CLEN FORCE Cargo Operating Manual

CLEAN ENERGY Cargo Operating Manual
Issue and Update Control .................................................................................. 3 3.2 Alarm Extension System....................................................................3 - 6 4.3.3a Emergency Cargo Pump............................................................. 4 - 15
Cargo Machinery Symbols and Colour Scheme .............................................. 4 3.2.1 Functional Description............................................................3 - 6 4.4.1a HD Compressor.......................................................................... 4 - 19
Abbreviations ...................................................................................................... 5 3.2.2 Panel operation........................................................................3 - 7 4.4.2a LD Compressor ............................................................................4 - 23
4.5a High Duty/ Low Duty Heaters ...................................................... 4 - 27
Part 1 : Design Concept of the Vessel Illustration 4.6a LNG Vapouriser ............................................................................ 4 - 31
1.1 Principal Particulars...........................................................................1 - 1 3.1a IAS Overview ...................................................................................3 - 2 4.7a Forcing Vapouriser ..........................................................................4 - 35
1.1.1 Principal Particulars of the Ship .............................................1 - 1 3.1.2a Engineer’s Alarm System Logic ....................................................3 - 4 4.8.1a Custody Transfer System .............................................................4 - 37
1.1.2 Principal Particulars of Cargo Machinery...............................1 - 3 3.1.5a Navigation Panel Lay-out ..............................................................3 - 5 4.8.1b Liquefied Gas Gauge ................................................................. 4 - 39
1.1.3 Maker List...............................................................................1 - 5 3.2a Alarm Extension System...................................................................3 - 6 4.8.1c Temperature Sensor.................................................................... 4 - 39
1.1.4 General Arrangement...............................................................1 -9 4.8.2a Float Level Gauge ...................................................................... 4 - 43
1.1.5 Tanks and Capacity Plan.......................................................1 - 10 Part 4 : Cargo System 4.8.2b Float Level Gauge...................................................................... 4 - 45
1.2 Classification, Rules and Regulations..............................................1 - 12 4.1 Cargo Piping System..........................................................................4 - 2 4.8.2c Float Level Gauge ...................................................................... 4 - 45
1.3 Design Concept of the Cargo System ..............................................1 - 14 4.2 Cargo Tank Pressure Control System.................................................4 - 4 4.8.3a Trim – List Indicator .................................................................. 4 - 47
1.3.1 Cargo Containment System Principle ...................................1 - 14 4.2.1 Cargo Tank Pressure Control ..................................................4 - 4 4.9a Nitrogen Generator........................................................................ 4 - 49
1.3.2 Membrane Cargo Containment.............................................1 - 22 4.2.2 Cargo Tank Vent Control.........................................................4 - 4 4.10a Inert Gas and Dry Air System ..................................................... 4 - 53
1.3.3 Deterioration or Failure ........................................................1 - 24 4.2.3 Dump Control .........................................................................4 - 4 4.11a Gas Detection System ................................................................. 4 - 57
1.4 Hazardous Areas and Gas Dangerous Zone.....................................1 - 26 4.2.4 Mode Selection .......................................................................4 - 6 4.12.1a Cargo Valve Hydraulic Lines ................................................... 4 - 61
4.3 Cargo Pumps......................................................................................4 - 8 4.12.3a Ballast Valve Hydraulic Lines.................................................. 4 - 65
Illustration 4.3.1 Main Cargo Pumps................................................................ 4 - 8 4.12.4a Emergency Shutdown System.................................................. 4 - 69
1.3.1a Cargo Tank Lining Reinforcement .............................................1 - 13 4.3.2 Stripping/Spray Pumps .........................................................4 - 12 4.12.5a Ship-Shore Link .........................................................................4 - 71
1.3.1b Cargo Tank General....................................................................1 - 17 4.3.3 Emergency Cargo Pump .......................................................4 - 16 4.12.6a Mooring Load Monitoring System.............................................4 - 75
1.3.2a Construction of Containment System .........................................1 - 18 4.4 Cargo Compressors..........................................................................4 - 20 4.13.1a Cargo Tank Relief Valves......................................................... 4 - 77
1.3.2b Construction of Containment System – Flat Area ......................1 - 19 4.4.1 HD Compressors...................................................................4 - 20 4.13.2a IBS & IS Relief Valves............................................................. 4 - 77
1.3.2c Construction of Containment System – Corner Part. 1 ...............1 - 20 4.4.2. LD Compressors ..................................................................4 - 24 4.13.3a Pipe Relief Valves (REC131-S1(E)) ........................................ 4 - 79
1.3.2d Construction of Containment System – Corner Part. 2...............1 - 21 4.5 High Duty / Low Duty Heaters ........................................................4 - 28 4.13.3b Pipe Relief Valves (REC131-S1(N))........................................ 4 - 79
1.4a Hazardous Areas and Gas Dangerous Zone Plan...........................1 - 25 4.6 LNG Vapouriser ...............................................................................4 - 32
4.7 Forcing Vapouriser...........................................................................4 - 36 Part 5 : Cargo Auxiliary and Ballast System
Part 2 : Properties of Gases 4.8 Custody Transfer System .................................................................4 - 38 5.1 Temperature Monitoring System........................................................5 - 3
2.1 Characteristics of LNG ...................................................................... 2 - 4 4.8.1 Custody Transfer System ......................................................4 - 38 5.2 Insulation Space Nitrogen Control System ........................................5 - 6
2.1.1 Physical Properties and Composition of LNG........................ 2 - 4 4.8.2 Float Level Gauge............................................................... 4 - 44 5.3 Cofferdam Glycol Heating System ....................................................5 - 8
2.1.2 Flammab ility of Meth an e, Ox yg en and Nitrog en 4.8.3 Trim-List Indicator.............................................................. 4 - 48 5.3.1 Glycol Water Heater................................................................5 - 8
Mix tur es ............................................................................... 2 - 5 4.9 Nitrogen Production System ............................................................4 - 50 5.3.2 Cofferdam Glycol Heating System .......................................5 - 10
2.1.3 Supplementary Characteristics of LNG .................................. 2 - 6 4.10 Inert Gas and Dry Air System ...................................................... 4 - 54 5.4 Cargo Machinery F.W. Cooling System ...........................................5 - 12
2.1.4 Avoidance of Cold Shock to Metal ......................................... 2 - 8 4.11 Gas Detection System ....................................................................4 - 58 5.5 Ballast System..................................................................................5 - 14
2.2 Properties of Nitrogen and Inert Gas ................................................. 2 - 9 4.12 Cargo and Ballast Valve Control.................................................. 4 - 62 5.6 Hull Stress Monitoring System ........................................................5 - 16
4.12.1 Cargo Valve Control System ............................................. 4 - 62 5.7 Loading Computer ...........................................................................5 - 24
Illustration 4.12.2 Hydraulic System Operation ............................................. 4 - 63 5.7.1 ON-Line and OFF-Line Mode ..............................................5 - 24
2.1.1a Density Ratio Methane/Ambient Air Versus Temperature ........... 2 - 1 4.12.3 Ballast and F.O Valve Control System ................................4 - 66 5.7.2 Software Configuration .........................................................5 - 24
2.1.1b Boiling Point of Methane with Pressure ....................................... 2 - 2 4.12.4 Emergency Shutdown System........................................... 4 - 70 5.7.3 Explanation of the Ship Manager Screen ..............................5 - 25
2.1.2a Flammability of Methane, Oxygen and Nitrogen Mixtures .......... 2 - 5 4.12.5 Ship Shore Link ................................................................ 4 - 72 5.7.4 Operation of the Ship Manager Screen .................................5 - 26
2.1.3a Temperature and Steel Grades ...................................................... 2 - 7 4.12.6 Mooring Load Monitoring System.................................... 4 - 76 5.8 Fuel Oil B and Gas oil Systems .......................................................5 - 27
2.1.4a Structural Steel Ductile to Brittle Transition Curve...................... 2 - 8 4.13 Relief Systems ............................................................................. 4 - 78 5.9 Steam Condensate System ...............................................................5 - 28
4.13.1 Cargo Tank Relief Valves....................................................4 - 78 5.10 Bilge and Scupper System .............................................................5 - 29
Part 3 Integrated Automation System (IAS) 4.13.2 IBS & IS Relief Valves ..................................................... 4 - 78 5.11 Instrument Air System....................................................................5 - 32
3.1 General Principles of the IAS ............................................................. 3- 3 4.13.3 Pipe Relief Valves ............................................................. 4 - 78
3.1.1 General..................................................................................... 3- 3
Illustration
3.1.2 IAS System Lay-Out............................................................... 3 - 3 Illustration
5.1a Temperature Sensors in Cofferdams.................................................5 - 1
3.1.3 Alarm & Monitoring ............................................................... 3 - 4 4.1.a Cargo Piping System........................................................................4 - 1
5.1b Temperature Sensors on Secondary Barrier Trunk Deck and Duct Keel
3.1.4 Log-In and Access System...................................................... 3 - 4 4.3.1a Main Cargo Pump ..........................................................................4 - 7
3.1.5 System Navigation.................................................................. 3 - 5 .................................................................................................................5 - 2
4.3.2a Stripping / Spray Pump ................................................................ 4 - 11
3.1.6 OS Group/Command Group ................................................... 3 - 5 5.1c Cargo Tank Temperature ..................................................................5 - 3
2nd Draft / 2006.09.20 1 Index

