electric motor, with control of roller bearings and a thrust bearing. The shaft rubber sleeve seals prevent water
failure
the thrusters from the bridge console or at either of the bridge wing consoles. penetration and oil leakage. The bevel gear is a right angle reduction gear
comprising an input shaft pinion and a propeller shaft bevel gear. • Pushbuttons with illumination for:
The thruster system consists of the following parts: Starting the servo pump motors
The propeller blades are cast from high-strength nickel aluminium bronze
1. A tunnel with propeller unit, an electric driving motor, a hydraulic system, while the hub is cast from high-strength brass. The propeller shaft itself is Start/stop of the drive motor
and an electrical control system. forged carbon steel while the gears are made from alloy steel and the gear Control take-over
casing is ductile iron. The thrusters drive motor is coupled to the propeller hub
unit via a flexible coupling and a universal joint. Manually controlling the pitch movement
2. The propeller unit is driven by an electric motor at a constant speed and
single direction of rotation. The propeller is provided with hydraulically Thruster failure
adjustable propeller blades, which makes it possible to vary the magnitude and Lubrication
direction of thrust. 3. Local motor starter cabinets containing:
The gears and bearings inside the case are lubricated by the bath method. The
lubrication oil in the gear case is kept at a positive pressure by the header • Hour counter
3. The thrust is controlled by changing the pitch of the blades. The propeller
always rotates in the same direction. As starboard and port thrust must be tank to ensure that in the case of leakage, oil leaks out and sea water ingress • Start pushbutton
equal, the blades are designed with zero initial pitch and symmetrical blade is avoided. The subsequent loss of oil will also indicate that there is seal
• Local/remote changeover switch
section. The thruster has two purposes. One is to keep the vessel in position in damage.
a crosswind, the other one is to turn the vessel at zero or low speeds. • Heater status lamp


Illustration 5.3.4a Bow Thruster Control System
Emergency Stop of Main Motor
Starter System / Main Switchboard
50
0 50 50
0 50
100 100 A 100 100 A
BRUNVOLL BRUNVOLL
THRUSTER THRUSTER
Electronic Power Management System

SERVO
Cabinet Power Request / Pitch Reduction
START PUMP 1 0
RUN
100
50 50
100
A
OVER OVER
LOAD STOP READY
FOR
SERVO BRUNVOLL LOAD STOP
PUMP 2 THRUSTER
Central Alarm System

START RUN
Port Bridge Wing Starboard Bridge Wing

Control Panel CONTROL
HERE
THR.
FAILURE
MAIN
SWITCH
FAN
RUN
CONTROL
HERE
THR.
FAILURE
Control Panel Servo Pressure Low / Overload
Thruster Failure
PITCH STOP
MANUAL SYSTEM AUTO
FAILURE STOP
24V DC
Starter System
FEEDB. OVER POWER
PITCH LOAD ALARM
CENTRAL
24V DC
24V DC LAMP
TEST
CONTROL
HERE
BUZZER
OFF
PRESS
PUMP 1
OIL
LEVEL
PRESS
PUMP 2
Pot Free Contacts to Motor Starter

24V DC Power Supply
440V Power Supply Main Control Panel Pot Free Contacts from Motor Starter
Pilot Main Supply from Motor Starter

440V Power Supply Valve PT-100
Control 24V DC
Cabinet Heating
No.1 Pump No.2 Pump

24V DC Hydraulic Oil
Start Cabinet Start Cabinet
24V DC Gravity Tank
24V DC (190 Litres)
PI
24V DC
Oil to Gear Housing

PS PS
Oil to Shaft Sealing System
6,600V
No.1 No.2 2,000kW M
Servo 440V Servo Motor
Pump M 6.3kW M Pump Drain from Gear Housing
Motors Blade Angle
440V
Transmitter Air Bleed
440V
Drain from Sealing System
Key
Hydraulic Oil
Electrical Signal
Thruster
Unit Instrumentation


Remote Control System The Ready For Start light will illuminate when the following conditions are Procedure for Emergency Control
fulfilled:
The remote control system is used to control the pitch setting of the thruster. • Correct servo pressure is available In the case of failure of the control system, such as when there is no pitch
control using the control lever and the FEEDBACK PITCH alarm sounds.
The system can order both port and starboard manoeuvre by changing the pitch • Pitch is in the neutral position
setting while the propeller blades continue rotating in one direction. • The starter for the main motor is ready a) Press the pushbutton marked PITCH MANUAL, located at the
left side of the main control panel.
The manoeuvring is performed from a control station using the control lever. • The DCS indicates that sufficient electrical power is available
When ordering thrust with the control lever, the system applies the proper b) Activate the pitch by pressing the arrowed buttons in the
pitch setting according to a predefined pitch curve, allowing the thrust to be When electrical power is available in the bow thruster room and the thruster direction required.
proportional to the lever position. room fan is running, the thruster motor can be started by pressing the START
pushbutton. The indicator lamp will flash until the thruster motor reaches full The pitch will continue to change as long as the button is pressed.
When manoeuvring, the load of the drive motor is controlled by the system speed, then show a steady light and the READY FOR START and the STOP
through automatic regulation of the pitch. The maximum allowed load is lamps will extinguish. (Note: The follow up control is not active when in manual mode. Careful
determined by the load limit. The blade pitch will be automatically reduced if observation is required of the propeller pitch indicator to ensure that
the control equipment senses that the drive motor is being overloaded. e) At the selected control location, wheelhouse or one of the the pitch is kept in the correct position.)
bridge wings, move the control handle to the desired position.
Only one control station can be in command at any time, either the port or
starboard bridge wing or the main control panel. On each control station the Stopping the Thruster
actual pitch setting of the thrusters will be continuously indicated. Pitch Control Operation
a) Zero the blade handle by means of the control handle.
The driving motor can be started only when the propeller blades are in the zero The control lever or dial can be rotated approximately ±120° from the zero
pitch position, which reduces the starting torque to a minimum. (12 o’clock) position. The propeller thrust is approximately proportional to the b) Press the STOP pushbutton to switch off the thruster motor.
position of the control lever, via the pitch curve.
The START lamp will extinguish and the STOP and READY TO START
Procedure for Operating the Thruster Unit When thrust is demanded, the control system senses the difference between the lamps will illuminate.
setting of the control lever or dial and compares this to the position of the blade
Ensure that the engine room has the port and starboard turbine generators pitch feedback potentiometer. The difference between the two is amplified and c) Switch off the control system.
connected to the main switchboard. used as a signal to open the corresponding hydraulic solenoid valve that will
move the propeller blades in the required direction. (Note: The bow thruster must not be stopped by deactivating the main
a) Check the level of oil in the hydraulic power pack tank and switch.)
replenish if necessary. When the blades reach the position where there is no difference between the
lever position and the actual blade position, the solenoid valve closes and the
b) The thruster room ventilation fan is running. blades are held at that pitch. This is known as the follow-up control.
DCS Monitoring
c) Select one of the hydraulic power pack pumps by means of the The DCS monitors the following alarms via graphic screen T30-420-01 BOW
The thruster is linked to a function of the PMS that will reduce the blade pitch
pushbuttons on the main panel. THRUSTER
to the half-power level (this value is adjustable), if the thruster is on-load and
a generator reaches an overload condition. • Motor trip
d) Press the main switch pushbutton, which ensures that there is
• Motor overload
power to the control panel.
Procedure for Transfer of Thruster Control between • System failure
The servo pump will start and the following lamps will be illuminated: Wheelhouse and Bridge Wings • Main thruster motor winding temperatures
• Main switch • Thruster running
a) At the location at which it is desired to exercise control, press
• Stop the CONTROL HERE pushbutton. That location now has • Power available
control of the thruster.
• Control here • Power pack oil header tank low oil level
Control will be transferred to the requested location and the relevant lamp will • Control pump status - abnormal
illuminate at the selected control panel. It is not possible to transfer control to
the bridge wings unless the thruster motor is running. • Vacuum circuit breaker trouble
• Control off

PART 6: CARGO OPERATIONS
6.1 Operating Procedures Overview
Illustrations
6.1a Operating Procedures Schedule


Illustration 6.1a Operating Procedures Schedule
Recommence normal operations
Hold Spaces Cargo Tanks Evaporation of liquid residue

Precooling of cargo tanks from cargo tanks
Nitrogen bleeding before loading (approximately 16 hours) (approximately 12 hours)
to wedge spaces
Precooling of liquid lines (45 mins)
Warming of cargo tanks

(approximately 42 hours)
LOADING
Drainage of liquid lines (45 mins)

Gas freeing of cargo tanks
LOADED VOYAGE LOADED VOYAGE
(1-16 days) (1-16 days)
Drying of hold space

atmosphere
Aerating of hold Aerating of cargo
Precooling of liquid lines (45 mins) spaces tanks
Recirculation
(approximately (approximately
12 hours) 20 hours)
DISCHARGING
(approximately 12 hours) DRY DOCK
Drainage of liquid lines (45 mins)
Preparing to leave dry dock
Drying of hold spaces Drying of cargo tanks

Preparing for dry dock with air with air
(approximately (approximately
30 hours) 30 hours)
BALLAST VOYAGE BALLAST VOYAGE

(1-16 days) (1-16 days)
Inerting of cargo tanks
Drying of hold space Cooling of cargo tanks (Ongoing) with inert gas
atmosphere (approximately 30 hours)
Precooling of cargo tanks (10 hours)
Precooling of liquid lines (45 mins)

Purging and drying
of cargo tanks
with warm methane
Normal Operational Cycle Post/Pre Dry Docking Operations


6.1 OPERATING PROCEDURES OVERVIEW General Guidelines
The cargo control system is designed to be operated from the central control Except in special circumstances (described in Section 7) where a single tank
room at G deck. However, some operations are required locally, where manual or hold space may need to be isolated, the cargo tanks should be connected
valves have to be operated, either in the cargo machinery room or at the tank together through the vapour line and the cargo hold spaces should be connected
tops. together via the recirculation loop by keeping the valves in these lines open.
Equipment and plant, such as compressors and pumps, are protected by means When the ship returns to cargo duties after a dry docking or refit, the tanks and
of tripping devices which will shut down the plant in the event of an lines will be full of ambient air. Before liquid cargo is reintroduced into the
abnormal temperature, pressure or other condition which may be harmful to system, the tanks and lines must be moisture and carbon dioxide (CO2) free.
the plant or equipment if left unattended. In most cases an alarm will be
raised before the shutdown, giving personnel time to attend to the problem The tanks and lines should be oxygen free to avoid the formation of any
before a shutdown occurs. explosive mixture.
It should be emphasised that personnel should conduct their own routine The tanks, lines and hold spaces should be CO2 free as this will solidify at
inspections of running machinery in line with recommendations issued by the -78.5°C.
individual equipment manufacturers.
There should not be any humidity in the tanks and lines as this will lead
There are certain cargo operating parameters that are worthy of special to the formation of ice.
mention, as follows:
The cargo hold spaces should be free from any moisture as this may penetrate
the tank insulation.
Cargo Hold Space Pressure
To avoid even a remote possibility that the cargo tank shell may buckle, the The methods of drying and inerting the tanks, cargo hold spaces and lines are
pressure of the cargo hold spaces should never exceed 0.05 bar over that of described in the appropriate following sections.
the cargo tanks. There are cargo hold pressure relief valves fitted to avoid this
possibility, see Section 4.11.2 for further information.
Cargo Tank Temperature

To prevent thermal stress on the cargo tank shell and piping, sudden cooling
down must be avoided. The cooling down rates shown in Section 6.2.5 should
be strictly followed.
Overfilling of Cargo Tanks

The greatest care must be taken to ensure that the cargo tanks are never
overfilled.

6.2 Post Dry Dock Operation
6.2.1 N2 Supply Control for Annular Spaces
6.2.2 Drying Holds
6.2.3 Inerting Cargo Tanks
6.2.4 Gassing Up Cargo Tanks
6.2.5 Initial Cooling Down of Cargo Tanks
Illustrations
6.2.1a Nitrogen Supply Control for Annular Spaces
6.2.1a Nitrogen Control for Annular Space
6.2.2a Drying Holds
6.2.3a Drying Cargo Tanks
6.2.3b Inerting Cargo Tanks
6.2.4a Gassing Up Cargo Tanks with Vapour to Shore
6.2.5a Cargo Tanks Cooldown Rates
6.2.5b Initial Cooling Down Cargo Tanks


Illustration 6.2.1b Nitrogen Control for Annular Space
Line pressure 3.00 bar

NG703
NG409 NG408
NG411 Insulation
NG402
LNG Liquid Upper
NG403
Lower
NG401
NG412 NG410
Nitrogen
I return line to
P hold space
Differential pressure 5mbar
NG407 NG406
NG704
NG705
From Nitrogen
Generator in
Skirt
Engine Room
AFT Rupture Disc Drip Pan FORWARD


6.2 POST DRY DOCK OPERATION Illustration 6.2.1a Nitrogen Supply Control for Annular Spaces
6.2.1 N2 SUPPLY CONTROL FOR ANNULAR SPACES 09.23.2004 8:59 AM

T30-422-02.
A flow of N2 is constantly maintained in the annular space between the cargo
tanks and the insulation. The N2 flows around the tanks and returns to the hold GROUP 1 TREND 1 NO.1 CARGO TANK HIDE
space from the top and bottom of the annular space as the upper and lower vent
lines merge into a single return line to the hold via a non-return valve. -153.7
Supply to the deck is from the engine room buffer tank and is regulated at 3 -159.5
bar before entering the annular space via an orifice plate and a flow meter at -159.5
the after end of the space, venting to the hold space from the forward end of
the tank at upper deck level. Nitrogen Central
-159.4
Valve Faceplate
A differential pressure control system monitors the pressure difference -159.4
Cargo
Temperature
between the hold space and the annular space. If the pressure in the annular 1070 Read out
space should rise above that of the hold space significantly, the vent valves -158.6
NG106, 206, 306 and 406 which operate on differential pressure between the 0.064 -158.2
annular space and the hold space will vent to atmosphere. The differential is 0.064
set on the controller at 5mbar. 0.064
-158.4
37266
-158.4
Should the vent open an alarm sounds via the DCS to alert ship’s staff to the
condition. -159.4
-0.01
-153.7
During hold space inspections, the annular space should be changed over to
vent to atmosphere and the N2 supply valves closed. The differential vents
should be approximately 30% open and the manual vents fully open 33758.04
0.0
The annular space is monitored by the gas detection system and should gas be Cargo Pressure
0.37
Read Out
detected it is possible to purge to atmosphere via the vents on deck and change 0.06 0.37
over to the Bypass Supply which supplies N2 through a larger orifice. The main
nitrogen line pressure can be increased to 5 bar when purging is taking place. 0.37
Hold Pressure
The graphic display screen OV001, page 3, gives access to the graphic screen Read Out
T30-431-01 NITROGEN GENERATOR, which is the screen used for the
operation. TANK LEVEL
0.27 SAAB
SELECT
The operation to each individual tank is displayed on the following graphic
screens,
• No. 1 tank - T30-422-02
• No. 2 tank - T30-422-05
1
• No. 3 tank - T30-422-06
• No. 4 tank - T30-422-07


Illustration 6.2.2a Drying Holds

IG401 IG301 Manifold Connection IG201 IG101
Key
IG403 IG303 IG203 IG103 Dry Air
IG404 IG405 IG305 IG304 IG204 IG205 IG105 IG104
N2 Connection
CN080
No.4 Cargo Tank IG705 No.3 Cargo Tank IG090 No.2 Cargo Tank No.1 Cargo Tank
IG703 IG702 IG701
IG704
From IG707 IG706

Engine Room
Ballast Tank To Vent Trunk
Ventilation for DB
Pipe Passage IG402 IG302 IG202 IG102
Drip Pan Drip Pan Drip Pan Drip Pan

Manifold Connection
No.2 Cargo Tank

IG704 CN080
IG090
IG703 IG702 IG701

From
Engine Room
IG707 IG402 IG302 IG202 IG102
IG401 IG301 IG201 IG101

IG403 IG705 IG304 IG303 IG203 IG103
IG305
IG404 IG204 IG104
IG405 IG205 IG105
Cargo Compressor
Room


6.2.2 DRYING HOLDS (Note: It is necessary to lower the hold’s dew point by dry-air to at least -25°C
before feeding the holds with inert gas. This is in order to avoid any
During a dry docking or inspection, cargo tanks and holds which have been formation of corrosive agents.)
opened and contain wet air, must be dried. This is primarily to avoid the
formation of ice when they are cooled down and secondly, the formation f) When all holds have been purged with dry-air, change over the
of corrosive agents if the humidity combines with the sulphur and nitrogen inert gas plant to provide inert gas.
oxides, which might be contained in the inert gas. The tanks are inerted in
order to prevent the possibility of any flammable air/LNG mixture. Normally
humid air is displaced by dry-air and the dry-air is displaced by inert gas
produced from the dry-air/inert gas plant.
• Dry-air is introduced into the hold through the inert gas filling
pipeline. The air is expelled from the top of each hold to the
atmosphere.
• The operation, carried out from shore or at sea, will take

approximately 20 hours to reduce the dew point to less than
-25°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 inert all the other LNG and vapour pipelines.
All pipelines not purged with inert gas must be purged with
nitrogen before the introduction of LNG or vapour.
Procedure for Drying the Hold Spaces
The inlet valves to the hold spaces are manually operated valves IG402,
IG302, IG202 and IG102 and are situated in the port passageway. The vent
valves IG401, IG301, IG201 and IG101 are situated on the tank top.
a) Ensure the inert gas plant is operating in the dry-air mode,

discharging to atmosphere.
b) Open the vent valves to the holds.
c) Open the inlet valves to the holds.
d) Press the CONSUMER SELECT button on the IG panel.
Once the O2 level is satisfactory (approximately 21%) and the dew point is at
o
-45 C the IG will automatically open valve H-11 to allow air to pass into the
aeration header and close valve H-2 (discharge to atmosphere).
e) Monitor the dew point of each hold space by taking a sample at

the outlet pipe. When the dew point is -25°C or less, close the
filling valves and close the vent valve.


Illustration 6.2.3a Drying Cargo Tanks
Cargo Machinery Room Mist Separator Spool Piece
Forcing CG917
Vaporiser
CG930
No.2 LD CG916 Key
CS906
Comp.
CS905 Atmospheric Air
CG957 CG934 CG929 CG904 CL044 CL034 CG079 CL024 CL014
CG956 CG947 CG915 No.1 LD CG072

To Boiler in LD Comp. Dry Air
Engine Room Heater CG939
CL
IG090
CL
043 023
CG933 CG928 CG903 CS CS CS
CG946 068 CL CN080 CL CS
063 054
CG 033 013 052
395 No.2 HD
CG914
CG955 CG945 Comp.
HD
Heater CG938 CG932 CG927 CG902 LNG Supply to
From Inert Gas
LNG Vaporiser
Generator in CG944
Engine Room LNG Vaporiser CG913 No.1 HD Vapour
Comp. CS Return
801
CG931 CG926 CG901 Spray Main
CG
950 CG871
Pressure Build-up Main
CS901
Liquid Main
From Nitrogen CS902
CS059
CG872 CS060
Generator in Vapour Main
Engine Room CG876 CS
752 Nitrogen Bleed
CS754 CG875
Vapour Suction Main Inert Gas/Air
CG874 CG873
Nitrogen Purge Exhaust CG078
CS755 CS751
to No.4 Vent Mast from CL
CS753 CS750
IG Fuel Gas Line 707 CG787 CG774
701
CL704 CL700
CL703
NG702 CG772
CG771
CS460 CS360 CS260 CS160
CG CG CG CG
470 370 270 170
CL CL CL CL
CS359 212 112
412 CS459 312 CS259 CS159
CL411 CL311
CS254 CS154
CS458 CS358 CS CS258 CS158
CL211 CL111
CS454 354 CS
CS457 CS357 CS257 CS157 15
CS CS CS
CL210 CL110
453 353 CS065 253
CL410 CS456 CL310 CS356 CS256 CS156
CL209 CL109
CL409 CS452 CL309 CS352 CS252 CS152
IG402 CL042 CS061 IG202 IG102
IG401 IG301 IG201 IG101
CL CL
CS CS
032 022
053 051
CS064 CG CL
CS062 071 012
CR086
CL401 CL402 CL301 CL302 CG CL201 CL202 CL101 CL102
077
CL041 CL031 CL021 CL011
Spray Pump Cargo Pump


6.2.3 INERTING CARGO TANKS Position Description Valve
Open No.3 vapour valve CG370
Dry air is introduced at the bottom of the tanks through the liquid filling
piping. The air is displaced from the top of each tank through the dome and Open No.4 vapour valve CG470
the vapour header and is discharged from the vent mast. Open Vapour main crossover valve to No.1 vent. CG772
Procedure for Drying Tanks e) Open the IG valve IG701, situated in the port trunkway and the
inert gas manifold vent valve IG090.
Dry air with a dew point of -45°C, is produced by the dry-air/inert gas plant at
a flow rate of 13,000Nm3/h. f) Start the dry-air production. Ensure the generator is running in
the dry-air mode (see section 4.7.1, Inert Gas Generator). When
a) Connect the spool piece between the inert gas manifold and the oxygen content is satisfactory (approximately 21%) and the
liquid line manifold. dew point is down to -45°C, open valve H-11 to allow the dry-
air to pass into the main aeration header and close valve H-2
b) Prepare the inert gas plant for use in the dry-air mode, (see (discharge to atmosphere).
section 4.7.1, Inert Gas Generator) and discharge to atmosphere
through valve H-2. g) At the DCS CARGO LINE SET UP graphic display screen
T30-423-01, use the trackball to open the liquid manifold valve
c) At the DCS graphic display screen T30-422-09 CARGO TANK connected by the spool piece to the IG manifold. Shut the inert
INERTING AND AERATION, use the trackball to prepare the gas manifold vent valve IG090.
cargo tanks ready for drying and inerting.
h) Monitor the dew point of each tank by taking a sample at the
Position Description Valve vapour domes. When the dew point is -25°C or less, close the
Open No.1 tank liquid master valve CL112 filling and vapour valves of the tank.
Open No.1 tank filling valve CL110 (Note: No.1 tank should be the final tank to ensure the system is always full
Open No.1 tank pump discharge valves CL111, CL109 of dry-air.)
Open No.2 tank liquid master valve CL212 i) Wet air which may be contained in the discharge lines from the
Open No.2 tank filling valve CL210 cargo pumps, float level piping and any associated pipework in
the cargo compressor room must be purged with dry-air. This is
Open No.2 tank pump discharge valves CL211, CL209
normally carried out in conjunction with the drying of the cargo
Open No.3 tank liquid master valve CL312 tanks.
Open No.3 tank filling valve CL310
The graphic display screen, SHIP OVERVIEW OV0001, gives entry to the
Open No.3 tank pump discharge valves CL311, CL309 graphic screens for the Cargo, Compressors and Heaters, and Nitrogen and
Open No.4 tank liquid master valve CL412 Inert Gas systems, from which the relevant line sections can be accessed to
allow air drying and purging with inert gas.
Open No.4 tank pump discharge valves CL411, CL409 j) When all the tanks and pipework have been dried out, stop the
plant. Close the supply valves to the LNG header.
Auto No.1 regulator vent valve CG771
(Note: It is necessary to lower the tank’s dew point by dry-air to at least -25°C
d) Prepare the following manual valves: before feeding the tanks with inert gas. This is in order to avoid any
formation of corrosive agents.)


Illustration 6.2.3b Inerting Cargo Tanks
CR
Forcing 982 CG917
Vaporiser
CG930
CR099 CR094 CR088 CR084
CG916 No.2 LD Key
CS906 Comp.
CS905
CG957 CG934 CG929 CG904 CL044 CL034 CG079 CL024 CL014 Dry Air
CG956 CG947 CG915 No.1 LD CR098 CR093 CR087 CR083

To Boiler in LD Comp. Inert Gas
CL
CG072
CL
043 023
CG933 CG928 CG903
CG946 CL CS CL CS
CS CS
CG935 068 033 063 054 013 052
CG914 No.2 HD
CG955 CG945 Comp.
HD
From Inert Gas Heater CG938 CG932 CG927 CG902 LNG Supply to
Generator in CG944
LNG Vaporiser
Engine Room CR LNG Vaporiser CG913 No.1 HD Vapour
981 Comp. CS Return
801
CG
950 CG871
CS901
CR092
Liquid Main
From Nitrogen CS902
CS059
CG872
Engine Room CG876 CS CR712
752 CS060 Nitrogen Bleed
CS754 CG875 CR
Vapour Suction Main 711 Inert Gas/Air
CR
CG874 CG873 CR713 CR
Nitrogen Purge Exhaust 716 CR CG078
CS755 CS751 710
to No.4 Vent Mast from CL 717 CS753 CS750
Fuel Gas Line 707 CR715 CG787 CG774
CR714
CL700
CG772
CG771
CS460 CS360 CS260 CS160
CR480 CR380 CR280 CR180

CG CG CR388 CG CG
470 CR481 370 CR381 270 170
CL CL CL CR283 CR282 CL CR183 CR182
CR483 CR482 CR383 CR382 CS359 CR281 CR181
412 CS459 312 212 CR288 112
CR381 CR097 CS259 CS159
CL411 CL311
CS258 CS254 CS158 CS154
CS458 CS358 CS CL211 CL111
CS454 354 CS
CS457 CS
CS357 CS257 CS157 153
CS CS
CL210 CL110
453 353 CS065 253
CL410 CS456 CL310 CS356 CS256 CS156
CR091 CL209 CL109
CL409 CS452 CL309 CS352 CS252 CS152
IG402 IG302 CL042 CS061 IG202 IG102
IG401 IG301 IG201 IG101
CS
CL
CL 053 CS
022
032 051
CG CL
CS064 CS062 071 012
CR096 CR090 CR086 CR082

077
CL041 CL031 CL021 CL011
CR095 CR089 CR085 CR081


Procedure for Inerting Cargo Tanks
a) Prepare the inert gas plant for use in the inert gas mode,
discharging to atmosphere through valve H-2.
b) Start the inert gas production (see section 4.7.1, Inert Gas
Generator). Press the CONSUMER SELECT pushbutton
when the oxygen content is satisfactory (approximately 1% or
less). Valve H-11 will automatically open, allowing the inert
gas to pass into the main aeration header and valve H-2 will
automatically close (discharge to atmosphere).
c) Once a steady flow of inert gas with a low oxygen content has
been established, it is possible to set up the unit to run in the
automatic mode.
d) At the DCS CARGO TANK INERTING AND AERATION

graphic display screen T30-422-09 use the trackball to regulate
the pressure of IG to the tanks by control of valve CG771.
Information displayed on the DCS should be as a guide
• Oxygen content 1.4%,
• Gas flow 13,000m3/h,
• Gas delivery pressure 1,260mmWG,
• Gas delivery temperature +20ºC and
• Cargo tank pressure 85mbar with valve CG771 29% open.
e) When all cargo tanks and relevant pipework have been purged
with inert gas and the sample readings confirm an oxygen content
of no more than 1% with a dew point of -45ºC, pressurise the
tanks to 150mbar. Using the graphic display screens T30-430-
01 and T30-422-09, shut the systems down.
(Note: Until the ship is ready to load LNG for gas filling, the tanks may be
maintained under inert gas for as long as is necessary.)
WARNING
Inert gas from this generator and pure nitrogen will not sustain life.
Great care must be exercised to ensure the safety of all personnel involved
with any operation using inert gas of any description in order to prevent
asphyxiation due to oxygen depletion.


Illustration 6.2.4a Gassing Up Cargo Tanks with Vapour to Shore 014
CL
0 24
CL
023
CL
CL
013
CS
052 Spray Header
774 771
079 700 772
CG 4 CL CG
C S05 Liquid Header
072
CG
Vapour Header 160
CS
034 15 9
CL CS
158
044 CS
CL 157
CS
17 0 15 6
CG CS
043
CL 3 06 3 059
CL
03 CS CS 154
112 CS
CL
171
068 CG
CS
11 153
CL CS
750
060 CS CL
110 152
CS CS
109
CL
078
CG
87 1
Vapour to Shore CG
CS
260
25 9
CS
258
CS
257
CS
27 0 25 6 No.1 Cargo
51 CG CS
7
CS
21 2
CS
25 4 Tank
CL
271
CG CL102
211
CL
21 0 3
CL S25 CL101
209 C
CL 252
CS
60
753 752 CS
3 CL202
CS CS 359
CS
3 58
CS
7 54 CG 7
CS 37 C S3 5
0
356 CL201
755 CS No.2 Cargo
CS
CL
31 2
CS
354 Tank
371
CG
311
CL 3 53
310 CS
8 01 CL 352
87 CS 9 CS
G7 30
C CL
707
CL
Spray Pump
460
CS 9 Cargo Pump
C S4 5
4 58
CS
4 57
CS
470 45 6
CL
41 2 CG CS No.3 Cargo
4
CS
45 Tank
47 1 CL302
CG
411 874
CL 453 CG
41 0 CS CL301 051
CL S45
2
873 CS
4 09 C CG
CL
012
CL
872
CG 75 022
CG
8
53 CL
0
CS
021
CL
0 77
No.4 Cargo CS
061 CG
CG929
Tank 0 62
CG934 CS 071
CG
CL402
CS
065
2
FWD
9 16 LD Comp. 0 64 L0 3
CG CS C
CL401
t 042
Mis tor
CG928
2 CG CL
a ra 95
0
Sep
CG933
876
CG CG904
915 0 41
CG CL
LD Comp. CS902
LN
1 G
CG935 Va
CS901 pori
CG
91
CG903
CG
939 CG927 se
7 CG
93
0
r
CG932 Key
956
CG 914
CG
CG926
957
CG
2 Methane Liquid
er
CG931
at CG902
He C G9
47
913
LD CG
955
CG
Methane Vapour
5
HD Comp. 1
90
877 CG
946 CS Forcing CG938 Cargo Machinery Inert Gas/Vapour Mixture to Shore
r
a te
CG CG901
e 945 Vaporiser Room
DH
CG
906 Inert Gas/Vapour Mixture to Compressors
Engine Room CS
94 4
CG


6.2.4 GASSING UP CARGO TANKS Operating Procedures to Purge the Cargo Tanks with LNG Position Description Valve
Vapour Open No.2 tank liquid master valve CL212
After a lay up or dry dock period, the cargo tanks are filled with inert gas or
nitrogen. If the purging has been done with inert gas, the cargo tanks have to be It is assumed, although unlikely, that all valves are closed prior to use. Open No.2 tank filling valve CL210
purged and cooled down when the vessel arrives at the loading terminal. This is Open No.3 tank liquid master valve CL312
because, unlike nitrogen, inert gas contains 15% carbon dioxide (CO2), which (Note: To avoid thermal shock, ensure the vaporiser has been warmed through
will freeze at around -78.5°C and produces a white powder which can block Open No.3 tank filling valve CL310
before introducing cold LNG liquid.)
valves, filters and nozzles. During purging, the inert gas in the cargo tanks is Open No.4 tank liquid master valve CL412
replaced with warm LNG vapour. This is done to remove any freezable gases a) Adjust the set point of the temperature control valve to +20°C. Open No.4 tank filling valve CL410
such as CO2 and to complete the drying of the tanks.
b) Adjust the set point of the pressure control valve CG771 to 60 Auto No.1 regulator vent valve CG771
Description mbar, or the required value.
LNG liquid is supplied from the terminal to the liquid manifold where it (Note: No.1 regulator vent valve CG771 can be opened only if the terminal
c) At the DCS graphic display screen T30-424-01 CARGO allows venting operations.)
passes to the stripping/spray header via the appropriate liquid valve. It is then VAPORISER, prepare the LNG vaporiser for use.
fed to the LNG vaporiser and the LNG vapour produced is passed at +20°C to
the vapour header and into each tank via the vapour domes. f) Open manual valve CG772, the vapour main crossover valve to
No.1 vent.
At the start of the operation to fill the cargo tanks, the piping system and LNG Automatic LNG vaporiser inlet from spray header CS901
vaporiser are vapour locked. The stripping/spray header can be purged into g) At the DCS graphic display screen T30-423-01 CARGO LINE
Automatic LNG vaporiser bypass control valve CS902
the cargo tanks via the vapour dome, through the arrangement of spray valves SET-UP, use the trackball to open valve CG071, if using the
containing the control valve until liquid reaches the LNG vaporiser. The LNG starboard vapour manifold. Inform the shore terminal to prepare
vapour is lighter than the inert gas, which allows the inert gases in the cargo Prepare the following manual valves; for receiving gas to shore.
tanks to be exhausted up the tank filling line to the liquid header. The inert gas
then vents to the atmosphere via the No.1 vent mast. h) Open valve CL041, if using the starboard aft liquid manifold
and request the shore terminal to commence the supply of LNG
When 5% methane (the percentage figure will be specified by the particular Open LNG vaporiser outlet valve CG950 to the ship at a constant pressure of 5 bar.
port authority) is detected at the vent mast riser, the exhaust gas is directed
ashore via the high duty compressors, or to the boilers through the gas Open LNG vaporiser outlet valve to vapour header CG873
i) Manually open the manifold spray crossover valve CS064 and
burning line. This operation can be done without the compressors, subject to the isolating valve CS065.
existing back pressure, or with one or more high duty compressors in service. d) Prepare the following header valves to the vapour domes.
If possible, it is better not to use the compressors in order to avoid creating (Note: If using the forward port liquid manifold CL014, it is necessary to open
turbulence inside the tanks. the manual valves CS061, CS052 and CS065.)
The operation is considered complete when the methane content, as measured Open No.1 tank vapour dome header CG170 j) Adjust the tank pressure by decreasing/increasing the flow rate
at the top of the cargo filling pipe, exceeds 80% by volume. The target values Open No.2 tank vapour dome header CG270 of LNG from the shore. The pressure can also be released by
for N2 gas and inert gas CO2 is equal or less than 1%. These values should be adjusting the setting of pressure relief valve CG771 at No.1 vent
matched with the LNG terminal requirements. Open No.3 tank vapour dome header CG370
mast. However, most terminals prefer the gas to be returned to
Open No.4 tank vapour dome header CG470 shore.
The process normally requires approximately 2 complete changes of the
volume of the atmosphere in the cargo tank. On completion of purging, the e) At the DCS graphic display screen T30-422-09 CARGO TANK k) Monitor the inert gas exhausting at each liquid dome. Use
cargo tanks will normally be cooled down. There are exceptional cases where INERTING AND AERATION use the trackball to prepare the the mid cargo tank sampling cock initially, followed by the
it may be necessary to undertake the purging of one or more tanks at sea, using cargo tanks ready for gassing up. sampling cock at the top of the loading line.
LNG liquid already on board.
l) Inform the shore terminal when 5% methane is detected at
In this case the liquid will be supplied to the LNG vaporiser, via the stripping/ Position Description Valve
the sampling points at all tanks, so that exhaust gases can be
spray header, using the stripping/spray pump of the cargo tank containing LNG Open No.1 tank liquid master valve CL112 delivered to the terminal facilities. Continue until ready for
liquid. Due to local regulations on venting methane gas to the atmosphere, cooling down.
some port authorities may require the entire operation to be carried out with the
exhaust gases being returned to shore facilities.


Illustration 6.2.5a Cargo Tanks Cooldown Rates
20.0
COOLDOWN NO.1 TANK
0.0
Key
-20.0 Vapour Mean
Equatorial Mean
-40.0
-80.0
Temperature
-100.0
-120.0
-140.0
-160.0
11:20 12:20 13:30 14:30 15:30 16:30 17:30 18:30 19:30 20:20 21:30 22:30 23:30 0:30 1:30 2:30 3:30 4:30 5:30
Time


6.2.5 INITIAL COOLING DOWN OF CARGO TANKS Position Description Valve h) Set up all manual valves for No.1 LD compressor and the low
duty heater unit. Change from manual to automatic mode and
Open No.1 spray rail inlet valve CS156
After gassing up with LNG vapour, the cargo tanks are gradually cooled down at the graphic display screens T30-428-01 and T30-426-01,
by spraying LNG received from the loading terminal through the spray nozzles Open No.2 spray rail inlet valve CS256 use the trackball to control sending Boil-Off Gas (BOG) to the
located around the centre column. This operation, which produces cold vapour Open No.3 spray rail inlet valve CS356 boilers as the tank pressure increases.
to be returned ashore, must be carried out until the equatorial region of the
tank is at least -120ºC. The maximum rate of cooldown is 9ºC per hour. This Open No.4 spray rail inlet valve CS456
Cooldown of Cargo Tanks
cooldown must be carried out smoothly to avoid thermal stress on the tank
shell. (Note: Normally one spray rail is sufficient for cooldown purposes.) After the piping is precooled, LNG is introduced through the liquid crossover,
the spray main and the branch lines to the spray nozzles. The spraying proceeds
In normal service, the ship will arrive with the equatorial region of the tanks c) At the DCS graphic display screen T30-423-01 CARGO LINE SET- as follows:
at about, but not warmer than, -120ºC. Full rate loading should not commence UP, use the trackball to open up the liquid manifold ESD valve. Vapour
until this figure is attained. is to be discharged ashore via the HD compressors and vapour main. a) The spray rate should be approximately 1,000kg/h per tank.
LNG enters the cargo tanks through the spray nozzles, while vapour is Position Description Valve b) The pressure in the cargo tanks should be closely monitored as
returned to shore using the high duty compressors, if necessary, to maintain the pressure will start to build up. When the pressure reaches
Open No.4 starboard liquid manifold ESD valve CL041 150mbarg, start a HD compressor.
tank pressures within limits. The initial cooling down operation will take
approximately 24 hours. Open Crossover valve to spray line CS064
c) After approximately two hours, the spray rate can be increased
Open Spray main block valve CS065
The low duty compressor is not required when the high duty compressor is by increasing flow rate from ashore or opening up more spray
running. The high duty compressor is used to supply the boilers with warm Open Starboard vapour main ESD valve CG071 valves.
LNG via the low duty heater. Open Spray main isolating valves CS751, CS752
CAUTION
CS753, CS755 Tank pressure to be closely monitored and the cooldown rate is not to
Preparation for Tank Cooldown and Cooldown of the Spray exceed -9ºC per hour as flow is increased, to avoid tank shell thermal
Pipes d) Prepare the following manual valves:
stress.
Prior to cargo operations, both the high duty and low duty compressors are to d) The cargo tank is ready for loading when the temperature of
be set for free flow and the low duty heater to be warmed through. All valves Position Description Valve the tank shell at the equator has dropped to at least -120ºC, as
should be set, with controls on automatic mode ready for starting using the displayed on the graphic display screen T30-460-03 CARGO
Open No.1 tank vapour valve CG170 COOL DOWN. This temperature represents a total cooling
DCS graphic screen controls.
Open No.2 tank vapour valve CG270 down time of approximately 14 hours, at a cooldown rate of not
a) At the DCS graphic display screen T30-427-03 HIGH DUTY faster than -9ºC per hour from 0ºC.
Open No.3 tank vapour valve CG370
GAS COMPRESSOR CONTROL, use the trackball to set
up both high duty compressors ready for discharge back to Open No.4 tank vapour valve CG470 In order to protect the tank shell against thermal stress, a faster cooldown time
shore via the vapour main. Select each valve in turn and at the than this must be avoided. Correspondingly, loading must not be started if the
relevant faceplate click on the OPEN soft key to open the valve temperature of the tank shell at the equator is above -120ºC.
e) Request shore to supply cold LNG at 25m3/h or 1 bar.
(see section 4.4.1 High Duty Compressor).
The cargo tank pressure and the tank shell temperatures must be closely
f) At the DCS High Duty Gas Compressor No.1 or No.2 graphic
b) At the DCS graphic display screen T30-460-01 CARGO monitored. If the tank pressure decreases to 40mbar below the hold space
display screen T30-427-01 or T30-427-02 start the required HD
SPRAY PUMPS AND LINES, use the trackball to set up the pressure, the HD compressor(s) are automatically shut down. At the same
compressor as the pressure in the tanks rises.
spray lines for loading into the main spray rail. time, the shut-off valves at the domes are closed.
g) The spray lines will now be cooled down by the cold LNG
Position Description Valve Whenever a cargo tank is cooled down completely from the ambient
being supplied from ashore, increase rate/pressure as required
temperature, the tank shell temperature, measured at the equator, should be
Open No.1 tank spray line master valve CS154 to break the vapour locking.
recorded on the relevant time/temperature graph form.
Open No.2 tank spray line master valve CS254


Illustration 6.2.5b Initial Cooling Down Cargo Tanks CL
014
024
CL
023
CL
CL
013
CS
052 Spray Header
774 771
079 700 772
CG CL CG
054 Liquid Header
CS
072
CG
Vapour Header 160 182
CS CR
034 159
CL CS
158
044 CS
CL 157
CS
17 0 156
3 CG CS
L04
C
033 063 0 59 154
CL CS CS CS
112
CL
71
068 C G1
CS
11 153
CL CS
7 50
060 CS CL
110 152
CS CS
109
CL
0 78
CG
71
Vapour to Shore CG8 26 0
CS
259
CS
258
CS
257
CS
270 256 No.1 Cargo
CG CS
751
CS
212 CS
254 Tank
CL
27 1
CG CL102
211
CL
210 253 CL101
CL CS
209 252
CL
CS
75 3 75 2 360 CL202
CS CS CS
359
CS
358
CS
754 CG 357
CS 37 CS
0
356 CL201
7 55 CS No.2 Cargo
CS
CL
312
CS
354 Tank
371
CG
311
CL 353
310 CS
801 CL 352
CS CS
78 7 309
CG CL
7 07
CL
Spray Pump
4 60
CS Cargo Pump
459
CS
458
CS
457
CS
470 4 56
CL
454 Tank
CS
471
CG CL302
411 874
CL 453 CG
410 CS 051
CL S45
2 73 CL301 CS
409 C C G8
CL
012
CL
872
CG 022
875 CL 011
CG 053 CL
CS
021
CL
077
No.4 Cargo CS
06 1 CG
CG929
Tank 062
CG934 CS 07 1
CG
CL402 0 65
CS
916 0 64 0 32
CG LD Comp. CS CL
CL401
t 0 42
Mis tor
CG928
2 CG CL
p a ra CG933
95
0
CG
876
Se CG904
915 0 41
CG CL
LD Comp. CS902
1 LN
CG935 G
CS901 Va
CG CG903 939
po
91 CG CG CG927 ris
7 93
0 er
CG932
956
CG 91 4
CG
CG926
CG
9 57 Key
2
er
CG931
H eat CG
9 47
CG902
91 3
LD CG
955
CG
Methane Liquid
HD Comp. 1
905
877 CG
9 46 CS Forcing CG938 Cargo Machinery Methane Vapour
CG
er FWD
eat
CG901
H CG
945 Vaporiser Room
Gas to Boilers in HD HD Comp.
906
Engine Room CS Methane Vapour to Shore
944
CG


Cooldown of Liquid Pipes
When the temperature of the tank shell at the equator has dropped to at least
-120ºC, cargo tank filling may be started.
The first step before actual loading is to cool down the cargo loading lines.
This process is usually carried out at the same time as the tanks are being
cooled down and started about two hours before completion of cooldown.
a) The liquid will flash off immediately due to the high

temperatures as it enters the lines. The vapour generated by this
will be introduced into each tank through the filling pipe.
b) Open the liquid filling line to each cargo tank.

Crack open No.1 tank filling valve CL110
Open No.1 tank master valve CL112
c) Open the spray header to liquid header crossover valves.

Open Crossover valves CS059, CS060
d) The amount of LNG from the spray header to the liquid header
can be controlled by adjusting the flow with valve CS061.
The precooling must be closely monitored by observation of the temperatures

and pressures. The temperatures and pressure in the connection between the
crossover valves and liquid headers and the temperatures of the tanks are all
available on the DCS graphic display T30-422-04 CARGO LOADING. If a
high pressure rise is observed, the flow rate must be reduced by throttling in
the crossover valves accordingly.
e) When the temperature in the liquid header at all the cargo tanks
has fallen to -120ºC and pressure is under control, the gate
crossover valves may be fully opened and the final loading
arms prepared for cooling down.