5.2a Insulation Space Nitrogen Control System ...................................... 5 - 4 6.1.4a Gassing-up Cargo Tanks (Stage-1) ................................................6 - 7 7.5a Emergency Cargo Pump Fitting Sequence......................................7 - 11
5.2b Barrier Space N2 Pressurisation Control ......................................... 5 - 5 6.1.4b Gassing-up Cargo Tanks (Stage-2)................................................6 - 9 7.6.1a Warm Up (No.2 Tank) .................................................................7 - 13
5.3.1a Gllycol water Heater ..................................................................... 5 - 7 6.1.5a Cooling Down Cargo Tanks ........................................................6 - 11 7.6.2a Gas Freeing (No.2 Cargo Tank)...................................................7 - 15
5.3.2a Cofferdam Glycol Heating System ............................................... 5 - 9 6.2.1a Cooling Down Tanks Prior to Arrival..........................................6 - 15 7.6.3a Aeration (No.2 Cargo Tank) ........................................................7 - 17
5.4a Auxiliary Fresh Water Cooling System.......................................... 5 - 11 6.2.2a Cooling Down One Tank Prior to Arrival on Ballast Voyage .6 - 17 7.6.4a Drying (No.2 Cargo Tank)...........................................................7 - 19
5.5a Ballast System................................................................................ 5 - 13
6.3.2a Cargo Lines Cool Down ..............................................................6 - 21 7.6.4b Inerting (No.2 Cargo Tank) .........................................................7 - 21
5.8a Fuel Oil B and Gas oil Systems ..................................................... 5 - 27
6.3.3a Loading with Vapour Return to Shore .........................................6 - 25 7.6.5a Gassing-Up (No.2 Cargo Tank) ...................................................7 - 23
5.9a Fuel Oil Heating and Cargo Steam System.................................... 5 - 28
6.3.4a Nitrogen Set-up During Loading .................................................6 - 27 7.6.6a Cool Down (No.2 Cargo Tank)....................................................7 - 25
5.10a Bilge System ................................................................................ 5 - 29
5.10b Bilge System................................................................................ 5 - 30 6.3.5a De-Ballasting by Gravity .............................................................6 - 29
5.10c Scupper System............................................................................ 5 - 31 6.3.5b De-Ballasting by Pump................................................................6 - 30 Part 8 : Fire Fighting System
5.11a Compressed Air System ............................................................... 5 - 32 6.3.5c De-Ballasting by Eductor.............................................................6 - 31 8.1 Fire and Deck Wash System...............................................................8 - 2
5.11b Inert Gas and Dry Air System ...................................................... 5 - 33 6.4.1a Normal Boil-Off Gas Burning .....................................................6 - 33 8.2 Water Spray System ...........................................................................8 - 4
6.4.2a Forced Boil-Off Gas Burning ......................................................6 - 35 8.3 Dry Powder System ...........................................................................8 - 6
Part 6 : Cargo Operations 6.5.1a Inerting Manifold Connections ....................................................6 - 37 8.4 High Expansion Foam Fire Extinguishing System ..........................8 - 10
6.1 Post Dry Dock Operation................................................................... 6 - 2 6.5.2a Liquid Line and Arm Cool Down before Discharging.................6 - 39 8.5 CO2 System ......................................................................................8 - 12
6.1.1. Procedure for Normal Insulation Space Inerting ................... 6 - 2 6.5.3a Discharging with Gas Return from Shore ....................................6 - 41 8.6 Fire Detection System ......................................................................8 - 13
6.1.2 Drying Cargo Tanks................................................................ 6 - 4 6.5.3b Discharging without Gas Return from Shore...............................6 - 43 8.6.1 Fire Alarm System...................................................................8 - 13
6.1.3 Inerting Cargo Tanks............................................................... 6 - 6 6.5.4a Ballasting by Gravity ...................................................................6 - 44 8.6.2 Fire Alarm Detector.................................................................8 - 16
6.1.4 Gassing-up Cargo Tanks ......................................................... 6 - 8 6.5.4b Ballasting by Pump......................................................................6 - 45 8.7 Quick Closing Valves and Fire Dampers System.............................8 - 17
6.1.5 Cooling Down Cargo Tanks.................................................. 6 - 12 6.6.1a Stripping.......................................................................................6 - 47 8.8 Emergency Escape From E/R ..........................................................8 - 18
6.2 Ballast Passage ................................................................................ 6 - 13 6.6.1b Drainage of Cross-over Piping ....................................................6 - 48
6.2.1 Cooling Down Tanks Prior to Arrival ................................... 6 - 16 6.6.1c Typical Section for Cross-over Piping.........................................6 - 49 Illustration
6.2.2 Spraying During Ballast Voyage........................................... 6 - 18 6.6.2a Tank Warm Up ............................................................................6 - 51 8.1a Fire and Deck Wash System..............................................................8 - 1
6.3 Loading............................................................................................ 6 - 19 6.6.3a Inerting.........................................................................................6 - 53 8.2a Water Spray System ..........................................................................8 - 3
6.3.1 Preparations for Loading ...................................................... 6 - 19 6.6.4a Aeration .......................................................................................6 - 55 8.2b Water Spray System ..........................................................................8 - 4
6.3.2 Cargo Lines Cool Down ....................................................... 6 - 22 8.3a Dry Powder System ..........................................................................8 - 5
6.3.3 To Load Cargo with Vapour Return to Shore........................ 6 - 26 Part 7 : Emergency Procedures 8.3b Dry Powder System ..........................................................................8 - 7
6.3.4 Nitrogen Set-up during Loading ........................................... 6 - 28 7.1 Vapour Leakage .................................................................................7 - 2 8.4a High Expansion Foam Fire Extinguishing System ...........................8 - 9
6.3.5 De-Ballasting ........................................................................ 6 - 32 7.2 Liquid Leakage ..................................................................................7 - 4 8.5a CO2 System for Cargo Area ............................................................8 - 11
6.4 Loaded Voyage with Boil-Off Gas Burning..................................... 6 - 34 7.3 Water Leakage to Barrier Space.........................................................7 - 8 8.8a Emergency Escape from Engine Room...........................................8 - 18
6.4.1 Normal Boil-Off Gas Burning .............................................. 6 - 34 7.4 Fire and Emergency Breakaway ........................................................7 - 9
6.4.2 Forced Boil-Off Gas Burning ............................................... 6 - 36 7.5 Emergency Cargo Pump Installation................................................7 - 12
6.5 Discharging with Gas Return from Shore........................................ 6 - 38 7.6 One Tank Operation .........................................................................7 - 14
6.5.1 Preparations for Unloading................................................... 6 - 38 7.6.1 Warm Up (No.2 Cargo Tank) ................................................7 - 14
6.5.2 Liquid Line and Arm Cool Down before Discharging.......... 6 - 40 7.6.2 Gas Freeing (No.2 Cargo Tank) ............................................7 - 16
6.5.3 Discharging with Gas Return from Shore............................. 6 - 42 7.6.3 Aeration (No.2 Cargo Tank)..................................................7 - 18
6.5.4 Ballasting .............................................................................. 6 - 46 7.6.4 Drying and Inerting (No.2 Cargo Tank) ................................7 - 20
6.6 Pre-Dry Dock Operations ................................................................ 6 - 48 7.6.5 Gassing-Up (No.2 Cargo Tank).............................................7 - 24
6.6.1 Stripping and Line Draining ................................................. 6 - 48 7.6.6 Cool Down (No.2 Cargo Tank) .............................................7 - 26
6.6.2 Tank Warm Up ...................................................................... 6 - 52 7.7 Ship to Ship Transfer .......................................................................7 - 27
6.6.3 Inerting.................................................................................. 6 - 54 7.8 Jettisoning of Cargo .........................................................................7 - 29
6.6.4 Aeration ................................................................................ 6 - 56
Illustration
Illustration 7.1a Insulation Space Nitrogen Control System .......................................7 - 1
6.1.1a Insulation Space Inerting ............................................................... 6 - 1 7.2a LNG Drain from Inter Barrier Space ................................................7 - 3
6.1.2a Drying Cargo Tanks ...................................................................... 6 - 3 7.3.a Water Drain from Insulation Space .................................................7 - 7
6.1.3a Inerting Cargo Tanks ..................................................................... 6 - 5 7.3b Water Drain From Insulation Space .................................................7 - 8
2nd Draft / 2006.09.20 2 Index