6.3 Cargo Loading
6.3.1 Preparations for Loading
6.3.2 Cargo Lines Cooldown
6.3.3 Loading Cargo and Vapour Return to Shore via the High Duty Compressor
6.3.4 Deballasting
Illustrations
6.3.1a Preparations for Loading
6.3.2a Cargo Lines Cooldown
6.3.3a Loading Cargo and Vapour Return to Shore via the High Duty Compressor
6.3.3b Completing Loading
6.3.4a Deballasting

Illustration 6.3.1a Preparations for Loading
Terminal Ship
Terminal Ship
Terminal advises ship of arm Ship advises terminal of tank Test ESD
configuration to be used: Witness and log ESD1 operation Logic test of ESD operation
condition (warm)
LNG loading Loading master advises Witness and log ESD1 operation
Vapour return Warm terminal control room before opening ship's manifold
Prior to Inerted valves
arrival Fire fighting equipment ready etc
Check fender system
Check ship/shore communication Ship confirms ETA When ship's vapour return manifold Fully open ship's vapour return
is open, open loading arm vapour valve
Position spotting line Ship advises systems operational Boil-off return valve
Check speed of approach meter Ship advises changes (if any) to shore Ship's cargo tanks will balance with
If ship inerted, vapour return to shore tank at approximately 40 mbar
line-up with shore flare
Secure ship at jetty Ship checks communications

Ship continuously monitors Ship advises terminal of readiness
Pilot/loading master advises
loading frequency to start cooldown of loading arms
terminal on completion
Main propulsion on standby and ship's liquid lines.
Arrival Fire fighting equipment ready Cooldown loading arms and ship's CCR requests start
Fire main pressurised liquid lines
Cool arms simultaneously
Terminal advises ship when ready until frosted over entire length
Secure gangway
Operaton controlled by loading
Cooldown OR
Loading master advises (approximately 45/60 minutes)
terminal staff Check gangway If ship is in inerted condition,
advise ship when ready to start OR
Hand over crew list
cooldown of first loading arm If ship is in inerted condition,
Display appropriate signage CCR advises terminal when ready
and liquid line
to start cooldown of first loading
Loading master arm and liquid line
Preloading
meeting Relevant terminal personnel review Ship's CCR specifies flow rate
loading schedule Relevant ship's personnel review (approximately 20m3/h)
loading schedule
Initiate ESD1 signal from shore via

ESD test radio link Witness and log ESD1 operation
Vapour return arm connected first (warm)
Connecting Loading strainers in place Witness and log ESD1 operation of all ship's valves
Position safety locks pressure test
up of all shore hydraulic valves
with N2 Manifold blanks removed
Ship's CCR confirms readiness to

Terminal control room checks Terminal confirms readiness to gas up lines and tanks
Check system line-up gas up ship's lines and tanks Total gas up
system Monitor From CCR Ship's CCR specifies liquid flow rate
time
Gas up Vapour return lined up to shore
line-up If ship inerted, vapour return to Ship's CCR requests start approximately
line-up with shore flare (If inerted) flare until CO2 content below 10% 20 hours
When CO2 content below 10%
When below 10% line up for inform terminal
normal vapour return recovery Continue gassing up until CO2
Carry out safety inspection
Safety Carry out safety inspection content is below 1% by volume
inspection Complete and sign safety check list
Complete and sign safety check list
Start side water curtain at manifold
Cooldown
Terminal confirms readiness to Ship's CCR confirms readiness to Total gas up
tanks
cool down ship's lines and tanks cooldown tanks and
CTS Carry out initial CTS gauging Carry Out
out initial
Carry Initial CTS gauging
Gauging before Initial cooldown flow rates approx: Ship's CCR specifies liquid flow rate cooldown
opening ship's manifold valves 100m3/h for 4 hours time
Ship's CCR requests start approximately
150m3/h for 4 hours
200m3/h for 7 hours Ship's CCR informs terminal when 36 hours
cooldown complete
Ready for loading


6.3 CARGO LOADING
6.3.1 PREPARATIONS FOR LOADING
• The chief officer is to prepare a detailed loading and deballasting

plan which includes the trim and stability conditions during
loading.
• The pre-arrival meeting is to be held within 72 hours and the
pre-arrival checklists are to be completed.
• A pre-loading meeting is to be held together with the terminal
representatives. The ship/shore safety list is to be filled in.
• The Custody Transfer Measurement (CTM) is to be carried
out together with the terminal representatives, surveyors and
authorities.
• All connections (bonding wire, telephones, loading and
bunkering arms) at the manifold are to be carried out according
to the terminal’s cargo handling manual.
• The HD compressors are to be made ready for use for sending
vapour to the shore.
• The chief officer is to supervise all loading operations on
board.
• The sounding, temperature and pressure is to be checked and
noted on all cargo tanks according to the schedule during the
loading. The cargo monitoring record is to be filled in.
• The pressure at the manifold is to be checked and noted
according to the schedule.
• When the loading is completed, all valves at the manifold
are to be closed according to the terminal's procedure. The
manifolds are to be blanked as soon as the loading arms are
disconnected.
• The CTM is to be carried out by ship's personnel together with
the terminal representatives, surveyors and authorities.
• All forms required by owners or the charterer are to be filled
in and signed by the shipper, the terminal, the surveyor and the
authorities (customs).
Compressor Vapour Return Capacity

1 HD compressor running: 32,000m3/h
1 LD compressor: 7,500m3/h

Illustration 6.3.2a Cargo Lines Cooldown CL

014
024
CL
0 23
CL
CL
013
CS
052 Spray Header
774 771
079 70 0 772
CG 4 CL CG
C S05 Liquid Header
072
CG
Vapour Header 160
CS
034 159
CL 093 CS
CR 15 8
04 4 CS
CL 15 7
CS
1 70 156
3 CG CS
L 04
C
033 063 05 9 154
CL CS CS CS
112
CL
8 171
S06 CG
C
11 153
CL CS
060 750 110
CS CS CL 15 2
9 CS
C L 10
0 78
CG
871
Vapour to Shore CG
CS
260
259
CS
25 8
CS
257
CS
2 70 256 No.1 Cargo
51 CG CS
7
CS
2 254 Tank
C L21 CS
271 CL102
CG
211
CL
21 0 253 CL101
CL CS
209
CL 25 2
CS
53 60
7 752 CS
3 CL202
CS CS 359
CS
358
CS
754 CG 357
CS 37 CS
0
35 6 CL201
755 CS No.2 Cargo
CS
CL
312
CS
354 Tank
371
CG
311
CL 353
3 10 CS
801 CL 3 52
CS CS
309
CL
7 07
CL
Spray Pump
7 87
460 CG
CS Cargo Pump
459
CS
4 58
CS
4 57
CS
470 456
CL
4 12
CG CS No.3 Cargo
454 Tank
CS
4 71
CG CL302
411
CL 453 874
410 CS CG CL301 051
CL 4 52 873 CS
409 CS CG
CL
012
CL
872
CG 022
875 CL 011
CG 053 CL
CS
021
CL
077
No.4 Cargo CS
061 CG
CG929
Tank 0 62
CG934 CS 071
CG
CL402 06 5
CS 2
916 LD Comp. 064 L03
CG CS C
CL401
t
Mis tor
CG928 0 42 031
2 CG CL CL
76 epara CG933
95
0
C G8 S CG904
9 15 041
CG CL
LD Comp. CS902
1 LN
G
CG935
CS901 Va
CG CG903 9 39
p ori
CG927
91
7 CG CG se
93
0 r
CG932
956 14
CG G9
C
CG926
CG
957 Key
2
er
CG931
H ea t CG
947
CG902
913
LD CG
9 55
CG
Methane Liquid
HD Comp. 1
905
877 CG
9 46 CS Forcing CG938 Cargo Machinery Methane Vapour
CG er FWD
eat
CG901
H CG
945 Vaporiser Room
Gas to Boilers in HD 6 HD Comp.
90
Engine Room CS Methane Vapour to Shore
944
CG


6.3.2 CARGO LINES COOLDOWN c) Prepare the following manual valves: Position Description Valve
Open Starboard liquid manifold ESD valves CL011, CL021
Position Description Valve CL031
Pre-Cooling of Liquid Pipes Before Loading
The cargo tanks will normally be maintained at -120ºC during a ballast voyage g) Open the vapour return valve CG871 to the manifold.
by regular spraying. As long as the tanks are at this temperature, cooling down
of the cargo liquid pipes may begin, this is carried out concurrently with the Open No.3 vapour valve CG370 h) Request shore to supply LNG at a slow rate.
shore side arm cool down. Open No.4 vapour valve CG470
The pre-cooling must be thoroughly monitored by observation of the
(Note: Charterer’s requirements may require tanks to be maintained at different Open Starboard manifold spray cooldown valves CS051, CS053 temperatures and pressures. Temperature monitoring at the liquid header
temperatures from those stated.) CS062, CS061 crossover connection and at each cargo tank is available at the DCS Cargo
Open Spray header block valves CS750, CS751 Loading graphic screen T30-422-04 CARGO LOADING.
LNG is introduced into the liquid crossover and liquid header from the CS753, CS755
spray header at 25m3/h. The liquid flashes off immediately due to the high If a high pressure is observed, the HD compressor(s) should be started and
Open No.1 tank spray master valve CS154
temperature within the pipes and the vapour that is generated is introduced to controlled from DCS graphic screen T30-427-03 HIGH DUTY COMPRESSOR
each tank via the filling pipe. The pre-cooling is then carried out as follows: Open No.2 tank spray master valve CS254 CONTROL and the flow rate reduced.
a) Set up the high duty compressors to discharge vapour ashore in Position Description Valve
the MANUAL mode ( see section 4.4.1 HD Compressors) then Open No.4 tank spray master valve CS454
select AUTO mode at the graphic display screens T30-427-01 Open Vapour header valve CG872
Open Vapour header to No.1 vent mast riser CG772
and 02. The READY TO START display is illuminated and the Open No.1 HD vapour inlet and outlet valve CG901, CG926
unit is on standby for discharge via the vapour manifold.
Open No.2 HD vapour inlet and outlet valve CG902, CG927
d) At the DCS graphic display screen T30-460-01 CARGO
(Note: The LD compressor is run continuously during loading, the ship’s SPRAY PUMPS AND LINES use the trackball to prepare the
boilers being on dual fuel throughout. The LD compressors and master spray lines ready to spray cargo into each tank via the spray i) Start the HD compressor(s) by clicking on the M icon in the
gas valves can be removed from the ESD trip logic circuit, allowing header. Select each valve in turn and at the relevant faceplate screen display to bring up the faceplate and clicking on the
the gas burning to continue normally, unaffected by the ESD tests if click on the OPEN soft key to open the valve. START soft key.
the ESD test mode is selected on the DCS.)
j) The rate of cooldown and tank pressure rises are controlled by
b) At the DCS graphic display screen T30-423-01 CARGO LINE
Open No.1 tank spray inlet valve CS156 the flow rate from ashore and the use of the HD compressors.
SET-UP, use the trackball to prepare the cargo lines ready for
cooldown. Select each valve in turn and at the relevant faceplate Open No.2 tank spray inlet valve CS256
k) When the temperature at the liquid header for the tanks has
click on the OPEN soft key to open the valve.
Open No.3 tank spray inlet valve CS356 fallen to approximately -100°C, the manifold double shut
Open No.4 tank spray inlet valve CS456 valves can be opened and the manifold spray bypass valves
Position Description Valve and liquid crossover valves closed.
Open No.1 tank liquid master valve CL112
e) Manually open the spray header to liquid header crossover
Open No.2 tank liquid master valve CL212 valves 50%. Position Description Valve
Open No.3 tank liquid master valve CL312 Open Manifold double shut valves in use CL012, CL022
Position Description Valve CL032
Open 50% Spray/liquid header crossover valves CS059, CS060 Close Starboard manifold spray cooldown valves CS051, CS053
Open No.1 tank filling valve CL110 CS062
Open No.2 tank filling valve CL210 Close Spray/liquid header crossover valves CS059, CS060
f) When all lines are set, open the liquid manifold ESD valves on
Open No.3 tank filling valve CL310 the lines to be used (No.1 - 3) CS061
Open Starboard vapour manifold ESD valve CG071 l) The vessel can now be prepared for loading.


Illustration 6.3.3a Loading Cargo with Vapour Return CL
014
to Shore Via the High Duty Compressor CL

024
023
CL
CL
013
CS
052 Spray Header
774 771
079 700 772
CG CL CG
054 Liquid Header
CS
072
CG
Vapour Header 160
CS
034 159
CL CS
158
04 4 CS
CL 157
CS
170 156
3 CG CS
L04
C
033 063 059 154
CL CS CS CS
112
CL
171
06 8 CG
CS
11 153
CL CS
060 750 110
CS
CS CL 152
CS
109
CL
078
CG
8 71
Vapour to Shore CG
CS
260
259
CS
2 58
CS
257
CS
270 256 No.1 Cargo
CG CS
7 51
CS
212 CS
254 Tank
CL
271
CG CL102
211
CL
210 253 CL101
CL CS
209 252
CL
CS
753 752 360 CL202

CS CS CS
359
CS
358
CS
754 CG 357
CS 3 70 CS
356 CL201
7 55 CS No.2 Cargo
CS
312 354 Tank
CL CS
371
CG
311
CL 353
310 CS
801 CL 352
CS CS
309
CL
707
CL
Spray Pump
460 787
CS CG
CS
459 Cargo Pump
458
CS
457
CS
470 456
C L4 1
2 CG CS No.3 Cargo
454 Tank
CS
471
CG CL302
411 874
CL 453 CG
4 10 CS 051
CL 452 873 CL301 CS
409 CS CG
CL
0 12
CL
872
CG 02 2
875 CL
CG 0 53
CS
0 21
CL
077
No.4 Cargo CS
061 CG
CG929
Tank 062
CG934 CS 071
CG
CL402 065
CS 2
916 LD Comp. 06 4 L03
CG CS C
CL401 t
Mis tor
CG928 0 42
2 CG CL
876 e p ara CG933

95
0
CG S CG904
915 041
CG CL
LD Comp. CS902 LN
1 G
CG935 Va
CS901 p ori
CG CG903 939 CG927 se
91
7 CG
9 30
CG r
CG932
956
CG 914
CG
CG926
957
CG
2
ter
CG931
a CG902
He CG
947
913
Key
LD CG
955
CG
5
HD Comp. 1
S9 0
877 CG
946 C Forcing CG938 Cargo Machinery
CG
ate
r
945 Vaporiser
CG901
Room Methane Liquid FWD
e
DH
CG
906
Engine Room CS
CG
944 Methane Vapour


6.3.3 LOADING CARGO WITH VAPOUR RETURN TO SHORE Position Description Valve Open No.2 HD vapour inlet and outlet valves CG902, CG927
VIA THE HIGH DUTY COMPRESSOR Open No.3 tank spray master valve CS354
Open No.4 tank spray master valve CS454 h) Start the HD compressor(s) by clicking on the START/STOP
Procedure to Load Cargo with Vapour Return to Shore via the icon in the screen display to bring up the faceplate and clicking
High Duty Compressor on the START soft key.
d) At the DCS graphic display screen T30-423-01 CARGO LINE
SET-UP use the trackball to prepare the cargo lines ready to
a) Set up the HD compressors to discharge vapour ashore in the i) Once loading into all tanks is confirmed and the gas pressure is
load cargo.
manual mode (see section 4.4.1 HD compressors) then select under control, the loading rate can be increased as required and
AUTO mode at the graphic display screens T30-427-01 and 02. the flow rates to each tank adjusted to allow for the final topping
Position Description Valve off this is called Ramping Up.
The READY TO START display is illuminated and the unit is
on standby for discharge via the vapour manifold. Open No.1 tank liquid master valve CL112
Ramping up is carried out as follows:
(Note: The LD compressor is run continuously during loading, the ship’s • Initial rate is 200m3/h
boilers being on dual fuel throughout. The LD compressors and master Open No.3 tank liquid master valve CL312
• After ten minutes increase the rate to 500m3/h
gas valves can be removed from the ESD trip logic circuit, allowing Open No.4 tank liquid master valve CL412
the gas burning to continue normally, unaffected by the ESD tests if • After ten minutes increase the rate to 1,000m3/h
Open Vapour starboard manifold ESD valve CG071
the ESD test mode is selected on the DCS.)
• At five minute intervals increase in steps of 1,000m3/h to the
Open No.1 starboard liquid manifold ESD valve CL011
maximum
b) At the DCS graphic display screen T30-460-01 CARGO Open No.2 starboard liquid manifold ESD valve CL021
SPRAY PUMPS AND LINES use the trackball to prepare the
spray lines ready to load cargo into each tank via the spray Open No.3 starboard liquid manifold ESD valve CL031 The maximum loading rate possible, with three liquid manifold arms in use, is
header. Select each valve in turn and at the relevant faceplate Open No.1 starboard double shut valve CL012 12,000m3/h. The maximum pipeline pressure is 6 bar.
click on the OPEN soft key to open the valve.
Open No.2 starboard double shut valve CL022 j) At the 95% level alarm close the spray valves on all but the last
Position Description Valve Open No.3 starboard double shut valve CL032 tank.
Open No.1 tank spray inlet valve CS156

Open No.2 tank spray inlet valve CS256 Request the shore terminal to start loading at a slow rate of 100m3/h and check
that all systems are tight and that LNG cargo is entering the tanks via the spray Close No.1 tank spray inlet valve CS156
Open No.3 tank spray inlet valve CS356 header. Close No.2 tank spray inlet valve CS126
Open No.4 tank spray inlet valve CS456
Confirm that the temperature of the tank shell at the equator for the first tank Close No.3 tank spray inlet valve CS356
c) Prepare the following manual valves: to be loaded is at least -120°C. Close No.4 tank spray inlet valve CS456
e) On the first tank, i.e. No.1, crack open the tank loading valve
Position Description Valve CL110 and confirm that LNG liquid is entering the tank. k) The loading rate is reduced as the tanks near capacity, to allow
Open No.1 vapour valve CG170 for a controlled topping off.
f) Start loading slowly into each tank, continue spraying to
Open No.2 vapour valve CG270 l) Complete the loading of each cargo tank in turn.
maintain the temperature and reduce gas generation. As the
Open No.3 vapour valve CG370 pressure rises, the HD compressor may be started and gas sent
ashore. m) The tank filling valve of the last tank to be topped off must
Open No.4 vapour valve CG470 remain OPEN, for liquid drainage purposes. Request the shore
Open No.1 starboard manifold spray cooldown valve CS051 g) From the DCS graphic screen T30-427-03 HIGH DUTY to stop the last loading pump when the tank level reaches 10-
COMPRESSOR CONTROL, operate following valves: 15cm from the finishing level or as agreed at the pre-loading
Open Spray header block valves CS750, CS751
meeting.
CS753, CS755
Open No.1 tank spray master valve CS154 n) When all the shore loading pumps have stopped, stop the HD
Open Vapour header valves CG872, CG871 compressors and prepare for the draining of the liquid lines to
Open No.1 HD vapour inlet and outlet valves CG901, CG926 the final tank, No.4 for example.


Illustration 6.3.3b Completing Loading
Terminal Ship
Loading Terminal Ship
Terminal confirms readiness CCR giving hourly reports to Final CTS
terminal of cargo received and gauging Final CTS gauging by the Final CTS gauging by ship's
Loading rate is running at loading rate loading master designated cargo officer
maximum rate approx. 12,000m3/h
CCR ready to give terminal Complete documentation Complete documentation
15 minutes notice of any changes
required
Disconnect
loading Arms Disconnect and park arms
Topping off Fit blanks to ship's manifold
Terminal reduces flow rate in Engage storm locks flanges
1,000 m3/h stages progressively Fit blanks to liquid loading and
over a period of 1 hour CCR gives 15 minutes notice of vapour return arm flanges
topping off
Terminal stops flow at ship's
request
Remove
gangway Terminal staff action Ship's staff witness
Stopping Terminal stops flow CCR requests stop

Loading pumps shut down
Draining
Terminal shuts terminal liquid CCR shuts manifold liquid
loading valves loading valves
Terminal drains shore line to Vapour return line to shore and

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

using N2 line
Open spray/cooldown valve to
displace liquid in shipside section
of loading arm
When pressure in loading arm
drops, close manifiold valve.
Check for liquid and repeat
if required until outboard section
is free of liquid.
Purge and inert liquid loading Repeat for other loading arms
Inert
arms and vapour return arm:
loading arms Complete when hydrocarbon
content is less than 2%
Open Out
Carry ship's manifold
Initial valve to
CTS Gauging
displace vapour
Close all manifold valves


Procedure to Drain the Shore Arms g) Close the vapour manifold ESDS valve CG071 for nitrogen
purging of the vapour arm.
a) Prepare the following manual valves:
h) Close the vapour crossover valve CG078 and open the vapour
Position Description Valve manifold drain valve. Purge the connection with nitrogen and
when gas readings obtained from a portable meter are less than
Close Liquid manifold double shut valves CL012 2% CH4 per volume at the vent cocks, all valves are closed and
on the manifolds used for discharge CL022 the vapour arm is ready to be disconnected.
(e.g.No.1, 2 and 3 starboard manifolds) CL032
Open Spray line crossover valves CS750, CS751 i) Disconnect the liquid and vapour arms.
Open Spray block valves to No.4 tank or the CS460, CS454 (Note: Disconnection of the liquid arms may be carried out before purging of
last tank the vapour arm depending on the terminal’s preference.)
b) At the DCS Cargo Discharge graphic display screen T30-435- j) Carry out the final custody transfer.
02, use the trackball to set up for draining system back to final
tank. k) Open all tank valves to allow for warming up. These are
normally the master valves, filling valves, spray master valves
Position Description Valve and spray return valves.
Open Spray header return valve to the final tank CS459
l) Set up the LD compressor system for gas burning at sea.
Open Liquid filling valve to final tank CL410
(should still be open)
c) Request the shore terminal to pressurise the loading arms with

nitrogen gas. When the arms are pressurised to approximately 2
bar, open the manifold cooldown bypass valves, one at a time.
Repeat several times then check that the liquid manifold drain
valves are liquid-free.

Open/Close Manifold cooldown bypass valves CS051
CS053, CS062
d) On completion of liquid manifold drainage, close the manifold

ESD valves, open the manifold drain valves and carry out a
vapour purge until the HC content is below 2% by volume.
e) On completion of vapour purging of the liquid manifolds

close the vapour manifold and carry out a vapour purge
The hydrocarbon content in the liquid and vapour manifold
connections at the purge valves should be confirmed as 2% or
below.
f) When gas readings obtained from a portable meter are less than
2% CH4 per volume at the vent cocks, all valves are closed and
the loading arms are ready to be disconnected.


Illustration 6.3.4a Deballasting
Engine Room
To Inert Gas Low

Generator Sea
Chest
DCS H Bosun's Store
M To
S105V Fire Line
3rd Deck
SW Supply
B103V Pumps B47V
Pumps Engine Room
PI PI (P & S)
To No.2 Side Water
Ballast Tank
BA36 BA31
BA40 No.1
BA30 Thruster
Ballast
Room
BA35 PI PI
Aft Peak BA38
Tank
BA34 BA29 BA01
BA37 No.2 Ballast Pump PI BA05
BA22 BA18 BA08
(2,800m3/h)
BA24
BA28
BA03
BA42
BA39 BA32 BA26
(2,800m3/h)
Eductor B104V BA44

BA48 B115V
No.2
BA46
Eductor
BA47 B116V
From Fire, Bilge &
No.1
BA45 GS Pumps
Bilge Suction
BA52 BA50 Cooling
BA54
DCS Pumps
1 LS
BA51 BA49
M S101V
Water Spray Pump
(750m3/h)
High
BA53 Sea
Chest

Cargo Tank

Key
No.3 Cross
Water Ballast
Ballast Main
Line (P & S)


6.3.4 DEBALLASTING Ballast Operations Position Description Valve
Open No.1 centre ballast tank BA03
Carefully follow the instructions in the trim and stability particulars booklet In the ballast system, there are three ballast pumps with suction from all ballast
and the instruction book for the DCS system. tanks. Each pump is of the electric vertical centrifugal type with a discharge Open No.1, 2 and 3 cross ballast tanks BA08, BA13, BA18
capacity of 2,800m3/h. Open Side ballast tanks 3, 5 and 7 BA07, BA09, BA12
It should be remembered that free liquid surfaces can seriously reduce the
stability of the vessel and only one cross ballast tank and the adjacent pair of In normal service, the port pump, No.3, is connected to all port tanks and BA14, BA17, BA19
WB tanks are to be open at the same time. Running out or pumping of ballast the starboard pump No.1, to all the starboard tanks. No.2 pump can be used
should be carried out in 3m stages. on either side and it is also possible to draw from both sides with any single c) Repeat the procedure for tanks 2, 4, 6 and 8 side ballast tanks.
pump.
Ensure that all ballast operations are under full control, i.e. there should be Position Description Valve
no water in any empty spaces and ensure that tanks which are supposed to be From the cargo control room all the ballast valves can be controlled from the
Open Side ballast tanks 2, 4, 6 and 8 BA04, BA06, BA10
empty are in fact empty. The operators should make reference to the vessel’s DCS graphic display screens, except the ship’s side sea valves and fore peak
BA11, BA15, BA16
trim and stability particulars. tank valve which are locally operated. The same pipes and valves are used both
BA20, BA21
for the filling and emptying of all the ballast tanks.
When tanks approach draining level it can be of assistance to crack open valves
BA26, BA28 and or BA30 on the pump being used to maintain flow through The ballast eductors work as stripping pumps for the ballast tanks. Each d) Once the level in the tanks approaches sea level it will be
the pump whilst continuing to drain the ballast tank. eductor is a water driven unit with a discharge capacity of 300m3/h, using necessary to use the pumps to continue with the ballast
drive water from the engine room water spray pumps. discharge.
Gravity deballasting should be used wherever possible.
(Note: Ensure the maximum and minimum draught is regularly checked

Procedure for Deballasting To Pump to Sea
during deballasting, especially alongside during low tide.) To Run to Sea a) At the DCS BALLAST PUMP SYSTEM graphic display screen
T30-433-01, use the trackball to set up the ballast system for
a) At the DCS BALLAST PUMP SYSTEM graphic display screen
pumping to sea.
Ballast Pumps T30-433-01, use the trackball to set up the ballast system for
running ballast directly to the sea. Select each valve in turn and
Maker: Teikoku Machinery Works Position Description Valve
at the relevant faceplate click on the OPEN soft key to open the
No.1 Pump valve. Shut Pump SW suction valves BA26, BA28, BA30
Type: 550-VCD-Am NV-F Open Pump overboard valve BA55
Capacity: 2,800m3/h Open Pump discharge crossover valves BA39, BA37
Open Pump SW suction valves BA26, BA28, BA30 BA38, BA40
No.2 and 3 Pumps
Open Pump ballast line suction valves BA27, BA29, BA31 Open Pump discharge valves BA32, BA34
Type: 550-VCD-Am
Open Crossover valves BA24, BA25 BA36
Capacity: 2,800m3/h
Open Pump suction valves BA27, BA29
(Note: An alternative would be to run the ballast to sea via the overboard BA31
Stripping Ejector discharge, opening valves BA33, BA35, BA37, BA38, BA39 and b) Open the tank suction valves. The tanks are taken down one pair
Maker: Ejby Industries overboard BA55.) at a time, as required, to maintain draught, trim and stability.
Type: 150-200-250/128-43
b) At the DCS BALLAST TANK SYSTEM graphic display screen c) Start the ballast pumps by clicking on the START/STOP icon
Capacity: 300m3/h at 6m suction lift T30-433-02, use the trackball to set up the ballast tanks for in the screen display T30-433-01 to bring up the faceplate and
Driving water at 225m3/h at 11 bar discharge, running ballast directly to the sea in accordance to clicking on the START soft key.
No. of sets: 2 the deballast plan, keeping the vessel upright and ensuring that
the vessel’s trim and stability is maintained at all times. Run d) At the DCS BALLAST TANK SYSTEM graphic display screen
or pump tanks in 3m steps with only one pair of WBT open in T30-433-02, monitor tank levels, quantities, draught, trim and
Ballast Line addition to one cross ballast tank at a time. Cross ballast tank list. Use the trackball to adjust and change tanks as required.
should be opened at the same ullage as the adjacent WBT.
Maximum working pressure: 5 bar


e) Should the discharge rate require the use of only one pump,
the suction crossover line could be used by opening valves
BA24 and BA25, making the tank discharge lines common.
The ballast pump is used to take as much as possible out of
the tanks, leaving the final draining to be completed via the
eductor.
f) At the DCS BALLAST PUMP SYSTEM graphic display screen

T30-433-01, use the trackball to set up the eductor system and
change over the ballast pump(s) to pump sea to sea and remain
running whilst completing the deballasting operations.
g) It will now be necessary to set up the water spray pumps and the
eductors to remove the last of the ballast water.

Open Eductor discharge valves BA47, BA48
Open Eductor drive water supply valves BA45, BA46
Open Eductor suction crossovers BA43, BA44
h) At the DCS FIRE PUMP SYSTEM graphic display screen T30-

447-01, use the trackball to set up the water spray pumps for
supplying ballast eductors.

Open Water spray pump suction valves BA49, BA50
Open Water spray pump discharge valve BA51, BA52
i) Start the water spray pumps by clicking on the START/STOP

icon in the screen display T30-447-01 to bring up the faceplate
and clicking on the START soft key.
j) At the DCS BALLAST TANK SYSTEM graphic display

screen T30-433-02, use the trackball to open the tank valve(s)
as required, one set at a time.
k) On completion of draining the tanks, ensure that the tank

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

6.4 Loaded Voyage With Boil Off Gas Burning
6.4.1 Loaded Voyage with Normal Boil-Off Gas Burning
6.4.2 Use of Forcing Vaporiser for Additional Fuel Gas
Illustrations
6.4.1a Loaded Voyage with Normal Boil-Off Gas Burning


Illustration 6.4.1a Loaded Voyage with Normal Boil-Off Gas Burning
014
CL
024
CL
023
CL
CL
013
CS
052 Spray Header
774 771
079 700 772
CG 4 CL CG
C S05 Liquid Header
07 2
CG
Vapour Header 160 182
CS CR
034 159
CL 093 CS
CR 158
044 CS
CL 157
CS
170 156
CG CS
0 43
CL 063 059
033 CS CS 15 4
CL CS
112
CL
8 171
S06 CG
C
11 153
CL CS
060 750 110
CS CS CL 152
CS
109
CL
078
CG
71
Vapour to Shore C G8 260
CS
259
CS
258
CS
25 7
CS
270 25 6 No.1 Cargo
CG CS
751
CS
2 254 Tank
C L 21 CS
271
CG CL102
211
CL
210 3
CL S25 CL101
2 09 C
CL 252
CS
753 752 360 CL202

CS CS CS
359
CS
358
54 CS
CS
7 CG 3 57
37
0 CS
356 CL201
7 55 CS No.2 Cargo
CS
CL
312
CS
354 Tank
371
CG
311
CL 353
01 3 10 CS
CS
8 CL 3 52
309 CS
CL
707
CL
Spray Pump
460 787
CS CG Cargo Pump
459
CS
458
CS
45 7
CS
470 45 6
C L41
2 CG CS No.3 Cargo
454 Tank
CS
4 71
CG CL302
411 874
CL 453 CG
0 CS 051
C L4 1 45 2
873
CL301 CS
40 9 CS CG
CL
012
CL
8 72
CG 022
875 CL
CG 0 53
CS
021
CL
077
No.4 Cargo CS
061 CG
CG929
Tank 0 62
CG934 CS
CL402 065
CS
916 064 032
CL401
CG LD Comp. CS CL
t
Mis tor
CG928 042 031
2 CG CL CL
p ara CG933
95
0
CG
8 76
Se CG904
915 041
CG CL
LD Comp. CS902
1 LN
G
CG935
CS901 Va
CG CG903 9 39
p ori
CG927
91
7 CG CG se
93
0 r
CG932
956
CG 914
CG
CG926
9 57
CG
2
er
CG931
H eat CG
9 47 CG902
913
LD CG
955
CG
HD Comp. 1 Key
905
87 7
9 46 CS Forcing CG938 Cargo Machinery
FWD
CG
CG er
ea t
CG901
H CG
945 Vaporiser Room
Gas to Boilers in HD Methane Vapour
HD Comp.
906
Engine Room CS
9 44
CG


6.4 LOADED VOYAGE WITH BOIL-OFF GAS Position Description Valve 6.4.2 USE OF FORCING VAPORISER FOR ADDITIONAL
BURNING Open Vapour header to compressor inlet supply line CG872 FUEL GAS
Open LD compressor(s) inlet valve(s) CG903, CG904 Where the vessel is required to proceed at full speed on the laden passage the
6.4.1 LOADED VOYAGE WITH NORMAL BOIL-OFF GAS
BURNING Open LD compressor to LD heater inlet valve CG939 daily boil-off at 0.15% will not be sufficient to produce all the required fuel
gas. Where it is acceptable to the charter party the forcing vaporiser can be used
Auto LD compressor bypass control valves CG915, CG916 when supplied with liquid LNG by one spray pump to provide the additional
During the laden voyage, the movement of the vessel and the external heat
passing through the tank insulation generates convection currents within the Auto Low duty heater inlet control valve CG946 fuel gas. Liquid gas flow rates through the forcing vaporiser are regulated by
bulk cargo, causing the hot LNG to rise to the surface. This is then boiled off. the automatic combustion control via a control valve. Emergency trip of the
Auto Low duty heater bypass control valve CG947
This natural boil-off amounts to about 0.15% per day and is used as fuel in the forcing vaporiser for both forced boil-off flow and temperature control are
ship’s boilers. available via the DCS operating stations. The output from the forcing vaporiser
e) Prepare the following manual valves: is sent to the LD compressor via the demister, see section 4.6 for setting up of
The boil-off gas (BOG) is drawn from the common vapour head by the LD the forcing vaporiser.
compressor and is then passed through the LD heater before being sent to the Position Description Valve
engine room where it either supplements or replaces the fuel oil depending on The system can be set up from the following screens on the DCS:
Open LD compressor(s) outlet valve(s) CG928, CG929
the ship’s requirements. The LD compressor and LD heater are operated from • At the DSC FORCING VAPORISER graphic display screen
the engine room. Open Low duty heater outlet valve CG957 T30-425-01, use the trackball to prepare the LNG forcing
vaporiser for use. Select each valve in turn and at the relevant
CAUTION faceplate click on the OPEN soft key to open the valve.
Procedure to Send Boil-off Gas to the Boilers When using cargo as fuel for the boilers, the vapour heater used must
• From the DCS graphic display screen T30-460-02 AUTOMATIC
be thoroughly preheated by steam before the compressor is started and
a) Set up the LD compressor to discharge vapour to the boilers SPRAY CONTROL set the SPRAY INHIBIT to the ON position,
methane vapour is admitted. This prevents ice forming.
in the manual mode (see section 4.4.2 LD Compressors) then using the trackball and faceplate.
select AUTO mode at the graphic display screen T30-428-01 f) Set up the LNG cargo heater to discharge to the boiler, with the • At the DCS graphic display screen T30-460-01 CARGO SPRAY
and 02. The READY TO START display is illuminated and the set point at +45°C. PUMPS AND LINES, use the trackball to select AUTO for the
unit on standby for discharge to the fuel gas supply line. spray pump to be used for cooling down the spray header (No.3
g) Start the LD compressor(s) by clicking on the START/STOP tank spray pump). Select each valve in turn and at the relevant
b) Set up the LD heater to discharge warmed vapour to the boilers icon in the T30-428-01 graphic screen display to bring up the faceplate, click on the OPEN soft key to open the valve.
in the manual mode (see section 4.5 Cargo Heaters) then select faceplate and clicking on the START soft key.
AUTO mode at the graphic display screen T30-426-01. The
READY TO START display is illuminated and the unit on Position Description Valve
h) The amount of gas drawn off is regulated to the ship’s
standby for discharge to the fuel gas supply line. requirements, via the DCS system. Auto No.3 spray pump discharge valve CS352
c) Open each of the manual vapour tank valves to make the vapour Open No.3 spray pump return to tank valve 50% CS359
header common. Open No.3 spray line inlet valve CS354

a) Start No.3 spray pump in AUTO by clicking on the pump icon
Open No.1 vapour valve CG170 in the T30-460-01 screen display to bring up the faceplate and
Open No.2 vapour valve CG270 clicking on the START soft key. After clicking on the START
soft key of the spray pump, the discharge valve CS352 is
Open No.3 vapour valve CG370 automatically opened 10% then the pump starts, circulating
Open No.4 vapour valve CG470 back to No.3 tank via the return line.
b) Using No.3 spray pump, LNG is passed from the spray header
d) At the DCS graphic display screen T30-451-01 COMBUSTION to the forcing vaporiser via CS753 and CS754.
GAS SUPPLY, use the trackball to supply LNG vapour to the
LD compressor and heater. Select each valve in turn and at c) The LD compressor and cargo heater would normally be in
the relevant faceplate click on the OPEN soft key to open the operation supplying BOG to the boilers.
valve.

6.5 Unloading
6.5.1 Preparations for Discharging
6.5.2 Liquid Line Cooldown Before Discharge
6.5.3 Arm Cooldown Before Unloading
6.5.4 Discharging Cargo with Gas Return from Shore
6.5.5 Discharging Cargo Without Shore Vapour Return
6.5.6 Ballasting
Illustrations
6.5.1a Preparations for Discharging
6.5.2a Liquid Line Cooldown
6.5.3a Arm Cooldown Before Unloading
6.5.4a Discharging Cargo
6.5.4b Discharging Procedure
6.5.5a Discharging Cargo Without Shore Vapour Return
6.5.6a Ballasting

Illustration 6.5.1a Preparations for Discharging
Terminal Ship
Prior to
Cargo lines at -100ºC Terminal Ship
arrival Terminal advises ship of arm
Check system
configuration to be used: Ship checks communications Terminal staff Relevant ship's personnel
line-up
LNG unloading Ship continuously monitors
Vapour return loading frequency
Firefighting equipment ready Main propulsion on standby Carry Out
Carry out initial
Initial CTS gauging
Gauging
Check fender system CTS Carry out initial CTS gauging before opening ship's manifold
Firefighting equipment ready
Check ship/shore communication valves
Fire main pressurised
Position spotting line ESDS checked
Check speed of approach meter Gas/fire detection checked Test ESD
Valve remote control system tested (warm) Witness and log ESD1 operation Initiate ESD1 signal from ship/shore
of all shore hydraulic valves
CTS activated Witness and Log ESD1 operation
Water in manifold spill trays of all ship valves
Cargo pumps insulation tested
Ship confirms ETA
Ship advises systems operational When shore vapour ESD valve is
Open vapour open, open ship's vapour ESD valve
Ship advises changes (if any) manifold valve Fully open shore vapour ESD valve
Ship's cargo tanks will balance
with shore tank at approx. 40 mbar
Arrival
Secure ship at jetty Main propulsion on standby
Pilot/loading master advises Hand over crew list Ship advises terminal of readiness
terminal on completion Display appropriate signage to start cooldown of loading arms
Cooldown
Cool down unloading arms
CCR advises terminal and sends
Use of main communication
Terminal advises ship when ready low flow of cargo via spray pump
equipment and radars prohibited
Hot work prohibited Cool both arms simultaneously
Observe port regulations until frosted over entire length
Continuously check mooring tension Operaton controlled by loading

master (approx. 45/60 minutes)
Rig gangway Terminal advises ship when ready

Terminal staff Witness and check rigging of ESD test
gangway (cold) Witness and log ESD1 operation Initiate ESD1 signal from ship/shore
of all shore valves
Witness and log ESD1 operation
of all ship's valves
Safety inspection Carry out safety inspection Carry out safety inspection
Complete and sign safety check list Complete and sign safety check list
Check O2 levels at sampling points Safety Carry out safety checks jointly Check through terminal safety
checks with ship checks jointly with terminal staff
Predischarge meeting Terminal staff Relevant ship's personnel

Review discharge schedule Review discharge schedule
Confirm safety checks Confirm safety checks
Ready for discharging
Connect arms
Vapour return arm connected first Start manifold water curtain
Position safety locks Loading strainers in place
Pressure test with N2 Manifold blanks removed
Inert to <1% O2
Connect pneumatic hose


6.5 UNLOADING
6.5.1 PREPARATIONS FOR DISCHARGING
• The chief officer is to prepare a detailed discharging and

ballasting plan which includes the trim and stability conditions
during discharging.
• A pre-arrival meeting is to be held within 72 hours or arriving
in port. The pre-arrival check lists are to be completed.
• A pre-discharge meeting is to be held together with the terminal
representatives and the ship/shore safety check lists completed.
• The custody transfer measurement (CTM) is to be carried
out together with the terminal representatives, surveyors and
authorities.
• All connections (bonding wire, telephones, loading and
bunkering arms) at the manifold are to be carried out according
to the terminal’s cargo handling manual.
• The chief officer is to supervise all discharging operations on
board.
• The start-up sequence of the cargo pumps is to take place
according to the terminal’s cargo handling manual.
• Soundings are to be checked and noted on all the cargo tanks
during discharging. Whessoe gauge readings are to be checked
and noted on all the cargo tanks during discharging. The cargo
monitoring record is to be completed.
• When discharge is completed, all valves at the manifold are to
be closed according to the terminal’s cargo handling manual.
The disconnection procedure must follow the terminal’s cargo
handling manual. The manifolds must be blanked as soon as the
loading arms are disconnected.
• The CTM is to be carried out by ship’s personnel together with
the terminal representatives, surveyors and authorities.
• All forms required by the owners or the charterer are to be
completed and signed by the shipper, terminal, surveyor and
the authorities (customs).


Illustration 6.5.2a Liquid Line Cooldown CL
01 4
024
CL
023
CL
CL
013
CS
052 Spray Header
774 771
079 700 772
CG CL CG
054 Liquid Header
CS
072
CG
Vapour Header 1 60
CS
034 159
CL CS
158
04 4 CS
CL 157
CS
G1
70 156
3 C CS
L 04
C
033 063 0 59
154
CL CS CS 2 CS
C L11
71
0 68 C G1
CS
11 153
CL CS
750
060 CS CL
110 15 2
CS 9 CS
10
CL
07 8
CG
8 71
Vapour to Shore CG
CS
260
259
CS
258
CS
257
CS
CS
256 No.1 Cargo
751
CS
212 CS
254 Tank
CL
271
CG CL102
211
CL
21 0 253
CL CS CL101
20 9 252
CL CS
7 53 52 36 0 CL202
CS CS
7 CS
359
CS
358
CS
754 CG 357
CS 37 CS
0
356 CL201
7 55 CS No.2 Cargo
CS
CL
31 2
CS
354 Tank
371
CG
311
CL 353
01 310 CS
S8 CL 352
C
30 9 CS
CL
7 07
CL
Spray Pump
460 78 7
CS CG Cargo Pump
4 59
CS
458
CS
457
CS
470 4 56
C L41
2 CG CS No.3 Cargo
454 Tank
CS
471
CG CL302
411 874
CL 4 53 CG
4 10 CS 051
CL 452 73 CL301 CS
4 09 CS C G8
CL
012
CL
8 72
CG 022
875 CL 011
CG 53 CL
C S0
021
CL
077
No.4 Cargo CS
061 CG
CG929
Tank 0 62
CG934 CS 071
CG
CL402 065
CS 2
916 LD Comp. 064 L 03
CG CS C
CL401
t
Mis tor
CG928 04 2 0 31
2 CG CL CL
8 76 epara CG933
95
0
CG S CG904
915 041
CG CL
LD Comp. CS902
LN
1 G
CG935 Va
CS901 po
CG CG903 9 39 ris
91
7 CG
93
CG CG927 er
0
CG932
9 56
CG 9 14
CG
CG926
957
CG
2
ter Key
CG931
a CG902
He CG
947
913
LD CG
9 55
CG
HD Comp. 1 Methane Liquid

905
8 77 94 6 CS Forcing CG938
Cargo Machinery FWD
CG
CG
ea ter 945 Vaporiser
CG901
H CG Room
Gas to Boilers in HD 6 HD Comp. Methane Vapour
90
Engine Room CS
944
CG


6.5.2 LIQUID LINE COOLDOWN BEFORE DISCHARGE Position Description Valve h) During line cooldown, monitor the following;
Open No.1 tank liquid master valve CL112 • Cargo tank levels (print snapshot of the Saab tank levels)
The cargo lines are cooled down and the cargo plant is prepared to the
highest possible level before arrival at the discharging port. This is in order Open No.2 tank liquid master valve CL212 • Liquid crossover pressure, forward and aft
to commence discharging as soon as the vessel is moored and all procedures Open No.3 tank liquid master valve CL312 • Liquid crossover temperature
have been completed. At the same time as the cargo lines are cooled down, the
cargo lines are pressure tested for any leakage by increasing the pressure to 5 Open No.4 tank liquid master valve CL412 • Liquid header temperature, forward and aft
bar. Spool pieces/reducers with their required filters are to be mounted. Open No.1 tank spray return valve CS159 • Vapour header pressure
Open No.2 tank spray return valve CS259 • Vapour flow to No.1 vent riser
Liquid line cool down is carried out using the spray pump in No.3 tank to
pump LNG from No.3 cargo tank through the spray header to the liquid Open No.4 tank spray return valve CS459
manifold pipework. i) Line cooldown will be complete when the liquid header
temperature falls below -100°C indicated by frosting at the
Vapour displaced from the crossover pipework passes through the liquid c) At the DCS graphic display screen T30-422-04 CARGO loading valves.
header and spray bypass and return valves of No.1, 2, and 4 cargo tanks and LOADING, use the trackball to set up No.3 tank.
then back to No.3 tank via the filling line. j) When the cooldown is completed, stop No.3 spray pump by
Position Description Valve clicking on the START/STOP icon in the T30-460-01 screen
Vapour from the tanks will be burnt in the boilers using the LD compressor and Open No.3 tank filling valve CL310 display to bring up the faceplate and clicking on the STOP soft
gas heater. The excess steam dump will be utilised should the vapour be more key.
than is required by the propulsion plant. Auto No.3 spray pump discharge valve approximately 10% CS352
Auto No.3 tank spray return valve CS359 When the cooldown is complete, stop the spray pump. If the time between
Although the text and illustration indicate No.3 tank spray pump being used, cooldown, completion and berthing is extensive, the spray pump may need to
No.1, 2 or 4 pump could be used. d) Using No.3 spray pump, LNG is passed via the spray header to be restarted.
each of the liquid line tank manifolds, then through the bypass
valve into the spray header, returning to No.3 tank via the (Note: Return of cooldown liquid to the bottom of the tank via the loading
Procedure to Cool Down the Liquid Lines line can give rise to localised temperature increase at the tank bottom
loading line.
sensor. Sufficient time should be allowed for this to stabilise prior to
a) Prepare the following manual valves. gauging.)
e) Start No.3 spray pump by clicking on the START/STOP icon
in the T30-460-01 screen display to bring up the faceplate and
Position Description Valve Position Description Valve
clicking on the START soft key.
Open No.3 tank spray master valve CS354 Close No.3 spray pump discharge CS352
Open Spray bypass valves 1, 2 and 4 CS160, CS260 f) The No.3 spray pump is started in sequence after the spray
CS460 discharge valve CS352 automatically opens 10% to allow
minimum flow and to cool down the spray header.
Open 50% Spray/liquid header crossover valve CS059, CS060
Open Spray header/manifold crossover valve CS750 g) After the spray pump is started, slowly open No.3 tank spray
return valve CS359 to control the pressure as necessary. Initially
Open Spray header block valves CS751, CS753, CS755 start with 1.0 bar at the spray header and gradually increase
to 1.8 - 2.0 bar. This can be achieved either using the spray
b) At the DCS graphic display screen T30-460-01 CARGO return valve control or discharge pump throttling/opening as
SPRAY PUMPS AND LINES, use the trackball to prepare the necessary.
spray lines ready to cool down the liquid header and manifolds
via the spray header. Select each valve in turn and at the relevant
faceplate click on the OPEN soft key to open the valve.


Illustration 6.5.3a Arm Cooldown Before Unoading CL
014
024
CL
023
CL
CL
0 13
CS
052 Spray Header
774 771
70 0 772
CL CG
054 Liquid Header
CS
072
CG
Vapour Header 1 60
CS
034 159
CL CS
15 8
044 CS
CL 15 7
CS
17 0 156
CG CS
043
CL 063 59
033 CS CS
0 154
CL 2 CS
C L11
171
06 8 CG
CS
11 153
CL CS
60 7 50 110
CS
0 CS CL 15 2
9 CS
10
CL
078
CG
871
Vapour to Shore CG
CS
2 60
259
CS
25 8
CS
25 7
CS
2 70 256 No.1 Cargo
CG CS
75 1
CS
2 254 Tank
C L21 CS
271
CG CL102
211
CL
21 0 253
CL CS
20 9 252
CL101
CL
CS
75 3 75 2 36 0 CL202
CS CS CS
359
CS
358
CS
754 CG 357
CS 37 CS
0
356 CL201
7 55 CS No.2 Cargo
CS
CL
31 2
C S3 5
4
Tank
371
CG
311
CL 353
310 CS
8 01 CL 3 52
CS CS
3 09
CL
707
CL
Spray Pump
460
CS 78 7 Cargo Pump
4 59 CG
CS
458
CS
457
CS
470 456
C L41
2 CG CS No.3 Cargo
454 Tank
CS
47 1
CG CL302
411 3 8 74
CL 45 CG
4 10 CS 051
CL 4 52 873 CL301 CS
4 09 CS CG
CL
012
CL
872
CG 022
G8
75 CL 011
C 053 CL
CS
021
CL
077
No.4 Cargo CS
061 CG
CG929
Tank 0 62
CG934 CS 071
CG
CL402 065
CS 2
16 06 4 03
CL401
C G9 LD Comp. CS CL
t
Mis tor
CG928 042
2 CG CL
a r a 95
0
Sep
CG933
876
CG CG904
91 5 04 1
CG CL
LD Comp. CS902 LN
1 G
CG935 Va
CS901 p ori
CG CG903 9 39 CG927 se
91
7 CG
93
CG r
0
CG932
956
CG 914
CG
CG926
9 57
CG
2 Key
r CG931
e ate 947
CG902
L DH CG
955
CG
913
CG
905
8 77 CG
CG
a ter 945 Vaporiser
CG901
Room FWD
He CG
Methane Vapour
9 06
Engine Room CS
9 44
CG


6.5.3 ARM COOLDOWN BEFORE UNLOADING Position Description Valve
Open No.1 liquid manifold ESD valve CL011
After the discharging arms are connected to the ship’s manifold, the discharging
arms are pressurised with N2. This is delivered from the shore at up to 3 bar. Open No.2 liquid manifold ESD valve CL021
The connections are then tested for leaks using soapy water. Open No.3 liquid manifold ESD valve CL031
The cooldown procedure of the discharging arms follows the terminal’s Open Vapour manifold ESD valve CL071
procedure and is carried out using the ship’s spray pumps in co-operation with
the shore terminal. Reference should be made to the terminal’s cargo operation d) Start No.3 spray pump by clicking on the START/STOP icon
manual. in the T30-460-01 screen display to bring up the faceplate and
clicking on the START soft key.
On completion of testing the discharge arm connections, the vessel uses its
spray pump(s) to cool down the shore arms. e) The No.3 spray pump is started in sequence after the spray
discharge valve CS352 is opened, to allow minimum flow and
The ship/shore safety checks will have been completed; the BOG burning shut to cool down the spray header.
down, custody transfer completed and the ship/shore vapour line opened.
f) Once cooldown of the spray header to No.3 tank is complete,
the sequence automatically shuts in valve CS359 to allow the
Procedure for Cooling Down the Shore Liquid Arms remainder of the spray line to cool down.
a) Prepare the following manual valves: g) Once the spray header has cooled down, increase the flow rate
at shore terminal request.
Open No.1 starboard manifold cool down valve CS051 h) Once the shore arms are cooled down and the shore terminal
request the spray pump to be stopped, close the manifold cool
Open No.2 starboard manifold cool down valve CS053 down valves.
Open No.3 starboard manifold cool down valve CS062
Open Starboard manifold spray crossover valve CS061
Close No.1 starboard manifold cool down valve CS051
Open No.3 tank spray rail master CS354
Open Spray line valves CS750, CS751
CS753, CS755
i) Drain the spray line back to No.3 tank via valve CS359.
b) At the DCS graphic display screen T30-460-01 CARGO
SPRAY PUMPS AND LINES use the trackball to prepare the j) Leave No.3 tank spray master manual valve CS354 fully open
spray lines ready to cool down the shore arms and manifolds via and open the spray nozzle valve CS356, for venting of expanding
the spray header. Select each valve in turn and at the relevant liquid in the spray header.
faceplate click on the OPEN/CLOSE soft key to operate the
valve.

Auto No.3 spray pump discharge valve approximately 10% CS352
Auto Spray return line on No.3 tank CS359
c) At the DCS graphic display screen T30-422-04 CARGO

DISCHARGE use the trackball to open the starboard ship’s
side liquid and vapour manifold valves as required.


Illustration 6.5.4a Discharging Cargo CL
014
024
CL
023
CL
CL
013
CS
052 Spray Header
774 771
079 700 7 72
CG CL CG
054 Liquid Header
CS
072
CG
Vapour Header 1 60
CS
034 15 9
CL CS
158
04 4 CS
CL 157
CS
170 156
3 CG CS
L04
C
033 06 3 0 59
154
CL CS CS 2 CS
C L11
171
0 68 CG
CS
11 153
CL CS
750
060 CS CL
110 152
CS CS
109
CL
078
CG
8 71
Vapour to Shore CG
CS
260
25 9
CS
258
CS
257
CS
70
C G2 CS
256 No.1 Cargo
7 51
CS
212 CS
254 Tank
CL
271
CG CL102
211
CL
210 253
CL CS CL101
209
CL 252
CS
7 53 52 360 CL202
CS CS
7 CS
3 59
CS
358
54 CS
CS
7 CG 357
37
0 CS
356 CL201
755 CS No.2 Cargo
CS
CL
31 2
CS
354 Tank
371
CG
311
CL 353
310 CS
8 01 CL 352
CS CS
30 9
CL
7 07
CL
Spray Pump
460 7 87
CS CG Cargo Pump
4 59
CS
4 58
CS
4 57
CS
70 45 6
G4
C L 41
2 C CS No.3 Cargo
4 54 Tank
CS
4 71
CG CL302
411 874
CL 453 CG
4 10 CS 051
CL 45 2 73 CL301 CS
4 09 CS C G8
CL
012
CL
8 72
CG 022
8 75 CL 011
CG 53 CL
C S0
02 1
CL
077
No.4 Cargo CS
061 CG
CG929
Tank 0 62
CG934 CS 071
CG
CL402 065
CS 2
916 LD Comp. 064 L03
CG CS C
CL401
t
Mis tor
CG928 042 031
2 CG CL CL
8 76 e p ara CG933
95
0
CG S CG904
915 041
CG CL
LD Comp. CS902
LN
1 G
CG935 Va
CS901 pori
CG
91
CG903
CG
9 39 CG927 se
7 CG
93
0
r
CG932
9 56
CG 914
CG
CG926
957
CG
2 Key
ter
CG931
H ea CG
947
CG902
913
LD 955
CG
CG Methane Liquid
HD Comp. 1
905
8 77 CG
CG er FWD
eat
CG901
H CG
945 Vaporiser Room
Gas to Boilers in HD HD Comp. Methane Vapour Return from Shore
906
Engine Room CS
94 4
CG


6.5.4 DISCHARGING CARGO WITH GAS RETURN FROM Position Description Valve Completion of Discharge
SHORE Open Vapour head crossover valve CG078
Towards the end of the discharge, the flow of the pumps will diminish. In order
In co-ordinating LNG operations, the ship’s equipment must be compatible Open Starboard vapour manifold valve CG071 to maintain the pressure differential over the pump, the discharge valve will
with the terminal’s and the ship and shore personnel must be familiar with each have to be throttled in. This should be done at the 2 metre low level alarm from
other’s equipment and the division of all responsibilities. Liquid Header the graphic screen T30-435-02.
Each terminal has its own procedures, which have to be strictly followed, c) At the DCS graphic display screen T30-435-02 CARGO If any fluctuations are observed on the motor ammeter or the pump discharge
regarding the following operations: DISCHARGE, use the trackball to set up for discharge. pressure gauge during final pumping, the discharge flow rate should be further
reduced until the readings stabilise. When the flow is throttled down to about
• Approaching the terminal
Position Description Valve 230m3/h the required non-pumpable suction height (NPSH) will be about
• Mooring 10cms. This level represents the minimum level attained by pumping.
Open Liquid header master valve on all tanks CL112, CL212
• Connecting CL312, CL412
Subject to trading patterns and charterer’s requirements a heel may be required
• Loading Ensure All discharge valves on automatic for maintaining the tank temperatures during the ballast voyage. The actual
• Disconnecting Open Liquid manifold ESD valves on the manifolds CL011 quantity is allowed for in the discharge plan and the pumps are stopped at the
used for discharge CL021 required ullages.
• Departure
(e.g. No.1, 2 and 3 starboard manifolds) CL031
To stop a pump, click on the pump icon in the T30-435-02 graphic screen
CAUTION display to bring up the faceplate and then click in the STOP soft key.
It is of the utmost importance that the cargo pumps are never allowed d) When the shore terminal is ready to receive cargo, start the first
to run dry, even for short periods, as this will result in motor failure. pump. Start No.1 pump by clicking on the START/STOP icon (Note: When the liquid level reaches 1 metre or less, avoid stopping the pump
A momentary loss of priming during cargo stripping should not be in the graphic screen display T30-435-01 CARGO PUMP to if at all possible until the cargo has been fully discharged. If the shore
considered the same as running a pump dry. Up to 30 seconds of bring up the faceplate and clicking on the START soft key. With facility is unable to accept the liquid for intermittent periods it is
operation with dry suction but with fluid in the discharge pipe will not the pump running and the shore terminal confirming that they better to keep the pump going and recirculate back into the tanks until
damage the pump or the motor. are receiving cargo, open the discharge valve slowly to obtain a discharge can be resumed and completed.)
discharge pressure of 2 bar.
Procedure for Discharging Cargo with Vapour Return from All LNG remaining in the downward leg of the loading arms and manifold
Shore e) Check the motor current at the ammeter, the current should be connection is to be drained to the tanks through the spray line assisted by
steady after the motor has been running for 3 seconds. During nitrogen pressure from ashore. The LNG and vapour manifolds are then
a) Prepare the following manual valves: starting, while the discharge line is being filled, the current purged with nitrogen until an acceptable hydrocarbon content is reached.
reading may be above normal.
Position Description Valve CAUTION
Open Manual vapour header block valves CG170, CG270 Do not exceed the maximum rated current by 50% for more than 2 or 3
CG370, CG470 seconds when the tank is full. If the running current after this time is more
than 150% above the maximum rated current, the overcurrent trip will
Open Manual vapour header vent block valve CG772
be activated and the pump stopped. Determine the cause of high current
Open Liquid manifold double shut valves CL012 (possible blockage) before attempting to restart.
on the manifolds used for discharge CL022
(e.g. No.1, 2 and 3 starboard manifolds) CL032 f) Start the remainder of the cargo pumps according to shore
terminal instruction. Once all the pumps are in operation,
change to graphic screen T30-435-02 and adjust the discharge
Vapour Return valves to obtain the required flow, pressure and or amps. As a
b) At the DCS graphic display screen T30-465-01 CARGO guide use 40-41amps with a back pressure of 6 bar this will
VAPOUR HEADER VENT CONTROL, use the trackball to achieve maximum flow rate.
open the following vapour valves. Select each valve in turn and
at the relevant faceplate click on the OPEN soft key to open the g) Request the shore terminal to supply return gas to the ship.
valve.


Illustration 6.5.4b Discharging Procedure
Terminal Ship
Start
Terminal confirms readiness Ship's CCR must notify terminal of
discharge
all activities
Terminal supplies return gas
at ship's request Ship's CCR confirms readiness Terminal Ship
and starts first cargo pump Final CTS
gauging Final CTS gauging by Final CTS gauging by ship's
Progressively increase loading rate loading master designated cargo officer
to full rate by mutual agreement
with terminal Complete documentation Complete documentation
Discharge rate usually follows

'Four Step' ramp up
and down program Inert
Purge and inert liquid arms and
arms
vapour return arm
Ship's CCR makes hourly reports Complete when hydrocarbon
of quantities discharged and content reaches 1%
discharge rates
Stop water
curtain Ship's staff action
Reducing
Ship must advise terminal at
Disconnect
1 hour and 30 minutes before Disconnect and park arms Remove strainers and fit blanks
arms
reducing unloading rate to ship's manifold flanges
Engage storm locks
Fit blanks to liquid loading and
vapour return arm flanges
Ship must advise terminal at
2 hours and 1 hour before
stopping cargo pumps Carry out
safety checks Terminal staff jointly with ship's Ship's staff work through terminal
staff safety check list jointly with
terminal staff
Stopping Ship stops cargo pumps: Fit blanks to liquid loading and
Discharge complete vapour return arm flanges
Drain arms Post discharge

Close terminal liquid arm valves Close ship's liquid manifold valves meeting Terminal staff Relevant ship's staff
Drain shoreside section to surge Open ship's manifold valves to
drum system using N2 to displace Displace liquid in outboard
liquid (shipside) section of arm Remove
gangway Terminal staff action Ship's staff witness
Pressurise liquid arm with N2 disconnect communications cables
Vapour return line to shore
to remain open during draining
Unmoor and depart

When pressure in loading arm
drops, close manifiold valve.
Check for liquid and repeat
if required until outboard section
is free of liquid
Repeat for other loading arms


Procedure to Drain the Shore Arms h) Close the vapour crossover valve CG078 and open the vapour
manifold drain valve. Purge the connection with nitrogen and
a) Prepare the following manual valves: when gas readings obtained from a portable meter are less than
2.0% CH4 per volume at the vent cocks, all valves are closed
Position Description Valve and the vapour arm is ready to be disconnected.
Close Liquid manifold double shut valves CL012 i) Disconnect the liquid and vapour arms.
on the manifolds used for discharge CL022
(e.g. No.1, 2 and 3 starboard manifolds) CL032 (Note: Disconnection of the liquid arms may be carried out before purging of
Open Spray line crossover valves CS750, CS751 the vapour arm depending on the terminal’s preference.)
Open Spray block valves to No.4 tank CS460, CS454 j) Carry out the final custody transfer.
b) At the DCS Cargo Discharge graphic display screen T30-435- k) Open all tank valves to allow for warming up. These are
02, use the trackball to set up for draining system back to final normally the master valves, filling valves, spray master valves
tank. and spray return valves.
l) Set up the LD compressor system for gas burning at sea.

Open Spray header return valve to the final tank CS459
c) Request the shore terminal to pressurise the loading arms with

nitrogen gas, when the arms are pressurised to approximately 2
bar open the manifold cooldown bypass valves, one at a time.

CS053, CS062
d) On completion of liquid manifold drainage close the manifold

ESD valves and open the manifold drain valves and carry out a
vapour purge until the HC content is below 1% by volume.
e) On completion of vapour purging of liquid manifolds close the

vapour manifold and carry out a vapour purge The hydrocarbon
content in the liquid and vapour manifold connections at the
purge valves should be confirmed as 2% or below.
f) When gas readings obtained from a portable meter are less than
1.2% CH4 per volume at the vent cocks, all valves are closed
and the loading arms are ready to be disconnected.
g) Close the vapour manifold ESDS valve CG071 for nitrogen



Illustration 6.5.5a Discharging Cargo Without CL
014
Shore Vapour Return CL

024
023
CL
01 3
CS
052 Spray Header
CL
774 771
0 79 700 7 72
CG CL CG
0 54 Liquid Header
CS
072
CG
Vapour Header 1 60
CS
034 15 9
CL CS
158
044 CS
CL 157
CS
170 156
3 CG CS
L04
C
033 063 0 59
154
CL CS CS 2 CS
C L11
17 1
068 CG
CS
11 153
CL CS
750
060 CS CL
110 152
CS CS
109
CL
078
CG
8 71
Vapour to Shore CG
CS
260
25 9
CS
258
CS
257
CS
70
C G2 CS
256 No.1 Cargo
7 51
CS
212 CS
254 Tank
CL
271
CG CL102
211
CL
210 25 3
CL CS
CL101
209 25 2
CL CS
7 53 52 360 CL202
CS CS
7 CS
3 59
CS
358
CS
754 CG 357
CS 37 CS
0
356 CL201
755 CS No.2 Cargo
CS
CL
31 2
CS
354 Tank
371
CG
311
CL 353
01 310 CS
C S8 CL 352
30 9 CS
CL
7 07
CL CG
78
7
Spray Pump
460
CS Cargo Pump
4 59
CS
4 58
CS
4 57
CS
70 45 6
G4
C L 41
2 C CS No.3 Cargo
4 54 Tank
CS
47 1
CG CL302
411 874
CL 453 CG
4 10 CS CL301 051
CL 45 2 73 CS
4 09 CS C G8
CL
012
CL
8 72
CG 022
8 75 CL 011
CG 53 CL
C S0
02 1
CL
077
No.4 Cargo CS
061 CG
CG929
Tank 0 62
CG934 CS 071
CG
CL402 065
CS 2
916 LD Comp. 064 L03
CG CS C
CL401
t
Mis tor
CG928 042
2 CG CL
8 76 epara CG933
95
0
CG S CG904
915 041
CG CL
LD Comp. CS902
LN
1 G
CG935 Va
CG903
CS901 pori
CG 39
91 CG CG
9 CG927 se
7 93
0 r
CG932
9 56
CG 914
CG
CG926
957
CG
2 Key
ter
CG931
e a 947
CG902
DH CG 13
G9
L CG
955
C
Methane Liquid
HD Comp. 1
905
FWD
CG
CG
er
eat
CG901
H CG
945 Vaporiser Room Methane Vapour
906
Engine Room CS
94 4
CG


6.5.5 DISCHARGING CARGO WITHOUT SHORE VAPOUR e) Prepare the following manual valves: o) Open all tank valves to allow for warming up. These are
RETURN normally the master valves, filling valves, spray master valves
Position Description Valve and spray return valves.
Should the vapour return not be available at any terminal the vessel will be
Open Vaporiser outlet valve CG950 p) Set up the LD compressor system for gas burning at sea.
required to generate vapour to replace the liquid being pumped ashore.
Open Vaporiser outlet valve to vapour header CG873
If the discharge is well advanced and the return gas unavailable for only a
short period, then spraying in one or more tanks may generate sufficient gas, f) Start the discharge as in section 6.5.4. The flow to the vaporiser
together with the normal boil-off from the liquid, to complete the discharge. is automatically controlled from the settings on the DCS. Tank
pressure should be maintained at approximately 60mbar.
If the entire discharge has to be carried out without vapour return then the on
board vaporiser will have to be used. g) The actual rate of discharge will be determined by the quantity
of gas produced by the vaporiser. If the pressure in the cargo
The discharge is as described in section 6.5.4 except that the vapour manifold tanks starts to fall when the vaporiser is at maximum capacity,
remains closed and any reference to return vapour should be disregarded. reduce the rate of discharge until the tank pressure remains
constant.
LNG liquid is supplied to the vaporiser from the liquid header and the vapour
produced delivered to the tanks via the vapour header. h) On completion of discharge close the spray/liquid manifold
valve CS064.
Procedure to Prepare the System for Producing Vapour
i) Leave the steam on the vaporiser until all the LNG has vaporised
The vaporiser is set up in the MANUAL mode. and the line has warmed up.
(Note: Ensure that the vaporiser has been warmed through before introducing j) Shut down the vaporiser and valves. At the DCS Cargo
cold LNG liquid to avoid thermal shock.) Vaporiser graphic display screen T30-424-01, use the trackball
to close down the vaporiser.
a) Adjust the set point of the temperature control valve to +20°C.
b) Adjust the set point of the pressure control valve to 60mbar (or Close Vaporiser inlet from spray header CS901
the required value).
Close Vaporiser bypass valve CS902
c) Prepare the following manual valves:
k) Close the following manual valves:
Open Spray/liquid manifold crossover valve CS064
Close Vaporiser valve outlet CG950
Open Supply to LNG vaporiser block valve CS065
Close Vaporiser outlet valve to vapour header CG873
d) At the DCS graphic display screen T30-424-01 CARGO
VAPORISER, use the trackball to prepare the LNG vaporiser l) Drain and purge the lines and arms as in section 6.5.4.
for use. Select each valve in turn and at the relevant faceplate
click on the OPEN soft key to open the valve (see section 4.6 m) Disconnect the liquid and vapour arms.
LNG Vaporiser).
(Note: Disconnection of the liquid arms may be carried out before purging of
Position Description Valve the vapour arm depending on the terminal’s preference.)
Auto Vaporiser inlet valve from spray header CS901
n) Carry out the final custody transfer.
Auto Vaporiser bypass valve CS902


Illustration 6.5.6a Ballasting
Engine Room
To Inert Gas Low

Generator Sea
Chest
DCS H Bosun's Store
M To
S105V Fire Line
3rd Deck
SW Supply
B103V Pumps B47V
Pumps Engine Room
PI PI (P & S)
To No.2 Side Water
Ballast Tank
BA36 BA31
BA40 No.1
(2,800m3/h) Tank
BA21 BA19 BA16 BA14 BA11 BA09 Bow
(P & S) BA06 Water
BA30 Thruster
Ballast
Room
BA35 PI PI
Aft Peak BA38
Tank
BA34 BA29 BA01
BA37 No.2 Ballast Pump PI BA05
BA22 BA18 BA08
(2,800m3/h)
BA24
BA28
BA03
BA42
BA39 BA32 BA26
(2,800m3/h)
Eductor B104V BA44

BA48 B115V
No.2
BA46
Eductor
BA47 B116V
From Fire, Bilge &
No.1
BA45 GS Pumps
Bilge Suction
BA52 BA50 Cooling
BA54
DCS Pumps
1 LS
BA51 BA49
M S101V
Water Spray Pump
(750m3/h)
High
BA53 Sea
Chest

Cargo Tank

Key
No.3 Cross
Water Ballast
Ballast Main
Line (P & S)


6.5.6 BALLASTING tank valve which are locally operated. The same pipes and valves are used both Procedure to Set Up the Ballast System: To Pump from the
for the filling and emptying of all the ballast tanks. Sea
Carefully follow the instructions in the trim and stability particulars booklet
and the instruction book for the DCS system. a) At the DCS BALLAST PUMP SYSTEM graphic display screen
Procedure to Set Up for Ballasting: To Run from the Sea
It should be remembered that free liquid surfaces seriously reduce the stability pumping from the sea, using No.1 and 2 ballast pumps.
a) At the DCS BALLAST PUMP SYSTEM graphic display screen
of the vessel. Ensure that all ballast operations are under full control, i.e. ensure
that tanks which are supposed to be empty are in fact empty. The operator(s) Position Description Valve
running ballast directly from the sea. Select each valve in turn
should make reference to the vessel’s trim and stability particulars and monitor
and at the relevant faceplate click on the OPEN soft key to open Close Pump ballast line suction valves BA27, BA29, BA31
stresses via the online loading computer.
the valve.
Close No.3 pump SW suction valves BA30
Local conditions such as mud etc, should be taken into consideration when
ballasting. Gravity ballasting should be used wherever possible. Only one Position Description Valve Open Pump discharge crossover valves BA37, BA38
cross ballast tank and adjacent WBTs should be open at the same time to Open Pump SW suction valves BA26, BA28, BA30 Open Loading valves BA33, BA35
reduce the free surface effect. Ballasting should be carried out in three metre
Open Pump ballast line suction valves BA27, BA29, BA31
steps however where the water is in the double bottom section of a pair of wing
tanks and the cross ballast tank is also open continue ballasting until water is Open Crossover valves BA24, BA25 The tank valves will still be open from the ‘running in the sea’ in operation.
in the side tank area and the cross ballast tank is full.
b) Start the ballast pumps on automatic by clicking on the START/
b) At the DCS BALLAST TANK SYSTEM graphic display
(Note: Ensure the maximum draught is regularly checked during ballasting STOP icon in the screen display T30-433-01 to bring up the
screen T30-433-02, use the trackball to set up the ballast tanks
especially alongside during low tide.) faceplate and clicking on the AUTO and START soft keys.
for filling, running ballast directly from the sea in accordance
to the ballast plan, keeping the vessel upright and ensuring that
The ballast pumps start automatically by first opening the discharge valves
Ballast Pumps the vessel’s trim and stability is maintained at all times.
10% then starting the pump.
Maker: Teikoku Machinery Works
Position Description Valve c) At the DCS graphic display screen T30-433-02 BALLAST
No.1 Pump Open No.1 centre ballast tank BA03 TANK SYSTEM, use the trackball to open/close the tank
Type: 550-VCD-Am NV-F valve(s) as required. The tanks are filled as per the ballast plan
Open No.1, 2 and 3 cross ballast tanks BA08, BA13, BA18
in three metre steps to maintain draught, trim and stability. The
Capacity: 2,800m3/h
Open Side ballast tanks 3, 5 and 7 BA07, BA09, BA12 discharge of the cargo tanks should counteract the amount of
No.2 and 3 Pumps BA14, BA17, BA19 ballast loaded.
Type: 550-VCD-Am
d) At the DCS BALLAST TANK SYSTEM graphic display screen
Capacity: 2,800m3/h c) Repeat the procedure for tanks 2, 4, 6 and 8 side ballast tanks. T30-433-02, monitor tank levels, quantities, draught, trim and
list. Use the trackball to adjust and change tanks as required.
Ballast Operations e) As a tank reaches the 95% level the tank valve automatically
Open Side ballast tanks 2, 4, 6 and 8 BA04, BA06, BA10
BA11, BA15, BA16 partially closes to reduce the filling rate. When the tank reaches
In the ballast system, there are three ballast pumps which take suction from
BA20, BA21 the 98% level the tank valve automatically closes. Ensure that
all ballast tanks. Each pump is of the electric vertical centrifugal type with a
the next pair of tanks are already open before closure.
discharge capacity of 2,800m3/h.
d) Once the level in the tanks approach sea level it will be necessary
f) On completion of ballasting, stop the ballast pumps by clicking
In normal service, the port pump, No.3 is used primarily for inert gas cooling to use the pumps to continue with the ballast loading.
on the START/STOP icon in the screen display T30-433-01 to
water. When not in use in this mode No.3 pump is connected to all port tanks
bring up the faceplate and clicking on the STOP soft key.
and the starboard pump No.1, to all the starboard tanks. No.2 pump can be used
on either side; it is also possible to draw from both sides with any single pump.
The maximum main ballast line pressure to be used is 5 bar. g) Close the following valves.
From the cargo control room all the ballast valves can be controlled from the
DCS graphic display screens, except the ship’s side sea valves and fore peak


Position Description Valve c) Repeat the procedure for tanks 2, 4, 6 and 8.
Close Pump SW suction valves BA26, BA28
Close Pump discharge valves BA32, BA34
Open Tanks 2, 4, 6 and 8 BA04, BA06, BA10
Close Pump discharge crossover valves BA37, BA38 BA11, BA15, BA16
Close Pump loading valves BA33, BA35 BA20, BA21
Close Ballast line crossover valves BA24, BA25
d) Once the level in the tanks approaches sea level it will be
necessary to use the pumps to continue with the ballast
h) On completion of the ballasting operations, close all the valves
loading.
in the system, with special care being taken NOT to close the
engine room main SW crossover valves S101V and S105V.
Continue as per the procedure for pumping in the ballast from the sea.
i) Make entries in the Official Log Book as well as other records
regarding where and when all ballast changes have been carried
out as they may be required by port authorities when the vessel
arrives at the loading port.
Procedure to Set Up the Ballast System to Run in from the

Sea in a Port which has Muddy Water, such as the Port of
Montoir
(Note: The following procedure is offered as a guide only and depends on the
ballast overboard valve being below the sea level.)
a) Open the following valves.

Open Ballast overboard discharge valve BA55
Open Intermediate discharge valves BA39, BA40
Open Filling valves BA33, BA35
Open Ballast tank crossover valves BA24, BA25
b) At the DCS BALLAST TANK SYSTEM graphic display screen

T30-433-02, use the trackball to set up the ballast tanks for
filling, running ballast directly from the sea in accordance with
the ballast plan, keeping the vessel upright and ensure that the
vessel’s trim and stability is maintained at all times.

Open Tanks 1, 3, 5 and 7 BA03, BA07, BA09
BA12, BA14, BA17, BA19

6.6 Ballast Passage
6.6.1 Equatorial Ring Temperature Control
6.6.2 Cooling Down Cargo Tanks Prior to Arrival
Illustrations
6.6.2a Cooling Down Tanks Prior to Arrival


6.6 BALLAST PASSAGE the pump starting current. If the pump is currently set to MANUAL at the The upper and lower pressures of the ramp can be set, also the starting time
pump faceplate, it will automatically reset to AUTO at this time. of the ramp period. If left in the automatic mode, once a 24 hour cycle is
6.6.1 EQUATORIAL RING TEMPERATURE CONTROL completed, the system automatically returns to the start and begins again.
On starting the pump, the initial load will be high due to the starting current
During the ballast voyage natural Boil-Off Gas (BOG) is produced from and initial high flow as the pump fills the discharge line. The load drops as the The estimated Normal Boil-Off (estimated NBO) is set in the boiler combustion
the residual cargo remaining on board, additional BOG can be produced by discharge line fills and the flow towards the discharge valve decreases. control system and should allow the vapour pressure to rise while the spray
spraying the tanks in order to keep the equatorial temperatures below -120ºC. pump is in operation and decrease when the pump is stopped.
The discharge valve will switch to automatic control once the pump settles to
The BOG produced is burnt in the boilers. normal running. The discharge valve position is automatically modulated to The rate of decrease should be enough to allow the spray pump to operate
control the spray pump motor current at a predetermined set value (20A). The sufficiently to maintain the equatorial ring temperatures as required. The header
Keeping the equatorial temperatures low allows the vessel to start cargo discharge valve is set to close automatically when the spray pump stops. pressure deviating 5mbar above or below the ramp set pressure respectively
operations as soon as possible after arrival at the loading terminal and thus stops and starts the spray pump.
reduce port and turn round time. During the spray pump start-up, the spray return valve, under automatic
control, is in the closed position. As the pressure increases in the spray header It is possible to increase or decrease the estimated NBO through a manual
Automatic spraying is normally only carried out during daylight hours for line it is opened or closed to control the spray nozzle inlet to a selected pressure signal in the control system. This has the effect of altering the rising and falling
safety reasons. This requires spraying sufficiently during the daylight hours to (3 bar). vapour ramp required in the vapour header and is automatically set by the
maintain the tank equatorial ring temperatures for the 24 hour period. selected stop time of the spray pumps.
The spray return valve has a delay of approximately 15 minutes to allow the
In ballast, to maintain the equatorial ring temperature below the design level, spray main to cool before the pump load is increased. If gas burning is not in use, or not sufficient to bring down the header pressure
approximately -120ºC, automatic spraying of liquid gas in way of the equatorial to allow the spray pumps to operate with sufficient regularity to control the
rings is carried out. The following points are taken into consideration. When automatically spraying, the spray pump is stopped and started at equatorial ring temperatures, the gas header pressure will gradually rise.
pressure limits set at a predetermined vapour pressure rate of rise (vapour
• Highest and lowest average equatorial ring temperatures of all pressure ramp). This increase in the gas header pressure can be controlled via the header vent
tanks are controlled to within 2ºC. valve control, which will vent to atmosphere when the vapour header pressure
• Spraying may only take place during daylight hours. Each set of cargo tank equatorial ring temperature sensors are averaged through reaches 2mbar above the high limit of the vapour ramp set point and close
a logic controller. This controller is in operation during the spray cycle if the when the pressure has been reduced by 5mbar.
• Spraying to be optimised during daylight to allow for equatorial spray inhibit is set to OFF and the pump is running, using the trackball on the
ring rise in temperature during darkness. graphic screen display T30-460-02 AUTOMATIC SPRAY CONTROL. If gas burning is not being used, the gas header pressure can be lowered via
• Gas burning, to allow controlled rise of vapour pressure during the header vent valve down to the lower vapour ramp set point. Spraying will
the day and controlled reduction in pressure during darkness. The controller compares the average equatorial ring temperatures of each tank then be allowed to resume.
and if the highest and lowest temperatures differ by 2ºC or more, then the spray
valve on the tank or tanks which are coldest will close to allow the averages The amount of gas consumption required to contain the vapour header pressure,
Automatic Spraying
to balance more closely. while spraying under the spray ramp control is calculated and represented by
Each cargo tank is fitted with a spray system that can supply liquid gas to the the:-
spray header that is common to all cargo tanks. Each system consists of a spray The spray valves will open again when the temperature is within 1ºC of the ENBO +/- RC (Estimated Normal Boil Off +/- Ramp correction)
pump and a spray return valve that is automatically modulated to control the warmest tank equatorial ring average temperature.
spray header pressure. Only one spray system can be selected when automatic This is compared with the total gas being burned. Should the pressure rise
spraying is in use. On the spray control graphic selection of a tank and setting further and ENBO +/- RC becomes greater by an operator set margin than the
Vapour Pressure Ramp
AUTO/MANUAL spray system to AUTO automatically sets the relevant gas being burned, then the difference is applied to a gas flow to atmosphere
spray pump, discharge valve and return valve to AUTO. In the ballast condition, spraying generates gas that will tend to increase the controller. Provided that the vapour header vent valve auto control is selected
vapour header (cargo tank) pressure. When spraying is not being carried out, and gas burning authorised from the wheelhouse on DCS the controller will
Each tank has a set of three spray nozzle valves, one set of which is the gas burning will tend to reduce the vapour head pressure. open the vent valve to atmosphere which will then modulate the gas vent valve
automatically controlled, the other two being manually operated from the DCS such that:-
during tank spraying. Spray nozzle valves to be automatically controlled are To provide reasonably constant gas burning over a 24 hour period, the vapour
selected at the operator station and set to AUTO. Only the automatic valves pressure is made to increase during the daylight spraying and allowed to fall Gas flow to atmosphere + Burned Gas = ENBO +/- RC
are used during auto spraying for maintaining the equatorial ring temperatures. during the night, when no spraying is taking place.
Use of medium nozzles initially is suggested. In normal circumstances the system will be able to take care of any pressure
This rise and fall of pressure is controlled at a predetermined increasing and rises without opening the vent to atmosphere. A manual header pressure control
The spray pump discharge valve is automatically set to a minimum then decreasing set point pressure ramp. There is an upper and lower limit at is also fitted for use during such operations as inerting and aeration.
predetermined position (10%) prior to the pump being started in order to limit approximately 5mbar, which can be adjusted, each side of the ramp.


Remote Operation
Most of the operations are controlled from the DCS AUTOMATIC SPRAY
CONTROL graphic display screen T30-460-02. However, when the SPRAY
INHIBIT is set to the ON position, using the trackball and faceplate, it is
possible to select MANUAL for each spray pump and valve from the graphic Spray Nozzle Flow Capacity Data
display screen T30-460-01 CARGO SPRAY PUMPS AND LINES and operate
items individually. No.1 Line: 538 WL x 4 each, 530 WL x 6 each
FLOW RATE FOR EACH LINE No.2 Line: 538 WL x 2 each, 530 WL x 2 each, 519 WL x 2 each
No.3 Line: 519 WL x 2 each
The spray inhibitor is related to the automatic ramp system and in this condition
kg/cm2
would allow the operator to use the spray pumps for another purpose. 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0
Type
The pump starter is forced to the AUTO condition when SPRAY INHIBIT 519L 6.484 9.378 11.642 13.422 14.796 16.138 17.26 18.404 19.446 20.376
OFF is selected.
560L 3.428 4.932 6.104 7.034 7.778 8.49 9.096 9.686 10.22 10.714
During the first part of the cycle, when automatic spraying is taking place,
the NBO is automatically adjusted by the system to maintain the ramp and 538L 1.536 2.184 2.668 3.072 3.428 3.752 4.044 4.300 4.528 4.772
reduce the tank pressure to the required point ready to restart the cycle in the
daylight.
COMBINED FLOW RATE (BY LNG)
It is also possible to select MANUAL for the spray cycle (providing the Bar. G
0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0
SPRAY INHIBIT is set to the OFF position). The pumps can now be started Type
and stopped from the AUTOMATIC SPRAY CONTROL screen T30-460-02.
No.1+2+3 11.448 16.494 20.414 23.528 26.002 28.380 30.400 32.390 34.194 35.862
The nozzle valves will continue to operate in the automatic mode, opening and
No.1+2 9.912 14.310 17.746 20.456 22.574 24.628 26.356 28.090 29.666 31.090
closing according to the pump operation and in accordance with the average
equatorial ring temperature requirements.
No.1+3 8.020 11.562 14.310 16.494 18.224 19.890 21.304 22.704 23.974 25.148
No.1 6.484 9.378 11.642 13.422 14.796 16.138 17.260 18.404 19.446 20.376
No.2+3 4.964 7.116 8.772 10.106 11.206 12.242 13.140 13.986 14.748 15.486
No.2 3.428 4.932 6.104 7.034 7.778 8.490 9.096 9.686 10.220 10.714
No.3 1.536 2.184 2.668 3.072 3.428 3.752 4.044 4.300 4.528 4.772


Illustration 6.6.2a Cooling Down Tanks Prior to Arrival CL
014
024
CL
023
CL
013 CS
052 Spray Header
CL
774 771
07 9 700 772
CG CL CG
054 Liquid Header
CS
07 2
CG
Vapour Header 160
CS
034 159
CL CS
158
04 4 CS
CL 1 57
CS
170 1 56
CG CS
043
CL 063 059
033 CS CS 154
CL CS
112
CL
171
068 CG
CS
11 15 3
CL CS
750
060 CS CL
110 152
CS 9 CS
C L10
078
CG
8 71
Vapour to Shore CG
CS
260
259
CS
25 8
CS
257
CS
270 256 No.1 Cargo
51 CG CS
7
CS
212 CS
254 Tank
CL
27 1
CG CL102
211
CL
21 0 3
CL 9 C S25 CL101
20 252
CL CS
53 52 3 60 CL202
CS
7
CS
7 CS
359
CS
3 58
CS
7 54 CG 357
CS 37 CS
0
356 CL201
S7
55 CS No.2 Cargo
C
CL
31 2
CS
35 4
Tank
3 71
CG
311
CL 3 53
3 10 CS
801 CL 352
CS CS
3 09
CL
7 07
CL
Spray Pump
46 0 787
CS CG
CS
459 Cargo Pump
4 58
CS
457
CS
470 456
CL
454 Tank
CS
71
C G4 CL302
411 3 74
CL 45 8
CS CG 051
410 452
CL301 CS
CL 8 73
409 CS CG
CL
012
CL
8 72
CG 022
G8
75 CL 011
C 053 CL
CS
021
CL
77
No.4 Cargo 061 C G0
CG929 CS
Tank 062
CG934 CS 071
CG
CL402 065
CS
16 064 0 32
CL401
CG
9 LD Comp. CS CL
t
Mis tor
CG928 042 03 1
2 CG CL CL
a r a 95
0
Sep
CG933
876
CG CG904
9 15 041
CG CL
LD Comp. CS902
LN
1 G
CG935 Va
CS901 p ori
CG
91
CG903
CG
939 CG927 se
7 CG
93
0
r
CG932
9 56 9 14
CG CG
CG926
9 57
CG Key
2
ter
CG931
e a 47 CG902
DH
9 13
CG G9
L CG
9 55
C

90 5
77 9 46 CS Forcing CG938 Cargo Machinery
FWD
8 CG
CG
ea ter 9 45 Vaporiser
CG901
Room
H CG
Gas to Boilers in HD HD Comp. Methane Vapour
90 6
Engine Room CS
9 44
CG


6.6.2 COOLING DOWN CARGO TANKS PRIOR TO d) Start No.3 spray pump by clicking on the pump icon in the T30-
ARRIVAL 460-01 screen display to bring up the faceplate and clicking on
the START soft key.
Due to operational requirements, it is sometimes necessary for the vessel to
cool down one or more cargo tanks prior to arrival at the loading port. e) After the spray pump is started, the discharge valve CS352 is
automatically opened slowly into the spray header and spray
Depending on the length of the ballast voyage, it may be advantageous to line cooldown commences, circulating back to No.3 tank via the
consolidate most of the heel into one or two tanks rather than have it spread spray nozzles.
over all four tanks.
f) Using No.3 spray pump, LNG is passed via the spray header to
During the voyage, the tanks with the larger heel are kept cold by spraying each of the spray line tank manifolds, then through the spray
and the others allowed to warm up, thus creating the BOG for use in the ship’s nozzles into each tank.
boilers. Cooling down to -1200C will consume around 600m3 of LNG not
including the heel remaining after cooldown. This figure is for guidance only; g) The LD compressor would normally be in operation supplying
as experience is gained a better estimate can be made. BOG to the boilers.
h) Once the pipelines are cooled down, the flow rate can be
Preparation for Cooling Down Cargo Tanks increased from the T30-460-01 graphic screen display, by
opening up the spray nozzles on No.1, 2 and 4 tanks and
a) From the DCS graphic display screen T30-460-02 AUTOMATIC shutting the nozzles on No.3 tank, ensuring that the pressure
SPRAY CONTROL set the SPRAY INHIBIT to the ON position, build up is controlled at all times. In an emergency or critical
using the trackball and faceplate. situation, excess pressure can be vented through valves CG772
and CG771 to No.1 vent mast.
b) At the DCS graphic display screen T30-460-01 CARGO SPRAY
PUMPS AND LINES, use the trackball to select MANUAL to i) The cargo tank is ready for loading when the temperature of
prepare the spray lines ready to cool down the spray header the tank shell at the equator has dropped to at least -120°C.
using No.3 tank spray pump. Select each valve in turn and at This temperature represents a total cooling down time of
the relevant faceplate click on the OPEN soft key to open the approximately 16 hours.
valve.
CAUTION
Position Description Valve Tank pressure is to be closely monitored and the cooldown rate is not to
Open No.3 spray pump discharge approximately 15% CS352 exceed -9ºC per hour measured at the equatorial ring, as flow is increased,
to avoid tank shell thermal stress.
Open No.3 tank No.1 spray inlet valve 100% CS356
c) The vapour header tank valves would normally be open.