Issue and Update Control 2. General 4. Illustrations
This manual was produced by: Although the ship is supplied with Shipbuilder’s plans and manufacturer’s All illustrations are referred to in the text and are located either within or above
instruction books, there is no single handbook which gives guidance on the text where sufficiently small, so that both the text and illustration are
operating complete systems. accessible when the manual is laid face up. When text concerning an illustration
PENTATECH CO., LTD. covers several pages, the illustration is duplicated above each page of text.
For any new issue or update contact:
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 Where flows are detailed in an illustration these are shown in colour. A key of all
Marine Venture Center Korea Maritime University intended to be used in conjunction with the other plans and instruction books colours and line styles used in an illustration is provided on the illustration.
1, Dongsam-Dong, Yeongdo-Gu, Busan, Korea already on board and in no way replaces or supersedes them. Details of colour coding used in the illustrations are given in the colour scheme.
In addition to containing detailed information on the machinery and related
E-Mail: company@pentatech.co.kr systems, the machinery manual provided by each vendor contains safety Symbols given in the manual adhere to international standards and keys to the
procedures and procedures to be observed in emergencies and after accidents. symbols used throughout the manual are given on the following pages.
Introduction
In many cases the best operating practice can only be learnt by experience. 5. Notices
1. Modification/Correction Records Where the information in this manual is found to be inadequate or incorrect,
details should be sent to HHI so that revisions may be made to manuals of other The following notices occur throughout this manual:
Modification/Correction
Date ships of the same class.
Records
3. Safe Operation WARNING
Warnings are given to draw reader’s attention to operations where danger to life
The safety of the ship depends on the care and attention of all on board. Most or limb may occur.
safety precautions are a matter of common sense and good housekeeping and are
detailed in the various manuals available onboard. However, records show that CAUTION
even experienced operators sometimes neglect safety precautions through over Cautions are given to draw reader’s attention to operations where danger to life
familiarity and the following basic rules must be remembered at all times. or limb may occur.
1) Never continue to operate any machine or equipment which appears to be NOTE