Open Manual vapour headers on tanks 1 to 4 CG170, CG270
CG370, CG470
Normally open Manual vapour crossover to No.1 vent mast CG772

6.7 Pre Dry Dock Operations
6.7.1 Stripping and Line Draining
6.7.2 Tank Warm-Up
6.7.3 Inerting Cargo Tanks and Pipelines
6.7.4 Aerating Cargo Tank and Pipelines
Illustrations
6.7.1a Stripping and Line Draining
6.7.1a Line Draining of Shore Connections
6.7.2a Tank Warm-Up
6.7.3a Inerting Cargo Tanks
6.7.3b Inerting Cargo Pipelines
6.7.4a Aerating Cargo Tanks
6.7.4b Aerating Cargo Pipelines


Illustration 6.7.1a Stripping and Line Draining CL
014
083
CR
024
CL
023
CL
01 3
CS
052 Spray Header
CL
774 771
079 700 77 2
CG CL CG
054 Liquid Header
CS
072
CG
Vapour Header 1 60
CS
034 15 9
CL CS
158
04 4 CS
CL 157
CS
170 156
3 CG CS
L 04
C
033 06 3 0 59
154
CL CS CS 2 CS
C L11
171
0 68 CG
CS
11 153
CL CS
750
060 CS CL
110 152
CS CS
10 9
CL
078
CG
8 71
Vapour to Shore CG
CS
260
25 9
CS
258
CS
257
CS
27 0 256 No.1 Cargo
CG CS
7 51
CS
212 CS
254 Tank
CL
27 1
CG CL102
211
CL
21 0 25 3
CL CS CL101
20 9
CL 252
CS
7 53 52 360 CL202
CS CS
7 CS
3 59
CS
358
54 CS
CS
7 CG 357
37
0 CS
356 CL201
755 CS No.2 Cargo
CS
CL
31 2
CS
354 Tank
371
CG
311
CL 353
01 310 CS
C S8 CL 352
30 9 CS
CL
7 07
CL
Spray Pump
787
460 CG
CS Cargo Pump
4 59
CS
4 58
CS
4 57
CS
45 6
C L4 1
2 CS No.3 Cargo
4 54 Tank
CS
4 71
CG CL302
411 874
CL 4 53 CG
4 10 CS 051
CL 45 2 73 CL301 CS
4 09 CS C G8
CL
012
CL
8 72
CG 022
8 75 CL 011
CG 53 CL
C S0
02 1
CL
077
No.4 Cargo CS
061 CG
CG929
Tank 0 62
CG934 CS 071
CG
CL402 065
CS 2
916 LD Comp. 064 L 03
CG CS C
CL401
t 042
Mis tor
CG928
2 CG CL
8 76 epara CG933
95
0
CG S CG904
915 041
CG CL
LD Comp. CS902
LN
1 G
CG935 Va
CS901 pori
CG
91
CG903
CG
9 39 CG927 se
7 CG
93
0
r
CG932 Key
9 56
CG 9 14
CG
CG926
957
CG
2 Methane Liquid to Shore
r CG931
e ate 947
CG902
L DH CG
955
CG
913
CG
HD Comp. 1
905 Methane Vapour from Shore
877 CG
CG
ter CG901
FWD
H ea CG
945 Vaporiser Room
906 Draining Liquid to Link to Tank No.4
Engine Room CS
944
CG


6.7 PRE DRY DOCK OPERATIONS Position Description Valve l) Whenever possible, the spray pumps should be started early
enough to avoid any possible starting problems due to very
Close No.1 and 2 manifold cooldown bypass valves CS051
This section describes the operations for the period leading up to a dry low tank levels (about 0.7m minimum) preferably above one
CS053
dock. metre.
Close Spray/liquid header crossover valves CS059, CS060
6.7.1 STRIPPING AND LINE DRAINING m) When the spray pump loses suction, stop it and change to the
e) From the DCS graphic display screen T30-460-02 AUTOMATIC next tank.
SPRAY CONTROL set the SPRAY INHIBIT to the ON position,
Procedure to Strip Tanks and Drain Lines using the trackball and faceplate. n) When all pumpable cargo has been stripped ashore, drain
the system back to the final tank. All LNG remaining in the
It is assumed that the cargo tanks have been discharged to their maximum f) At the DCS graphic display screen T30-460-01 CARGO SPRAY downward leg of the loading arms and manifold connection is
using the main cargo pumps which have been shut down. The stripping/spray PUMPS AND LINES, use the trackball to select MANUAL to to be drained to the tanks through the spray line assisted by
pumps situated in each of the tanks are used to discharge the final pumpable prepare the spray pumps to discharge to shore via the spray nitrogen pressure from ashore. The LNG and vapour manifolds
quantities. Discharge is via the starboard side manifold and the procedure header and No.3 manifold. are then purged with nitrogen until 2% hydrocarbon content is
is as follows. reached.
a) Prepare the following manual valves: (Note: At the completion of bulk discharge in a tank and as the main cargo
Set No.1 spray pump discharge valve 10% open CS152 pump is shut down, it may be possible to strip the completed tanks into
Set No.2 spray pump discharge valve 10% open CS252 the final tank so that there is only one tank to drain ashore.)
Set No.4 spray pump discharge valve 10% open CS452
Close No.1 starboard manifold double shut-off valve CL012
Set No.3 spray pump discharge valve 10% open CS352 Procedure to Drain to a Single Tank
Open No.1 tank spray return to tank valve CS159 a) As the levels in the tanks to be stripped reach 2m or less,
prepare the spray pumps for draining into the final tank, No.4.
Open Spray/liquid header crossover valves CS059, CS060
g) The vapour header tank valves would normally be open.
Open Spray header to spray manifold CS750 b) From the DCS graphic display screen T30-460-02 AUTOMATIC
SPRAY CONTROL set the SPRAY INHIBIT to the ON position,
Open Starboard spray manifold crossover valve CS061 Position Description Valve using the trackball and faceplate.
Open No.1,2 and 3 manifold cooldown bypass valves CS051 Open Manual vapour headers on tank No.1 to 4 CG170, CG270
CS053, CS062 CG370, CG470 c) At the DCS graphic display screen T30-460-01 CARGO SPRAY
PUMPS AND LINES, use the trackball to select MANUAL to
Open Spray header block valves CS751, CS753 Open Manual vapour crossover valve to No.1 vent mast CG772
prepare the spray pump to discharge from No 1 to No.4 cargo
CS755
tank via the spray header.
h) Start No.1 spray pump by clicking on the START/STOP icon
b) At the DCS graphic display screen T30-435-02 CARGO in the T30-460-01 screen display to bring up the faceplate and
DISCHARGE, use the trackball to set up for draining the liquid clicking on the START soft key. Position Description Valve
header back to the final tank. Automatic No.1 spray pump discharge opens approximately 10% CS152
i) The No.1 spray pump is started in sequence after the spray
Position Description Valve discharge valve CS152 is opened, to allow minimum flow and
d) Prepare the following manual valves:
to cool down the spray header.
Open No.4 tank liquid filling valve CL410
Open No.4 tank liquid master valve CL412 j) Once cooldown of the spray header to No.1 tank is complete, Position Description Valve
slowly shut in valve CS159 to allow the remainder of the spray Open No.4 tank spray header return valve CS459
c) Drain the liquid header back to No.4 cargo tank. line to cool down.
d) Close the following manual valves on completion of draining. k) In conjunction with CS159 being slowly closed the discharge
valve CS152 is slowly opened into the spray header and
commences discharge to shore via the spray header and No.3
manifold.


Illustration 6.7.1b Line Draining of Shore Connections CL
01 4
024
CL
023
CL
CL
01 3
CS
052 Spray Header
774 771
079 700 772
CG CL CG
054 Liquid Header
CS
072
CG
Vapour Header 1 60
CS
034 159
CL CS
158
04 4 CS
CL 157
CS
G1
70 156
3 C CS
L 04
C 3 063 0 59
154
CL
03 CS CS 2 CS
C L11
71
0 68 C G1
CS
11 153
CL CS
750
060 CS CL
110 15 2
CS 9 CS
10
CL
07 8
CG
8 71
Vapour to Shore CG
CS
260
259
CS
258
CS
257
CS
70
C G2 CS
256 No.1 Cargo
751
CS
212 CS
254 Tank
CL
271
CG CL102
211
CL
21 0 25 3
CL CS
CL101
20 9 25 2
CL
CS
7 53 52 36 0 CL202
CS CS
7 CS
359
CS
358
CS
754 CG 357
CS 37 CS
0
356 CL201
7 55 CS No.2 Cargo
CS
CL
31 2
CS
354 Tank
371
CG
311
CL 353
01 310 CS
CS
8 CL 352
787 30 9 CS
CG CL
7 07
CL
Spray Pump
460
CS Cargo Pump
4 59
CS
458
CS
457
CS
470 4 56
C L41
2 CG CS No.3 Cargo
454 Tank
CS
47 1
CG CL302
411 874
CL 4 53 CG
4 10 CS CL301 051
CL 452 873 CS
4 09 CS CG
CL
012
CL
8 72
CG 022
875 CL
CG 53
C S0
021
CL
077
No.4 Cargo CS
061 CG
CG929
Tank 0 62
CG934 CS
CL402 065
CS
916 064 032
CL401
CG LD Comp. CS CL
CR
090
t
Mis tor
CG928 04 2 0 31
CG935 2 CG CL CL
8 76 epara CG933
95
0
CG S CG904
915 041
CG CL
LD Comp. CS902 LN
1 G
Va
CG935
CS901 p ori
CG CG903 9 39 se
91
7 CG
93
CG CG927 r
0
CG932
9 56
CG 9 14
CG
CG926
957
CG
2
ter Key
CG931
a CG902
He CG
947
913
LD CG
9 55
CG
HD Comp. 1
905 Nitrogen
87 7 94 6 CS Forcing CG938 Cargo Machinery
FWD
CG
CG
CG901
Room
H CG
Gas to Boilers in HD 6 HD Comp.
90
Engine Room CS
944
CG


e) Start No.1 spray pump by clicking on the START/STOP icon c) On completion of liquid manifold drainage close the manifold
in the T30-460-01 screen display to bring up the faceplate and ESD valves and open the manifold drain valves and carry out a
clicking on the START soft key. vapour purge until the HC content is below 1% by volume.
f) After the spray pump is started, discharge valve CS152, is d) On completion of vapour purging of the liquid manifolds,
slowly opened into the spray header and commences discharge close the vapour manifold and carry out a vapour purge.
to No.4 cargo tank. The hydrocarbon content in the liquid and vapour manifold
connections at the purge valves should be confirmed as 2% or
g) Whenever possible, the spray pumps should be started early below.
enough to avoid any possible starting problems due to very low
tank levels (0.7m is present starting block) preferably around e) When gas readings obtained from a portable meter are less than
1m. 1.0% CH4 per volume at the vent cocks, all valves are closed
and the loading arms are ready to be disconnected.
h) When the spray pump loses suction, stop it and change to the
next tank. f) Close the vapour manifold ESDS valve CG071 for nitrogen
i) When all pumpable cargo has been stripped to the final tank,
discharge as much as possible with main cargo pumps then strip g) Close the vapour crossover valve CG078 and open the vapour
ashore with the spray pump. manifold drain valve. Purge the connection with nitrogen and
when gas readings obtained from a portable meter are less than
j) When all pumpable cargo has been stripped ashore, drain 1.0% CH4 per volume at the vent cocks, all valves are closed
the system back to the final tank. All LNG remaining in the and the vapour arm is ready to be disconnected.
downward leg of the shore arms and at the manifold connection
is to be drained to the tanks through the spray line assisted by h) Disconnect the liquid and vapour arms.
nitrogen pressure from ashore. The LNG and vapour manifolds
are then purged with nitrogen until an acceptable hydrocarbon (Note: Disconnection of the liquid arms may be carried out before purging of
content is reached. the vapour arm depending on the terminal’s preference.)
i) Carry out the final custody transfer.

Procedure to Drain the Shore Arms
j) Open all tank valves to allow for warming up. These are
a) At the DCS graphic display screen T30-435-02 CARGO normally the master valves, filling valves, spray master valves
DISCHARGE, use the trackball to set up for draining the and spray return valves.
system back to the final tank.
k) Set up the LD compressor system for gas burning at sea.
Open Spray header valve to the final tank CS460
b) Request the shore terminal to pressurise the loading arms with

nitrogen gas, when the arms are pressurised to approximately 2
bar open the manifold cooldown bypass valves, one at a time.

CS053, CS062


Illustration 6.7.2a Tank Warm Up CL
014
024
CL
023
CL
01 3
CS
052 Spray Header
CL
77 4 771
079 700 7 72
CG CL CG
054 Liquid Header
CS
072
CG
Vapour Header 1 60
CS
034 15 9
CL CS
158
04 4 CS
CL 157
CS
170 156
3 CG CS
L04
C
033 06 3 0 59
154
CL CS CS 2 CS
C L11
88 71
0 68 C R2 G1
CS C
11 153
CL CS
60 750 110
CS
0 CS CL 152
CS
109
CL
078
CG
8 71
Vapour to Shore CG
CS
260
25 9
CS
258
CS
257
CS
70
C G2 CS
256 No.1 Cargo
7 51
CS
212 CS
254 Tank
CL
27 1 CL102
CG
211
CL
210 3
CL 25 CL101
209 CS
CL 252
CS
7 53 52 360 CL202
CS CS
7 CS
3 59
CS
358
54 CS
CS
7 CG 357
37
0 CS
356 CL201
755 CS No.2 Cargo
CS
CL
31 2
CS
354 Tank
371
CG
311
CL 353
310 CS
801 CL 352
CS CS
30 9
CL
7 07
CL
Spray Pump
787
460 CG
CS Cargo Pump
4 59
CS
4 58
CS
4 57
CS
70 45 6
G4
C L 41
2 C CS No.3 Cargo
4 54 Tank
CS
471
CG CL302
411 874
CL 453
4 10 CS CG 051
CL 45 2 73 CL301 CS
4 09 CS C G8
CL
012
CL
8 72
CG 022
8 75 CL 011
CG 53 CL
C S0
02 1
CL
077
No.4 Cargo CS
061 CG
CG929
Tank 0 62
CG934 CS 071
CG
CL402 065
CS 2
916 LD Comp. 064 L03
CG CS C
CL401
t
Mis tor
CG928 042 031
2 CG CL CL
8 76 epara CG933
95
0
CG S CG904
915 041
CG CL
LD Comp. CS902 LN
1 G
Va
CG935
CS901 po
CG903 ris
CG
91
7 CG CG
9 39 CG927 er
93
0
CG932
9 56
CG 914
CG
CG926
957
CG
2 Key
ter
CG931
a CG902
He CG
947
913
LD CG
955
CG
HD Comp. 1 Cold Vapour

905
FWD
8 77 CG
CG
CG901
Room
H CG
Gas to Boilers in HD HD Comp. Warm Vapour
906
Engine Room CS
94 4
CG


6.7.2 TANK WARM-UP Operating Procedure using the Liquid Header Position Description Valve
When the cargo tanks are completely emptied of liquid residue, they can be During the tank warm up, gas burning may be used by directing some
warmed up with warm cargo vapour. vapour from the heater outlet to the boilers and by manually controlling Open No.2 vapour valve CG270
the operation. Open No.3 vapour valve CG370
The cargo vapour is drawn from the top of the cargo tanks through the vapour
header by the HD compressors, heated by the vapour heater and introduced to a) Install the spool piece to discharge heated vapour to No.1 vent Open No.4 vapour valve CG470
the bottom of the tanks through the liquid filling line. Excess vapour generated from the liquid header. Open Liquid header to vent crossover valve CL700
during the evaporation process should be delivered to the ship’s boilers as fuel
Open No.1 HD compressor discharge valve CG926
or vented to atmosphere via No.1 vent mast. b) Ensure that the spectacle flange between the pressure build up
line and No.1 vent is in the open position. Open No.2 HD compressor discharge valve CG927
The heating operation is continued until the equatorial ring and the tank bottom Open HD heater discharge valve CG955
shell temperature are at least +5ºC, ie. higher than the dew point of the inert c) Fit the elbow piece in the vapour/liquid connection line adjacent
gas. This is to avoid the water content in the inert gas condensing at the tank to valve CL707. Open HD heater to vapour/liquid connection valve CG876
shell. Open Vapour/liquid connection valve CL707
d) Prepare the HD gas heater for use.
If not all tanks have to be warmed up, the same procedure as for all tanks
has to be followed. Tank(s) that are to be inspected have to be completely CAUTION h) At the DCS graphic display screen T30-422-04 CARGO LINE
separated from the other tank(s). The vapour heater should be thoroughly preheated with steam before the SET-UP, use the trackball to prepare the cargo lines ready to
admission of methane vapour. This is to prevent ice formation. supply heated vapour to the tanks down the liquid filling lines.
Select each valve in turn and at the relevant faceplate click on
Warming Up the Cargo Tanks e) Adjust the temperature set point for +80°C. the OPEN soft key to open the valve.
The maximum amount of cargo should be discharged from all the tanks to
Position Description Valve Position Description Valve
reduce the time necessary to vaporise the remaining liquid. The ship returns
to sea and the tanks are circulated with warm vapour supplied through the Set Flow control valve CG944 Open No.1 tank liquid master valve CL112
loading lines by the HD compressor, via the gas heater, at a maximum outlet Open No.2 tank liquid master valve CL212
Set Temperature control valve CG945
temperature of 80ºC. The remaining LNG is vaporised and the excess vapour
generated will be burnt in the boilers. During this time, insulation and hold Open No.3 tank liquid master valve CL312
space pressures must be carefully monitored, as pressures will increase due to CAUTION
warming up. Warming up is considered complete when the temperature of the When returning heated vapour to the cargo tanks, the temperature at the
tank equator is above -20ºC (tank wall temperature approximately +5ºC). The heater outlet should not exceed +80°C. This is to avoid possible damage to Open No.1 tank liquid filling valve CL110
warming up operation should normally take about 54 hours. the cargo piping insulation and cargo valves. Open No.2 tank liquid filling valve CL210
f) Set up the HD compressors in the MANUAL mode (see section Open No.3 tank liquid filling valve CL310
Tank warm-up is part of the gas freeing operations carried out prior to a dry
docking or when preparing tanks for inspection purposes. 4.4.1 HD Compressors) to discharge vapour to the liquid header Open No.4 tank liquid filling valve CL410
via the vapour/liquid connection line. Select AUTO mode at
the graphic display screens T30-427-01 and 02. The READY Open Vapour suction main crossover valve CG872
The duration of the warm-up operation depends on both the amount and
the composition of liquid remaining in the tanks and the temperature of the TO START display is illuminated and the unit is on standby for Open No.1 HD compressor suction valve CG901
tanks. discharge to the liquid header.
Open No.2 HD compressor suction valve CG902
Initially, the tank temperatures will rise slowly as evaporation of the LNG g) Prepare the following manual valves. Open HD heater inlet valve CG938
proceeds, accompanied by high vapour generation and venting. On completion
of evaporation, tank temperatures will rise rapidly and the rate on venting will i) Start the HD compressor(s) from the DCS graphic screen T30-
fall to between 1,000 and 2,000m3/h at steadily increasing temperatures. 427-03 HIGH DUTY COMPRESSOR CONTROL, by clicking
on the START/STOP icon in the screen display to bring up the
Temperatures within the tank are monitored via the DCS system. faceplate and clicking on the START soft key.
Gas burning should continue as long as possible, normally until all the liquid j) Send boil-off gas to the boilers. Carry out a steam dump to
has evaporated, venting has ceased and the tank pressures start to fall. obtain stable boiler combustion.


Illustration 6.7.2a Tank Warm Up CL
014
024
CL
023
CL
01 3
CS
052 Spray Header
CL
77 4 771
079 700 7 72
CG CL CG
054 Liquid Header
CS
072
CG
Vapour Header 1 60
CS
034 15 9
CL CS
158
04 4 CS
CL 157
CS
170 156
3 CG CS
L04
C
033 06 3 0 59
154
CL CS CS 2 CS
C L11
88 71
0 68 C R2 G1
CS C
11 153
CL CS
60 750 110
CS
0 CS CL 152
CS
109
CL
078
CG
8 71
Vapour to Shore CG
CS
260
25 9
CS
258
CS
257
CS
70
C G2 CS
256 No.1 Cargo
7 51
CS
212 CS
254 Tank
CL
27 1 CL102
CG
211
CL
210 3
CL 25 CL101
209 CS
CL 252
CS
7 53 52 360 CL202
CS CS
7 CS
3 59
CS
358
54 CS
CS
7 CG 357
37
0 CS
356 CL201
755 CS No.2 Cargo
CS
CL
31 2
CS
354 Tank
371
CG
311
CL 353
310 CS
801 CL 352
CS CS
30 9
CL
7 07
CL
Spray Pump
787
460 CG
CS Cargo Pump
4 59
CS
4 58
CS
4 57
CS
70 45 6
G4
C L 41
2 C CS No.3 Cargo
4 54 Tank
CS
471
CG CL302
411 874
CL 453
4 10 CS CG 051
CL 45 2 73 CL301 CS
4 09 CS C G8
CL
012
CL
8 72
CG 022
8 75 CL 011
CG 53 CL
C S0
02 1
CL
077
No.4 Cargo CS
061 CG
CG929
Tank 0 62
CG934 CS 071
CG
CL402 065
CS 2
916 LD Comp. 064 L03
CG CS C
CL401
t
Mis tor
CG928 042 031
2 CG CL CL
8 76 epara CG933
95
0
CG S CG904
915 041
CG CL
LD Comp. CS902 LN
1 G
Va
CG935
CS901 po
CG903 ris
CG
91
7 CG CG
9 39 CG927 er
93
0
CG932
9 56
CG 914
CG
CG926
957
CG
2 Key
ter
CG931
a CG902
He CG
947
913
LD CG
955
CG
HD Comp. 1 Cold Vapour

905
FWD
8 77 CG
CG
CG901
Room
H CG
Gas to Boilers in HD HD Comp. Warm Vapour
906
Engine Room CS
94 4
CG


k) Monitor the tank pressure and maintain tank pressure e) Adjust valve CG774 to maintain a pressure of between 40mbar
between 40 and 200mbar by adjusting valve CL700 and the and 200mbar.
compressor(s).
Remainder is as for the procedure using the liquid line as vent line.
l) When the tank pressure starts to decrease, stop the BOG
burning.
m) Monitor the temperatures in each tank. Warm up is completed

when the cargo tank equator temperature is higher than -20°C
and the tank outer shell is more than +5°C.
n) Stop the warm up. Shut off steam to the gas heater and allow
circulation for 10 minutes.
o) Shut down the HD compressors and initiate the set-up for

inerting the cargo tanks.
The excess vapour pressure in the tanks can also be vented to atmosphere
through No.1 vent using the pressure build up line instead of the liquid header
crossover.
Operating Procedure using the Pressure Build Up Main
a) Set the system up as described in the procedure for using

the liquid header, but do not open the liquid header to vent
crossover valve CL700.
b) Prepare the following manual valves:

Open HD heater discharge line block manual valve CG876
Open Pressure build up main to vent manual valve CG774
c) At the DCS graphic display screen T30-422-08 CARGO TANK

EMERGENCY DISCHARGE, use the trackball to open the
crossover from the HD heater discharge to the pressure build
up main. Select the valve and at the faceplate click on the OPEN
soft key to open the valve.

Open HD heater discharge valve to pressure build up main CG787
d) Warm vapour is produced and distributed in the same manner as

described in the procedure for using the liquid header.


Illustration 6.7.3a Inerting Cargo Tanks
Key
Forcing CG917
Vaporiser
CG930 Methane Vapour
No.1 LD CG916
CS906 Comp.
CS905 Inert Gas
CG956 CG947 CG915 No.2 LD

To Boiler in LD Comp.
CL CL
043 CG072 023
CG933 CG928 CG903
CG946 CL CS
CN080 CL CS
CS CS
068 033 063 054 013 052
CG935
CG914 No.1 HD
CG955 CG945 Comp.
HD
From Inert Gas
LNG Vaporiser
Generator in CG944
Engine Room CG913 No.2 HD
Vapour
Comp. CS
801
Return
CG
950 CG871
CS901
Liquid Main
From Nitrogen CS902
CS059
CG872
752
CS060 Nitrogen Bleed
CS754 CG875
CG874 CG873
Nitrogen Purge Exhaust CS751
CG078
to No.4 Vent Mast from CS755
CS763 CS753
CL CS750
Fuel Gas Line 707 CG787
CR715 CG774
CL700
CG772
CG771
CS460 CS360 CS260 CS160
CG470 CG370 CG271 CG270 CG170

CG171
CL CG471 CL CG371 CL CL
CS459 CS359 212 CR281 112 CR181
412 312 CS259 CS159
CL411 CL311
CS254 CS154
CS458 CS358 CS CS258 CS158
CL211 CL111
CS454 354 CS
CS457 CS CS357 CS257 CS157 153
CS CS
CL210 CL110
453 353 CS065 253
CL410 CS456 CL310 CS356 CS256 CS156
CL209
CL109
CL409 CS452 CL309 CS352 CS252 CS152
IG402 IG302 CL042 CS061 IG202 IG102
IG401 IG301 CS CS IG201 IG101
CL
053 051
022
CL CG CL
CS064 032 CS062 071 012
CL111
CL401 CL402 CL301 CL302 CG CL202 CL101 CL102
CL201
077 CL109
CL041 CL031 CL021 CL011


6.7.3 INERTING CARGO TANKS AND PIPELINES Procedure for Inerting Cargo Tanks e) At the DCS CARGO LINE SET UP graphic display screen
T30-423-01, use the trackball to open the liquid manifold valve
a) Connect the spool piece between the inert gas manifold and connected by the spool piece to the IG manifold.
Inerting Before a Dry Dock Period No.3 port liquid line manifold.
Before air is introduced into the cargo system, it is essential that all b) Prepare the inert gas generator (see section 4.7.1, Inert Gas
hydrocarbons are purged from the system to prevent the formation of Open No.3 port liquid manifold valve CL034
Generator). The IG generator indicator panel will now show the
flammable mixtures. The objective of this operation is to replace all the unit is ready for use.
methane gas in the cargo tanks and cargo pipework with inert gas. This is
f) Start the inert gas production (see section 4.7.1, Inert
carried out as an intermediate step between warming up and aeration. c) At the DCS graphic display screen T30-422-09 CARGO TANK Gas Generator). When the oxygen content is satisfactory,
INERTING AND AERATION, use the trackball to prepare the (approximately 2% or less) the system will open valve H-11
This procedure is basically the same as for inerting after refit, but with the cargo tanks ready for inerting. Select each valve in turn and at which allows the inert gas to pass into the main aeration header
following differences: the relevant faceplate click on the OPEN soft key to open the and close valve H-2 (discharge to atmosphere).
• Completion of each step in purging has the object of achieving valve.
a hydrocarbon concentration of 1% volume or less. g) Once a steady flow of inert gas with a low oxygen content has
• Before starting the operation, it should be verified that the tank Position Description Valve been established, the unit can be run in the automatic mode.
equator temperatures are above -20ºC and the tank shell above Open No.1 tank liquid master valve CL112
+5ºC. h) At the DCS graphic display screen T30-422-09 CARGO TANK
Open No.1 tank filling valve CL110 INERTING AND AERATION use the trackball to regulate the
At the end of the inerting process, aeration immediately follows. The inert gas Open No.1 tank pump discharge valves CL111, CL109 flow of IG to the tanks by use of regulator vent valve CG771.
plant is not completely shut down, but is vented via the funnel while changing
Open No.2 tank liquid master valve CL212 The purging of the manifold lines is carried out by opening the block and
over to the air production mode. During the changeover to air production, the
valves will be lined up ready for aeration. Open No.2 tank filling valve CL210 manifold valves not in use and venting through the sample points. The sample
points, situated next to the cargo pump discharge valves, can be used to purge
Open No.2 tank pump discharge valves CL211, CL209 the pump discharge line.
After heating the tanks, they are to be purged with inert gas to remove
the cargo vapour before air is admitted. This is to avoid the formation of Open No.3 tank liquid master valve CL312
an explosive mixture. This gas freeing is to be accomplished by means of Purging of the spray lines is carried out by introducing IG from the liquid main
the inert gas plant. to the spray header at the manifold crossover valves and back to the cargo
Open No.3 tank pump discharge valves CL309, CL311 tanks via the spray header tank inlet valves.
Before the inert gas line is connected to the cargo system, it must be blown Open No.4 tank liquid master valve CL412
through with air using the inert gas blower to avoid any debris entering the The cargo machinery room pipelines can also be purged at this time.
cargo system.
Open No.4 tank pump discharge valves CL411, CL409 The graphic display screen, SHIP OVERVIEW OV0001, gives entry to the
The inert gas must not be introduced to the cargo tanks before the tank equator graphic screens for the Cargo, Spray lines, Compressors, Heaters, Nitrogen
Open No.1 regulator vent valve CG771 and Inert Gas systems, from which the relevant line sections can be accessed
temperatures are above -20ºC and the tank shell above +5ºC while the inert
gas system is operating at the required O2 and soot levels and the dew point is to allow purging with inert gas and air drying.
less than -25ºC. d) Prepare the following manual valves.
l) When all cargo tanks and relevant pipework have been purged
All cargo tanks are to be inerted in parallel if possible, to take advantage of with inert gas and the sample readings confirm a methane
the piston effect due to the difference in specific gravity between the LNG content of no more than 2%, the tanks are ready for aeration.
Open Vapour main crossover to No.1 vent valve CG772 Using the graphic display screens T30-430-01 and T30-422-09
vapour and the inert gas.
Open No.3 port manifold block valve CL033 prepare to supply dry-air for aeration.
Before the inert gas operation is stopped, it should be carefully checked that all
Open No.1 vapour valve CG170 WARNING
‘blind ends’ in the cargo system have been opened, such as cargo compressors,
heaters, vaporisers, spray lines, manifolds not in use, Whessoe gauge heads Open No.2 vapour valve CG270 Inert gas from this generator and pure nitrogen will not sustain life.
etc.. Great care must be exercised to ensure the safety of all personnel involved
Open No.3 vapour valve CG370 with any operation using inert gas of any description in order to avoid
The readings of the methane content in the cargo tanks and cargo lines, taken Open No.4 vapour valve CG470 asphyxiation due to oxygen depletion.
by a portable gas detector, must be below 3% by volume at all locations.


Illustration 6.7.3b Inerting Cargo Pipelines
Cargo Machinery Room Spool Piece
CR Key
Forcing 982 CG917
Vaporiser
No.2 LD CG916
CR099 CR094 CR088 CR084
CS906
Comp.
Inert Gas
CS905 CG079
CG957 CG934 CG929 CG904 CL044 CL034 CL024 CL014

CL CL
043 CG072 023
CG933 CG928 CG903
CG946 CL CN CL
CS CS 080 CS CS
CG935 033 063 013 052
068 054
CG914 No.2 HD
CG955 CG945 Comp.
HD
From Inert Gas Heater CG938 CG932 CG927 CG902
LNG Supply to
Generator in CG944 LNG Vaporiser
981 Comp. CS Return
801
CG
950 CG871
CS901
CR092
Liquid Main
From Nitrogen CS902
CS059
CG872
Engine Room CG876 CS CR712 Cargo Hose
CS754 CG875 CR
CR
CS755 CS751 710
CR714
CL700
CG772
CG771
CS460 CS360 CS260 CS160
CR480 CR380 CR280 CR180

CG CG CR388 CG CG
470 CR481 370 CR381 270 170
CR483 CR482 CR383 CR382 CS359 CR281 CR181
412 CS459 312 212 CR288 112
CR381 CR097 CS259 CS159
CL411 CL311
CS CS254 CS154
CS458 CS358 CS258 CS158
354 CL211 CL111
CS454 CS
CS457 CS CS357 CS257 CS157 153
CS CL210 CS
453 CL110
353 CS065 253
CL410 CS456 CL310 CS356 CS256 CS156
CR091 CL209 CL109
CL409 CS452 CL309 CS352 CS252 CS152
IG402 IG302 CL042 CS061 IG202 IG102
IG401 IG301 IG201 IG101
CS
CL
053 CS
022
051
CL CG CL
CS064 032 CS062 071 012
CR096 CR090 CR086 CR082

077
CL041 CL031 CL021 CL011
CR095 CR089 CR085 CR081
No.2 Cargo Tank No.1 Cargo Tank



Illustration 6.7.4a Aerating Cargo Tanks
CR
Forcing 982 CG917
Vaporiser Key
CG930
No.2 LD CG916
CR099 CR094 CR088 CR084
CS906
Comp. Inert Gas
CS905
Dry Air
CL CL
043 CG072 023
CG933 CG928 CG903
CG946 CL CN CL
CS CS CS CS
033 080 013
CG935 068 063 054 052
CG914 No.2 HD
CG955 CG945 Comp.
HD
981
Comp. CS Return
801
CG
950 CG871
CS901
CR092
Liquid Main
From Nitrogen CS902
CG872 CS059
Engine Room CR712
CG876 CS CS060 Nitrogen Bleed
CS754 CG875 752
CR
CR
Nitrogen Purge Exhaust 716 CR CS751
CG078
CS755 710
to No.4 Vent Mast from 717 CS753 CS750
CL
CR714
CL700
CG772
CG771
CS460 CS360 CS260 CS160
CR480 CR380 CR280 CR180

CG CG CR388 CG CG
470 CR481 370 CR381 270 170
CR483 CR482 CR383 CR382 CS359 CR281 CR181
412 CS459 312 212 CR288 112
CR381 CR097 CS259 CS159
CL411 CL311
CS254 CS154
CS458 CS358 CS CS258 CS158
CL211 CL111
CS454 354 CS
CS457 CS357 CS257 CS157
CS CS CS 153
CL210 CL110
453 353 CS065 253
CL410 CS456 CL310 CS356 CS256 CS156
CR091 CL209 CL109
CL409 CS452 CL309 CS352 CS252 CS152
IG402 IG302 CL042 CS061 IG202 IG102
IG401 IG301 CS IG201 IG101
CL
053 CS
022
051
CL CG CL
CS064 032 CS062 071 012
CR096 CR090 CR086 CR082

077
CL041 CL031 CL021 CL011
CR095 CR089 CR085 CR081


6.7.4 AERATING CARGO TANKS AND PIPELINES Position Description Valve
Open Liquid main crossover to No.1 vent valve CL700
Aeration using the Vapour Header Open No.1 vapour valve CG170
At the DCS graphic display screen T30-422-09 CARGO TANK INERTING Open No.2 vapour valve CG270
AND AERATION open the faceplate for INERTING/AERATION and click Open No.3 vapour valve CG370
on AERATION the bend at the manifold change to connect from the Inert Gas
line to the Vapour manifold.
e) At the DCS graphic display screen T30-423-01 CARGO LINE

Procedure for Aerating Cargo Tanks using the Vapour
SET UP, use the trackball to open the vapour manifold valve
Header connected by the spool piece to the IG manifold.
Dry-air is introduced to the cargo tank from the IG generator unit via the
vapour header and the displaced IG discharged to atmosphere through the
liquid header and No.1 vent mast riser. Open Port vapour manifold valve CG079
a) Connect the spool piece between the inert gas manifold and the f) When the oxygen content is satisfactory (approximately 20%)
port vapour line manifold. and the dew point is down to -45°C, open valve H-11 to allow
the dry-air to pass into the main aeration header and close valve
b) Prepare the inert gas generator in the MANUAL mode to supply H-2 (discharge to atmosphere). Adjust the liquid header manual
dry-air then switch over to AUTO. The IG generator indicator valve to No.1 vent mast to maintain a pressure of 70 to 80mbar
panel will now show the unit is ready for use. in the cargo tanks.
c) At the DCS graphic display screen T30-422-09 CARGO TANK g) Monitor the dew point of each tank by taking a sample at the
INERTING AND AERATION, use the trackball to prepare the vapour domes. When the dew point is -25°C or less, close the
cargo tanks ready for aerating. Select each valve in turn and at filling and vapour valves of the tank.
the relevant faceplate click on the OPEN soft key to open the
valve. h) When all the tanks and pipework have been dried out, continue
to aerate until the tanks have been checked by a qualified
Position Description Valve chemist and a Fit for Entry certificate has been issued.
i) During aeration flush through the upper cargo tank sampling
Open No.1 tank filling valve CL110 point to clear the dome area.
d) Prepare the following manual valves.


Illustration 6.7.4b Aerating Cargo Pipelines
CR Key
Key
Forcing 982 CG917
Vaporiser CG930 InertGas
Gas
Inert
No.2 LD CG916
CR099 CR094 CR088 CR084
CS906
Comp.
Dry Air
Dry Air
CS905

CL CL
043 CG072 023
CG933 CG928 CG903
CG946 CL CN CL
CS CS CS CS
033 080 013
CG935 068 063 054 052
CG914 No.2 HD
CG955 CG945 Comp.
HD
From Inert Gas Heater CG938 CG932 CG927 CG902
Generator in CG944
Engine Room CR LNG Vaporiser CG913 No.1 HD
981
Comp. CS
801
CG
950 CG871
CS901
CR092
Liquid Main
From Nitrogen CS902
CG872 CS059
Engine Room CR712
CG876 CS752
CS754 CG875 CR
711 Inert Gas/Air
CR
Nitrogen Purge Exhaust 716 CR CS751
CG078
CS755 710
to No.4 Vent Mast from 717 CS753 CS750
CL
CR714
CL700
CG772
CG771
CS460 CS360 CS260 CS160

CG CG
CR480 CG CR380 CR280 CR180
470 CR388 270 CG
CR481 370
CR381 170
CR483 CR482 CR383 CR382 CS359 CR281 CR181
412 CS459 312 212 CR288 112
CR381 CR097 CS259 CS159
CL411 CL311
CS254 CS154
CS458 CS358 CS CS258 CS158
CL211 CL111
CS454 354 CS
CS457 CS CS357 CS257 CS157 153
CS CS
CL210 CL110
453 353 CS065 253
CL410 CS456 CL310 CS356 CS256 CS156
CR091 CL209 CL109
CL409 CS452 CL309 CS352 CS252 CS152
IG402 IG302 CL042 CS061 IG202 IG102
IG401 IG301 CS IG201 IG101
CL
053 CS
022
051
CL CG CL
CS064 032 CS062 071 012
CR096 CR090 CR086 CR082

077
CL041 CL031 CL021 CL011
CR095 CR089 CR085 CR081


Aeration of Cargo Pipelines before Dry Dock
During the aeration of the cargo tanks the aeration of the various pipelines
can be carried out at the same time.
Procedure for Aerating Pipelines
a) During aeration dry-air is introduced into each tank through

the vapour header and the diluted IG is forced out through
the liquid header to be vented to atmosphere through No.1 vent
riser mast.
b) The aeration of the liquid manifolds lines is carried out by

opening the block and manifold valves not in use and venting
through the sample points. The sample points, situated next
to the cargo pump discharge valves, can be used to aerate the
pump discharge lines.
c) Aeration of the spray lines is carried out by introducing dry-

air from the liquid main to the spray header at the manifold
crossover valves and back to the cargo tanks via the spray
header tank inlet valves.
d) Aeration of the cargo machinery room pipelines can also be

carried out at this time
The graphic display screen, SHIP OVERVIEW OV0001, gives entry to the
graphic screens for the Cargo, Spray lines, Compressors, Heaters, Nitrogen
and Inert Gas systems, from which the relevant line sections can be accessed
to allow purging with inert gas and air drying.
e) When all the tanks and pipework have been dried out, continue
to aerate until the tanks have been checked by a qualified
chemist and a Fit for Entry certificate has been issued.

PART 7: EMERGENCY PROCEDURES
Illustrations
7.1 LNG Liquid Leakage to Drip Pan
7.1.1a Inerting Hold in Case of Cargo Leak Condition
7.1.1 Inerting Hold in Case of Cargo Leak Condition
7.2.1a Use of Eductors for Water Removal
7.2 Water Leakage to Cargo Hold Spaces 7.3.1a Emergency Discharge of Cargo
7.2.1 Use of Eductors for Water Removal 7.5.1a One Tank Warm-Up
7.5.2a One Tank Gas Freeing

7.3 Failure of Cargo Pumps - Emergency Discharge
7.3.1 Emergency Discharge of Cargo 7.5.3a One Tank Aeration
7.4 Fire and Emergency Breakaway
7.5 One Tank Operation

7.5.1 One Tank Warm-Up
7.5.2 One Tank Gas Freeing
7.5.3 One Tank Aeration
7.6 Ship to Ship Transfer

7.6.1 General Safety
7.6.2 Pre-Mooring Preparations
7.6.3 Mooring
7.6.4 Transfer Operations
7.6.5 Unmooring
7.7 LNG Jettison


Illustration 7.1.1a Inerting Hold in Case of Cargo Leak Condition
Forcing CG917
Vaporiser
CG930
No.1 LD Key
CG916
CS906
Comp.
CS905 Inert Gas
CG956 CG947 CG915 No.2 LD

Engine Room Heater CL CL
CG939 CG072
043 023
CG933 CG928 CG903
CG946 CL CS
CN080 CL CS
CS CS
068 033 063 054 013 052
CG935
CG914 No.1 HD
CG955 CG945 Comp.
HD
Engine Room CG913 No.2 HD
Comp. Vapour
CS
801 Return
CG
950 CG871
CS901
Liquid Main
From Nitrogen CS902
CS059
CG872
CS754 CG875
CG874 CG873
Nitrogen Purge Exhaust CS751
CG078
to No.4 Vent Mast from CS755 CS753
CL CS750
Fuel Gas Line 707 CG787 CG774
CL700
CG772
CG771
CS460 CS360 CS260 CS160
CG470 CG370 CG270 CG170
CL CG471 CL CG371 CL CG271 CL CG171

412 312 CS 212 112
CS459 359 CS259 CS159
CL411
CL311
CS458 CS358 CS258 CS158
CS354 CL211 CS253 CL111 CS154
CS454 CS
CS457 CS357 CS CS257 CS157 153
CS
353 CL210 CS CL110
453 CS065
CS456 CL310 CS356 CS256 254 CS156
CL410
CL209 CL109
CL409 CS452 CL309 CS352 CS252 CS152
IG402 IG302 CL042 CS061 IG202 IG102
IG401 IG301 CS CS IG201 IG101
CL
053 051
022
CL CG CL
CS064 032 CS062 071 012
CL401 CL402 CL301 CL302 CG CL202 CL101 CL102

CL201
077
CL041 CL031 CL021 CL011


7.1 LNG LIQUID LEAKAGE TO DRIP PAN Procedure to Inert a Hold
7.1.1 INERTING HOLD IN CASE OF CARGO LEAK a) Start the inert gas production (see section 4.7.1, Inert Gas
CONDITION Generator). The IG generator indicator panel will now show the
unit is ready for use.
A serious failure of the tank structure, allowing liquid into the insulation space
or hold space, will be indicated as follows: b) At the DCS graphic display screen T30-422-09 CARGO TANK
INERTING AND AERATION, use the trackball to prepare the
1) A rapid increase in the methane content of the affected space. hold space ready for inerting. Select each valve in turn and at
the relevant faceplate click on the OPEN soft key to open the
2) Low temperature alarms at the temperature sensors in the valve.
surrounding areas.
3) A general lowering of inner hull steel temperatures.
Open No.3 hold IG inlet valve IG302
4) Possible liquid alarms in the surrounding areas.
c) Connect a flexible cargo hose between the hold space manual
5) Possible gas alarms in the surrounding areas. vent valve IG301 situated on the top of the hold space, to the
flange on No.3 vent riser.
Any liquid flow from the upper hemisphere will be collected in the drain
channel formed by the upper ring stiffener of the skirt. There are four drain d) Start the inert gas production. When the oxygen content is
pipes, port, starboard, forward and aft of the tanks, which lead any cargo satisfactory (approximately 2% or less) use the trackball to open
leakage to the catch basin. Any liquid flow in the lower hemisphere will be valve H-11, which allows the inert gas to pass into the main
led to the catch basin by a drain pipe at the south pole. aeration header and close valve H-2 (discharge to atmosphere).
Any liquid collecting in the catch basin will raise a liquid alarm via the DCS e) Once a steady flow of inert gas with a low oxygen content has
system. Whether the liquid is LNG cargo due to a tank leakage, or water due been established, it is possible to set up the unit to run in the
to leakage from the water ballast tanks, can be determined by observing the gas automatic mode.
detector and the temperature indicators. A low temperature (-100º to -163ºC for
LNG) indicates cargo leakage, while temperatures above 0ºC indicate water f) Take samples from the outlet pipe sample point at the top of the
leakage. hold space to test for hydrocarbon content, and verify that the
oxygen content of the inert gas remains below 1%.
If the leakage of cargo into the hold space is observed, the oxygen content
of this space must be reduced to below the explosive limit by the use of g) When the hydrocarbon content sampled from the hold space
inert gas or nitrogen. outlet falls below 1.5%, shut in the space, stop the inert gas
supply and shut down the inert gas plant.
Inert gas is introduced via the hold space aeration header to the hold space
bottom and is exhausted to the atmosphere from the top of the hold space.


Illustration 7.2.1a Use of Eductors for Water Removal Typical Section
Blowing Connection Key

With Blank Flange
Sea Water
Bilge Well
Fire Main Line Cargo Tank
Scupper Pipe
(Port & Starboard)
For Pipe Duct
Forward
L.W.L.
Elevation
For Pipe Side WB Side WB
Duct Aft Tank Tank
Elevation From
Fire Main Pipe Duct
From
Under Deck Passage Fire Main
Steering Gear Room

Pipe For Bilge Well
Overboard Pipe For
Aft Peak Tank FO Catch Basin
Cofferdam
Discharge Overboard
Settling Discharge
FO
Tank.
Engine Room Tank
(P&S)
Void
Cooling Water (For Void) Centre No.1
Tank BG-25 BG-13 WB Tank
Pipe (Centre)
Duct
Fire Main Line
From Engine To Forward

Room Fire Main BF-59 BF-54 BF-49 BF-46 BF-31 BF-26 Fire Main
BG-29 BG-27 BF-21
System
BG-21 BG-17 BG-15
BG-22 BG-20 BG-16 BG-14

Cofferdam Bilge Bilge Bilge Bilge
Well Well Well Well
Steering Gear Sewage Shore
Room Connection (P&S) Void
Void Void
Void
Rope Space
BG-28 BG-26
Expanded Metal Wall
Bilge Shore
Connection
(P&S)


7.2 WATER LEAKAGE TO CARGO HOLD SPACES g) Blow through the eductor supply and discharge lines with
compressed air to remove any water from them.
7.2.1 USE OF EDUCTORS FOR WATER REMOVAL
h) When lines are empty of water, disconnect air supply and refit
Ballast water leakage from the wing tanks to the hold spaces can occur through all the blank flanges.
fractures in the inner hull plating. If the leakage remains undetected and water
accumulates in these spaces, ice may be formed. Ice accumulation can cause
deformation, and possible rupture of the tank insulation. The resultant cold
conduction paths forming in the insulation may cause cold spots to form.
To reduce the risk of damage from leakage, each cargo tank hold space is
provided with water/leakage detection units.
The leakage protection system also includes a method of collecting and

accumulating small leaks of liquid cargo as well as water. The water is
collected in the rose box situated at the after end of the hold space under the
cargo tank. The water leakage collects in this sump, where the monitoring
equipment is installed. The equipment is used as both a liquid indicator and
a temperature indicator to raise alarms in the CCR via the DCS system. Gas
detectors are situated in different areas of the hold space.
Any liquid collecting in the sump will raise a liquid alarm via the DCS
system. Whether the liquid is LNG cargo due to a tank leakage, or water due
to leakage from the water ballast tanks, can be determined by observing the gas
detector and the temperature indicators. A low temperature (-100º to -163ºC for
LNG) indicates cargo leakage, while temperatures above 0ºC indicate water
leakage.
Procedure for the Removal of Water from No.4 Hold
A bilge ejector is installed in the sump to empty the area when required. If the
hold space has to be emptied of water, the procedure is as follows:
a) Remove the blank flange covering the eductor discharge on the

main deck.
b) Set up the fire and bilge pump to supply water to the eductor
supply line from the SHIP SIDE VALVES graphic display
screen T30-408-04 and FIRE PUMP SYSTEM T30-447-01.
c) Open the eductor inlet valve BF59.
d) Start the fire and bilge pump. Water is drained from the sump
and discharged overboard valve.
e) On completion, shut the inlet valve BF59 to the eductor.
f) Remove the blank flange at the blowing connection and connect

to the deck air supply using a flexible hose.


Illustration 7.3.1a Emergency Discharge of Cargo
Cargo Machinery Room Mist Separator
Key
Forcing CG919 CG957
Vaporiser Methane Liquid
No.2 LD CG905
CS906
Comp.
Methane Vapour
CS905 CL044 CL034 CG079 CL024 CL014
CG957 CG934 CG929 CG904
CG902
CG956
CG947
No.1 LD
CG072
Engine Room Heater CG939 CL043 CL023
CG933 CG928 CG903 CS CS CN080 CS CS061
CG946 068 063
CG911 054
CG935 CL033 CL013
No.2 HD
CG955 CG945 Comp.
HD
Heater CG938
LNG Supply to
From Inert Gas CG932 CG927 CG902
CG908 LNG Vaporiser
Generator in CG944
Engine Room LNG Vaporiser No.1 HD Vapour
CG931 CG926 Comp. CS Return
801
Spray Main
CG901
CG950
CG871
CS902 CS901
Liquid Main
From Nitrogen
CS060 CS059
Engine Room CG876 CG87 5 CG872 CS Cargo Hose
761 Nitrogen Bleed
CG754
CG874 CG873
NG414
CS751
to No.4 Vent Mast from CS755 CS752 CS750
Fuel Gas Line CL707 CG773
CG770
CL700
CG772
CG771
CS460 NG404 CS360 CS160

CS260 NG204 NG104
CS CG CG
470 NG304 270 170
CL CS CL CL
CL 370
CS359 CG CS259 CS159
412 CS459 312 212 271 112
CG CG CG
471 371 171
CS458 CS358 CS258 CS158 CS154
CS254
CS454
CL411 CS457 CL311 CS357 CS354 CL211 CS257 CL111 CS157
CS153
CS453 CS353
CS253
CS456 CS356 CS256 CS156
CL410 CL310 CS056 CL210 CL110
CL409 CS452 CL309 CS352 CL209 CS252 CL109 CS152

IG402 IG302 CS CS061 IG202 IG102
IG401 IG301 062 IG201 IG101
CL042 CL012
CS CS CS
064 053 051
CL032 CL022
CG071
CL041 CL031 CL021 CL011

CG077


7.3 FAILURE OF CARGO PUMPS - EMERGENCY Procedure for Emergency Discharge using Vapour Pressure i) Once cooldown of the spray header to No.3 tank is complete,
DISCHARGE shut in valve CS359 to allow the remainder of the spray line to
cool down.
a) Discharge the contents of No.1, 3 and 4 cargo tanks, leaving
7.3.1 EMERGENCY DISCHARGE OF CARGO approximately 1,500m3 in No.3 cargo tank. This quantity of
liquid will provide the required volume of vapour. j) After the spray pump is started, the discharge valve CS352
If the two cargo pumps in any one cargo tank fail, the remaining cargo can is automatically opened slowly into the spray header and
be transferred to any other tank by vapour pressurisation above the liquid b) Complete normal unloading procedures and final gauging of commences discharge to the vaporiser.
in the affected tank. The rate of transfer is controlled by regulating the cargo, then sail from the port to an open sea area.
pressure within the tank. (Note: Under normal operating conditions, the LD compressor will continue
c) Connect the flexible cargo hose from No.2 cargo tank dome to supply BOG to the boilers through the gas heater from No.1, 3 and
The transfer operation would normally take place at sea after the completion inlet flange to the nearby flange on the pressure build up line. 4 cargo tanks during the cargo transfer.)
of unloading and gauging of the tanks. The ship would then return to complete
the unloading operation prior to the inerting, aerating and replacement of d) From the DCS graphic display screen T30-460-02 AUTOMATIC
the defective cargo pumps. SPRAY CONTROL set the SPRAY INHIBIT to the ON position,
Procedure to Transfer the Cargo using Vapour Pressure
using the trackball and faceplate.
Control of this operation would be by remote manual control from the DCS The vaporiser is set up in the MANUAL mode.
system in the CCR, with personnel available on deck for local monitoring. e) At the DCS graphic display screen T30-460-01 CARGO SPRAY
PUMPS AND LINES, use the trackball to select MANUAL to (Note: Ensure that the vaporiser has been warmed through before introducing
Full safety precautions are to be implemented as for any normal cargo transfer prepare the spray lines ready to cool down the spray header cold LNG liquid to avoid thermal shock.)
operation. These include: using No.3 tank spray pump. Select each valve in turn and at
• Fire hoses laid out and pressurised the relevant faceplate click on the OPEN soft key to open the a) Adjust the set point of the temperature control valve to -60°C.
valve.
• Dry powder system available
b) Adjust the set point of the pressure control valve CG771 to
• Safety personnel patrolling the cargo areas during the full Position Description Valve 200mbar (or the required value).
operations of purging, cooldown and pressurised transfer of
Open No.3 spray pump discharge valve approximately 15% CS352
LNG c) Prepare the following manual valves:
Open No.3 tank spray return CS359
Using this method, cargo is pressed up and displaced into the filling line by Position Description Valve
means of increased vapour pressure above the liquid. The increased pressure
f) Prepare the following manual valves, the vapour header tank Open Spray header supply valve to LNG vaporiser CS752
is obtained by pumping LNG from the other cargo tanks using the spray pump
valves would normally be open.
to the vaporisers. The vapour is introduced into the required tank through a Open Vaporiser outlet valve CG950
flexible connection from the pressure build up line to the tank dome inlet. The
flow lines for LNG vapour, liquid LNG and for the displaced LNG are shown Position Description Valve Open Vaporiser outlet to HD and LD compressors CG873
in illustration 7.3.1a. The illustration also shows the vapour supply line to the Open No.3 tank spray master valve CS354 CG872
other cargo tanks and the spray liquid suction from cargo tank No.3.
Open No.1, 3 and 4 tank vapour header valves CG170, CG370
CG470 d) At the DCS graphic display screen T30-424-01 CARGO
The cargo tank relief valves are of the pilot operated type and the normal set VAPORISER, use the trackball to prepare the LNG vaporiser
pressure is 0.25 bar. Two extra pilot valves can be attached to the top of the Close No.2 tank vapour header valve CG270 for use. Select each valve in turn and at the relevant faceplate
original pilot valve raising the set pressure to 1.86 bar if only one is attached click on the OPEN soft key to open the valve.
Open Vapour crossover valve to No.1 vent mast CG772
the set pressure is raised to 1.1 bar. (See section 4.11.1 Cargo Tank Relief
Valves)
g) Start No.3 spray pump by clicking on the START/STOP icon Position Description Valve
The high pressure alarm for the tank to be pressurised should be during in the T30-460-01 screen display to bring up the faceplate and Auto Vaporiser inlet control valve CS901
emergency discharge is set for 0.9 bar and the high high alarm is set for 1.8 clicking on the START soft key.
Auto Vaporiser bypass control valve CS902
bar.
h) The No.3 spray pump is started in sequence after the spray
For this example, it is assumed the pumps have failed in cargo tank No.2. The discharge valve CS352 is opened, to allow minimum flow and
transfer of cargo from No.2 cargo tank to No.1 cargo tank is explained. to cool down the spray header.


Illustration 7.3.1a Emergency Discharge of Cargo
Cargo Machinery Room Mist Separator
Key
Forcing CG919 CG957
Vaporiser Methane Liquid
No.2 LD CG905
CS906
Comp.
Methane Vapour
CS905 CL044 CL034 CG079 CL024 CL014
CG957 CG934 CG929 CG904
CG902
CG956
CG947
No.1 LD
CG072
Engine Room Heater CG939 CL043 CL023
CG933 CG928 CG903 CS CS CN080 CS CS061
CG946 068 063
CG911 054
CG935 CL033 CL013
No.2 HD
CG955 CG945 Comp.
HD
Heater CG938
LNG Supply to
From Inert Gas CG932 CG927 CG902
CG908 LNG Vaporiser
Generator in CG944
Engine Room LNG Vaporiser No.1 HD Vapour
CG931 CG926 Comp. CS Return
801
Spray Main
CG901
CG950
CG871
CS902 CS901
Liquid Main
From Nitrogen
CS060 CS059
Engine Room CG876 CG87 5 CG872 CS Cargo Hose
761 Nitrogen Bleed
CG754
CG874 CG873
NG414
CS751
to No.4 Vent Mast from CS755 CS752 CS750
Fuel Gas Line CL707 CG773
CG770
CL700
CG772
CG771
CS460 NG404 CS360 CS160

CS260 NG204 NG104
CS CG CG
470 NG304 270 170
CL CS CL CL
CL 370
CS359 CG CS259 CS159
412 CS459 312 212 271 112
CG CG CG
471 371 171
CS458 CS358 CS258 CS158 CS154
CS254
CS454
CL411 CS457 CL311 CS357 CS354 CL211 CS257 CL111 CS157
CS153
CS453 CS353
CS253
CS456 CS356 CS256 CS156
CL410 CL310 CS056 CL210 CL110
CL409 CS452 CL309 CS352 CL209 CS252 CL109 CS152

IG402 IG302 CS CS061 IG202 IG102
IG401 IG301 062 IG201 IG101
CL042 CL012
CS CS CS
064 053 051
CL032 CL022
CG071
CL041 CL031 CL021 CL011

CG077


e) Prepare the manual inlet valve to No.2 cargo tank. (Note: The vaporiser must be monitored locally during this operation.) q) At the DCS graphic display screen T30-422-08 CARGO TANK
EMERGENCY DISCHARGE, use the trackball to close the
Position Description Valve j) Ensure that the tank pressure does not rise too close to the crossover from the HD heater discharge to the pressure build
setting of the safety valve. up main and all valves on the heater and No.1 HD compressor.
Open No.2 tank dome inlet valve CG271
k) Ensure that the pressure in the receiving tank is maintained r) At the DCS graphic display screen T30-422-04 CARGO
f) At the DCS graphic display screen T30-422-08 CARGO TANK at about its normal operating value by using the BOG in the LOADING, use the trackball to close the loading lines on No.1
EMERGENCY DISCHARGE, use the trackball to open the boilers or venting through No.1 vent mast riser. and 2 cargo tanks. Select the valve and at the faceplate click on
following valves. Select the valve and at the faceplate click the SHUT soft key to close the valve.
on the OPEN soft key to open the valve. In addition select l) When the transfer from No.2 to No.1 cargo tank is completed,
tank No.2 for emergency discharge, and set the HD heater stop the transfer of cargo by stopping No.3 spray pump and Position Description Valve
temperature to -600C. No.1 HD compressor.
Close No.1 tank filling valve CL110
m) Leave the steam on the vaporiser and HD heater until all the Close No.1 tank liquid master valve CL112
LNG has vaporised and the line warmed up.
Close No.2 tank filling valve CL210
Open HD heater outlet to pressure build up line CG876, CG787
Open Inlet, outlet and bypass valves to No.1 CG901 n) Shut down the vaporiser and valves. At the DCS graphic display Close No.2 tank liquid master valve CL212
HD compressor CG908,CG926 screen T30-424-01 CARGO VAPORISER, use the trackball to
close down the vaporiser.
Open HD heater inlet, outlet and bypass valves CG938, CG944 s) Remove the two extra pilot valves from the top of the original
CG945, CG955 pilot valve.
g) At the DCS graphic display screen T30-422-04 CARGO Close Vaporiser inlet control valve CS901 t) The adjustment and re-adjustment of the safety valves is to be
LOADING, use the trackball to open the loading lines on No.1 carried out under the supervision of the Master and recorded in
Close Vaporiser bypass control valve CS902
and 2 cargo tanks. Select the valve and at the faceplate click on the ship’s log book.
the OPEN soft key to open the valve.
o) Close following manual valves: u) Restore all alarms to their normal operating settings.
Close Vaporiser outlet control valve CG950
Close Spray header supply valve to LNG vaporiser CS752
p) Re-open No.2 tank vapour header manual valve.
h) Start sending LNG to the vaporiser with No.3 spray pump and
start the No.1 HD compressor.
Open No.2 cargo tank vapour header valve CG270
Close No.3 tank spray return valve CS359
i) Monitor No.2 cargo tank pressure increase and the cargo

transfer rate. The tank pressure will rise rapidly during the first
hour or so, until set point for HD compressor reached. Then, as
the tank level falls, the liquid to the vaporiser may have to be
increased to maintain the flow. Regulate the cargo tank pressure
by increasing or decreasing the liquid flow into the vaporiser.


7.4 FIRE AND EMERGENCY BREAKAWAY
All terminals have their own requirements regarding when it is unsafe for
a vessel to remain alongside a terminal. These are normally outlined in the
terminal handbook.
In case of a fire or emergency developing, either on board or ashore the

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

sounded as per the terminal’s requirements (as detailed in the
ship/shore checklist). Ship’s personnel should move away from
the manifold areas immediately.
b) Ship and shore emergency procedures will be put into

operation.
c) The ESD2 system will be activated, resulting in the cargo arms

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

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

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

informed of the situation.


Illustration 7.5.1a One Tank Warm-Up CL
014
024
CL
023
CL
01 3
CS
052 Spray Header
CL
774 771
700 7 72
CL CG
0 54 Liquid Header
CS
072
CG
Vapour Header 1 60
CS
034 15 9
CL CS
158
044 CS
CL 157
CS
170 156
3 CG CS
L04
C 3 063 0 59
154
CL
03 CS CS 2 CS
C L11
71
G1
068 C
CS
111 153
CL CS
60 750 110
CS
0 CS CL 152
CS
109
CL
078
CG
8 71
Vapour to Shore CG
CS
260
25 9
CS
258
CS
257
CS
70
C G2 CS
256 No.1 Cargo
7 51 212
CS CL
CS
254 Tank
27 1
CG CL102
211
CL
210 253
CL CS CL101
209 252
CL CS
7 53 52 360 CL202
CS CS
7 CS
3 59
CS
358
CS
754 CG 357
CS 37 CS
0
356 CL201
7 55 CS No.2 Cargo
CS
CL
31 2
CS
354 Tank
71
C G3
311
CL 353
310 CS
8 01 CL 352
CS CS
787 30 9
CG CL
7 07
CL
Spray Pump
460
CS Cargo Pump
4 59
CS
4 58
4 80 CS
CR 4 57
CS
70 45 6
G4
C L 41
2 C CS No.3 Cargo
4 54 Tank
CS
47 1
CG CL302
CG
411 874
CL 453
4 10 CS 051
CL 45 2 73 CL301 CS
4 09 CS C G8
CL
012
CL
8 72
CG 022
8 75 CL 011
CG 53 CL
C S0
02 1
CL
077
No.4 Cargo CS
061 CG
CG929
Tank 0 62
CG934 CS
CL402 065
CS
916 064 032
CL401
CG LD Comp. CS CL
t
Mis tor
CG928 042 031
2 CG CL CL
76 epara CG933
95
0
CG
8
S CG904
915 041
CG CL
LD Comp. CS902
LN
1 G
CG935 Va
CG903
CS901 pori
CG 39
91 CG CG
9 CG927 se
7 93
0 r
CG932
9 56
CG 914
CG
CG
957
CG926
Key
2
ter
CG931
H ea CG
947
CG902
913
LD CG
955
CG
Cold Vapour
HD Comp. 1
905
87 7 946 CS Forcing CG938 Cargo Machinery
FWD
CG
CG
er
eat
CG901
H CG
945 Vaporiser Room Warm Vapour
906
Engine Room CS
94 4
CG


7.5 ONE TANK OPERATION During this time, the insulation and hold space pressures must be carefully Position Description Valve
monitored, as pressures will increase due to warming up. When the temperature
Set Heater inlet control valves for +80°C CG944, CG946
It may be necessary for in-tank repairs to be carried out with the vessel in of the tank equator is above -20ºC (tank wall temperature approximately +5ºC),
service, in which one tank can be warmed up, inerted, aerated, entered and any warming up is considered to be complete. Set Heater temperature control valves CG945, CG947
work undertaken on the tank internals, i.e. change a cargo pump, investigate
and cure problems with the tank gauging systems etc. Tank warm up is part of the gas freeing operations carried out prior to a dry
CAUTION
docking or when preparing tanks for inspection purposes.
When returning heated vapour to the cargo tank, the temperature at the
The warm up, inerting and aeration can be carried out with the remaining cold heater outlet should not exceed +80°C. This is to avoid possible damage to
tanks providing boil-off gas for burning in the boilers. The warm up operation requires a period of time depending on both the amount
the cargo piping insulation and safety valves.
and the composition of the liquid remaining in the tank and the temperature
Aeration should be continued throughout the repair period to prevent ingress of the tank.
e) Set up the HD compressors in the manual mode (see section
of humid air to the cargo tank. 4.4.1 HD Compressors) to discharge vapour to the liquid
Initially, the tank temperatures will rise slowly as evaporation of the LNG
header via the vapour/liquid connection line. Select AUTO
Tank venting is carried out by means of the gas header line. proceeds, accompanied by high vapour generation and possible venting. On
mode at the graphic display screens T30-427-01 NO.1 HIGH
completion of evaporation the tank temperatures will rise rapidly and the rate
DUTY GAS COMPRESSOR and 02 NO.2 HIGH DUTY
At the discharge port, the tank to be worked on is discharged to the lowest of venting will fall as the amount of gas generated reduces.
GAS COMPRESSOR. The READY TO START display is
measurable level and after completion of custody transfer, as much as possible illuminated and the unit is on standby for discharge to the liquid
is drained to another tank using the spray/stripping pump. Sufficient heel for Temperatures within the tank are monitored via the DCS system.
header.
the voyage, together with an extra amount for cooling down the tank after
completion of repairs, is retained in the other tanks. Gas burning should continue throughout, the normal BOG being used from the
f) Prepare the following manual valves:
tanks not being warmed as well as that generated during the tank warm up.
The cargo vapour is taken from the top of the cargo tanks through the vapour
header by the HD compressors, heated by the vapour heaters and introduced to Position Description Valve
Procedure to Warm Up a Tank using the Liquid Header
the bottom of the tank through the liquid filling line. Excess vapour generated Open No.1 vapour valve CG170
during the evaporation process should be delivered to the ship’s boilers as
During the tank warm up, gas burning may be used by directing some Open No.2 vapour valve CG270
fuel.
vapour from the heater outlet to the boilers and by manually controlling Open No.3 vapour valve CG370
the operation.
The heating operation is continued until the equator profile and the tank Open No.4 vapour valve CG470
bottom shell temperature are at least +5ºC, i.e., higher than the dew point of
a) Fit the elbow piece in the vapour/liquid connection line from Open Vapour header to No.1 vent crossover valve CL772
the inert gas. This is to avoid the water content in the inert gas condensing
the heaters.
at the tank shell. Open No.1 HD compressor discharge valve CG926
b) Prepare both LD and HD gas heaters for use. Open No.2 HD compressor discharge valve CG927
If not all tanks have to be warmed up, the same procedure as for all tanks
has to be followed. Tank(s) that are to be inspected have to be completely Open HD heater discharge valve CG955
CAUTION
separated from the other tank(s).
The vapour heaters should be thoroughly preheated with steam before the Open LD heater discharge valve CG956
admission of methane vapour. This is to prevent ice formation. Open Heater to vapour/liquid connection valve CG876
7.5.1 ONE TANK WARM-UP
c) Adjust the temperature set point for +80°C. Open The vapour/liquid connection valve CL707
Warming Up No.2 Cargo Tank
d) From the DCS graphic screen display T30-451-01
g) At the DCS graphic display screen T30-423-01 CARGO LINE
The maximum amount of cargo should be discharged from the tank to reduce COMBUSTION GAS SUPPLY set up both the HD and LD
SET-UP, use the trackball to prepare the cargo lines ready to
the time necessary to vaporise the remaining liquid. The ship returns to sea heaters.
supply heated vapour to the tanks down the liquid filling lines.
and the tank is circulated with warm vapour, supplied through the loading Select each valve in turn and at the relevant faceplate click on
lines, by the HD compressor and via the gas heater at a maximum outlet the OPEN soft key to open the valve.
temperature of 80ºC. The remaining LNG is vaporised and the excess vapour
generated will be vented via the liquid header or pressure build up main line
through the vent mast riser.


Illustration 7.5.1a One Tank Warm-Up CL
014
024
CL
023
CL
01 3
CS
052 Spray Header
CL
774 771
700 7 72
CL CG
054 Liquid Header
CS
072
CG
Vapour Header 1 60
CS
034 15 9
CL CS
158
04 4 CS
CL 157
CS
170 156
3 CG CS
L04
C 3 06 3 0 59
154
CL
03 CS CS 2 CS
C L11
71
G1
0 68 C
CS
111 153
CL CS
60 750 110
CS
0 CS CL 152
CS
109
CL
078
CG
8 71
Vapour to Shore CG
CS
260
25 9
CS
258
CS
257
CS
70
C G2 CS
256 No.1 Cargo
7 51 212
CS CL
CS
254 Tank
27 1
CG CL102
211
CL
210 253
CL CS CL101
209 252
CL CS
7 53 52 360 CL202
CS CS
7 CS
3 59
CS
358
54 CS
CS
7 CG 357
37
0 CS
356 CL201
7 55 CS No.2 Cargo
CS
CL
31 2
CS
354 Tank
71
C G3
311
CL 353
310 CS
801 CL 352
CS CS
787 30 9
CG CL
7 07
CL
Spray Pump
460
CS Cargo Pump
4 59
CS
4 58
4 80 CS
CR 4 57
CS
70 45 6
G4
C L 41
2 C CS No.3 Cargo
4 54 Tank
CS
47 1
CG CL302
CG
411 874
CL 453
4 10 CS 051
CL 45 2 73 CL301 CS
4 09 CS C G8
CL
012
CL
8 72
CG 022
8 75 CL 011
CG 53 CL
C S0
02 1
CL
077
No.4 Cargo CS
061 CG
CG929
Tank 0 62
CG934 CS
CL402 065
CS
916 064 032
CL401
CG LD Comp. CS CL
t
Mis tor
CG928 042 031
2 CG CL CL
8 76 epara CG933
95
0
CG S CG904
915 041
CG CL
LD Comp. CS902
LN
1 G
CG935 Va
CG903
CS901 pori
CG 39
91 CG CG
9 CG927 se
7 93
0 r
CG932
9 56
CG 914
CG
CG
957
CG926
Key
2
ter
CG931
H ea CG
947
CG902
913
LD CG
955
CG
Cold Vapour
HD Comp. 1
905
87 7 9 46 CS Forcing CG938 Cargo Machinery
FWD
CG
CG
er
eat
CG901
H CG
945 Vaporiser Room Warm Vapour
906
Engine Room CS
94 4
CG


Open No.2 tank liquid crossover valve CL212
Open No.2 tank liquid filling valve CL210
Open Vapour suction main crossover valve CG872
Open HD heater inlet valve CG938
Open LD heater inlet valve CG939
h) Start the HD compressor(s) from the DCS graphic screen T30-

427-03 HIGH DUTY COMPRESSOR CONTROL, by clicking
on the START/STOP icon in the screen display to bring up the
faceplate and clicking on the START soft key.
i) Send boil-off gas to the boilers. Carry out a steam dump and
vent control in parallel to obtain stable boiler combustion.
j) Monitor the tank pressure and adjust the compressor(s) to

maintain tank pressure between 40 and 200mbar. Adjustment
of valve CL771 will be the main method of controlling the
pressure in No.2 tank.
k) Monitor the temperatures in the tank. Warm-up is completed

when the cargo tank equator temperature is higher than -20°C
and the tank shell temperature is +50C.
l) Stop the warm up. Shut off steam to the gas heater and allow
circulation for 10 minutes.
m) Shut down the HD compressors and initiate the set-up for

inerting the cargo tank.


Illustration 7.5.2a One Tank Gas Freeing Cargo Machinery Room Mist Separator Spool Piece
CR Key
Forcing 982 CG917
Vaporiser
No.2 LD CG916
CR099 CR094 CR088 CR084
CS906 Comp.
CS905
Inert Gas

CL CL
043 CG079 023
CG933 CG928 CG903
CG946 CL CS CL CS
CS CS
068 033 063 054 013 052
CG935
CG914 No.2 HD
CG955 CG945 Comp.
HD
Generator in LNG Vaporiser
CG944
981 Comp. Vapour
CS
801 Return
CG
950 CG871
CS901
CR092
Liquid Main
From Nitrogen CS902
CS059
CG872
CR712 Cargo Hose
752
CS754 CG875 CR
CR
CS755 CS751 710
CR714
CL700
CG772
CG771
CS460 CS360 CS260 CS160

CG
CR380 270 CR280 CR180
CG CG CR388 CG
470 370 CR381 170
CR383 CR382 CS359 CR281 CR181
412 CS459 312 212 CR288 CG271 112
CR381 CR097 CS259 CS159
CL411 CL311
CS CS258 CS254 CS158 CS154
CS458 CS358
354 CL211 CL111
CS454 CS
CS457 CS357 CS257 CS157
CS CS 153
CS CL210 CL110
453 CS065 253
CL410 CS456 CS356 353 CS256 CS156
CL310 CR091 CL209 CL109
CL409 CS452 CL309 CS352 CS252 CS152
IG402 IG302 CL042 CS061 IG202 IG102
IG401 IG301 CS IG201 IG101
CL
053 CS
022
051
CL CL
CG
032 012
CS064 CS062 071
CR096 CR090 CR086 CR082

077
CL041 CL031 CL021 CL011
CR095 CR089 CR085 CR081


7.5.2 ONE TANK GAS FREEING (Note: Under normal operating conditions, the LD compressor will continue Position Description Valve
to supply BOG to the boilers through the gas heater from No.1, 3 and Open No.3 port liquid manifold valve CL031
Inerting a Single Tank 4 cargo tanks. This operation will be continued during both inerting
and aeration.) Open No.3 port liquid manifold block valve CL033
Before air is introduced into the cargo system, it is essential that all hydrocarbons
are purged from the system to prevent the formation of flammable mixtures.
The Procedure for Inerting a Single Cargo Tank
h) Start the inert gas production (see section 4.7.1, Inert
Inert gas enters the tank at the bottom via the loading valve and exits via the Gas Generator). When the oxygen content is satisfactory,
a) Connect the spool piece between the inert gas manifold and
outlet valve to the pressure build up line. The objective of this operation is to (approximately 2% or less) the system will open valve H-11
No.3 port liquid line manifold.
replace all the methane gas in the cargo tank and cargo pipework with inert gas. which allows the inert gas to pass into the main aeration header
This is carried out as an intermediate step between warming up and aeration. and close valve H-2 (discharge to atmosphere).
b) Connect the flexible cargo hose from No.2 cargo tank dome
inlet, valve CG271, to the nearby flange on the pressure build
This procedure is basically the same as for inerting after refit, but with the i) Once a steady flow of inert gas with a low oxygen content has
up line.
following differences: been established, it is possible to set up the unit to run in the
• Completion of each step in purging has the object of c) Ensure that the spectacle piece in the pressure build up line to automatic mode.
achieving a hydrocarbon concentration of 1% volume or No.1 vent mast riser is in the OPEN position.
less. j) No.2 cargo tank discharge lines can be purged by opening the
d) Prepare the inert gas generator in the MANUAL mode then sample vents situated near the discharge valves.
• Before starting the operation, it should be verified that the
tank equator temperatures are above -20ºC. switch over to AUTO. The IG generator indicator panel will
now show the unit is ready for use. k) The spray ring can be purged by opening the spray to liquid
header block at the tank and purging through each of the inlet
At the end of the inerting process, aeration immediately follows. The inert
e) At the DCS graphic display screen T30-422-09 CARGO TANK valves. The spray pump discharge line is purged by using the
gas plant is not completely shut down, but is vented via the funnel while it
INERTING AND AERATION, use the trackball to prepare the sample points situated near the discharge valve.
is changed over to the air production mode. During the changeover to air
production, the valves will be lined up ready for aeration. cargo tank ready for inerting. Select each valve in turn and at
the relevant faceplate click on the OPEN soft key to open the Position Description Valve
After heating the tank, it is to be purged with inert gas to remove the valve.
Open Liquid/spray header block manual valve CS254
cargo vapour before air is admitted. This is to avoid the formation of an
explosive mixture. This gas freeing is to be accomplished by means of the Position Description Valve
l) At the DCS graphic display screen T30-460-01 CARGO SPRAY
inert gas plant. Open No.2 tank liquid master valve CL212 PUMPS AND LINES, use the trackball to purge through the
Open No.2 tank filling valve CL210 spray inlets on No.2 cargo tank. Select each valve in turn and
Before the inert gas line is connected to the cargo system, the inert gas line at the relevant faceplate click on the OPEN soft key to open the
must be blown through with air using the inert gas blower to avoid any debris valve.
entering the cargo system. The inert gas must not be introduced to the cargo f) Prepare the following manual valves.
tanks before the tank shell temperature is above +5ºC and the inert gas system
is operating at the required O2 and soot levels and the dew point is less than Position Description Valve
-25ºC. Position Description Valve
Open Spray inlet valves CS256, CS257
Open No.3 port manifold block valve CL033 CS258
Inerting is carried out using the piston effect due to the difference in specific
Open No.1 vapour valve CG170 Open Spray return valve CS259
gravity between the LNG vapour and the inert gas.
Before the inert gas operation is stopped, it should be carefully checked that m) When the cargo tank and relevant pipework has been purged
Open No.4 vapour valve CG470 with inert gas and the sample readings confirm an oxygen
all ‘blind ends’ in the tank have been opened, such as the spray ring and pump
discharge lines and Whessoe gauge heads etc. Open No.2 tank dome inlet valve CG271 content of no more than 2% with a dew point of -25ºC, the tank
is ready for aeration. Prepare to supply dry-air for aeration.
Open Pressure build up line to No.1 vent mast CG774
The readings of the methane content in the cargo tank and cargo lines, taken by
a portable gas detector, must be below 2% by volume at all locations. Close No.2 vapour valve CG270 WARNING
Inert gas from this generator and pure nitrogen will not sustain life.
Great care must be exercised to ensure the safety of all personnel involved
g) At the DCS graphic display screen T30-423-01 CARGO LINE
with any operation using inert gas of any description in order to avoid
SET-UP, use the trackball to open the liquid manifold valve
asphyxiation due to oxygen depletion.
connected by the spool piece to the IG manifold.


Illustration 7.5.3a One Tank Aeration
CR Key
Forcing 982 CG917
Vaporiser
No.2 LD CG916
CR099 CR094 CR088 CR084
CS906
Comp.
Inert Gas
CS905
CG956 CG947 CG915 No.1 LD CR098 CR093 CR087 CR083 Dry Air
CL CL
043 CG079 023
CG933 CG928 CG903
CG946 CL CS CL CS
CS CS
068 033 063 054 013 052
CG935
CG914 No.2 HD
CG955 CG945 Comp.
HD
From Inert Gas
LNG Vaporiser
Generator in CG944
Vapour
981 Comp. CS
801
Return
CG
950 CG871
CS901
CR092
Liquid Main
From Nitrogen CS902
CS059
CG872
Engine Room CG876 CS CR712 Cargo Hose
CS754 CG875 CR
CR
CS755 CS751 710
CR714
CL700
CG772
CG771
CS460 CS360 CS260 CS160
CR480 CR380 CR280 CR180

CG CG CR388 CG CG
470 CR481 370 CR381 270 170
CR483 CR482 CR383 CR382 CS359 CR281 CR181
412 CS459 312 212 CR288 112
CR381 CR097 CS259 CS159
CL411 CL311
CS254 CS154
CS458 CS358 CS CS258 CS158
CL211 CL111
CS454 354 CS
CS457 CS CS357 CS CS257 CS157 153
CL210 CS CL110
453 353 CS065 253
CL410 CS456 CL310 CS356 CS256 CS156
CR091 CL209 CL109
CL409 CS452 CL309 CS352 CS252 CS152
IG402 IG302 CL042 CS061 IG202 IG102
IG401 IG301 CS IG201 IG101
CL
053 CS
022
CL 051
032 CG CL
CS064 CS062 071 012
CR096 CR090 CR086 CR082

077
CL041 CL031 CL021 CL011
CR095 CR089 CR085 CR081


7.5.3 ONE TANK AERATION
On completion of purging No.2 tank with inert gas the tank has to be aerated
using dry-air. Dry-air is introduced to the cargo tank from the IG generator unit
via the liquid header to the tank bottom via the loading line and the displaced
IG is discharged to atmosphere through the pressure build up main and No.1
vent mast riser.
The Procedure for Inerting Cargo Tanks using the Liquid Header
a) Prepare the inert gas generator in the MANUAL mode for

supplying dry-air, then switch over to AUTO. The IG generator
indicator panel will now show the unit is ready for use. The DCS
graphic display screen T30-430-01 INERT GAS GENERATOR,
can now be used to supply dry-air for discharge to atmosphere
through valve H-2.
b) Start the dry-air production by clicking on the blower icon in

the screen display T30-430-01, to bring up the blower faceplate
and clicking on the START soft key.
c) When the oxygen content is satisfactory (approximately 21%)

and the dew point is down to -45°C, open valve H-11 to allow
the dry-air to pass into the main aeration header and close valve
H-2 (discharge to atmosphere).
d) Monitor the dew point of the tank by taking a sample at the

vapour dome. When the dew point is -25°C or less the tank is
considered aerated.
e) Continue to aerate until the Fit for Entry certificate has been
issued and the repair work completed.
f) Swing spectacle pieces to the OPEN position on No.2 tank

spray pump discharge, vapour outlet to the vapour header and
the relief valve return line to No.2 tank.
WARNING
The atmosphere of the tank must be continuously monitored during tank
entry and the relevant rescue equipment must be on permanent standby
for immediate use.


7.6 SHIP TO SHIP TRANSFER 7.6.2 PRE-MOORING PREPARATIONS Safety Precautions
Prior to mooring, the organisers of the transfer should notify the local • Fire main tested and kept under pressure.
This section is intended to complement the ICS Tanker Safety Guide,
(Liquefied Gases) and the ICS Ship to Ship Transfer Guide, (Liquefied authorities of their intentions and obtain any necessary permits. • Water spray system tested and ready.
Gases) and should be supplemented by the Company’s own instructions • Two additional fire hoses connected near the manifold and
and orders. The two vessels should liaise with each other and exchange details of the
ships, which side is to be used for mooring, the number of fairleads and ready for use.
7.6.1 GENERAL SAFETY bitts and their distance from the bow and stern of the ship to be used for • Dry powder system ready.
mooring.
• All access doors to the accommodation to be kept closed at
The Master or other person in overall control of the operation, should be clearly all times during transfer.
established before the operation commences and the actual transfer should be Information should also be exchanged on:
• No smoking.
carried out in accordance with the wishes of the receiving ship. • The size and class of manifold flanges to be used.
• Impressed current cathodic protection system, if fitted, to
• The anticipated maximum height differential of the
The means of communication should also be well established before transfer be switched off at least three hours before transfer.
manifolds for determining the hose length required.
and both ships must be in direct contact with each other during the whole
• First aid equipment etc.. to be ready for use.
operation. Radiotelephone contact should be established on VHF channel 16 • The type of hoses required and their supports to ensure that
and thereafter on a mutually agreed working channel. Approach, mooring, their allowable bending radius is not exceeded.
Fenders should be positioned according to an agreed plan, taking into
transfer and unmooring should not be attempted until fully effective
consideration the type and size of both ships, the weather conditions and the
communications are established. The weather conditions should be taken into consideration, as that will type of mooring that is to take place.
determine the type and number of fenders to be used and the type of mooring
Should there be a breakdown in communications for whatever reason, procedure to be used. Both Masters should be in agreement that conditions are
either on approach, or during transfer, the operation should immediately suitable for berthing and cargo transfer before the operation takes place.
be suspended.
All equipment to be used should be thoroughly prepared and tested, and all
WARNING safety equipment should be checked and be ready for use if required.
The ignition of gas vapours may be possible by direct or induced radio
frequency energy and no radio transmissions, other than at very high
frequency, should take place during transfer operations. Arrangements Cargo Equipment to be Tested
should be made with an appropriate coast station for blind transmissions
which would allow reception of urgent messages. • Ventilation of compressor, pump and control room to be
fully operational.
• Gas detection systems to be correctly set, tested and
operating.
• Emergency shut down system to be tested and ready for
use.
• Pressure and temperature control units to be operational.
• Cargo tanks to be cooled, if necessary.
• Manifolds to be securely blanked.
• Cargo hose reducers to be ready in place.
• Hose purging equipment to be acceptable.