potentially unsafe or dangerous and always report such a condition Notes are given to draw reader’s attention to points of interest or to supply
immediately. supplementary information.
2) Make a point of testing all safety equipment and devices regularly.
3) Never ignore any unusual or suspicious circumstances, no matter how
trivial. Small symptoms often appear before a major failure occurs.
4) Never underestimate the fire hazard of petroleum products, whether fuel
oil or cargo vapour.
5) Never start a machine remotely from the control room without checking
visually if the machine is able to operate satisfactorily.
In the design of equipment and machinery, devices are included to ensure that as
far as possible in the event of a fault occurring, whether on the part of the
equipment or the operator, the equipment concerned will cease to function
without danger to personnel or damage to the machine. If these safety devices are
neglected, the operation of any machine is potentially dangerous.
2nd Draft / 2006.09.20 3 Issue and Update Control

Cargo Machinery Symbols and Colour Scheme
Symbol Description Symbol Description Symbol

Symbol Description
Description Colour Description
Crossing Pipe, Not Connected Hose Globe Valve Float Type Air Vent Head Without Fire Screen
LNG Liquid
Crossing Pipe, Connected Hose Angle Valve Float Type Air Vent Head With Fire Screen
Flexible Hose Spray
Pressure Reducing Valve Filling Cap
Sliding Type Expansion Joint
Three Way Valve Sounding Head With Cap (Deck Stand Type) LNG Vapour
Sleeve Type Expansion Joint
Three Way Cock Sounding Head with Self Closing Valve
Gas
Expansion Bend
Three Way Control Valve Rose Box
Bellows type Expansion Joint Superheated Steam
Ball Valve Mud Box
Blank Flange
S De-superheated Steam
Soldnoid Valve Box Type Strainer
Spectacle Flange
A
Air Motor Operated Valve Nitrogen
Orifice ※ Cast Steel or Duct Cast Iron
M
Center Flange Electric Motor Operated Valve Y-type Strainer
Inert Gas
Reducer Pressure Control Valve Steam Trap

Lubricating Oil
Spool Piece Manual Operated Butterfly Valve Steam Trap With Strainer
Fuel Oil
Globe Angle Hydraulic Remote Operated Butterfly Valve Hand Pump
Angle Valve Pneumatic Remote Operated Butterfly Valve Ejector, Eductor Glycol Water
Screw Down Non-return Valve (Globe)

Hydraulic Cylinder Type Actuator Drain Hold With Plug Sea Water
Screw Down Non-return Valve (Angle)
Pneumatic Cylinder Type Actuator Oil Coaming
Lift Check Valve (Globe) Fresh Water
Intermediate Position Control Valve Actuator Suction Bellmouth
Lift Check Valve (Angle) A A Hydraulic Oil
Auto Control Valve Actuator Open Scupper
Swing Check Valve
Surface Valve Scupper for Indoor Part Diesel Oil
Flap Check Valve
Vapour Control Valve Electric Motor Driven Pump
Relief Valve (Globe) Condensate/Distilled Water
Hand Operated Pressure Gauge

Relief Valve (Angle)
Air
Deck Stand Compound Gauge
Self Closing Valve (Globe)
Bilge
Self Closing Valve (Angle) Manual Hydraulic Operated Deck Stand Flow Meter
Gate Valve (Sluice) Goose Neck Air Vent Pipe Sight Glass Fire Water
2nd Draft / 2006.09.20 4 Symbols and Colour Scheme