7.6.3 MOORING 7.6.4 TRANSFER OPERATIONS 7.6.5 UNMOORING
The most successful method of berthing is with both ships under way. One Transfer can begin when the two Masters have ensured that all the pre-transfer This procedure will be carried out, under normal conditions, at anchor, though
ship, preferably the larger, maintains steerage way on a constant heading as checks and precautions have been completed and agreed them. Both ships if both Masters agree, unmooring can take place under way.
requested by the manoeuvring ship, usually with the wind and sea dead ahead. should be prepared to disconnect and unmoor at short notice should anything
The manoeuvring ship then comes alongside. go wrong. Before unmooring begins, obstructions from the adjacent sides of both ships
should be cleared and the sequence and timing of the event be agreed by
Successful operations have taken place with one ship at anchor in fine weather During transfer, ballast operations should be performed in order to keep both ships, and commenced at the request of the manoeuvring ship. Lines
conditions, and this is not too difficult if there is an appreciable current the trim and list of both vessels constant. Listing of either vessel should should be singled up fore and aft, then let go the remaining forward mooring
and a steady wind from the same direction. If not, then tug assistance may be avoided except for proper tank draining. Checks should also be kept on allowing the ships to drift away from each other, at which time the remaining
be necessary. the weather, traffic in the area and that all safety equipment is still in a after moorings are let go and the ships drift clear of each other. Neither ship
state of readiness. should, at this point, attempt to steam ahead or astern until their mid lengths
Mooring should be rapid and efficient and can be achieved by good planning are about two cables apart.
by the Masters of both ships. 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 under
In general, the following points should be noted. way, though this depends on there being adequate sea room, traffic conditions
and the availability of large diameter, high absorption fenders.
• The wind and sea should be ahead or nearly ahead.
• The angle of approach should not be excessive.
Under Way Transfer
The two ships should make parallel contact at the same speed with no astern After completion of mooring, the constant heading ship maintains steerage
movement being necessary. way and the manoeuvring ship adjusts its engine speed and rudder angle to
minimise the towing load on the moorings. The course and speed should be
The manoeuvring ship should position her manifold in line with that of the agreed by the two Masters and this should result in the minimum movement
constant heading ship and match the speed as nearly as possible. between the two ships. The Master of the constant heading ship is responsible
for the navigation and safety of the two vessels.
Contact is then made by the manoeuvring ship, reducing the distance between
the two ships by rudder movements, until contact is made by the primary
Drifting Transfer
fenders.
This should only be attempted in ideal conditions.
(Note: Masters should be prepared to abort if necessary. The international
regulations for preventing collisions at sea must be complied with.) Completion of Transfer
On completion of mooring, the constant heading ship will proceed to an After transfer has been completed and before unmooring, all hoses should
anchoring position previously agreed. The manoeuvring ship will have its be purged, manifolds securely blanked and the relevant authorities informed
engines stopped and rudder amidships, or angled towards the constant heading that transfer is complete.
ship. The constant heading ship should use the anchor on the opposite side to
that on which the other ship is berthed.
From the time that the manoeuvring ship is all fast alongside, to the time
the constant heading ship is anchored, the constant heading ship assumes
responsibility for the navigation of the two ships.
Issue: 1 Section 7.6.3/4/5 - Page 1 of 1


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

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

• All the circumstances of the failure must be carefully
evaluated before the decision to jettison cargo is taken.
• All relevant fire fighting equipment must be manned
and maintained, in a state of readiness during the entire
operation.
• All accommodation and other openings and all vent fans
must be secured.
• The NO SMOKING rule must be rigidly enforced.
• The water curtain on the side of the jettison is to be running
to protect the ship’s structure.
Weather conditions, and the heading of the vessel relative to the wind, must
be considered so that the jettisoned liquid and resulting vapour cloud will be
carried away from the vessel. In addition, if possible, avoid blanketing the
vapour with exhaust gases from the funnel.
The discharge rate must be limited to the capacity of one cargo pump only
and, if necessary, reduced to allow acceptable dispersal within the limits of
the prevailing weather conditions.
WARNING
Too rapid a flow of LNG will result in rapid phase transfer (RPT) when
the liquid hits the sea water. This is a violent increase in gas vapour as
liquid hits the sea water, producing a very cold cloud of vapour which does
not dissipate readily from the immediate vicinity of the vessel.

Part 8: Safety Equipment IIIustrations 8.5h Fire Fighting Equipment - Engine Room 2nd Deck
8.1a Fire and Deck Wash System
8.5i Fire Fighting Equipment - Main Deck
8.1 Fire and Deck Wash System
8.1b Engine Room Fire Main System
8.5j Fire Fighting Equipment - Upper Deck
8.2 CO2 Flooding System
8.2a CO2 Flooding System
8.6a Lifesaving Equipment - Main Deck
8.3 Quick-Closing Valves and Fire Dampers System
8.3a Fire Dampers System
8.6b Lifesaving Equipment - Upper Deck
8.4 Fire Detection System
8.4a Fire Detection Panel
8.6c Lifesaving Equipment - A and B Accommodation Decks
8.5 Fire Fighting Equipment
8.4b Fire Detection and Alarms - A and B Accommodation Decks
8.6d Lifesaving Equipment - C and D Accommodation Decks
8.6 Lifesaving Equipment
8.4c Fire Detection and Alarms - C and D Accommodation Decks
8.6e Lifesaving Equipment - E and F Accommodation Decks
8.7 Emergency Escape from Engine Room
8.4d Fire Detection and Alarms - E and F Accommodation Decks
8.6f Lifesaving Equipment - G Accommodation and
8.8 Personnel Protection Equipment Navigation Bridge Decks
8.4e Fire Detection and Alarms - G Accommodation and Navigation
8.9 High Expansion Foam Fire Extinguishing System Bridge Decks
8.6g Lifesaving Equipment - Engine Room 2nd Deck
8.10 First Aid Fresh Water System 8.4f Fire Detection and Alarms - Bow Thruster Room and Bosun’s Store
8.6h Lifesaving Equipment - Engine Room 3rd Deck and
8.4g Fire Detection and Alarms - Engine Room Floor and 4th Deck Steering Gear Room
8.11 Water Spray System
8.4h Fire Detection and Alarms - Engine Room 3rd Deck and Steering 8.6i Lifesaving Equipment - Engine Room Floor and 4th
8.12 Dry Powder Fire Extinguishing System Deck
Gear Room
8.13 Gas Detection System 8.7a Emergency Escape from Engine Room
8.4i Fire Detection and Alarms - Engine Room 2nd Deck
8.14 Fire Control Station 8.9a High Expansion Foam Fire Extinguishing System
8.4j Fire Detection and Alarms - Upper Deck
8.4k Fire Detection and Alarms - Cargo Machinery Room 8.11a Water Spray System
8.5a Fire Fighting Equipment - A and B Accommodation Decks 8.12a Dry Powder Fire Extinguishing System on Deck
8.5b Fire Fighting Equipment - C and D Accommodation Decks 8.12.b Dry Powder Release Cabinet
8.5c Fire Fighting Equipment - E and F Accommodation Decks 8.13a Fixed Gas Detection System
8.5d Fire Fighting Equipment - G Accommodation, Navigation Bridge and 8.13b Portable Gas Detectors
Compass Decks
8.14a Fire Control Station
8.5e Fire Fighting Equipment - Bow Thruster Room and Bosun’s Store
8.5f Fire Fighting Equipment - Engine Room Floor and 4th Deck
8.5g Fire Fighting Equipment - Engine Room 3rd Deck and Steering Gear
Room

Illustration 8.1a Fire and Deck Wash System PI
BF100 BF99
BF98 BF97
BF96 BF95 Eductor Driving Line

for Bosun's Store
BF94 BF93
Eductor Driving Line
BF92 BF91
for Forward Void
To Hawse Pipe
Eductor Driving Line for
BF90 BF89
Bow Thruster Room
BF88 BF87 BF10 BF02
BF09
Under
BF86 BF85 Deck Passage Bosun's Store BF11 BF03
BF14
BF101 BF77 BF09
BF94 BF83 BF04
Steering Gear
BF78 BF62 Bosun's
Room
B54 BF80 (P) Store BF05
BF79 BF76
BF102 BF75 (S)
BF61 Forward FO
From Water Spray Tanks (P&S)
BF103 BF73 BF74 Emergency Fire Pump
Pumps BF07
Fuel Oil (650/72m3/h x 90/115mth)
Aft Peak Tank Tanks
Engine Casing BF08
BF71 BF72 (P & S) For Bilge BF06
Eductor No.1 WB
From BF69 Driving for Tank (C) Fore
Fire Main BF70 Sea Chest Pipe Duct Peak
Stern Tube Pressure
Pump Void Tank
Cooling B10V B11V B40V Pipe Duct
Water Shore
Bilge, Fire & GS Pumps 1 2 Fire Pump
Tank Connection BF43 Bow Thruster and
(245/150m3/h x 30/115mth) (150m3/h x 115mth)
Emergency Fire
BF45 BF41 Pump Room
Fire Hydrant for
BF109 Bow Thruster
BF68 BF62 BF33 BF19 Room
For Emc'y Gen Rm PI BF39
FW Tank BF79
(Outside Room) BF59 BF58
(P&S) BF50 BF28
BF60 BF54 BF49 BF46 BF35 BF31 BF18 BF14
BF26 BF21
BF64
Distilled BF101
BF82 BF80 BF78 BF52 BF16 BF06
Water
Tank BF66 BF37 BF23
From Engine BF05
Room BF02
BF10 BF04
Engine BF20 BF03
Casing Accommodation BF55 BF47 BF29
Bosun Store
BF09
BF102 BF56 BF30
BF11
BF01
To Swimming Pool From Emergency
BF105 BF12
Fire Pump
Distilled
Water BF36 BF25 BF22 BF15
BF81 BF65 BF13
Tank BF104
BF57 BF53 BF51 BF34 BF24
BF63
BF38 Key
BF67 BF61 BF48 BF32 BF27 BF17
Steering Gear BF108
Fire Main
Room
High Expansion Foam BF40
Shore BF44 Sea Water
and CO2 Room Connection BF42


8.1 FIRE AND DECK WASH SYSTEM The fire pump, water spray pumps and the bilge, fire and general service pumps Preparation for the Operation of the Fire Hydrant System
are located in the engine room. These pumps are driven by electric motors.
The fire main must be kept under 1.0 - 2.0 bar pressure at all times and this
Fire Pump
The emergency fire pump is located in the bosun’s store in the focsle. The is done by means of the sea water hydrophore unit. It is assumed that the fire
Maker: Teikoku Machinery Works Ltd pump is driven by an electric motor. The pump is situated at the bottom of the main is already flooded before starting the sea water hydrophore unit.
No. of sets: 1 bow thruster room and has its own sea suction.
Type: Centrifugal self-priming Procedure to Operate the Sea Water Hydrophore Unit
The fire pump, emergency fire pump and the fire, bilge and ballast pumps
Model: 150-2VCS-Sm supply water to the fire and deck wash main. The water spray pumps supply
3 a) Ensure that the main sea water crossover pipe is flooded with
Capacity: 150m /h at 115mth the water spray system.
either the high or low sea suction valve open.
The fire main is pressurised at all times by a sea water hydrophore unit which
Bilge, Fire and General Service Pump b) Vent the fresh water hydrophore tank and, using the fire line
is maintained under pressure by the fire line pressure pump. The sea water
Maker: Teikoku Machinery Works Ltd hydrophore unit has a pump cut in pressure of 1.0 bar and a cut out pressure pressure pump, fill it until the water level gauge glass is ¾ full
of 2,5 bar. The sea water hydrophore unit operates in the same way as the then stop the pump. Suction valve B47V and discharge valve
No. of sets: 2
fresh water hydrophore units, with air pressure providing the loading in the B57V must be open.
Type: Centrifugal self-priming
hydrophore tanks.
Model: 200-2VSR-Bm-NV-S c) Open the air supply valve and pressurise the hydrophore tank
3 to the general service air supply pressure. The hydrophore tank
Capacity: 245/150m /h at 30/115mth The connection from the sea water hydrophore unit to the fire main is at the
outlet manifold from the fire pump and the fire, bilge and GS pumps. The fire gauge valves must be open.
Emergency Fire Pump line pressure pump is normally set for an automatic start and stop operation.
d) The sea water hydrophore tank is now operational and SW can
Maker: Teikoku Machinery Works Ltd be supplied to the fire main by opening valve B43V.
The pump selector switch at the main switchboard is set to REMOTE and
Model: 300-2VSR-Am NV-S automatic operation may then be selected at the fire pump system DCS graphic
e) Select automatic operation for the fire line pressure pump.
Capacity: 650/72m3/h x 90/115mth screen T30-447-01. The pump may be started and stopped manually if required
by calling up the pump faceplate at the DCS screen and clicking on the START
The fire line pressure pump will maintain 1.0 - 2.0 bar pressure in the fire
or STOP soft keys as necessary.
Fire Line Pressure Pump hydrant system.
The main fire pump may also be started and stopped from the DCS screen T30-
Maker: Teikoku Machinery Works Ltd
447-01 provided that the main switchboard selector switch is set to remote. Procedure for Supplying Sea Water to the Fire and Deck
No. of sets: 1 There is no automatic start facility available for this pump nor is there an
Type: Centrifugal
Wash System
automatic start after a blackout.
Model: 32-2MSH-Am The fire and deck wash system may be supplied by the main fire pump, located
Capacity:
3
2m /h at 115mth The fire, bilge and GS pumps may be started and stopped locally if the main in the engine room, and by either of the two fire, bilge and GS pumps, also
switchboard selector switch is set to local, but when set to remote the pumps located in the engine room. These pumps take suction from the main sea water
are manually started and stopped from the DCS graphic screen T30-447-01 by crossover pipe and so the ship side valves S101V and S105V must be open
Introduction calling up the individual pump faceplates. and operating.
The fire hydrant and deck wash system can supply sea water to: The main fire pump, the fire line pressure pump, water spray pumps and the a) All intermediate isolating valves along the fire main on the
fire, bilge and GS pumps all take suction from the main sea water crossover main deck must be open.
• The fire hydrants in the engine room
pipe. Either the high or low sea chest must be open to this suction main at all
• The fire hydrants on deck times. b) All hydrant outlet valves must be closed.
• The fire hydrants in the accommodation block
c) Set up the valves as shown in the table below:
• Hawse pipes
• Forward bilge eductors It is assumed that the sea water main suction valves at the sea water valve
• The hot foam system chest(s) are open to provide sea water suction.
• Cargo hold bilge eductors

• The cargo manifold water curtain spray system


Illustration 8.1b Engine Room Fire Main System
To
Fire and Wash Deck
System
(5.1a) BF80V
Port Passageway 3rd Deck
Casing (Starboard) BF77V
Key
BF76V 2nd Deck (Port)
Sea Water 2nd Deck (Starboard)
BF75V
Fire/Deck Water
Electrical 3rd Deck (Starboard) 3rd Deck (Port)

BF73V BF74V
Instrumentation
Bilge 4th Deck (Starboard) 4th Deck (Port)

BF71V BF72V
Floor (Starboard) Floor (Port)

BF69V BF70V PI
PI PX DCS
To
Ion Exchanger
B74V Overboard
BA14V
PI B66V
To Ion To Void Space
Exchange Stripping
Eductor PS
Eductor
B54V B12V B6V B10V B13V B7V B11V B40V

Compressed
Air
Connection
From
Water Spray System
PI PI PI
Bilge, Fire & General Sea Water
Fire Pump
Service Pumps 1 & 2 1 2 Hydrophore
(150m3/h x 115mth)
(245/150m3/h x 30/115mth) Tank
CI CI CI
(1500 Litres)
To To To
No.1 Ballast No.2 Ballast No.3 Ballast B57V B43V
Pump Pump Pump B5V
B1V B2V
B3V B4V B41V PI
Drain To
1 Bilge
Fire Line
To Pressure Pump CI
From MGPS To From MGPS
B104V From Water Spray From (2m3/h x 115mth)
Main SW To Evaporator
Engine Room Pumps Engine Room
High Sea Cooling Pumps SW Supply Pumps Low
Bilge System Port Bilge Well
Inlet Chest Emergency B47V Sea Inlet
DCS
(Starboard) Bilge Chest
DCS
LS M Suction M (Port)
S101V Sea Water Crossover Pipe S105V


Position Description Valve The pump can be started remotely from the following locations:
Main Fire Pump • Locally
Open Sea water main suction valve B41V
• Main foam control panel
Open Main fire pump discharge valve B40V
• Local fire fighting panels when opening the door
• Fire control station
No.1 Fire and Bilge Pump
• Wheelhouse console via the DCS
Open Sea water main suction valve B3V
Open No.1 fire and bilge pump discharge valve B10V The emergency fire pump suction valve BF07 and the discharge valve BF09
from this pump are always kept open so the pump can be started and supply
No.2 Fire, Bilge and GS Pump water to the fire main immediately. Although these valves are normally kept
open they should, however, be operated periodically in order to ensure that
Open Sea water main suction valve (locked open) B4V
they are free to be closed should the need arise.
Open No.2 fire and GS pump discharge valve B11V
d) Start the main fire pump or the selected fire, bilge and GS pump
from the DCS screen T30-447-01 and supply water to the fire
main. These pumps must be selected as REMOTE at their local
selector switches in order to allow them to be started from the
DCS screen.
e) Open the desired hydrant valves on the fire main after connecting
the fire hose.
(Note: In order to avoid cavitation and overheating at least one outlet on the
system should be opened to allow some flow through the pump. This
would usually be a hawse pipe valve.)
Fire main pipelines run along the port and starboard sides of the ship in the
under deck passage. Hydrant connectors are provided at strategic positions so
that all parts of the deck may be reached by water spray from the appropriate
hoses. The water curtain is supplied from the fire and deck wash main.
Water from the fire and deck wash main is used for operating the forward bilge
eductors.
Emergency Fire Pump
The emergency fire pump is situated in the bow thruster room and can be
started remotely from the fire pump system DCS graphic screen T30-447-01.
The emergency fire pump may also be started locally from the top of the bow
thruster compartment. If it is to be started remotely the local selector switch
must be put to the REMOTE position. Click on the pump icon on the DCS
screen to call up the pump faceplate and click on the START and STOP soft
keys to start or stop the emergency fire pump as required.


Illustration 8.2a CO2 Flooding System
Fire Control Station on Upper Deck (Starboard Side) Cargo
CO2 Alarm
CO2 Alarm
CO2 Alarm
CO2 Alarm
CO2 Alarm
CO2 Alarm
CO2 Alarm
Cargo Cargo Bow Compressor Emergency
Vent Stop
Vent Stop
Vent Stop
Vent Stop
Vent Stop
Vent Stop
Vent Stop
No.1/2 L/V ,H/V Swtbd
Rooms,Trans Rooms Compressor Switchboard Thruster Motor Generator Paint
and ECR Room Room Room Room Room Store
Supply Release Release Release Release Release Release Release

Cabinet Cabinet Cabinet Cabinet Cabinet Cabinet Cabinet Cabinet
TD TD TD TD TD TD
P P P P P P
Required Quantity Of Cylinders

PI Total: 28 Bottles
Cargo Switchboard Room: 11 Bottles
P P P P P P Emergency
Cargo Compressor Room: 25 Bottles
Operating
Cargo Motor Room: 9 Bottles
Handles
Emergency Generator Room: 5 Bottles
Paint Store: 2 Bottle
Bow Thruster Room: 11 Bottles
No.1/2 L/V and H/V Switchbd
4 Bottles 10 Bottles 2 Bottles 4 Bottles 3 Bottles 2 Bottles
Rooms,Transformer Rooms
and Engine Control Room : 21 Bottles
CO2 Bottle Room - Engine Room Casing on Upper Deck (Starboard Side)
No.1/2 L/V and H/V Switchboard Cargo Switchboard Bow Thruster Room Cargo Compressor Motor Emergency Generator Paint Store
Cargo Compressor Room
Rooms and Transformer Rooms Room Room Room
and Engine Control Room
A A A A A A A
A A
S S
7 Bar 7 Bar
Air Supply Air Supply
P Key Main CO2 Line

Discharge CO2 Cylinder
(Pneumatic and Manually Pilot CO2 Line
Operated) Instruction Chart Caution Plate Pressure Gauge Alarm Bell
Warning Notice Ball Valve PG With Stop Valve A With Lamp
M Instrumentation
Pilot Cylinder S Solenoid Valve TD Time Delay Unit CO2 Discharge
(Manually Operated) (Ex-proof) P (Pneumatic) Nozzle Hose Connection Valve A Air Horn Key Box Electrical Signal


8.2 CO2 FLOODING SYSTEM Central Bank CO2 System One isolation valve is connected via small bore pilot gas pipework to the
cylinder bank to open the cylinders, the other is connected via a separate pilot
Maker: Unitor ASA The central bank CO2 system consists of 25 cylinders each containing 45kg of gas line to open the line valve to the protected spaces.
Type: High pressure CO2 located in the high expansion foam and CO2 room, which is situated on
the starboard side of the engine casing on the upper deck. The isolation valves are positioned so that the release cabinet door cannot be
Capacity: 25 cylinders each containing 45kg
closed with the valves in the open position. It is also arranged that the release
Spaces protected: Cargo switchboard room, cargo compressor room, These cylinders are connected to discharge nozzles within the protected space cabinet door will operate the switches when in the open position, to initiate
cargo motor room, emergency generator room, paint via cylinder manifolds and distribution pipework. audible and visual alarms.
store, bow thruster room, No.1 and 2 high and low
voltage switchboard rooms, No.1 and 2 transformer A pressure gauge and pressure switch are fitted to the main CO2 manifold. A time delay unit is located in the pilot CO2 pipeline to the main storage
rooms and the engine control room cylinders. This unit allows for a time delay of about 30 seconds between
The system is designed to discharge the required number of cylinders into opening of the pilot valve and the actual operation of the cylinder release
the protected space at the same time. Each protected space requires a certain valves. This delay offers time for personnel in the protected spaces to evacuate
Introduction number of cylinders to give a 40% concentration of CO2. The total number of them after the CO2 release alarm has sounded.
cylinders is determined by the largest protected compartment.
Dependent upon the application, CO2 is normally employed at levels of A pressure gauge is fitted to the pilot CO2 pipeline to indicate pilot CO2
between 35% and 50% by volume to produce an oxygen deficiency and thus When the release system is activated for a particular protected space, only the pressure.
extinguish a fire. This level of oxygen reduction is also capable of causing required number of cylinders for that space are released.
asphyxiation. Fixed systems are therefore designed to include safeguards
which prevent the automatic release of the CO2 whilst the protected area Alarms and Trips
Protected Space Number of Cylinders
is occupied. The users of portable extinguishers should ensure that there is Cargo switchboard room 11 The release cabinet door is fitted with electrical contacts which activate an
sufficient air to breathe normally. CO2 is not generally regarded as having a alarm and stop the ventilation fans in the protected spaces. The alarms in the
Cargo compressor room 25
high intrinsic toxicity and is not normally considered to produce decomposite protected spaces consist of visual and audible signals.
products in a fire situation. Cargo motor room 9
Emergency generator room 5
The CO2 cylinders are fitted with safety devices to relieve excess pressure Paint store 2 Operating Procedure from the Fire Control Station
caused by high temperatures. To avoid these operating, it is recommended that Bow thruster room 11
cylinders be located in areas where the ambient temperature will not exceed a) On discovering a fire in a protected space, shut down the
46°C. Cylinders must not be stored in direct sunlight. No.1 and 2 high/low switchboard/transformer rooms machinery in that space together with fuel supplies, if any,
and engine control room 21 and ventilating systems. Close all doors, ventilators and other
Certain gaseous extinguishing agents may cause low temperature burns when openings having first ensured that all personnel have been
in contact with the skin. In such cases the affected area should be thoroughly evacuated.
The cargo compressor room requires 25 CO2 cylinders and that is the number
irrigated with clean water and afterwards dressed by a trained person. installed. The requirements of all other protected spaces can be satisfied by the
b) Conduct a muster of all personnel ensuring that everyone is
25 cylinders. It has to be appreciated that if any of the cylinders are released to
WARNING accounted for. The gas must not be released until any missing
protect a space then there is no longer sufficient capacity to provide protection
DANGER OF ASPHYXIATION persons are accounted for and are known not to be in the
for the cargo compressor room and the efforts must be made to have the CO2
Re-entry to a CO2 flooded area should not be made until the area has been protected space where CO2 is to be released.
cylinders replenished at the next port.
thoroughly ventilated.
c) Go to the release cabinet for the area on fire and open the cabinet
Control Cabinets door, which will activate an alarm and stop the ventilation fans.
System Description Open the No.1 and No.2 ball valves.
Discharge of the CO2 is manually accomplished from the supply and release
Areas Protected cabinets located in the fire control station. The system releases pilot gas at
a pressure of 30 bar to open the cylinder release valves and the main line d) Take the key in the release cabinet to open the cylinder supply
The central bank CO2 system installed in the ship protects the cargo switchboard discharge valve(s) to the protected spaces. It is stored in small pilot cylinders cabinet door.
room, cargo compressor room, cargo motor room, emergency generator room, installed within the supply cabinet. The pilot cylinders are connected to the
paint store, bow thruster room, No.1 and 2 high and low voltage switchboard main pilot system pipework via two isolation valves installed within the e) Go to the cylinder supply cabinet, open the door and open one
rooms and No.1 and 2 transformer rooms. Outlets for CO2 are located in the release cabinet. of the pilot cylinder valves by pulling the handle down. If the
protected spaces so as to give an even spread of CO2 quickly throughout the pressure gauge reading is below 30 bar, open the 2nd pilot
compartment when the gas is released. cylinder valve


Illustration 8.2a CO2 Flooding System
Fire Control Station on Upper Deck (Starboard Side) Cargo
CO2 Alarm
CO2 Alarm
CO2 Alarm
CO2 Alarm
CO2 Alarm
CO2 Alarm
CO2 Alarm
Cargo Cargo Bow Compressor Emergency
Vent Stop
Vent Stop
Vent Stop
Vent Stop
Vent Stop
Vent Stop
Vent Stop
No.1/2 L/V ,H/V Swtbd
Rooms,Trans Rooms Compressor Switchboard Thruster Motor Generator Paint
and ECR Room Room Room Room Room Store
Supply Release Release Release Release Release Release Release

Cabinet Cabinet Cabinet Cabinet Cabinet Cabinet Cabinet Cabinet
TD TD TD TD TD TD
P P P P P P
Required Quantity Of Cylinders

PI Total: 28 Bottles
Cargo Switchboard Room: 11 Bottles
P P P P P P Emergency
Cargo Compressor Room: 25 Bottles
Operating
Cargo Motor Room: 9 Bottles
Handles
Emergency Generator Room: 5 Bottles
Paint Store: 2 Bottle
Bow Thruster Room: 11 Bottles
No.1/2 L/V and H/V Switchbd
4 Bottles 10 Bottles 2 Bottles 4 Bottles 3 Bottles 2 Bottles
Rooms,Transformer Rooms
and Engine Control Room : 21 Bottles
CO2 Bottle Room - Engine Room Casing on Upper Deck (Starboard Side)
No.1/2 L/V and H/V Switchboard Cargo Switchboard Bow Thruster Room Cargo Compressor Motor Emergency Generator Paint Store
Cargo Compressor Room
Rooms and Transformer Rooms Room Room Room
and Engine Control Room
A A A A A A A
A A
S S
7 Bar 7 Bar
Air Supply Air Supply
P Key Main CO2 Line

Discharge CO2 Cylinder
(Pneumatic and Manually Pilot CO2 Line
Operated) Instruction Chart Caution Plate Pressure Gauge Alarm Bell
Warning Notice Ball Valve PG With Stop Valve A With Lamp
M Instrumentation
Pilot Cylinder S Solenoid Valve TD Time Delay Unit CO2 Discharge
(Manually Operated) (Ex-proof) P (Pneumatic) Nozzle Hose Connection Valve A Air Horn Key Box Electrical Signal


The CO2 will be released to the protected space after the time delay period.
f) After 10 minutes, close the pilot cylinder hand wheel valve.
g) When the pilot pressure gauge within the supply cabinet is zero,
close both pilot isolation valves.
(Note: Allow time for structural cooling before opening the engine room and
ventilating the CO2 gas.)
WARNING
Do not enter CO2 flooded space without using breathing apparatus.
Operating Procedure from the CO2 Room
In the unlikely event of pilot gas initiation failure, the CO2 system may be
operated from the CO2 room.
a) On discovering a fire in a protected space, shut down the

machinery in that space together with fuel supplies, if any,
and ventilating systems. Close all doors, ventilators and other
openings having first ensured that all personnel have been
evacuated.
b) Conduct a muster of all personnel ensuring that everyone is

accounted for. The gas must not be released until any missing
persons are accounted for and are known not to be in the
protected space where CO2 is to be released.
c) In the CO2 room manually open the main valve to the area
containing the fire. Turn and pull the valve handle so that it
opens fully for CO2 is to be released into the protected space.
d) A check must be made to determine how many cylinders

are needed for the space in which the fire has occurred. The
cylinders are clearly marked for each space.
e) Remove an emergency operating handle from the rack and

insert it into the CO2 cylinder valve actuator operating lever.
f) Pull down the operating lever on the valve actuator of the

cylinders to be released. CO2 will now be discharged.


Illustration 8.3a Quick-Closing Valves and Fire Dampers System
F49V
To Funnel Ventilation
Fire Control
F50V Damper (Upper S)
Station To Fire Damper Air Cylinder for Engine Room Ventilation
PIAL
PX F51V Damper (Upper P)
DCS
PI
225 Litres Damper (Lower S)
9 bar F52V
Damper (Lower P)
F304V F315V To No.1 Engine Room

Supply Fan Fire Damper
Incinerator Incinerator
WO Service GO Service To No.2 Engine Room
Quick-Closing Tank
From GS Air Tank Casing Supply Fan Fire Damper
Valves Air Reservoir
System
(
To No.3 Engine Room
Supply Fan Fire Damper
To No.4 Engine Room

L32V F36V L17V L6V F101V F29V Supply Fan Fire Damper
Main LO IGG Gas Oil Generator Engine To No.1 Engine Room

Generator Turbine Generator Engine
Settling Service Gas Oil Exhaust Fan Fire Damper
LO Settling Tank LO Settling Tank
Tank Tank Service Tank 2nd Deck
To No.2 Engine Room

F53V Exhaust Fan Fire Damper
To Purifier Room Exhaust

L206V F46V F27V F41V F43V F54V Fan Fire Damper
Main LO Low Sulphur Gas Oil Gas Oil Low Sulphur To Diesel Generator Room
Gravity Fuel Oil Storage Storage Fuel Oil Exhaust Fan Fire Damper
Tank (P) Tank (S) F55V
Tank Tank (P) Tank (S) 3rd Deck
To Oil Store Exhaust

F56V Fan Fire Damper
Key To Chemical Store Exhaust

S F64V F57V Fan Fire Damper
Air
F6V F3V F203V F201V F1V
Fuel Oil/Gas Oil To No.1 Boil-Off Leak Gas
S F65V F58V Fan Fire Damper
HFO HFO HFO HFO HFO
Overflow Bunker Settling Settling Bunker Lubricating Oil
Tank (P) Tank (P) Tank (P) Tank (S) Tank (S) To No.2 Boil-Off Leak Gas
4th Deck
Electrical Signal F59V Fan Fire Damper
Instrumentation
To Welding Space
Exhaust Fan Fire Damper


8.3 QUICK-CLOSING VALVES AND FIRE DAMPERS Activation of the three-way control valve at the fire control station control panel If dampers for individual locations require closing, the three-way cock
SYSTEM will vent the damper air line and cause all fire dampers to close. Operation of positioned in a safe place near the fire damper must be turned to the VENT
individual local damper valves will vent each individual damper as required position. The damper can be opened again by turning the three-way cock to
and allow that damper to close. the OPEN position.
Introduction
Fire dampers are fitted as follows:
All the outlet valves from the fuel oil and lubricating oil tanks, from which oil
could flow to feed a fire, are equipped with air operated quick-closing valves. Item Valve
They are supplied and controlled from the quick-closing valve air reservoir
situated in the emergency shut-off device control box located in the fire control Funnel vent damper (upper port) A49V
station. The reservoir is supplied with air, at a pressure of 9.0 bar, from the Funnel vent damper (upper starboard) A50V
GS air system. The air is supplied directly from the GS air manifold after the
Funnel vent damper (lower starboard) A51V
oil filters, with an inlet valve on the quick-closing valve air reservoir which is
locked open. A branch pipe on the air line to the reservoir supplies air directly Funnel vent damper (lower port) A52V
to the engine room ventilation fire dampers. No.1 engine room supply fan damper
The quick-closing valve air reservoir is fitted with a low pressure alarm No.2 engine room supply fan damper
transmitter and the pressure in the reservoir is displayed on the compressed No.3 engine room supply fan damper
air system graphic T30-413-01. The oil tank quick-closing valves’ actuator
lines are grouped into two systems, each with a three-way operating cock. No.4 engine room supply fan damper
In normal operation the supply line to each group of tank valves is vented to No.1 engine room exhaust fan damper
atmosphere. When the three-way operating cock is turned, air is supplied to
No.2 engine room exhaust fan damper
pistons, which collapse the bridge of each valve in that group, thus causing the
valve to close. Purifier room exhaust fan fire damper A53V
Diesel generator room exhaust fan damper A54V
The valves are reset by venting the air supply and operating the valve hand
wheel in a closed direction to reset the bridge mechanism and then opening the Oil store exhaust fan damper A55V
valve in the normal way . Chemical store exhaust fan damper A56V
The emergency generator diesel oil tank quick-closing valve is operated by a No.1 boil-off leak gas fan damper A57V
directly connected wire from outside the emergency generator room. No.2 boil-off leak gas fan damper A58V
Engine room fire dampers are all connected to a three-way operating cock Welding space exhaust fan damper A59V
which supplies air to the damper cylinders in order to keep the dampers
open. When the damper cylinder is vented the damper is closed by means of
a gravity acting on a counterweight. Damper cylinders may be vented as a Procedure for Operating Fire Control Dampers
group by means of the three-way supply cock or may be operated individually
by a three-way cock located close to each damper. a) The main fire damper three-way valve, located at the emergency
shut-off cabinet in the fire control station, must be turned to the
VENT position to actuate all the fire dampers. The dampers
Fire Dampers will close under the action of their counterweights when air is
vented from their cylinders.
Engine room fire dampers operate to close ventilation openings in the event
of a fire. The dampers are kept open against a closing force (gravity acting
b) Returning the three-way cock to the OPEN position will
on a counterweight) by means of air pressure acting on the damper cylinder
direct compressed air in to the cylinder pistons and open the
piston. When air pressure is vented the damper or dampers will close. The fire
dampers.
damper pipe work is supplied directly from the GS air system main pipe and
air pressure is constantly applied to the system.


Illustration 8.4a Fire Detection Panel
Central Unit Panel
Salwico CS3000
POWER ON
CS3000 CONTROL CHECK
FIRE
DISCONNECTION
6 13 DATE 2004-09-02 TEST......
ALARM TRANSFER
SECTION DETECTOR TIME 08;52;24
EXTERNAL ALARM
MENU DELAY OFF.....
SYSTEM FAULT..
F1 F2 F3 F4 ABNORMAL COND.
ALARM MUTE
ALARMS IN QUEUE 7 8 9 S SECTION EA EXTERNAL FAULT
ALARM
4 5 6 D DETECTOR EC EXTERNAL
CONTROL
M MUTE
EXTERNAL CONTROL
ALARM RESET ALARM
ACTIVATED 1 2 3 SD
SMOKE
DETECTOR AD DELAY R RESET
SECTION / DETECTOR
NOT RESET 0 ON OFF TIMER LIST
Fire Alarm Panel Operating Panel


8.4 FIRE DETECTION SYSTEM Keys Operation MUTE: Fault handling key used to
ALARM MUTE: This key is used to acknowledge acknowledge faults and to mute the
Maker: Consilium Marine the fire alarm and mute the buzzers. buzzers.
Type: CS 3000 Salwico Fire Detection System
ALARM RESET: This key is used to reset the fire RESET: Fault handling key used to reset the
Serial number: 02747
alarm. faults.
Reference number: SG-7825
ALARMS IN QUEUE: LEDs indicate multiple alarms ON, OFF, TIMER: Operation keys used to choose the
which can be scrolled through using operation to perform.
General Description
this key. Each alarm is listed in the
alphanumeric display. LIST: List handling keys, the LIST key is
The CS3000 Fire Detection system is a computerised, fully addressable used to open the list function.
analogue fire alarm system with analogue detectors. The operating panel, The arrow keys are used to scroll
control unit and power supply are contained in a central cabinet in the fire Indicators Description through the lists.
control station on the upper deck port side of the accommodation. The detector
loops are connected to the system with a 7.2Ah battery system back-up in the EXT. CONTROL LED indicating that an external
event of a power failure. The system is looped to the gas sampling and alarm ACTIVATED: control output is active. Indicators Description
system and to the DCS cabinet in the electrical equipment room on A deck. POWER ON: Illuminated when the power is on.
SECTION/DETECTOR LED indicating that an alarm reset
The Salwico CS3000 comprises a wide range of detectors and sensors to NOT RESET: has been attempted but failed.
(Detector still in alarm) DISCONNECTION: General disconnection of detectors
suit different needs and conditions. It includes detectors for different alarm indicator.
parameters, for example, smoke, heat and flames. Manual call points, short
circuit isolators and a timer are connected to the loop where required. A fault Operating Panel TEST: Is lit when the central unit is in test
in the system or a false alarm is detected immediately since the function of mode.
the detectors and other installed loop units are automatically and continuously The operating panel is used for controlling the system and to display extra
tested. information in case of a fire alarm. The alphanumeric display is used as a ALARM TRANSFER: Is lit when the dedicated fire output
complement to the numeric display on the fire alarm panel, as a communication is activated (steady light) and is
The fire alarm repeater alarm unit is fitted in the wheelhouse safety console. medium when operating the system and to display guiding texts for the function flashing when the door is open, the
The repeater panel allows the ship’s staff to monitor alarms and scroll keys. Under normal conditions, when the central unit is in normal status, the fire output is deactivated.
through alarms in the queue list but not to accept any alarms or perform text ‘Salwico CS3000’ is displayed together with the date and time.
any disconnections or reconnections. The system can also identify defective EXTERNAL ALARM: Is lit when an external alarm output
detectors in each loop. is disconnected or faulty.
Keys Operation
The system can be monitored via the DCS and a typical screen display is F1, F2, F3, F4: Function keys, used for choosing DELAY OFF: Is lit when the time delay is
shown here. functions from the menus in the deactivated.
display and for entering certain
Central Unit Panel characters with no keys of their SYSTEM FAULT: Is lit when a fault occurs in the
own. system.
The central unit panel is divided into two parts, the fire alarm panel and the
operating panel. The fire alarm panel is activated when there is a fire alarm 0-9: Numeric keys. ABNORMAL COND: Is lit when an abnormal condition
in the system. The operator verifies and supervises the system by using the has occurred.
different keys and the display on the operating panel. Correction key: The last key stroke is erased.
Fire Alarm Panel Return key: The system returns to normal status,
‘Salwico CS30000’ is displayed.
The fire alarm panel is activated when a fire alarm is detected on the system.
S, D, SD, EA, AD: Command keys used to choose the
The FIRE indicator flashes and the section number and detector address in
unit (section/detector no. etc) to
alarm are displayed on the numeric display.
operate.


Illustration 8.4a Fire Detection Panel
Central Unit Panel
Salwico CS3000
POWER ON
CS3000 CONTROL CHECK DISCONNECTION
FIRE 6 13 DATE 2004-09-02

TIME 08;52;24
TEST......
ALARM TRANSFER
SECTION DETECTOR EXTERNAL ALARM
MENU DELAY OFF.....
SYSTEM FAULT..
F1 F2 F3 F4 ABNORMAL COND.
ALARM MUTE
ALARMS IN QUEUE 7 8 9 S SECTION EA
EXTERNAL FAULT
ALARM
EXTERNAL
4 5 6 D DETECTOR EC CONTROL
M MUTE
EXTERNAL CONTROL
ALARM RESET SMOKE ALARM
ACTIVATED 1 2 3 SD DETECTOR AD DELAY R RESET
SECTION / DETECTOR
NOT RESET 0 ON OFF TIMER LIST
Fire Alarm Panel Operating Panel


System Operation g) If ALARMS IN QUEUE is pressed when the last fire alarm The problem should be investigated. The non-resettable fire alarm is displayed
is displayed, the first fire alarm is displayed again and the again.
Detection of a Fire Alarm
ALARMS IN QUEUE indicator goes out for 5 seconds.
FIRE lamp is flashing: A fire alarm is detected in the system. The LIST key can always be used regardless of system status. Pressing LIST
shows the fire alarms one by one on the first line of the alphanumerical display.
a) Press ALARM MUTE, to mute and acknowledge the fire Reset Fire Alarm They can then be reset in the normal way one by one. If the alarm does not
alarm. reset, the reason is displayed on line three. The problem should be investigated.
Only one fire alarm can be reset at a time, i.e. the displayed fire alarm. If there The not resettable fire alarm is displayed again.
b) The FIRE indicator stops blinking and becomes steady red. The are more, the next one will appear on the display.
audible fire alarm, including the internal buzzer is permanently
a) Press the MUTE button for 2 seconds to acknowledge the Fault Indication
silenced when the ALARM MUTE is pressed.
alarm. The FAULT indicator is flashing and the internal buzzer is sounding. One or
c) The section number and detector address in alarm are displayed more faults are detected in the system and the latest fault is displayed on the
on the fire alarm panel and on the alphanumerical display on the b) Press the LIST button. alphanumeric display. The first line displays the word FAULT, a fault code
operating panel. followed by the section number, the detector address, and a fault message.
c) Press the F1 button below the Fire Alarm display key to select Additional text is displayed on line two, if provided The fault codes are listed
d) The section number and the detector address are displayed on the appropriate fire alarm in the manufacturer's manual. Only one fault can be acknowledged at a time.
the first line and additional information about the location is Press M in the FAULT field to acknowledge the fault and mute the buzzer.
displayed on the second line, if provided. d) Press the Alarm Reset button to reset the fire alarm. It will
disappear from the display and be inserted into the history list. The FAULT indication stops flashing and becomes steady yellow. The internal
ALARMS IN QUEUE lamp is flashing. There is more than one fire alarm in buzzer is permanently silenced. The fault is placed in a fault list and the
the system. e) If the fire alarm does not reset, the reason is displayed on line alphanumeric display is erased. The next fault is displayed if there are more
three. The indicator SECTION/DET NOT RESET is displayed. faults. Otherwise the display is erased and it returns to its previous status. The
a) Press ALARM MUTE repeatedly, to mute and acknowledge all This could be because the detector still detects high levels of number of faults in the system and the order they occurred is displayed on line
the fire alarms. smoke, fumes and/or ionisation etc. The actual detector may three. The fault list can be scrolled through by using the up and down arrow
also be faulty and should be investigated. keys.
b) The FIRE and ALARMS IN QUEUE indicators stop flashing
and become steady red when all the fire alarms are muted. The Fire Alarms That Do Not Reset
audible fire alarm is permanently silenced when the ALARM
To Reset Faults
MUTE is pressed. A detector that cannot be reset can be listed in two ways. Press the LIST or a) Press LIST to open the list function. Faults can only be reset
ALARMS IN QUEUE key. from the fault list.
c) The section number and detector address in alarm are displayed
on the fire alarm panel and on the alphanumerical display on the The ALARMS IN QUEUE key can only list the non-resettable fire alarms if all b) Press F2 to select the fault list. The latest fault is always
operating panel. fire alarms are acknowledged and reset (ie the ALARMS IN QUEUE LEDs are displayed first. The fault list can be scrolled through using the
not lit) and if all faults are acknowledged. If this is not the case, the ALARMS list key. The LED on the arrow key is lit if there are more faults
d) The address of the first fire alarm is displayed on the first line IN QUEUE key will only list the fire alarms that are not reset. to be listed.
and additional information about the alarming unit is displayed
on the second line, if provided. The address of the latest fire a) Press ALARMS IN QUEUE repeatedly to select the appropriate c) Press the arrow keys until the appropriate fault is displayed.
alarm is displayed on the third line and additional information fire alarm. The fire alarm address is displayed on the fire alarm
about this unit is displayed on the fourth line. The total number panel and the operating panel alphanumerical display. d) Press R in the FAULT field to reset the fault. The system
of fire alarms is shown to the right on line one.
attempts to reset the fault.
b) Press ALARM RESET. The system tries to reset the fire
e) Press the ALARMS IN QUEUE button to display the next fire alarm. e) The fault is reset if it disappears from the list. The next fault is
alarm.
displayed after about 5 seconds. If the fault list is empty, the text
If no key is depressed for about 60 seconds the display returns to the first non- LIST EMPTY is displayed, and the system returns to normal
f) The second fire alarm address is displayed both on the fire resettable fire alarm. If the fire alarm is reset it disappears from the display status, ‘Salwico CS3000’ is displayed. If the fault is not reset,
alarm panel and on the alphanumerical display. The fire alarm and from the fire alarm list. The display then returns to the next fire alarm or the reason is displayed on line three. Investigation is required.
is presented on the two first lines on the display. Five seconds if there are no more fire alarms it returns to normal status, ‘Salwico CS3000’
after pressing ALARMS IN QUEUE, the first fire alarm is is displayed. If the alarm does not reset, the reason is displayed on line three.
displayed again.


Disconnections Reconnections
Different parts of the fire alarm system can be disconnected for instance, Disconnected units can be reconnected from the disconnected list by selecting
sections, detectors, manual call points, section units, alarm devices, external the appropriate disconnection. The status is then changed by pressing the ON
control devices and loops. This can be useful when there is welding in a key or using the same procedure as Disconnection, but press the OFF - ON
particular section or removal of detectors is required due to structural shipboard button.
work etc. A whole section can be disconnected permanently or for a defined
time interval using the timer function. The disconnected section can only be
reconnected from the ‘Disconnections’ list.
When operating the system a mistake can be corrected using the BACK key to
erase one step at a time backwards. To interrupt the disconnection function and
return to normal status, press the RETURN key . The system returns to normal
status and ‘Salwico CS3000’ is indicated.
Disconnection Process
a) Press the S button to select the section.
b) Enter a section number and the section menu is displayed.
c) Press OFF to disconnect the section.
d) When the section is disconnected the text on line three is

changed to ORDER DONE.
e) The DISCONNECTION LED is lit if this is the first active

disconnection in the system.
f) A message is displayed on line three, for about five seconds,

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

to normal by pressing RETURN.
h) Press the D button to disconnect a detector.

D for all detectors
SD for smoke detectors
Heat detectors are selected in the section menu.
Further in-depth operations are available from the manufacturer’s manual.


Illustration 8.4b Fire Detectors and Alarms - A and B Accommodation Decks
Key
Pushbutton
Thermal Detector
For General Alarm
Pushbutton
Smoke Detector
For Fire Alarm
Speaker For Fire

SP And Emergency CO2 CO2 Discharge Alarm
General Alarm
Down Down Down

Up Up
SP
SP
CO2 Crew's
SP
SP
Dairy Messroom SP
Locker
Emergency Meat Room
Generator Room Room Hospital
SP SP
Crew's
SP Lounge
SP
SP
Vent Vent Vent Vent SP
P.T T.V. Room
Locker SP
Fish SP Spare
Room Crew's Pantry CD
SP
CD SP
Crew (D)
&
SP
& SP
PD
SP PD
SP
Spare
SP
Up Vegetable Crew (C)
Engine Casing Room Engine Casing
SP SP
Dn Up
SP
Dn Up
SP
Dn Dn Spare
Galley
Crew (B)
SP
Lift Gymnasium
Dry Provisions Lift
SP
Store SP
Spare
SP
Locker
Crew (A) Night
SP
SP
SP Pantry
SP
Lkr
Incinerator
SP
Room Davit Suez SP
Dn Workers Officer's
Room SP CD SP
CD Pantry SP
&
Officer's
SP
SP
& PD Health Room PD
Vent Vent Vent Vent T.V. Room
SP
SP
Duty Officer's SP
Mess Messroom SP
SP
High Expansion Foam
and CO2 Room Swimming Swimming
SP
Pool Tank SP Pool
Officer's
Smoking Lounge
SP
Down Up Up
Down Down
A Deck B Deck


Illustration 8.4c Fire Detectors and Alarms - C and D Accommodation Decks
Key
Thermal Detector
Smoke Detector
Pushbutton
For Fire Alarm
Speaker For Fire

SP And Emergency
General Alarm SP
Down Up
Dn Up
SP SP SP
1st Engineer's
Day Room
SP Gas Gas
Pumpman Oiler (A) Engineer's Engineer's
Pumpman Day Room
(B) Bedroom
(A)
SP
SP SP
SP
SP
SP SP
SP
Oiler (B)
SP
Assistant Electrician
SP
SP SP
Able SP
Fan Room (Supply) Seaman (B) Oiler (A) Fan Room (Supply) SP
SP
1st Engineer's
SP CD
SP CD Bedroom
SP & SP
SP
SP & SP
SP Assistant PD
SP
PD
SP
SP
SP
Able Oiler (B)
SP
Seaman (A) 4th Officer
Fan Room (Exhaust)

SP SP 1st Assistant
SP Engineer
SP SP
Dn Up Dn Up
SP
SP SP SP
Fan Room SP
(Exhaust) Seaman 2nd Assistant
SP Lift
(B) SP No.1 Oiler Lift Engineer
5th Officer
3rd
SP
SP SP
SP
Drying Assistant
SP
Engineer
Night Room Night
Pantry Bosun Pantry SP
SP
Drying
SP
SP
Crew's Officer's SP
Room Laundry SP
Laundry P.T
CD Chief Officer's
& CD
Fan Room (Supply) PD SP Fan Room (Supply) & Bedroom
Locker SP
SP
SP Steward
SP
PD
SP
SP
SP Locker
SP
SP
SP
SP
SP
Cook (A) 3rd 2nd
Chief
SP
Officer Officer
Seaman Cook
SP
(A) SP SP Chief Officer's

SP Cook (B) SP SP Day Room
Dn Up
Down Up
C Deck D-Deck


Illustration 8.4d Fire Detectors and Alarms - E and F Accommodation Decks
Key
Pushbutton
For Fire Alarm
Speaker For Fire

SP And Emergency
General Alarm
Thermal Detector
Dn
Smoke Detector
Fan Room
Up Down Up
SP SP Cadet (D) SP
SP
Chief Engineer's
Bedroom Captain's SP SP
CD Bedroom CD Pilot
& &
SP
SP
SP PD Captain's PD
SP SP
Day Room
SP
SP
Chief Engineer's
SP
SP
Day Room SP
Funnel Dn Up Cadet (C) Dn Up

PS
SP
SP
CG Locker Electrical
Chief Captain's
Engineer Lift Equipment
Office Lift Room
Office Cadet (B)
SP SP
SP
Night
SP
SP SP
SP SP SP
Pantry
Phone Rm SP
Night
SP
CD SP CD
SP
Pantry SP
Spare &
& PD
Spare Officer (A)
Officer (B) SP
PD Cadet (A)
SP
SP
Up Down Up
To Catwalk
Fan Room
Dn
F Deck
E Deck


Illustration 8.4e Fire Detectors and Alarms - G Accommodation and Navigation Bridge Decks
Key
Pushbutton
For General Alarm
Thermal Detector
Pushbutton
For Fire Alarm Smoke Detector
Speaker For Fire
SP And Emergency Portable Gas
General Alarm
GD Detector Cabinet
Fire Alarm Bell
Up Down Down
Cargo Office
SP Wheelhouse
SP
Up
PD SP
SP
SP
GD Navigation
Dn Up Locker Down SP
SP
Administration Lift SP
Lift Radio
and Central Table
Engine Office Control Rear
SP
Room
SP
SP
CG Lkr
SP
CD
SP
Battery Night
Pantry
Room
Up Down Down
SP
G-Deck Navigation Bridge Deck


Illustration 8.4f Fire Detectors and Alarms - Bow Thruster Room and Bosun's Store
Key
Pushbutton
For Fire Alarm
Fire Alarm Bell
CO2 CO2 Discharge alarm
Smoke Detector
Speaker For Fire

SP And Emergency
General Alarm
Bow Thruster
and Emergency
Fire Pump Room
Rope
Space
Forward Fuel
Oil Tank Fore Peak Tank
(P&S)
SP
CO2
No 1 W.B.
Tank (C)
Bow Thruster Room

Bosun's Store


Illustration 8.4g Fire Detectors and Alarms - Engine Room Floor and 4th Deck
Key
SC Signal Column Flame Detector
Smoke Detector Thermal Detector
Heavy Fuel Oil Pushbutton Cofferdam

For Fire Alarm Air Horn
Overflow Tank
Cofferdam
Space for Piping
SC
Vent
UP SC
DN
UP
UP
DN
UP
DN UP
DN UP
UP Main LO
Sump Tank
DN UP
UP
SC
DN UP
UP Lift
Lift Space
Space Scoop Inlet
UP
Ahead Stop Valve/
Astern Manoeuvring
Valve
UP UP
Vent
SC Vent SC
DN
SC
4th Deck
Purifier Room Floor


Illustration 8.4h Fire Detectors and Alarms - Engine Room 3rd Deck and Steering Gear Room
Low Sulphur
Tank (P)
Spare Blower Units Diesel Oil

Blower Storage
F F F Tank (P)
UP
UP
Distilled F.W.
Water Tank
Tank (P&S)
(P&S)
SC
Vent Vent Vent UP UP
UP UP
Key
Port Turbine Generator

Port
Pushbutton
Boiler
For Fire Alarm
Fire Alarm Bell

SC Lift Starboard Turbine Generator
Space
Lift
A.P. SC S C Elevator Mach.
Room F Foam Alarm Bell
Starboard Thermal Detector

Boiler Diesel Generator
Lift
Space
DN Smoke Detector
UP
Rope Space
UP UP
SC
Flame Detector
Vent Vent Vent
Welding
Area
SC SC Signal Column
Workshop
Diesel Oil
Electrical Storage
Workshop Lift Tank (S)
and Store Space
Steering Gear Room

Low Sulphur
Tank (S)
3rd Deck


Illustration 8.4i Fire Detectors and Alarms - Engine Room 2nd Deck
Inert Gas Generator

Diesel Oil
Service Tank
DN UP Space for Piping
Key
CO2
CO2
SP Pushbutton
For General Alarm
CO2 Pushbutton
DN For Fire Alarm
Vent Vent Engine
Control
SC Fire Alarm Bell
Room
SP
SP
DN SP
DN F Foam Alarm Bell
CO2 CO2 Discharge Alarm
CO2
SC SC SC SC Signal Column
Lift
F Space
Boiler
Elevator SC CO2 SC
UP Smoke Detector
Vent
Hood
Room Thermal Detector
Lift
DN SP
Space
UP Flame Detector
DN
Speaker For Fire
SP
Vent Vent SP And Emergency
General Alarm
Air Horn
F
CO2
Store
GT LO
Settling
Tank
GT LO
Storage
Tank
GE LO
Settling Generator
Tank Main Lubricating Main Lubricating Engine
Oil Settling Oil Storage Diesel Oil
GE LO
Storage Tank Tank Service
Tank Tank


Illustration 8.4j Fire Detection and Alarms - Upper Deck
Dn
SP
No.2 Cargo
CO2
CO2 SWBD Room
Rotating (Low)
Light for L Paint General Deck SP
CO2 Alarm R Store Store Store
SP
CO2
Vent Vent
Air Condition Room
SP
Key
Port Boiler
Economiser Pushbutton
SP For Fire Alarm
Fire Alarm Bell

Port Boiler No.2 Cargo
Forced Draught Fan SWBD Room
(High) Smoke Detector
SP
SP CO2 Thermal Detector
SP
Standby Forced Engine Room Up Dn Up CO2 CO2 Discharge alarm

SP
Draught Fan Hatch
Boiler Vent
Hood Room
Pushbutton
SC For General Alarm
Lift
Dn
F Foam Alarm Bell

SP SP
SP
P.T
CO2 SC Signal Column
Change Rm C.G.L
SP
Speaker For Fire
Starboard Boiler Incinerator SP And Emergency
Forced Draught Fan Change Rm No.1 Cargo General Alarm
SP SWBD Room
C.D
(High)
& Flame Detector
P.D
Dry Rm SP
Starboard Boiler Locker.
SP
Economiser Up SP
Incinerator Room
Vent Vent
F
SP
SP CO2
SP
High Expansion Foam/CO2 Room
Ships
Laundry SP
No.1 Cargo
SP Fire SWBD Room
Control (Low)
CO2
Station


Illustration 8.4k Fire Detection and Alarms - Cargo Machinery Room
Key
Pushbutton Air Horn for CO2 Alarm Air Horn for Fire Alarm Smoke Detector Thermal Detector
For Fire Alarm CO2
No.4 Cargo Tank Compressor

No.3 Cargo Tank No.2 Cargo Tank
Motor Room
Room
CO2 Cargo CO2
Machinery Room
Rotating Rotating
Light for L
L Light for
Fire Alarm R
R Fire Alarm


8.5 FIRE FIGHTING EQUIPMENT
Illustration 8.5a Fire Fighting Equipment - A and B Accommodation Decks Key
Portable Foam Applicator Type E Fire Hose Reel With Nozzle

F CO2 Discharge Nozzle Fire Damper For Engine Room
With Spare Tank (20L) CO2 and 18m Fire Hose
F Portable Foam O Fire Damper For Other Than F Semi-Portable Foam

Fresh Water Spray Nozzle 45
9 Fire Extinguishers (9kg) W Engine Room Fire Extinguisher (45L)
Portable Fire Extinguishers Fire Hose Reel With Nozzle Fire Hydrant With Hose Fixed Type Dry Powder
CO2
(6.8kg CO2) F and 18m Fire Hose Connection Powder Fire Extinguisher for Galley
Exhaust Ductr
First Aid Hose Box with Fire Hydrant With Hose
D.S Draft Stop
F Hose Reel and Valve Connection
Down Down Down

W Up Up
CO2 F
F
F Dairy Hospital Locker Crew's

45
CO2 CO2 CO2 CO2 CO2
Meat Room F
Lounge
Room Crew's 9
Emergency D.S
Generator Room
CO2 F Messroom
9
E E O
O
Vent Vent Vent Vent Public T.V. Room
Locker Phone W
Fish Spare O
Crew's Pantry
Room Crew (D) CD
CD O O
& &
PD O
PD Spare
F
Crew (C)
Up D.S
Vegetable
Engine Casing Room Engine Casing D.S
F
9 Dn Up Dn Up
Dn Galley Dn Spare
O D.S F
9 Crew (B) F
Lift O O Gymnasium
Lift W
Dry Provisions
Store Spare
O Locker
D.S
Crew (A)
D.S
F
CO2
Night
9
O Pantry O
Powder Lkr
Incinerator
Room Davit Suez
Dn Workers O Officer's
Room CD
CD Pantry Health Room & Officer's
& PD PD T.V. Room
Vent Vent Vent Vent W
Officer's PT
Duty F Messroom
High Expansion Foam Mess 9
and CO2 Room O F Officer's F

F Swimming Swimming
Pool Tank
9
Lounge
Pool
Smoking
Down
Down Up Up
Down
W
A Deck B Deck


Illustration 8.5b Fire Fighting Equipment - C and D Accommodation Decks
Key
D.S Draft Stop
W
Fresh Water Spray Nozzle Portable Fire Extinguishers
CO2
(6.8kg CO2)
Firemans Outfit
O Fire Damper For Other Than
FE Locker
Engine Room Fire Valve With Hose
Connection First Aid Hose Box with
E Fire Damper F Hose Reel and Valve
For Engine Room
Fire Hose Reel With Nozzle Foam Generator
F Portable Foam and 18m Fire Hose (60m3/min)
9 Fire Extinguishers (9kg)
W
W
Down Up
Dn Up
F
Oiler Gas Gas F
Pumpman Pumpman 9 (A) D.S Engineer's Engineer's 9
E E (A) (B) Day Room Bedroom 1st Engineer's

O Day Room
Oiler O
(B)
O
D.S
Fan Room (Supply) Assistant Fan Room (Supply) Electrician
Able 1st Engineer's
Oiler W
Seaman CD Bedroom
CD (A)
(B) &
& D.S
PD PD
E CO2 Able Assistant 1st
Seaman Oiler Assistant
Fan Room (Exhaust)

4th Officer
(A) D.S (B) Engineer
F
Dn Up Dn Up
Seaman
Fan Room 2nd
(B) F
(Exhaust) No.1 9 Assistant

Lift 5th Officer W
Oiler F Lift Engineer
3rd
Drying Bosun Drying O
Assistant
D.S
D.S
Night Room Night

E Room Engineer
Pantry Pantry
CO2
O
Public
Crew's CD Steward Toilet CD
Officer's
Laundry & &
Fan Room (Supply) Laundry Chief Officer's F
Fan Room (Supply) PD D.S Locker PD
D.S Bedroom
FE Cook Locker W
(A)
E E Chief Officer's
Chief Day Room
Seaman Cook F 3rd Officer 2nd Officer
(A) Cook F
(B)
F
9 9
C Deck
Dn Up
Down Up
D-Deck
W W


Illustration 8.5c Fire Fighting Equipment - E and F Accommodation Decks
Key
E F Portable Foam
Fire Damper For Engine Room 9 Fire Extinguishers (9kg)
Fan Room Fresh Water Spray Nozzle Fire Hydrant With Hose
W
W Connection
O Fire Damper For Other Than Fire Hose Reel With Nozzle
O Engine Room and 18m Fire Hose
First Aid Hose Box with

F Hose Reel and Valve Ventilation Fan
W
D.S Draft Stop
W
Dn
Portable Fire Extinguishers
CO2
(6.8kg CO2)
W
Up O
F
E 9
Chief Engineer's Captain's
Bedroom CD Bedroom
E O W
&
PD
O
Captain's W Down Up
Day Room O
Chief Engineer's
Day Room F D.S
Funnel Dn Up F
Cadet (D) 9
CD Pilot
F
&
Chief Lift W PD
Engineer Captain's O
Office Office O
D.S
Cadet (C)
D.S
O
Telephone Dn Up
CO2
E Room
F
W CG Locker D.S
Spare Night
E Officer (B) CD Pantry Spare Lift
& Officer (A)
F Electrical
PD 9 Cadet (B) Equipment
Up F Room
Night
Pantry
W
W CD
F &
W Cadet (A) 9 PD
Dn Down Up
W W
To Catwalk
O
O
F Deck
Fan Room
W
E Deck


Illustration 8.5d Fire Fighting Equipment- G Accommodation Deck, Navigation Bridge and Compass Decks
Key
Repeater Panel Bilge, Fire and GS Pump First Aid Hose Box with Fire Valve With Hose
CO2 Discharge Nozzle R.P.
CO2
M.F.P Start/Stop F Hose Reel and Valve Connection
E Fan Control And Emergency Portable Fire Extinguishers Fire Valve With Hose
Ventilation Fan Fire Pump Start/Stop CO2
Stop Switch For Engine Room F.P (6.8kg CO2) Connection
Fire Hose Reel With Nozzle O Fan Control And Emergency F Portable Foam
Fire Pump Start/Stop D.S Draft Stop
and 18m Fire Hose Stop Switch For Others E.F.P 9 Fire Extinguishers (9kg)
O Fire Damper For Other Than Dry Powder Monitor Fireman's

C.P. Central Panel
Engine Room W.S.P
Water Spray Pump Start/Stop
P Release Station FE Outfit
W
Up Down Down W
W
Cargo Office
W
O CO2
Down
O Up W Wheelhouse
W
F PD F
O E O
O O F O
9
Navigation
O O Dn Up R.P. Locker Down CO2
M.F.P F.P E.F.P W.S.P

D.S
O
W
W
Lift Lift
F Administration D.S
and
D.S
Chart Space C.P.
D.S Engine Office
CO2
CG Lkr
Central
O W
CD Control
P Room
W
Battery
W
F Night
Room 9 Pantry FE W
W
Up Down Down W
W
B.G.H
Compass Deck
G-Deck
Navigation Bridge Deck


Illustration 8.5e Fire Fighting Equipment - Bow Thruster Room and Bosun's Store
Key
CO2 Discharge Nozzle

CO2
Fire Hose Reel With Nozzle

F and 18m Fire Hose
Fire Hydrant With Hose
Connection
F Portable Foam
P Portable Powder
Emergency Fire Pump
Bow Thruster
and Emergency
F Fire Pump Room
Rope Forward Fuel

Space Oil Tank
(P&S)
CO2
CO2
Fore Peak Tank
CO2
P
F
6
9
CO2
CO2
No 1 W.B.
Tank (C)
Bow Thruster Room
Bosun's Store


Illustration 8.5f Fire Fighting Equipment - Engine Room Floor and 4th Deck
Key
Fire Hydrant With Hose Local Fire Fighting System E
Fire Damper For Engine Room
Connection L/F Control Panel
Fire Hose Reel With Nozzle High Expansion System Ventilation Fan
F and 18m Fire Hose F Foam Control Panel
Heavy Fuel Oil F Portable Foam Foam Generator

Overflow Tank 9 Fire Extinguishers (9kg) (60m3/min)
Nozzle For Local

Fire Fighting System
Cofferdam Bilge, Fire and

GS Pumps
Space for Piping
F
9
F
Vent
UP
Boiler
DN
Drain Tank
UP
F
9
F
F 9
9 UP
DN
UP
DN UP
DN UP
A
F UP Main LO
9 Sump Tank
F
DN UP
9
UP
UP
DN F
UP
Lift 9
Lift Space
Space Scoop Inlet
F
UP
9 Ahead Stop Valve/
Astern Manoeuvring
Valve F
9
UP UP
Vent
Vent F
9
F
F
F 9
L/F
DN
Purifier Room
4th Deck Floor


Illustration 8.5g Fire Fighting Equipment - Engine Room 3rd Deck and Steering Gear Room
Low Sulphur
Main Lubricating Tank (P)
Oil Oil Tank
Store Chemical
Key
Store Spare Diesel Oil
Blower Units
Blower Storage
Tank (P) Fire Hydrant With Hose
UP Connection
F
UP Fire Hydrant With Hose
9
F.W. Connection
Distilled
Water Tank
(P&S) Fire Hose Reel With Nozzle
Tank
F and 18m Fire Hose
(P&S)
F
9 Inert Gas Generator Cooling Unit Inert Gas Generator Air Dryer F
Portable Foam Applicator Type
With 2 Spare Tanks (20L each)
Vent Vent Vent F
UP UP
9 F
F Portable Foam
UP
UP 9 Fire Extinguishers (9kg)
F
45
F
9 Port Turbine Generator F Semi-Portable Foam
Port
45 Fire Extinguisher (45L)
Boiler
Ventilation Fan
Lift Starboard
Space Turbine Lift
A.P. F Generator Elevator Mach. Foam Generator (60m3/min)
9
Room
F
9
CO2
L/F
Foam Generator (18m3/min)
F
Starboard
9
Boiler
Lift
Space
F DN Local Fire Fighting System
Rope Space UP L/F Control Panel
UP UP
F
Diesel Generator
Vent
F Nozzle For Local Fire Fighting
Vent Vent F 9
System
E
F
9
F
9
Workshop Diesel Oil
Electrical Storage
Workshop Lift Tank (S)
Space
and Store
Low Sulphur
Tank (S)
Steering Gear Room 3rd Deck


Illustration 8.5h Fire Fighting Equipment - Engine Room 2nd Deck
Key
Inert Gas Generator

Diesel Oil F
Portable Foam Applicator Type
Service Tank With Spare Tank (20L)
E
F
Semi-Portable Foam
135 Fire Extinguisher (135L)
E
Portable Fire Extinguishers
CO2
F
(6.8kg CO2)
9 F
9 CO2
CO2 F Portable Foam

Toilet 9 Fire Extinguishers (9kg)
E
F
Ventilation Fan
CO2
Vent Vent DN
CO2 CO2
CO2
Engine Connection
Control
F F
DN Room Fire Hose Reel With Nozzle
9 9
DN F and 18m Fire Hose
F
9 R.P.
E Nozzle For Local Fire Fighting

L/F
CO2 CO2
CO2
System
Boiler F
Vent Lift E
Hood
135
Space F Fire Damper For Engine Room
9 Elevator
Room UP CO2
F
9
F CO2
Lift 9 Foam Generator (18m3/min)
DN
Space CO2
UP CO2 CO2
F DN
9
F CO2 Discharge Nozzle
CO2
Vent Vent
Local Fire Fighting System
L/F Control Panel
F
CO2
CO2
R.P. Repeater Panel
Store
GT LO
Settling
Tank
GT LO
F
Storage
9
Tank
GE LO
Settling Generator
GE LO
Tank Tank


Illustration 8.5i Fire Fighting Equipment - Main Deck
Key
Fire Hose Reel with Nozzle Bilge, Fire and General
P Dry Powder Monitor Ventilation Fan (Jet/Spray Combined Type) Service Pump
F and 18m Fire Hose
Fire Hose Reel With O Fire Damper for Other Dry Powder Hose Fire Pump
Nozzle and 18m Fire Than Engine Room with Hand Gun
P
Hose
P Dry Powder Monitor E Fire Damper for Stop Valve for Fire Main Emergency Fire Pump
Release Station Engine Room
Dry Powder Stop Valve for Water
P CO2 Discharge Nozzle Fire Main
Installation Spray Main
CO2
Fire Valve with Hose F Portable Foam

Water Spray Nozzle 9
Coupling W
Fire Extinguishers (9L)
Cargo
X25 Machinery Room X6
CO2 W
P P P P P
W W W W P W W W W W W W W W W
Bow Thruster and
X10 Fire Pump Room
CO2
Cargo
Machinery Room
P P P P P P
F F
P
F F F
F F
F
F F
P O
W W P
P
P
P
W W W W W W W P
P P
P F
No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank P

No.1 Cargo Tank
Dome Dome Dome Dome

E
E W
W W W W W W W W
P O
W W W W P P
F
W W W W W W W W
W W W W W
P
P
P P
F
9 P
O P P P F
O P
F P W W W W W W P
W 9
F P O
P W P
W W P
X7 X2 X12 X7
W W CO2 W
Cargo Machinery Room


Illustration 8.5j Fire Fighting Equipment - Upper Deck
W
Key
Dn
O
O Ventilation Fan Fan Control And Emergency
CO2 No.2 Cargo Stop Switch For Others
SWBD Room CO2
Paint (Low)
General Deck
W F Portable Foam
Store Store Store 9 Fire Extinguishers (9kg) Spare Charge for all
O Fire Extinguishers
O F
9
CO2 CO2 Discharge Nozzle
Vent Vent CO2
Air Condition Room Valve Box For
Quick-Closing Operation
Fire Hose Reel With Nozzle
Port Boiler F and 18m Fire Hose
Economiser CO2
Bilge, Fire and GS Pump
Fire Hydrant With Hose Start/Stop
O Connection
M.F.P
D.S
Port Boiler O No.2 Cargo Portable Fire Extinguishers Fire Pump Start/Stop
CO2
Forced Draught Fan SWBD Room (6.8kg CO2) F.P
F (High)
O O
O CO2 CO2 High Expansiom Foam
O F System Control Panel Fire Pump Start/Stop
F E.F.P
9
Engine Room Up Dn Up CO2 Master Control Box

Standby Forced Water Spray Pump Start/Stop
Draught Fan Hatch O CO2 With Key
W.S.P
Boiler Vent
Hood Room
Local Fire Fighting System
Fresh Water Spray Nozzle
Dn
Lift W L/F Control Panel
E Foam Generator (60m3/min) Fire Hydrant With Hose
D.S
P.T
Connection
O F O
F
Changing Room
C.G.L Connection
135
Starboard Boiler Incinerator No.1 Cargo O Fire Damper For Other Than
Forced Draught Fan Changing Room SWBD Room Engine Room Fire Hose Reel With Nozzle
F (High) and 18m Fire Hose
F
L/F
9
C.D
9
& First Aid Hose Box with
CO2 CO2
P.D Hose Reel and Valve Repeater Panel
Drying Room F R.P.
CO2
Starboard Boiler F
Economiser Up Locker.
Hot 9
Vent Vent BL Foam F

Semi-Portable Foam Dry Powder Monitor
Bell O P Release Station
W
F 135 Fire Extinguisher (135L)
Incinerator Room
CO2
D.S Draft Stop
Ships No.1 Cargo E Fan Control And Emergency
O
High Expansion Foam/CO2 Room CO2 Laundry Fire Stop Switch For Engine Room Nozzle For Local Fire Fighting
Control SWBD Room
System
Station (Low)
CO2 Master Control For
F CO2
CO2 Discharge
E O W
P CO2
F
M.F.P F.P E.F.P W.S.P
FE R.P.


8.6 LIFESAVING EQUIPMENT
Illustration 8.6a Lifesaving Equipment - Main Deck
Key
6 Liferaft Lifebuoy with

LJB Life Jacket Box
(6 Person) Life Line
Lifebuoy with Self

Life Jacket 20 Liferaft
Igniting Light
(20 Person)
Immersion Suit
Lifeboat
SAFETY Storage Tube, Metal Plate or

Dwg for Safety Plan Life Rescue Boat
PLAN
Embarkation
Ladder B Instruction Plate
J Instruction Plate R Instruction Plate
LJB
6
LJB
20 B SAFETY
R
J
PLAN
SAFETY
B
R
20 J PLAN
LJB


Illustration 8.6b Lifesaving Equipment - Upper Deck
Key
Dn
Emergency Exit
No.2 Cargo
SWBD Room
Fire Axe
Paint (Low)
General Deck
Store Store Store
Fire Proof Clothing
Vent Vent
Air Condition Room A Air Compressor with
Charging Manifold
Port Boiler
Self-Contained Type
Economiser
Compressed Air
Breathing Apparatus
A
No.2 Cargo
Safety Lamp For Three Hours
Port Boiler
Forced Draught Fan SWBD Room (Portable, Electric Type)
(High)
Non-Conductive Boots,
B.G.H
Gloves and Rigid Helmet
Protective
Standby Forced
Draught Fan
Engine Room
Hatch
Up Dn Up
J PE Equipment
Boiler Vent A
A
Hood Room
M Safety
Dn
Lift SE Equipment
A A A
P.T 'A' Class Fire Door
B A
Change Rm B
C.G.L 'B' Class Fire Door
A No.1 Cargo
Starboard Boiler Incinerator
Forced Draught Fan Change Rm A SWBD Room
(High) Emergency Escape
C.D Breathing Device
&
A P.D
Dry Rm Locker. J Method of Donning
Starboard Boiler
Up
Life Jacket
Economiser
Vent Vent
B A M Muster List
Incinerator Room A
High Expansion Foam/CO2 Room
Ships
Laundry Fire
Control No.1 Cargo
Station SWBD Room
(Low)
X16 PE X3 SE B.G.H X2


Illustration 8.6c Lifesaving Equipment - A and B Accommodation Decks
Key
Non-Conductive Boots, Self-Contained Type

B.G.H Compressed Air Fire Axe
Breathing Apparatus
Safety Lamp For Three Hours Fireproof Clothing
Fireman's
FE Outfit
(Portable, Electric Type)
T SOLAS Training
Emergency Exit Manual
Medical First Aid
Equipment A
'A' Class Fire Door
B
Life Jacket 'B' Class Fire Door
Down Down Down

Up Up
Hospital
T
Emergency Dairy Locker Crew's
Generator Room Meat Room Lounge
Room Crew's
Messroom A
B
T
B B
B
A B B
Vent Vent Vent Vent Public T.V. Room
Locker B Spare Phone
Fish
Crew (D) B
Room A
CD Crew's CD
& Pantry & A
A
PD Spare PD
Crew (C) B
Up Vegetable
Engine Casing Room Engine Casing
Dn Up Spare Dn Up
Dn A Dn Crew (B) B A A
Galley
Lift Gymnasium
B Lift B
Dry Provisions
A Spare
Store A A Locker Night
A
Crew (A) B
B Pantry
A B A
A Lkr B
Incinerator
Room Davit Suez A Officer's A A
Dn Workers A Pantry A
Room A CD
CD A Health Room & Officer's
& PD PD T.V. Room
Vent Vent B Vent Vent B
Officer's
Duty B Messroom B T
High Expansion Foam B B
Mess
and CO2 Room
Swimming
B.G.H FE Swimming
B Officer's
Pool Tank T Lounge
Pool
Smoking
Down Up Up
Down Down
A Deck B Deck


Illustration 8.6d Lifesaving Equipment - C and D Accommodation Decks
Key
Non-Conductive Boots,
Fire Axe B.G.H
Fireproof Clothing Fireman's

FE Outfit
Self-Contained Type
Compressed Air
Life Jacket
Breathing Apparatus
Safety Lamp For Three Hours
B
(Portable, Electric Type) 'B' Class Fire Door
Emergency Exit
A
'A' Class Fire Door
M Muster List
Method of Donning Emergency Escape

J Breathing Device
Life Jacket
Down Up
Dn Up
B Cargo Cargo
Engineer's Engineer's
Pumpman Oiler (A)
Pumpman Day Room Bedroom 2nd Engineer's
(B)
(A) B B Day Room
B B
B Oiler (B)
A
Able B 2nd Engineer's
Assistant Electrician
Fan Room (Supply) Fan Room (Supply) B Bedroom
Seaman B Oiler
(B) (A) CD
CD B &
& A
A PD
PD
Able J
Assistant
Seaman B B Oiler 3rd Engineer
Fan Room (Exhaust)

4th Officer
(A) M (B)
B B B
Dn Up Dn Up
Fan Room A A A A B
(Exhaust) Seaman B
Lift 5th Officer 4th Engineer
(B) B No.1 Oiler Lift
B B
B
B A A
Drying Drying B
Night Room Night 5th Engineer
Room
A Pantry Bosun A Pantry
B
A B A A
A Public
Crew's CD CD
A Officer's Toilet
Laundry & &
Fan Room (Supply) Laundry Chief Officer's
Fan Room (Supply) PD Locker PD A B
B B Steward B B Bedroom
B B B
Locker
Cook
B B
Chief (A) B B Chief Officer's
B.G.H FE Seaman
Cook
3rd Officer
Day Room
2nd Officer
(A) B
Cook (B)
Dn Up
Down Up
C Deck D-Deck


Illustration 8.6e Lifesaving Equipment - E and F Accommodation Decks
Key
Life Jacket
Emergency Exit
A
'A' Class Fire Door
B
Dn 'B' Class Fire Door
J Method of Donning
Fan Room Life Jacket
M Muster List
Up
B
Chief Engineer's
Bedroom CD Captain's
Bedroom
&
PD A Down Up
Captain's B
Day Room Pilot
Chief Engineer's
Day Room Cadet (D) B
Funnel Dn Up B CD
& A
A A
PD
Chief Captain's
Engineer Lift Office
Office B
Cadet (C)
A
B
Dn Up
B J M B
A Electrical
Telephone CG Locker
B A Equipment
Lift
Night Spare
B Room
Spare Cadet (B)
Officer (B) CD Pantry Officer (A)
& A
A B B A
PD B
Night
Pantry
Up
A
CD
Cadet (A) B &
PD
Fan Room
Down Up
To Catwalk
Dn
E Deck F Deck


Illustration 8.6f Lifesaving Equipment - G Accommodation Deck and Navigation Bridge Deck
Key
Satellite E.P.I.R.B
Portable VHF / Two

Way Transceiver
Radar
Transponder
Lifebuoy with Self
Igniting Light &
Smoke Signal
Fire Axe
Fireproof Clothing
Self-Contained Type
Compressed Air
Down Up Breathing Apparatus
Down
Cargo Office
A Safety Lamp For Three Hours
(Portable, Electric Type)
T Non-Conductive Boots,
Up T M J B B.G.H
A PD
Fireman's
FE Outfit
Navigation Wheelhouse
T
Locker Safety
B
Down Dn Up SE Equipment
B B A A
Lift Rocket Parachute Flares

Lift Administration
and Central
SE Chart Space
Engine Office A
A
Control
Hand Flares
Room
B
CG Lkr
B A Line-Throwing Appliance
CD
B
Battery Night Life Jacket
Room Pantry FE
Down Up Down A
'A' Class Fire Door
B.G.H
B
'B' Class Fire Door
Emergency Exit
Navigation Bridge Deck G-Deck
T SOLAS Training Manual
J Method of Donning
Life Jacket
M Muster List
Emergency Escape
Breathing Device


Illustration 8.6g Lifesaving Equipment - Engine Room 2nd Deck
Inert Gas Generator Key

Diesel Oil
Service Tank
L.J.B Life Jacket Box
Life Jacket

Aft Emergency Exit
Mooring A
Deck A
'A' Class Fire Door
A A
L.J.B
Toilet
A Emergency Escape
Breathing Device
Vent Vent DN Method of Donning

M J J
Life Jacket
Engine Control M Muster List

DN Room
DN
Boiler
Vent Lift
Hood Space A
Elevator
Room UP
A
A A
A
Lift
DN
Space
UP
DN
Vent Vent
A
Store
GT LO
Settling
Tank
GT LO
Storage
Tank
GE LO
Settling Generator
GE LO
Tank Tank


Illustration 8.6h Lifesaving Equipment - Engine Room 3rd Deck and Steering Gear Room
Low Sulphur Key

Main Lubricating Tank (P)
Oil Tank
Emergency Exit
Spare Blower Units
Blower Diesel Oil
A
Storage 'A' Class Fire Door
Tank (P)
UP
A A A
Boiler Water UP Emergency Escape
F.W. Analyser Breathing Device
Distilled
Water Tank
Tank (P&S)
(P&S)
Inert Gas Generator Cooling Unit Inert Gas Generator Air Dryer
Vent Vent Vent UP UP
UP
UP
Port Turbine Generator

Port
Boiler
Lift Starboard Turbine Generator

A Space
A Lift
A.P. Elevator Mach.
Room
A A
A A
Starboard
Boiler Diesel Generator
Lift
Space
DN
Rope Space UP
UP UP
Vent Vent Vent
Workshop
A Diesel Oil
Storage
Steering Gear Room Electrical Lift Tank (S)
Space
Workshop
and Store
Low Sulphur
Tank (S)
3rd Deck


Illustration 8.6i Lifesaving Equipment - Engine Room Floor and 4th Deck
Key
A
'A' Class Fire Door
Emergency Exit
Heavy Fuel Oil Cofferdam
Overflow Tank
Emergency Escape
Breathing Device
Cofferdam
Space for Piping
Vent
UP
Boiler
DN
Drain Tank
UP
UP
DN
UP
DN UP
DN UP
A
A
UP Main LO
A Sump Tank
DN UP
UP
UP
DN UP
Lift
Lift Space
Space Scoop Inlet
UP
UP UP
Vent
Vent
A
A
DN
Purifier Room
4th Deck Floor


8.7 EMERGENCY ESCAPE FROM ENGINE ROOM Illustration 8.7a Emergency Escape from Engine Room
Introduction UPPER DECK
An emergency trunking is fitted at the aft end of the engine room to allow
personnel to escape in the event of a life threatening situation. The emergency
trunking leads to the steering gear room, from where a stairway leads to the
aft mooring deck. AFT MOORING DECK
2nd Deck
The routes to escape from the various deck levels are as follows:
2nd Deck Level (Two Routes)
1. Proceed aft to the port side door, which opens on to the aft
mooring deck. This door is normally open when the engine
room is manned and is always closed during UMS conditions. STEERING GEAR ROOM ENGINE ROOM
2. Proceed forward to the stairway leading to the accommodation

upper deck.
3rd Deck
See illustration 5.7f Lifesaving Equipment - Engine Room 2nd Deck for a plan
view of the escape routes.
Aft Peak Tank
There are Emergency Escape Breathing Devices (EEBD) situated on all levels
of the engine room, which can be used to protect personnel during the escape
from the engine room. Emergency Trunking
3rd Deck Level, 4th Deck Level and Engine Room Floor Level
• Proceed aft to the ‘A’ class fire door leading into the emergency
trunking and climb the vertical ladder to the steering gear room 4th Deck
level. Enter the steering gear room and proceed up the stairway Key
to the aft mooring deck.
Stern Tube Emergency Exit
Cooling
Feed Water
Tank
Emergency Escape
Breathing Device
Floor
'A' Class Fire Door


8.8 PERSONNEL PROTECTION EQUIPMENT Hospital - B Deck, Port Side Emergency Escape Breathing Device (EEBD) - 9 in Total
The vessel is fitted with equipment which protects personnel during fire Equipment No. of sets Equipment comprises of a respiratory mask and small air cylinder which
fighting operations. The equipment available and their locations are displayed supplies 10 minutes of air to allow escape to fresh air.
First aid 1
on the ship's safety plan and should be familiar to all the ship's personnel.
There are EEBDs located in the following locations:
Locker - C Deck, Port Side, Access From Pumpman’s Cabin • Bridge - starboard side cupboard
The information regarding locations of equipment available is listed below:
Equipment No. of sets • G deck - cargo control room, at starboard aft bulkhead
Fire Control Station - Upper Deck, Starboard Side Self-contained breathing apparatus 1 • D deck - starboard alleyway area
Lifeline with hook 1 • Upper deck - fire control station
Equipment No. of sets Safety lamp 1
Fireman’s axe 1 • Engine room 2nd deck - engine control room (2 sets)
Self-contained breathing apparatus 2
Spare cylinders 3 Helmet 1 • Engine room 3rd deck - workshop, at inboard bulkhead
Lifeline with hook 2 Boots and gloves 1
• Engine room 3rd deck - aft of port turbine generator
Safety lamp 2 Fireman’s suit 1
Fireman’s axe 2 Spare cylinders 2 • Engine room 4th deck - starboard side, aft of auxiliary
Helmet 2 circulating pump
Boots and gloves 2 Locker - G Deck, Starboard Side of Central Control Office
Fireman’s suit 2
Air compressor for breathing apparatus 1
Oxygen resuscitation equipment and antidotes 1 Equipment No. of sets
Stretcher 1 Self-contained breathing apparatus 1
Protective equipment comprising: 16 Lifeline with hook 1
protective cloth Safety lamp 1
long apron Fireman’s axe 1
gloves, footwear and goggles Helmet 1
Safety equipment comprising: 3 Boots and gloves 1
boots Fireman’s suit 1
gloves Spare cylinders 3
eye protection
spare cylinders 3
Navigating Bridge Deck - Wheelhouse, Starboard Aft
(Note: The breathing apparatus air compressor must be inspected at least
once a month by a responsible officer and the inspection recorded in Equipment No. of sets
the ship’s log. The compressor must also be inspected and tested by an Safety equipment comprising: 1
expert at least once a year.) boots
gloves
eye protection
Locker - B Deck, Port Side, Forward of Hospital Escape equipment comprising: 1
respiratory mask
Equipment No. of sets goggles
Self-contained breathing apparatus 1 eye protection
Lifeline with hook 1 Additional breathing apparatus sets 1
Safety lamp 1 Spare cylinders 3
Fireman’s axe 1
Helmet 1
Boots and gloves 1
Fireman’s suit 1
Spare cylinders 2


Illustration 8.9a High Expansion Foam Fire Extinguishing System
CO2 / FOAM ROOM

WHEELHOUSE
Main Control Foam

Remote Alarm Cabinet Pump
Panel Local Fire Hot Starter From
Fighting System Foam Cabinet Domestic Fresh Water
System PI
System (2.8.3a)
N.O. A
To Engine C Foam Liquid Tank
PS PI
S (6000L)
Room Alarm
FIRE CONTROL STATION Foam Liquid Pump B