Abbreviations C CARGO/CONTROL DP DIFFERENTIAL PRESSURE G/S GENERAL SERVICE

CAS CASCADE DV DRAIN VALVE GTT GAZ TRANSPORT & TECNIGAZ
A AIR CIRC CIRCULATING DW DISTILLED WATER/DRINKING WATER GW GLYCOL WATER
A/B ABOVE BASE LINE CO CHANGE-OVER DWG DRAWING H HIGH/HOUR
ABNOR ABNORMAL CAB CABINET DRN DRAIN HD HIGH DUTY
ABS ABSOLUTE CCR CENTRAL CONTROL ROOM DRV DRIVE, DRIVING HDR HEADER
ACB AIR CIRCUIT BREAKER C/D COFFERDAM DSHTR DESUPERHEATER HFO HEAVY FUEL OIL
ACC AUTOMATIC COMBUSTION CONTROL CENT CENTRAL/CENTRIFUGAL ECDIS ELECTRONIC CHART DISPLAY & HH HIGH-HIGH
ACCOM ACCOMMODATION. CFW COOLING FRESH WATER INFORMATION SYSTEM HLA HIGH LEVEL ALARM
A.C./h AIR CHANGES PER HOUR CH-VR CHANGE-OVER EGE EXHAUST GAS ECONOMIZER HORI. HORIZONTAL
ACK ACKNOWLEDGE CIRC CIRCULATING EDSHTR EXTERNAL DESUPERHEATER HP HIGH PRESSURE
ACT ACTIVATE CL CLOSE EER ELECTRIC EQUIPMENT ROOM HPT HIGH PRESSURE TURBINE
ADJ ADJUST CLASS CLASSIFICATION SOCIETY ELE. ELECTRIC HSE HEALTH SAFETY AND THE ENVIRONMENT
ADV ADVANCE CLR COOLER EL ELECTRIC HSC HIGH SEA CHEST
A/E AUXILIARY ENGINE CRT CATHODE RAY TUBE ELEV ELEVATOR HR HOUR
AFT AFTER CNR CORNER EM’CY EMERGENCY H/T HIGH TEMPERATURE
AHD AHEAD CO2 CARBON DIOXIDE EMR ELECTRIC MOTOR ROOM HTR HEATER
AI ANALOG INTPUT C/D COFFERDAM ENG ENGINE HVAC HEATING VENTILATION AND AIR CONDITIONING
ALM ALARM COMP COMPRESSOR E/R ENGINE ROOM HYD HYDRAULIC
AM APPLICATION MODULE COND CONDENSATE/CONDENSER E.R.W ELECTRIC RESISTANCE WELDING PIPE I INDICATOR
ANG ANGLE CONN CONNECTION ESBD EMERGENCY SWITCHBOARD IAS INTERGRATED AUTOMATIC SYSTEM
AO ANALOG OUTPUT CONT CONTROL ECR ENGINE CONTROL ROOM I.B.S INTER BARRIER SPACE
APPROX APPROXIMATELY COOL. COOLING ESB EMERGENCY SWITCHBOARD IG INERT GAS
APT AFT PEAK TANK CP CONTROL PANEL ESD EMERGENCY SHUT DOWN IGG INERT GAS GENERATOR
AST ASTERN CPP CONTROLLABLE PITCH PROPELLER ESDS EMERGENCY SHUT DOWN SYSTEM IGV INLET GUIDE VANE
ATM ATMOSPHERE CSB CARGO SWITCHBOARD EXH EXHAUST IN INLET
ATOM ATOMISING CSBD CARGO SWITCH BOARD EXP EXPANSION INCIN. INCINERATOR
AUTO AUTOMATIC CSL CONSOLE EXT EXTENSION IND INDICATION
AUX AUXILIARY CST CENTISTOKES FCV FLOW CONTROL VALVE INH INHIBIT
B BASE CSW COOLING SEA WATER FDB FORWARD DEEP BALLAST INSUL INSULATION
B/L BALLAST/LADEN CTS CUSTODY TRANSFER SYSTEM FDF FORCED DRAFT FAN IR INFRA-RED
B/T BOW THRUSTER CUR CURRENT FG FUEL GAS IGG INERT GAS GENERATOR
BA BALLAST CYL CYLINDER FLG FLOAT LEVEL GAUGE ILLC INTERNATIONAL CONVENTION ON LOAD LINES
BATT BATTERY D DUMP FM FROM IMO INTERNATIONAL MARITIME ORGANIZATION
BGB BOILER GAUGE BOARD DB DOUBLE BOTTOM/DISTRIBUTION BOARD FO FUEL OIL IRD INTERNATIONAL RESEARCH DEVELOPMENT
BHT BILGE HOLDING TANK DBT DOUBLE BOTTOM TANK FPT FORE PEAK TANK I.S INSULATION SPACE
BHD BULKHEAD D/A DEAERATOR FRP FIBER REINFORCED PLASTIC ISO ISOLATING
BLG BILGE DEL DELIVERY FW FRESH WATER IWRC INDEPENDENT WIRE ROPE CORE
BLK BLOCK DET DETECTOR/DETECTION/ DETAIL FWC FEED WATER CONTROL JIS JAPANESE INDUSTRIAL STANDARD
BLR BOILER D/G DIESEL GENERATOR FWD FORWARD JSRA SHIPBUILDING RESEARCH ASSOCIATION OF
BLWR BLOWER DGPS DIFFERENTIAL GLOBAL POSITIONING FWE FINISHED WITH ENGINE JAPAN
2
BMS BURNER MANAGEMENT SYSTEM SYSTEM GA GENERAL ARRANGEMENT K kg/cm G
BNR BURNER DI DIGITAL INPUT GACP GENERATOR AUTO CONTROL PANEL KS KOREAN INDUSTRIAL STANDARD
BO/WU BOIL OFF / WARM-UP DIAM DIAMETER GALV. GALVANIZED L LOW/LEVEL/LITRE
BOG BOIL-OFF GAS DIA DIAMETER GC GLASS CLOTH LBP LENGTH BETWEEN PERPENDICULARS
BRG BEARING DIFF DIFFERENTIAL GE GENERATOR ENGINE LCV LEVEL CONTROL VALVE
BW BILGE WELL DISCH DISCHARGE GEN GENERATOR LCV LOWER CALORIFIC VALUE
BWC BRIDGE WING CONSOLE DK DECK GMS GAS MANAGEMENT SYSTEM LD LOW DUTY
BWL BALLAST WATER LINE DMCR DERATE MAXIMUM CONTINUOUS RATING GRP GROUP LDO LIGHT DIESEL OIL
BZ BUZZER DO DIESEL OIL/DIGITAL OUTPUT GRP GLASS REINFORCED PLASTIC LG LEVEL GAUGE
2nd Draft / 2006.09.20 5 Abbreviation