(280litres/min x 100m)
Main Control
Remote Control Cabinet - For
Cabinet - For Local Fire
Total Fire N.O. PS PI
Fighting
Fighting System System (Nozzles)
(Generators)
To Local Panels
N.C.
D Deck
Proportioner
60 60
N.C.
B Deck M N.C.
Key
S S S S S S S S S S
Foam N.C. BF105
A Deck J I H G F E D C B A
Sea Water Incinerator
Incinerator Incinerator Inert Gas Diesel Generator Purifier Purifiers Diesel Boiler Vent Engine
Room Main Boilers
Top Room Generator Room Engine Top Room Top Generator Room Hood Room Room
Local To LSC
Electrical Signal Panel Alarms
To Fire Main System
J I H E D A B C G F
Upper Deck
LSC Light Signal Column 60 18
60
60m3/min Foam Boiler
Generator Hood
60 60 60 18
Nozzle
60 18 No.1 HV No.1 No.2 HV No.2 No.1 LV No.2 LV
LSC Engine Switch Main Switch Main Switch Switch Nitrogen
BF09
No.1 No.2 Control Board Trfmr Board Trfmr Board Board Generator
Main Boiler Main Boiler Room Room Room Room Room Room Room Room 2nd Deck
Local To
Panel Alarms
From
Main Control 60 60 60 60 18 18 18 18 60 60 18 60
Cabinet
60 60 60 60 60 60 LSC Inert
Boiler Gas Generator
Engine Room LSC Engine Room Oil Chemical Mechanical Emergency Fire Pump
Diesel Generator Water Test Room
(Starboard) (Port) Store Store Workshop In Bow Thruster Room
Room Room 3rd Deck
(650/72m3/h Power
LSC x 90/115mth) Supply
To Local To
Steering Gear Fire Panel Local To
Smoke Detectors Alarms Purifier Room
Room Alarm Panel Alarms
Flame Detectors Main And Emergency
Panel and Alarm Pushbuttons 60 60 60
Power Supply
4th Deck 440V & 220V
BF07
Local To BF08
Panel Alarms
Lower Floor Sea Chest


8.9 HIGH EXPANSION FOAM FIRE EXTINGUISHING • Incinerator room A time delay will postpone production of the high expansion foam for 120
SYSTEM seconds and only spray sea water into the diesel generator room.
• Inert gas generator room
• Port and starboard boiler burners When the fire has been extinguished, the system is manually shutdown by
Maker: Unitor Ships Service AS
pressing the OFF pushbutton.
Tank capacity: 6,000 litres
(Note: A fire in the inert gas generator room, which has a combination of
Foam liquid pump: DPVF 10-70 - 9.79m3/h at 100kg/cm2 WARNING
foam generators and nozzles, can only be extinguished from the fire
control station.) After the fire has been extinguished and the protected space has cooled
down, the protected space must be thoroughly ventilated before any
Introduction personnel enter.
The foam system provides fire extinguishing capability by excluding oxygen Procedure for Operating the Foam System from the CO2 and
from the seat of the fire and by the cooling effect caused by the evaporation Foam Room Emergency Operation
of the foam bubbles. Foam is made by mixing a foam making chemical with The system can be operated in the OP. mode as follows:
sea water in controlled quantities in the proportioning eductor and the resultant The system must only be operated in the event of a fire in the protected spaces
mixture is piped to the foam generators or nozzles located in those protected and a decision must be made by the Chief Engineer to make use of the hot a) Ensure that all personnel have been evacuated from the
areas . The sea water is supplied from the emergency fire pump located in the foam system. protected space.
bow thruster room.
The system may be operated from the a control panel or locally if required b) Open the sea water supply valve BF105 and the foam line valve
The foam liquid tank and foam liquid pump are located in the hot foam and and is not controlled by the DCS. The hot foam system DCS graphic screen immediately down stream of the proportioner.
CO2 room which is situated in the starboard side of the engine room casing T30-418-01 FOAM SYSTEM provides supervisory information but no control
on the upper deck. The foam room also contains the starter for the foam liquid facility. c) Open the door of the main control cabinet and turn the alarm
pump, a local starter for the emergency fire pump and a system control panel. ON switch to activate the alarm.
A sub panel and local starter for the emergency fire pump are also located in
the fire control station.
Remote Operation from the Foam and CO2 Room to Provide
d) Turn the ON switch to start the emergency fire pump.
Flooding for the Diesel Generator Room (As an Example)
Foam is injecting with air into the mixture at the foam generators by air being e) Turn the switch to stop the ventilation fans and close all
drawn in as the foam mixture expands. The expansion rate of the foam when a) Ensure that all personnel have been evacuated from the
openings to the protected space.
air is injected is 620:1. protected space.
f) Turn the ON switch to open the motorised water valve.
Total flooding, via foam generators, is provided using a main control cabinet in b) Open the sea water supply valve BF105 and the foam line valve
the foam and CO2 room and a remote control cabinet in the fire control station. immediately down stream of the proportioner.
g) Turn the ON switch to open foam tank outlet valve.
The system may be operated manually from either location. High expansion
foam is used to fight fires in the following protected spaces, each protected c) Open the door of the main control cabinet and press the alarm
h) Turn the ON switch to start the foam liquid pump.
space having its own supply pipes, foam generators or nozzles. pushbutton for the diesel generator room.
• Engine room i) Turn the ON switch to open the discharge valve to the diesel
d) Press the pushbutton marked DIESEL GENERATOR ROOM
generator room.
• Diesel generator room
The following will occur
• Purifier room The system is now operating and discharging foam into the protected area.
• The foam discharge alarm will sound in the engine room
• Incinerator room
• The ventilation fans will stop When the fire has been extinguished, stop the pumps and close all the valves.
• Boiler hood room
• The emergency fire pump will start WARNING
• Inert gas generator room
• The motorised sea water valve will open After the fire has been extinguished and the protected space has cooled
down, the protected space must be thoroughly ventilated before any
Local flooding is provided, via foam nozzles, for the following areas using the • The foam outlet valve will open personnel enter.
main control cabinet in the fire control station and local operating panels: • The foam liquid pump will start
• Diesel generator room (Note: The TEST mode key and switches are used to test the system without
• The discharge valve to the diesel generator room will open
releasing any foam)
• Purifier room


Illustration 8.9a High Expansion Foam Fire Extinguishing System
CO2 / FOAM ROOM

WHEELHOUSE
Main Control Foam

Remote Alarm Cabinet Pump
Panel Local Fire Hot Starter From
Fighting System Foam Cabinet Domestic Fresh Water
System PI
System (2.8.3a)
N.O. A
To Engine C Foam Liquid Tank
PS PI
S (6000L)
Room Alarm
FIRE CONTROL STATION Foam Liquid Pump B

(280litres/min x 100m)
Main Control
Remote Control Cabinet - For
Cabinet - For Local Fire
Total Fire N.O. PS PI
Fighting
Fighting System System (Nozzles)
(Generators)
To Local Panels
N.C.
D Deck
Proportioner
60 60
N.C.
B Deck M N.C.
Key
S S S S S S S S S S
Foam N.C. BF105
A Deck J I H G F E D C B A
Sea Water Incinerator
Incinerator Incinerator Inert Gas Diesel Generator Purifier Purifiers Diesel Boiler Vent Engine
Room Main Boilers
Top Room Generator Room Engine Top Room Top Generator Room Hood Room Room
Local To LSC
Electrical Signal Panel Alarms
To Fire Main System
J I H E D A B C G F
Upper Deck
LSC Light Signal Column 60 18
60
60m3/min Foam Boiler
Generator Hood
60 60 60 18
Nozzle
60 18 No.1 HV No.1 No.2 HV No.2 No.1 LV No.2 LV
LSC Engine Switch Main Switch Main Switch Switch Nitrogen
BF09
No.1 No.2 Control Board Trfmr Board Trfmr Board Board Generator
Main Boiler Main Boiler Room Room Room Room Room Room Room Room 2nd Deck
Local To
Panel Alarms
From
Main Control 60 60 60 60 18 18 18 18 60 60 18 60
Cabinet
60 60 60 60 60 60 LSC Inert
Boiler Gas Generator
Engine Room LSC Engine Room Oil Chemical Mechanical Emergency Fire Pump
Diesel Generator Water Test Room
(Starboard) (Port) Store Store Workshop In Bow Thruster Room
Room Room 3rd Deck
(650/72m3/h Power
LSC x 90/115mth) Supply
To Local To
Steering Gear Fire Panel Local To
Smoke Detectors Alarms Purifier Room
Room Alarm Panel Alarms
Flame Detectors Main And Emergency
Panel and Alarm Pushbuttons 60 60 60
Power Supply
4th Deck 440V & 220V
BF07
Local To BF08
Panel Alarms
Lower Floor Sea Chest


Remote Operation of the Foam System from the Fire Control b) Go to the foam and CO2 room and open the sea water supply c) Open the door to the local operating panel, which activate an
Station to Provide Flooding for the Diesel Generator Room valve BF105 and the foam line valve immediately downstream alarm, start the emergency fire pump and stop the ventilation
of the proportioner. fans.
a) Ensure that all personnel have been evacuated from the
protected space. c) Open the door of the main control cabinet in the fire control d) Press the pushbutton marked ON.
station and press the ZONE 3 pushbutton to activate the
b) Go to the foam and CO2 room and open the sea water supply system. The system is now operating and discharging foam into the protected area.
valve BF105 and the foam line valve immediately downstream When the fire has been extinguished, press the STOP pushbutton and close all
of the proportioner. A time delay will postpone production of the high expansion foam for 120 the valves.
seconds and only spray sea water into the diesel generator room.
c) Open the door to the remote control panel in the fire control Total Flooding of the Engine Room Spaces
station. When the fire has been extinguished, the system is manually shutdown by
pressing the system STOP pushbutton.
Total flooding is carried out by activating both the CO2 system and the foam
d) Press the pushbutton marked DIEASEL GENERATOR system. The CO2 system protects the main switchboards and the engine control
ROOM. Emergency Operation room and the foam protects the remainder of the spaces.
The following will occur d) Turn the ON switch to activate the alarm.
The operation of the CO2 system is described in section 5.2.
• The foam discharge alarm will sound in the engine room e) Turn the switch to stop the ventilation fans and close all
openings to the protected space. WARNING
• The ventilation fans will stop
After the fire has been extinguished and the space has cooled down the
• The emergency fire pump will start f) Turn the ON switch to open the zone 3 discharge valve. engine room must be thoroughly ventilated before any personnel enter.
• The motorised sea water valve will open
The system is now operating and discharging foam into the diesel generator Procedure for Cleaning the System After Use
A time delay will postpone production of the high expansion foam for 120 room. When the fire has been extinguished, stop the pumps and close all the
seconds and only spray sea water into the diesel generator room. valves.
a) Close valves A and B to prevent water entering the foam
WARNING tank.
When the fire has been extinguished, the system is manually shutdown by
pressing the OFF pushbutton. After the fire has been extinguished and the protected space has cooled
down, the protected space must be thoroughly ventilated before any b) Open valve C from the domestic fresh water system.
personnel enter.
Operation of the Foam System from the Main Control Cabinet c) Supply fresh water for flushing and run the foam liquid pump
in the Fire Control Station for a short time to flush the foam lines.
Procedure for Operation using the Local Operating Panels
The system is divided into local fire fighting zones as follows: There are local operating panels outside the following spaces: d) Stop the foam liquid pump.
• Zone 1 - main boilers • Diesel generator room
• Zone 2 - inert gas generator top e) Continue to run fresh water until it is determined that all foam
• Purifier room
has been flushed from the pipelines.
• Zone 3 - diesel generator top • Incinerator room
• Zone 4 - lubricating oil purifiers top • Inert gas generator room f) Close valve C.
• Zone 5 - incinerator top
a) Ensure that all personnel have been evacuated from the
g) Open valve A and revert all valves to their standby positions.
protected space.
To Provide Local Fire Fighting to the Diesel Engine Top
b) Go to the foam and CO2 room and open the sea water supply h) Refill the foam tank as soon as possible.
The system can be operated in the OP. mode as follows:
valve BF105 and the foam line valve immediately downstream
of the proportioner. (Note: The emergency fire pump must be tested by ship’s staff regularly in
a) Ensure that all personnel have been evacuated from the order to avoid any problems on operation.)
protected space.


8.10 FIRST AID FRESH WATER SYSTEM Operation
In the event of a fire proceed as follows:

Introduction
a) Raise the alarm and proceed to the nearest hose and reel set.
The first aid fresh water system consists of hose reel and nozzle sets connected
to the domestic fresh water and situated within the accommodation. This b) Open the fresh water valve and run out the hose reel towards
allows fresh water to be quickly made available to extinguish any fires before the fire
they can develop.
c) Open the nozzle valve and direct the fresh water spray towards
The hose reel and nozzle sets are located at the following locations: the base of the fire.
• A deck alleyway port side - forward bulkhead, inboard of crew’s
mess entrance
• A deck alleyway starboard side - forward bulkhead, inboard of
officer’s mess entrance
• B deck alleyway port side - forward bulkhead, inboard of crew
television room entrance
• B deck alleyway starboard side - aft bulkhead, opposite the
officer’s lounge entrance
• C deck alleyway midship - aft bulkhead, starboard of seaman B
cabin entrance
• C deck alleyway starboard side - aft bulkhead, opposite the
cook A cabin entrance
• D deck alleyway port side - forward bulkhead, inboard of chief
officer’s cabin entrance
• D deck alleyway midship - forward bulkhead, between the
entrances to the 3rd and 4th engineer cabins
• E deck alleyway port side - forward bulkhead, outboard of the
Captain's dayroom entrance
• E deck alleyway starboard side -aft bulkhead, outboard of the First Aid Fresh Water Hose Box in Accommodation - F Deck Starboard
Chief Engineer's dayroom entrance
• F deck alleyway starboard side - aft bulkhead, between the
entrances to the cadet A and cadet B cabins
• F deck alleyway port side - aft bulkhead, between the entrances
to the cadet C and cadet D cabins
• G deck alleyway port side - aft bulkhead, inboard of the entrance
to the cargo office
• G deck alleyway starboard side - aft bulkhead, inboard of the
entrance to the public toilet
• Navigating bridge deck - wheelhouse port side inboard
bulkhead


Illustration 8.11a Water Spray System
Satcom
WS18 WS16 WS13 WS11 WS04 WS02

WS17 WS12 WS03
WS14 WS05
WS10 WS01
WS15
WS06 WS07
WS19 Fuel Gas

WS30 WS29
WS26 Master Valve
Cargo
WS31 Manifold WS21
WS21 WS28 (P & S)
WS23 WS20 CG875
Engine Room
From Water
Spray Pumps
BA53V
To Fire Main (8.1a)
Key
To Ballast B54V
Stripping Eductors
Sea Water
Lifeboat B55V
WS27 BA52V BA51V
WS09
PI PI
WS20
WS23 WS07 Water Spray To Main
Pumps Condenser
WS21 (750m3 x 110mth ) Back Flushing
Paint General Deck
From No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
Store Store Store Engine Room PI PI
BA49V
Engine Casing Accommodation BA50V To Fire, Bilge and
GS Pumps
WS10 WS03
WS18 WS17 WS16 WS13 WS12 WS11 WS04 WS02 M Sea
Chest
High Expansion WS15 WS14 WS05 WS01
(High)
Foam/ CO2 Room WS19 S101V
Fuel Gas Sea M
Master Valve
Chest
WS06 (Low)
S105V To Evaporator To Engine Room
CG875
WS08 SW Supply SW Cooling
WS26 Pumps Pumps
Lifeboat
To
No.1,2 & 3
Ballast Pumps
To To
Fire Main Engine Room
Pressure Pump Bilge Pumps


8.11 WATER SPRAY SYSTEM The water spray pumps may also be used for engine room purposes such as Operation from the Fire Control Station
operating the ballast stripping eductors, backflushing the main condenser or
To Start the System
for mud flushing the ballast tanks if necessary. The pumps may be controlled
Water Spray Pump a) Press the START pushbutton.
locally be setting their main switchboard selector switch to the LOCAL
Maker: Teikoku Machinery Works Ltd position, but they are normally operated from the DCS graphic screen T30- • Suction valve BA49V or BA50V opens
No. of sets: 2 447-01 FIRE PUMP SYSTEM and to allow for this the main switchboard
selector switch must be turned to the REMOTE position. At the DCS graphic • Pump 1 or 2 starts
Type: Centrifugal self-priming
screen the pumps are started and stopped from their faceplates which are called • Discharge valve BA51V or BA52V opens
Model: 300-2VSR-Am up by clicking on the pump icon. Clicking on the faceplate START or STOP
3 • Valve BA53V opens
Capacity: 750m /h at 110mth soft key performs the associated action. The pump suction valves BA50V and
BA49V are operated remotely from their faceplates, but the discharge valves
BA51V and BA52V may be operated manually or automatically. Normally the To Stop the System
Fire Pump discharge valve is selected for automatic operation, in which case the valve
a) Press the STOP pushbutton.
Maker: Teikoku Machinery Works Ltd opens to 10% before the pump is started and the valve is closed to 10% before
No. of sets: 1 the pump is stopped. • The pump stops
Type: Centrifugal self-priming • BA51V or BA52V closes automatically
The water spray pumps provide a dedicated supply of water to the deck water
Model: 150-2VCS-Sm spray system. The dedicated supply valve BA53V to the water spray system is • BA53V and BA49V or BA50V have to be shut from the DCS
3
Capacity: 150m /h at 115mth operated from the DCS graphic screen T30-447-01.
Local Operation
Bilge, Fire and General Service Pump Procedure for Supplying Sea Water to the Water Spray The pump starts locally but no automatic valve operation takes place.
Maker: Teikoku Machinery Works Ltd System
No. of sets: 2
It is assumed that the sea water main suction valves at the sea water valve
Type: Centrifugal self-priming chest(s) are open to provide sea water suction.
Model: 200-2VSR-Bm-NV-F
3
Capacity: 245/150m /h at 30/115mth a) Ensure all valves to the other services are closed.
b) All intermediate isolating valves along the water spray system

Introduction on the deck must be open.
The water spray pumps supply sea water to the spray nozzles at the following c) Set up the valves as shown in the table below, in this case using
locations: No.1 pump:
• The cargo manifolds water curtain spray system
• Accommodation exterior bulkheads
Open Dedicated supply valve to the water spray system BA-3V
• Cargo tank domes
Open Sea water main suction valve BA49V
• Cargo machinery room exterior bulkheads
Open No.1 pump discharge valve BA51V
• Boilers’ fuel gas supply valve on the starboard aft main deck
• Lifeboat stations d) Start the pump from the DCS screen T30-447-01 and supply
water to the water spray system. These pumps must be selected
The water spray pumps, fire pump and the bilge, fire and general service as REMOTE at their local selector switches in order to allow
pumps are located in the engine room and all take suction from the main sea them to be started from the DCS screen.
water crossover pipe. Either the high or low sea chest must be open to this
suction main at all times. The water spray system can also be supplied by the The water spray system is now in use and delivering water to all the spray
fire pump and the bilge, fire and general service pumps via cross-connecting nozzles on deck.
valve B54V.


Illustration 8.12a Dry Powder Fire Extinguishing System
No.9 No.11 No.13 No.14 No.20 Release Station Release Station No.3 No.5 No.7 No.15 No.16
Hose Station Hose Station Hose Station Hose Station Hose Station for Monitors for Monitors Hose Station Hose Station Hose Station Hose Station Hose Station
Port Side
(Main) (Spare)
Fire Control Station
Remote Release Remote Release
Station for Station for
Monitors Monitors
(Starboard Side) (Port Side)
No.4 Dry Powder Tank Unit Emergency No.2 Dry Powder Tank Unit Emergency
Operating (2000 Litres) Operating
(2000 Litres)
Main Spare Handles Handles
Valve Valve
GS Air GS Air
Connection Connection
Cargo Control Room 9 Nitrogen Cylinders Main Discharge Valve 9 Nitrogen Cylinders Main Discharge Valve
Remote Release Remote Release Upper Deck Passageway (Port Side)
Monitors Monitors
Starboard Side
(Main) (Spare)
Main Spare
Valve Valve
(2000 Litres) Operating (2000 Litres) Operating
Handles Handles
Key
CO2
Nitrogen
Dry Powder GS Air GS Air

9 Nitrogen Cylinders Main Discharge Valve 9 Nitrogen Cylinders Main Discharge Valve
Upper Deck Passageway (Starboard Side)


8.12 DRY POWDER FIRE EXTINGUISHING SYSTEM (Note: During loading and discharging operations the manifold monitors
must be ready for immediate use. The inlet valves to each monitor
must be open and the monitor nozzle directed towards the manifold Illustration 8.12b Dry Powder Release Cabinet
Equipment
and locked in position.)
Maker: Unitor ASA
No. of sets: 4 (two port, two starboard)
Procedure for Operating the Dry Powder System to the
Type: DV 9200 - Sodium bicarbonate agents - nitrogen
Manifold Monitors from the Cargo Control Room or the Fire
propellant
Control Station
Tank capacities: 2,000 litres containing 2,000kg (each tank) 4
Nitrogen cylinders: 27 sets per tank, each 50 litres at 200 bar a) Open the door containing the 2.68kg CO2 gas cylinders. 5
Minimum discharge time: 45 seconds with all monitors and hoses in use 3
Monitors: 2 sets each - port and starboard b) Open the discharge valve counter clockwise on the 2.68kg CO2
Monitor capacities: 15kg/sec gas cylinders.
Hand hoses: 20 sets at 33m length - port and starboard c) Pull the ball valve downward on the CO2 gas discharge
Hand hose capacities: 3.5kg/sec pipeline.
1
Introduction Procedure for Operating the Dry Powder System from a Hose
or Manifold Monitor Cabinet 2
The dry powder fire extinguishing system consists of four identical systems,
situated on the port and starboard side of the upper deck passageways, The monitor’s dry powder supply valve should be open and the monitor
6
forward and aft, each supplying one monitor and five hand hose cabinets. The should be secured in a position to direct the dry powder towards the manifold
monitors are situated at the cargo hose manifolds and the hand hose cabinets couplings, as this is the most likely area for a gas leak and subsequent fire.
are strategically situated to cover the cargo deck area.
a) Pull out the full length of hose.
Each system consists of a tank containing sodium bicarbonate and a rack
of 9 cylinders containing N2 gas under pressure. The system is operated by b) Open the door containing the 2.68kg CO2 gas cylinders.
releasing the N2 gas into the tank which forces the mixture of powder and N2 7
gas through the pipelines to the monitor and hose cabinets. c) Open the discharge valve counter clockwise on the 2.68kg CO2
Key
gas cylinders.
The discharge valves on the N2 gas cylinders are designed to be opened 1 - Cabinet
manually or by the CO2 gas pressure from the remote release control cabinet d) Pull the ball valve downward on the CO2 gas discharge 2 - CO2 Cylinder
bottles. Each cabinet contains two 2.68 litre CO2 gas cylinders pressurised to pipeline.
3 - Screw Down Valve
55 bar with one as a spare.
e) Aim the hand hose nozzle at the fire and open the nozzle valve. 4 - Slow Leak Valve
CO2 gas is released to the N2 gas cylinders discharge valve and the selection Be prepared for a recoil reaction from the hose when dry 5 - Pressure Gauge 0-150 Bar
valve on the dry powder supply pipe to the hose cabinet or monitor. The dry powder reaches the nozzle.
6 - Ball Valve
powder storage tank is pressurised by the N2 gas and the tank pressure is led,
via a filter, to the operating cylinder for the main valve on the discharge line. (Note: In the event that the system fails to discharge the dry powder, open the 7 - Pipe Fitting
spare CO2 gas cylinder and discharge valve. Allow up to 4 minutes for
The remote release control cabinets are at the following locations: the dry powder to issue from the nozzle.)
• Cargo control room
• Fire control station
• Port and starboard manifolds - 2 sets each, one as spare
• Port and starboard hand hose cabinets - 10 sets each side


Illustration 8.12a Dry Powder Fire Extinguishing System
Port Side
(Main) (Spare)
Fire Control Station
Remote Release Remote Release
Monitors Monitors
Operating (2000 Litres) Operating
(2000 Litres)
Main Spare Handles Handles
Valve Valve
GS Air GS Air
Cargo Control Room 9 Nitrogen Cylinders Main Discharge Valve 9 Nitrogen Cylinders Main Discharge Valve
Remote Release Remote Release Upper Deck Passageway (Port Side)
Monitors Monitors
Starboard Side
(Main) (Spare)
Main Spare
Valve Valve
(2000 Litres) Operating (2000 Litres) Operating
Handles Handles
Key
CO2
Nitrogen
Dry Powder GS Air GS Air

9 Nitrogen Cylinders Main Discharge Valve 9 Nitrogen Cylinders Main Discharge Valve
Upper Deck Passageway (Starboard Side)


Procedure to Operate the System Manually Galley Fire Extinguishing System
a) Proceed to one of the upper deck passageways on the port or The galley ventilation ducting is protected by a dry powder system which
starboard side. consists of a 7kg dry powder cylinder connected to a 5kg CO2 cylinder.
b) At the dry powder unit, at the aft or forward end of the upper System is located in a cabinet in the starboard bulkhead and is activated by
deck passageway, remove an emergency operating handle from opening the CO2 cylinder outlet valve, followed by the dry powder cylinder
the rack and insert it into an N2 gas cylinder discharge valve outlet valve.
operating lever.
The dry powder is injected into the ducting in the deckhead.
c) Push the handle firmly in the direction of the tank to release
the N2 gas in the cylinder. Repeat the operation on the other 8 The deep fat fryer is protected by an R102 refrigerant type wet chemical
cylinders. contained in a high pressure cylinder. It is located near the dry powder system
and is activated by pulling a handle at the bulkhead. The chemical is directed
d) Open the monitor or hose station supply valves as required, by a nozzle on to the deep fat fryer and the effect is to rapidly cool the hot fat
depending on the location of the fire. fire.
Dry powder will now be released from the unit.
Procedure to Clean the System After Use
The system should be cleaned immediately after use by blowing through the
pipelines with the N2 gas remaining in the cylinders or air from the GS air
system.
a) Close the valve on the release station or hose station.
b) Close the N2 cylinder valves, using the manual release

handles.
c) Allow all N2 to be released from the system.
d) Close the main discharge valve.
e) Connect a GS air line to the discharge connection.
f) Blow clean GS air through the discharge line until no powder

comes out.
g) Return the valves to their normal setting.
h) Recharge the N2 cylinders.
i) Refill the tank with dry powder.


Power Supply Box
Main Supply
Standby Supply
Gas Alarm Fault
Motor Room System
3 Flammable
Gas Detectors
4-20mA (0-100%)
DCS
BH19 TANKSCAN
4-20mA MOTOR ROOM
31 Sample
Points
Fault

Thruster Room
Drain
Vent

EXTENSION
Gas Detectors
ENGINE ROOM
ACCEPT POWER ON
RESET FAULT
Cargo Machinery
TEST GAS/ALARM
4-20mA x 5/Fault

CARGO MACHINERY
Sensors
Boiler
Panel
22 Flammable
Gas Detectors
Key
Sample Pipe


8.13 GAS DETECTION SYSTEM Control Panel (Note: Only authorised personnel should proceed any further in the operation
The panel also has a 220V power supply and a changeover unit, which provides of the gas detection panel and instructions to do so can be found in the
Maker: TQ Environmental PLC back-up from the emergency system in the event of a power failure. manufacturer’s instruction book.)
Reference No.: 5129
The system control panel includes: 2. TQ 800 System
There are two types of gas detection systems used throughout the ship covering • Display Screen - provides high and low alarm thresholds for The system contains of groups of 4-20mA measurement cards, each measuring
all the cargo, machinery and accommodation spaces. The systems use the eight sample locations a single detector and displaying the reading on the front of the card. They
infrared gas analyser method and the catalytic combustion method. The two monitor the atmosphere continuously at the points where sensing heads are
• Keypad - allows the operator to enter commands whilst in
systems are: fitted and will detect the presence of any combustible gas should it accumulate.
the Menu screen
The sensors provide electrical outputs to the cards, proportional to the amount
• Acknowledge Pushbutton - used to acknowledge an alarm and of gas present, to alarm and indicating panels.
1. BH19 Tank-Scan Aspirated System
to mute the local/internal annunciator
The system is situated in the electrical equipment room and the sampling The front panel of the measurement cards display pushbuttons and indicator
• Page Pushbutton - will display the next page which shows the
sequence is automatically controlled by solenoid selection valves, with the LEDs as follows:
next eight sample locations
sampled gas being drawn into the panel by pumps, before being passed over
an infrared gas analyser. • Screen Wake-Up Pushbutton - will activate the start-up screen Pushbuttons
from the screen saver mode
The system draws samples from the following locations: • SEL - select button
• Keyboard Socket - allows the use of an external keyboard when
• Cargo hold spaces - upper and lower operating the system • - Increase
• Cargo tank annular spaces - upper and lower • Security Switch - a two way key switch with a removable key. • - Decrease
During normal operation the key is in the horizontal position • SPR - Special function button
• Vent masts - 4 sets
and the Start-Up screen is displayed. The key can be turned
• Double bottom pipe passage - forward and aft to the vertical position to access the Main Menu screen and
• Under deck passages - port forward and aft, starboard forward system functions. The key can also be removed to eliminate
and aft unauthorised access to the system.
• Cargo compressor room - upper and lower

Procedure to Reset Alarms
The system is reset using the keypad and the screen display as follows:
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 a) With the Start-Up screen displayed, turn the security switch
spectrum. Therefore if a sample of gas is compared against a reference sample to the vertical position and the screen will change to the Main
of air, the difference in output from an infrared sensor will be in proportion Menu display as follows:
to the gas concentration.
1. - View and reset alarms
If the methane concentration of any sample point reaches 30% LEL, an 2. - Reset concentration alarms
audible alarm is sounded and the corresponding indicator lamp is lit on the
3. - Exit
panel. Additionally, a gas detection alarm is activated on the DCS graphic
screen T30-429-01 CARGO GAS DETECTION and on the extension alarm
panel in the fire control station. b) By entering number 1, using the keypad, the screen is changed
to the System Alarm Status display, showing the sensor in
The system also contains an internal gas sensor to detect the flammable gas alarm condition.
level inside the panel. The unit will shut off the power supply if an internal gas
leak is detected and provide failure alarms, which are transmitted to the DCS c) Press the * key to reset the alarm, followed by the # key to
and the extension alarm panel situated in the fire control station. return to the Main Menu display.
The DCS will record the last sample value of each point as it is transmitted by d) Turn the key to the horizontal position or remove the key for
the gas detection system. This recorded value will continue to be displayed on security.
the graphic screen until it is next updated in rotation.


Power Supply Box
Main Supply
Standby Supply
Gas Alarm Fault
Motor Room System
3 Flammable
Gas Detectors
4-20mA (0-100%)
DCS
BH19 TANKSCAN
4-20mA MOTOR ROOM
31 Sample
Points
Fault

Thruster Room
Drain
Vent

EXTENSION
Gas Detectors
ENGINE ROOM
ACCEPT POWER ON
Cargo Machinery
RESET FAULT
TEST GAS/ALARM
4-20mA x 5/Fault

CARGO MACHINERY
Sensors
Boiler
Panel
22 Flammable
Gas Detectors
Key
Sample Pipe


Indicator LEDs Each panel has a 220V power supply and a changeover unit, which provides • E deck - port and starboard entrance
back-up from the emergency system in the event of a power failure. The unit
• ALA - Alarm A activated • F deck - port and starboard entrance
will also shut off the power supply if an internal gas leak is detected.
• ALB - Alarm B activated • G deck - port and starboard entrance
• FLT - The sensor signal is too low to be measured (or has Control Panel Areas • Wheelhouse
been disconnected)
Cargo machinery trip control panel:
• OR - The sensor signal is too high to be measured Procedure to Reset Alarms
• Port and starboard boiler hoods
• INH - The card is inhibited and does not produce alarm A or
• Port and starboard boil-off gas ducts The system can be reset using the facility card, situated on the right hand side
alarm B. A card may be manually inhibited by pressing the
pushbutton or removing it from the inhibit mode by pressing • Inert gas line of the control panel. A key switch is used to enable the card and eliminate
the pushbutton again. unauthorised access to the system.
• SPR - Unused during normal operations, but used when The cargo machinery trip control panel will also shut down the gas supply There are four pushbuttons on the front panel:
calibrating to set the alarm type as rising or falling and when to the boilers.
setting the 4-20mA output • RESET - To reset any alarm which is below the hysteresis
Engine room system control panel: value of the alarm point in the latch mode. In the case of
• PWR - The computer is operating and power has been detected falling alarms, this will be when the level has risen above
• Engine room supply fans - port forward and aft and starboard the hysteresis level.
forward and aft
The system is used to monitor for flammable gas in the following areas: • TEST - If pressed quickly and released, will cause the
• Engine room exhaust fans - port and starboard measurement cards to step through all LEDs, relays and buzzer
• Accommodation spaces
• Engine room 2nd deck - port and starboard boiler firing in sequence.
• Engine room spaces
platform • MUTE - This pushbutton will mute the buzzer
• Cargo machinery room spaces
• SPR - Used as a spare pushbutton
Motor room system control panel:
Alarm Points
• Motor room upper flat a) With the Start-Up screen displayed, turn the security key switch
The system has two alarm points (A - High and B - Low) which are set and and press the RESET pushbutton.
• Motor room lower flat - port and starboard
each can be configured at any point within the scale. There is also an Alarm
Validation Period (AVP) which is used to prevent spurious alarms. The AVP is • Bosun’s store b) Turn the key switch to its original position or remove the
the time (0-60 seconds) that the gas content has to be above or below the alarm key for security.
• Bow thruster rooms
set point before the alarm relay operates.
(Note: Only authorised personnel should proceed any further in the operation
The motor room system control panel will also stop the ventilation fans. of the gas detection panel and instructions to do so can be found in the
Control Panels manufacturer’s instruction book.)
Accommodation control panel:
The following panels provide gas detection and failure alarms, which
are transmitted to the DCS graphic screens T30-429-01 CARGO GAS • Emergency generator room
DETECTION and T30-429-02 ENGINE ROOM GAS DETECTION and the • Main air conditioning air intake
extension alarm panel in the fire control station:
• Auxiliary air conditioning air intake
• Cargo machinery trip control panel
• Galley
• Engine room system control panel
• Duty mess room
• Motor room system control panel
• Upper deck - port and starboard entrance
• Accommodation control panel
• A deck - port and starboard entrance
• Gas detection system power box
• B deck - port and starboard entrance
• C deck - port and starboard entrance
• D deck - port and starboard entrance


Illustration 8.13b Portable Gas Detectors
OX-226/227 GX-7 NP-237M GX-2001B

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

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


Procedure in the Event of a Gas Detection Alarm Sounding Portable Gas Detectors
a) Notify the Cargo Engineer or Chief Officer (in case of an The vessel is supplied with three types of portable gas detectors:
engine room gas detection alarm, the duty engineer will notify
the bridge or CCR if in port). 1. Detectors which measure the levels of O2 and are used as a personal alarm
instrument. They are usually attached to the officer’s belt during entry to a tank
b) One or more of the above will investigate. or space which has been gas freed prior to entry.
c) Prohibit all normal entry into the space concerned until it has 2. Detectors which measure the level and volume of O2, CO2, CO and CH4
been declared safe. (methane) present in a tank when the tank is being inerted or gassed up.
d) If the alarm requires further local investigation, call the Master 3. Detectors which measure the dew point during the drying process of a tank
and Chief Engineer. or hold.
e) Ban smoking in all areas on the vessel.
f) Arrangements will then be made for local investigation of the

alarm.
g) Persons making the initial investigation must be in radio contact

with the bridge.
WARNING
Under no circumstances are local investigations to be carried out by a
single person. The space is to be considered EXTREMELY DANGEROUS
until proved otherwise.
Subsequent Action
This will include the following:

• Sound the fire alarm
• PA announcement detailing the nature of the incident
• Checking the space concerned using portable instruments from
an external location
• If gas is detected during the external check, then withdraw and
make arrangements for an Enclosed Space Entry
• Entry into the space - FULL ENCLOSED SPACE ENTRY
procedures to be followed. Breathing apparatus will be required
until the space has been confirmed gas free
• Stopping / isolating all electrical equipment in the area
• Isolating the source of the alarm
• Providing additional ventilation in the space concerned
• Providing a safe haven for the vessel’s crew, which may involve
altering course of the vessel
• Further action will depend on the situation


Illustration 8.14a Fire Control Station
Key
1 - Foam Fire Extinguishing System Main Cabinet
2 - Foam Fire Extinguishing System Remote Cabinet
3 - CO2 Fire Extinguishing System Release Cabinets

Plan View - Fire Control Station
4 - CO2 Fire Extinguishing System Supply Cabinet
5 - Dry Powder Fire Extinguishing System Release Cabinets for Port and Starboard Manifold Monitors
24 22 6 - Emergency Stops for Accommodation, Engine Room and Cargo Ventilation Fans
7 - Fire Main Pressure Gauge
8 - Fire Alarm Repeater Panel

23
9 - Water Spray Pumps Start/Stop Pushbuttons Panel
21 10 - Fire Pumps Start/Stop Pushbuttons Panel
11 - Cargo ESD Pushbutton Panel
12 - Shipside Valves ESD Pushbutton Panel

20
13 - General Alarm Horn
14 - General Alarm Pushbutton

26
27
19 15 - Light Switch
25 16 - Intrinsically Safe Telephone
17 - Automatic Telephone
Upper Upper
Deck 18 Deck
18 - Emergency Breathing Apparatus Cylinders Recharging Compressor
Starboard Accommodation
28 29 31 Alleyway
19 - Emergency Breathing Apparatus Recharging Compressor Start/Stop Pushbuttons Panel
Starboard
17 20 - Gas Detection System Extension Alarm Panel
30 16
21 - Gas Detection System Monitor
Forward 15
14
22 - Engine Room Quick Closing Valves and Fire Dampers Operating Panel
13
23 - Spare CO2 Cylinders for Portable Fire Extinguishers
24 - Accommodation Fire Dampers Operating Panel
25 - Emergency Escape Breathing Device
4 5 5 26 - Fireman's Outfit Locker

1 9 10
7 8 11 12
2 3 3 3 3 3 3 3 6
27 - International Hose Connection
28 - Emergency Escape Breathing Device
29 - Personal Protection Equipment Locker
30 - Spare Emergency Breathing Apparatus Cylinders
31 - Dry Powder Fire Extinguishing System Operating Instructions Panel


8.14 FIRE CONTROL STATION • Control valve cabinet for CO2 systems to the following rooms:
• No.1 and 2 high voltage switchboard rooms
Introduction • No.1 and 2 low voltage switchboard rooms
• Emergency generator room
The fire control station, situated on the starboard side of the accommodation
on the upper deck, contains the command for the fire fighting systems and • Cargo compressor room
equipment necessary for fighting a fire from a safe environment.
It includes the following: • Bow thruster room
• Paint store
Personnel Protection
• 3 sets - self-contained breathing apparatus and protective • Emergency shutdown switch box for the shipside valves
clothing
• Switchbox for the cargo ESD system
• 16 sets - personnel protection equipment
• Emergency stop pushbuttons for:
• 2 sets - fireman’s outfit
• Engine room vent and extraction fans
• 1 set - heat resisting protective suit
• Lubricating oil and hydraulic oil system pumps
• 1 set - non-conductive boots, gloves and rigid helmet
• Fuel oil system pumps
• 1 set - fire axe
• Incinerator
• 1 set - safety lamp
• Cargo and deck LO and hydraulic oil system pumps
Communication Equipment
• Control box for the quick-closing valve system
• Common battery telephone
• Control box for the fire dampers
• Automatic telephone
• Pushbutton start/stop box for the following pumps:
• General alarm pushbutton
• Water spray pumps
• Fire alarm pushbutton
• Bilge, fire and general service pumps
• Fire alarm repeater panel
• Fresh water pump for the high expansion foam system
• Gas alarm with alarm display monitor
• Emergency fire pump
• Fire pump
Fire Fighting Equipment
• Spare cylinders for all fire extinguishers

• International ship/shore connection
• Sub-control panel for hot foam system
• Control cabinet for dry powder system for cargo deck
• Control cylinder cabinet for CO2 system
• Breathing apparatus air compressor

LNGC Golar Frost - IMO 9253284 - Cargo Operating Manual

Uploaded by

Document Information

Original Description:

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

LNGC Golar Frost - IMO 9253284 - Cargo Operating Manual

Uploaded by

Copyright:

Available Formats

HEAVY INDUSTRIES CO.

GOLAR FROST Cargo Operating Manual

Part 1: Design Concept of the Vessel 4.2 Cargo Piping System

Issue: 1 Front Matter - Page 1 of 15

GOLAR FROST Cargo Operating Manual

Issue:1 Front Matter - Page 2 of 15

GOLAR FROST Cargo Operating Manual

Issue:1 Front Matter - Page 3 of 15

GOLAR FROST Cargo Operating Manual

• Documents conform to a standard format; The Technical Director

• Sections are removed from circulation when obsolete.

Issue:1 Front Matter - Page 4 of 15

GOLAR FROST Cargo Operating Manual

Issue:1 Front Matter - Page 5 of 15

GOLAR FROST Cargo Operating Manual

6.5.4a Discharging Cargo November 2004 Illustrations

Issue:1 Front Matter - Page 6 of 15

GOLAR FROST Cargo Operating Manual

Actuator Operated With Duplex Strainer With Methane Vapour/Warm Vapour

Condensate/HP Feed Water

Fresh Water/Distilled Water

3-Way Valve Sounding Head With

Flow Meter Spectacle Flange Nitrogen

Self-Closing Valve Float Deck Stand (Manual) Spool Piece

Emergency Shut-Off Valve Rotary (Gear, Screw, M Bilges

2-Way Cock Discharge/Drain Water Line Electrical Signal

3-Way Cock Float Type Air Vent Instrumentation

Hand Operated (Locked Open)

Issue:1 Front Matter - Page 7 of 15

GOLAR FROST Cargo Operating Manual

Issue:1 Front Matter - Page 8 of 15

GOLAR FROST Cargo Operating Manual

SYSTEM COPY AUX HELP ?

A S D F G H J K L : " RETURN ITEM

SHIFT Z X C V B N M < > ? RETURN

Issue:1 Front Matter - Page 9 of 15

GOLAR FROST Cargo Operating Manual

The rest of the keys in this block, CARGO, BALLAST, COMPRESSORS

Issue:1 Front Matter - Page 10 of 15

GOLAR FROST Cargo Operating Manual

Date and Time

CS-068 CS-063 CS-054 CS-052

SPRAY MAIN CARGO TANKS 0 %LEL

CL-412 CL-312 CL-041 CG-031 CG-071 CL-021 CL-011 CL-212 CL-112

Issue:1 Front Matter - Page 11 of 15

GOLAR FROST Cargo Operating Manual

Issue:1 Front Matter - Page 12 of 15

GOLAR FROST Cargo Operating Manual

VALVE IS CLOSED VALVE IS CLOSED VALVE STARTS VALVE HAS REACHED

1 XV8024 1 XV8024 1 XV8024 1 XV8024 3 P8310

OPEN OPEN OPEN OPEN START

Operator's Actual Position

MOTOR CONTROL FACEPLATE WINDOW

VALVE CONTROL FACEPLATE WINDOWS

Issue:1 Front Matter - Page 13 of 15

GOLAR FROST Cargo Operating Manual

Issue:1 Front Matter - Page 14 of 15

GOLAR FROST Cargo Operating Manual

Issue:1 Front Matter - Page 15 of 15

1.1 Principal Particulars

1.1.1 Ship Principal Particulars

1.1.2 Principal Particulars of Cargo Machinery

1.1.3 General Arrangement