LIQ LIQUID O2 OXYGEN SC SEA CHEST TPS TANK PROTECTION SYSTEM

LL LOW-LOW OMD OIL MIST DETECTOR SDC STEAM DUMP CONTROL TRB TROUBLE
LLA LOW LEVEL ALARM/LOW-LOW ALARM OP OPEN/OUTPUT SEC SECONDARY T.S.W.T TOP SIDE WING TANK
LNG LIQUEFIED NATURAL GAS OVBD OVERBOARD SEL SELECT TYP. TYPICAL
LO LUBRICATION OIL OVFL OVERFLOW SEPTR. SEPARATOR TX TEMPERATURE TRANSMITTER
LOA LENGTH OVER ALL OVLD OVERLOAD SEQ SEQUENCE UPP UPPER
LP LOW PRESSURE OVRD OVERRIDE SERV. SERVICE UPS UNINTERRUPTED POWER SUPPLY
LPT LOW PRESSURE TURBINE P PRESSURE/PRIMARY/PORT SETT SETTLING V VOLTAGE/VALVE
LS LEVEL SWITCH PB PUSH BUTTON S/G STEERING GEAR VAP VAPOUR
LSC LOW SEA CHEST PCV PRESSURE CONTROL VALVE SHP SHAFT HORSE POWER VDR VOYAGE DATA RECORDER
LT LOW TEMPERATURE PD PIPE DUCT SHTR SUPERHEATER VDU VISUAL DISPLAY UNIT
LTG LIGHTING PI PRESSURE INDICATOR SIGTTO SOCIETY OF INTERNATIONAL GAS TANKER VIB VIBRATION
LVL LEVEL PID PROPORTIONAL INTEGRATE DERIVATIVE & TERMINAL OPERATION VISC VISCOSITY
L.W.L LOW WATER LINE PST PISTON SMLS SEAMLESS VL VERY LOW
LWR LOWER PKG PACKAGE SNAME SOCIETY OF NAVAL ARCHITECTS AND VPR VAPOUR
MACH. MACHINERY PMS POWER MANAGEMENT SYSTEM MARINE ENGINEERS VRC VALVE REMOTE CONTROL
MAN MANUAL PNL PANEL SOL SOLENOID V/V VALVE
MANI MANIFOLD POS POSITION SOLAS INTERNATIONAL CONVENTION FOR SAFETY WTR WATER
MARVS MAXIMUM ALLOWABLE RELIEF VALVE P/P PUMP OF LIFE AT SEA W/H WHEELHOUSE
SETTING PRESS PRESSURE SP SPACE/SET POINT WHC WHEELHOUSE CONSOLE
M/B MAIN BOILER PRI PRIMARY/PRIMING SPR SPRAY WIND WINDING
MBL MINIMUM BREAKING LOAD PROV PROVISION ST START WO WASTE OIL
MCR MAXIMUM CONTINUOUS RATING PSU POWER SUPPLY UNIT S/T STERN TUBE WS WORKSHOP
M/E MAIN ENGINE PURI PURIFIER STBD STARBOARD WU WARM UP
MFWPT MAIN FEED WATER PUMP TURBINE PURIF. PURIFIER ST-BY STAND-BY X CROSS/TRANSMITTER
MG MASTER GAS PV PROCESS VALUE STC STEAM TEMPERATURE CONTROL
MGPS MARINE GROWTH PREVENTING SYSTEM PVC POLYVINYL CHLORIDE STM STEAM
MID MIDDLE PWR POWER STOR STORAGE
MIN. MINIMUM PX PRESSURE TRANSMITTER STR STARTER/STRAINER/STRAIGHT
MSB MAIN SWITCHBOARD Q’TY QUANTITY STR’G STEERING
MSBD MAIN SWITCHBOARD R REDUNDANT SUC SUCTION
MSBR MAIN SWITCHBOARD ROOM RECIRC RECIRCULATING SUP SUPPLY
MT MAIN TURBINE REG REGULATOR SV SOLENOID VALVE
MT. METRIC TONNES REM REMOTE SVB SOLENOID VALVE BOX
MTH METRES IN HEIGHT REV REVERSE SW SEA WATER/SWITCH
MTR MOTOR RM ROOM SWBD SWITCHBOARD
MV MAGNETIC VALVE RPB REMOTE PUSH BUTTON SWL SAFETY WORKING LOAD
N2 NITROGEN RPM REVOLUTIONS PER MINUTE SYN SYNCHRONIZE
NAV NAVIGATION RTN RETURN SYS SYSTEM
NCR NORMAL CONTINOUS RATING RVI ROTOR VIBRATION INDICATION TAL TEMPERATURE ALARM LOW
NIM NETWORK INTERFACE MODULE R.W ROCK WOOL TC TURBOCHARGER/THERMOCOUPLE
NO. NUMBER S SECONDARY/ STARBOARD T/C TURBO CHARGER
NOM. NOMINAL SBT SEGREGATED BALLAST TANK TCV TEMPERATURE CONTROL VALVE
NOR NORMAL SEC SECOND TEMP TEMPERATURE
NPSH NET POSITIVE SUCTION HEAD SEQ SEQUENCE T/G TURBO GENERATOR
NZL NOZZLE S/S SHIP SIDE THK THICKNESS
OBS OBSERVATION S/T STERN TUBE THR THRUSTER
O/C OPEN/CLOSE SAH STEAM AIR HEATER TI TEMPERATURE INDICATOR
OCIMF OIL COMPANIES INTERNATIONAL MARITIME SAL SALINITY TIAL TEMPERATURE INDICATOR ALARM LOW
FORUM SB SOOT BLOWER TK TANK
2nd Draft / 2006.09.20 6 Abbreviation

Part 1 : Design Concept of the Vessel

1.1 Principal Particulars...........................................................................1 - 1
1.1.1 Principal Particulars of the Ship .............................................1 - 1
1.1.2 Principal Particulars of Cargo Machinery...............................1 - 3
1.1.3 Maker List...............................................................................1 - 5
1.1.4 General Arrangement...............................................................1 -9
1.1.5 Tanks and Capacity Plan.......................................................1 - 10
1.2 Classification, Rules and Regulations..............................................1 - 12
1.3 Design Concept of the Cargo System ..............................................1 - 14
1.3.1 Cargo Containment System Principle ...................................1 - 14
1.3.2 Membrane Cargo Containment.............................................1 - 22
1.3.3 Deterioration or Failure ........................................................1 - 24
1.4 Hazardous Areas and Gas Dangerous Zone.....................................1 - 26
Illustration
1.3.1a Cargo Tank Lining Reinforcement .............................................1 - 13
1.3.1b Cargo Tank General....................................................................1 - 17
1.3.2a Construction of Containment System .........................................1 - 18
1.3.2b Construction of Containment System – Flat Area ......................1 - 19
1.3.2c Construction of Containment System – Corner Part. 1 ...............1 - 20
1.3.2d Construction of Containment System – Corner Part. 2...............1 - 21
1.4a Hazardous Areas and Gas Dangerous Zone Plan...........................1 - 25
Part 1
Design Concept of the Vessel
Part 1 Design Concept of the Vessel
Part 1 : Design Concept of the Vessel Main Steam Turbine Main Sea Water Circ. Pump
Maker: KHI Maker: Shinko Ind. Ltd.
1.1 Principal Particulars Model: UA400 Model: CVF1000M
Type: Two Cyl. Cross Compound Marine Type: Vertical, single stage Centrifugal
1.1.1 Principal Particulars of the Ship steam turbine. Consisting of HP Capacity x Total head: 9,000/4,500 M3/H x 5/8 MTH
Turbine & LP Turbine with built-in Motor output & speed: 200 kW / 360 RPM
Shipbuilder: Hyundai Heavy Industries Ulsan Shipyard Astern Turbine.. No. of set : 1
Republic of Korea Output: MCR 39,000 PS x 88 RPM
Yard Number: 1748 NCR 35,100 x 85 RPM Aux. Sea Water Circ. Pump
Ship Name: CLEAN ENERGY Steam: 58.8 bar, 510 ºC Maker: Shinko Ind. Ltd.
Delivery Date: ****.**.** No. of set: 1 Model: CVF1000LM
Nationality: Marshall Islands Type: Vertical, single stage Centrifugal
Port of Registration: ******* Main Boiler Capacity x Total head: 9,000/4,500 M3/H x 5/8 MTH
Call Sign: ******* Maker: KHI Motor output & speed: 200 kW / 360 RPM
Inmarsat-C I.D.: ******* Model: UME68/52 No. of set : 1
Type of Cargo: LNG Type: Two Drum Water Tube.
Type of Ship: 150,000 m3 class Mark Ш Membrane LNG carrier Max. Evaporation: 68,000 kg/h Main Cooling Sea Water Pump
Stem: Bulbous Bow and Raked Stem Nor. Evaporation: 52,000 kg/h Maker: Shinko Ind. Ltd.
Stern: Transom Steam: 60.3 bar, 515 ºC Model: SVS400M
Navigation: Foreign going No. of sets: 2 Type: Vertical, single stage Centrifugal
Freeboard Type: “A” Capacity x Total head: 1300 m3/h x 21 MTH
Classification: Lloyd’s Register, +100A1 Liquefied Gas Tanker, Generator Turbine Motor output & speed: 110 kW / 1200 RPM
Shiptype 2G (-163˚C, 500kg/m3, 0.25barG) IWS, Maker: Shinko Ind. Ltd. No. of sets : 2
“ShipRight (SDA, FDA, CM)”, +LMC, UMS, ICC, Model: RG92-2
NAV1, IBS, SCM, EP, LI, BWMP(S), SERS, SEA(Hss- Type: Multi-Stage Impulse Central Cooling F. W Pump
4L), SEA(VDR) with descriptive note “pt HT steel” Steam: 588 bar, 510 ºC Maker: Shinko Ind. Ltd.
Turbine rated speed: 8,145 RPM Model: SVS400M
Length Overall: 288 m Generator output & speed: 3850 kW (4313KVA), 1800 RPM Type: Vertical, single stage Centrifugal
Length Between Perpendiculars: 275 m No. of sets: 2 Capacity x Total head: 1,200 M3/H x 30 MTH
Breadth Moulded: 44.2 m Motor output & speed: 150 kW x 1,200 rpm
Depth Moulded: 26.0 m Diesel Generator Engine No. of sets : 2
Draft Design: 11.35 m Maker: HHI-EMD
Scantling Draft: 12.35 m Model: 9L 32/40 Ballast Pump
Cargo Tank Capacity: 149,730 m3 Type: 4 Stroke, Trunk Piston type Maker: Shinko Ind. Ltd.
Cargo Tank Safety Valve: 250 mbar Output : ABT. 5,510 PS Model: GVD500-3MS( No.1)
Inter Barrier Space Safety Valve: 30 mbar Generator speed: 720 RPM Type: Vertical, single stage Centrifugal
Insulation Space Safety Valve: 35 mbar No. of set: 1 Capacity x Total head: 3000 m3/h x 30 m
Motor output & speed: 355 kW / 1200 RPM
Main Engine Type: HHI-KHI UA-400 Steering Gear No. of sets: 1
MCR: 39,000 SHP x 88 rpm Maker: Tong Myung K.H.I
NCR: 35,100 SHP x 85rpm Type: Elec-Hyd, 2 ram-4 cyl Maker: Shinko Ind. Ltd.
COMPLEMENT: 40 + 4 Capacity: 350 Ton-M (at 35 deg.) Model: GVD500-3M ( No.2,3)
No. of set: 1 Type: Vertical, single stage Centrifugal
Capacity x Total head: 3000 m3/h x 30 m
Motor output & speed: 355 kW / 1200 RPM
No. of sets: 2
2nd Draft / 2006.09.20 1-1 Part 1 Design Concept of the Vessel

Bilge, Fire & G.S. Pump (Red colour is not supplied data.)
Maker: Shinko Ind. Ltd. Windlass
Model: RVP200-2MS Maker: Rolls-Royce
Type: Vertical, Centrifugal electric motor, Type: LW.M22.032
two speed with self priming No. of sets: 2
Capacity x Total head: 245 m3/h x 30 m
150 m3/h x 115 m Mooring Winch
Motor output & speed: 110 kW / 1800 RPM Maker: Rolls-Royce
No. of sets: 2 Type: -
No. of sets: 5
Em’cy Fire Pump
Maker: Shinko Ind. Ltd. Capstan
Model: RVP250MS Maker: Shin Myung Rech Co.Ltd
Type: Vertical, Centrifugal electric motor Type: Hyd.Motor Driven Type
with self priming No. of sets: 4
Capacity x Total head: 72/565/650 m3/h x 110/126/90 m
Motor output & speed: 280 kW / 1800 RPM Provision Crane
No. of set: 1 Maker: TTS
Type: GP 150-5-17,
Water Spray Pump Lifting Capacity: SWL 5T at 17m
Maker: Shinko Ind. Ltd. No. of sets: 2
Model: KV300K
Type: Vertical Centrifugal Crane for Cargo Machinery Room
Capacity Total head: 850 m3/h x 110 m Maker: Macgregor
Motor output & speed: 400 kW / 1800 RPM Type: Jib Type
No. of set: 1 Capacity: 6 tons
No. of set: 1
F.W Generator
Maker: Alfa-Laval Korea Anchor
Model: VSP-36-C125CC / VSP-36-125SWC Maker: Kum Hwa Cast Steel
Type: Cond. Water Cooled(VSP-C25CC) Weight: 43,095 kg
S.W. Cooled(VSP-C125SWC) No. of sets: 2
Capacity: 60 ton/day per unit
Max. salinity: 1.5 PPM Anchor Chain Cable
No. of sets: 2 Maker: DaiHan Anchor Chain
Dimension: ø102 mm x 770m
Control & G.S Air Compressor No. of set: 1
Maker: ATLAS COPCO
Model: GA55WP-125-60 Fire wire reel
Type: M.D. Rotary Screw, F.W Cooled Maker: Jung-A Marine Equipment MFG.
Capacity: 500 m3/h x 9 bar Type: Air motor driven
No. of sets: 3 No. of sets: 2
Starting Air Compressor Hose Handling Crane

Maker: JONGHAP PNEUTEC Maker: TTS
Model: AHV-20 Type: GP 400-1025
Type: M.D. 2 Stage reciprocating, Air Max Lifting Capacity: SWL 10T at 25m
Cooled
Capacity: 25 m3/h x 25 bar
No. of sets: 2

1.1.2 Principal Particulars of Cargo Machinery
Main Cargo Pump Emergency Cargo Pump BOG/WARM-UP Heater

Maker: EBARA Maker: EBARA Maker: Cryostar
Model: 16EC-24 Model: 8ECR-12 Model: 108-UT-38/34-4.6
Type: Vertical, Centrifugal Fixed Type: Vertical, Fixed Type: BEU
Capacity: 1,800 m3/h x 155 MLC Capacity: 550 m3/h x 155 MLC Mass Flow: 37,200 kg/h (Design)
Shaft power: 495.8 kW Shaft power: 171 kW Inlet volume flow & temp: 17,394 m3/h , -90C (Design)
Efficiency: 76.61 % Efficiency: 67.8 % Outlet volume flow & temp: 38,346 m3/h , 80˚C (Design)
Minimum flow: 588 m3/h Minimum flow: 195.7 m3/h Heat exchange: 4,003 kW (Design)
Max. differential pressure: 9.87 bar Max. Differential Pressure: 10.4 bar Design temperature (Tube): -196 ~ +200˚C
Design temperature: -163 ˚C Design temperature: -163 ˚C Design pressure: 10 bar
No. of sets: 8 (2 per each cargo tank) No. of set: 1 No. of sets: 2
Motor Motor LNG Vapouriser

Manufacturer: EBARA Manufacturer: EBARA Maker: Cryostar
Rated output: 559.6 kW Rated output: 223.8 kW Model: 65-UT-38/34-5.6
Synchronous speed: 1800 RPM Synchronous speed: 3600 RPM Type: BEU
Electric power source: AC 6600 V / 60Hz Electric power source: AC 440 V / 60Hz Mass Flow: 22,000 kg/h (LNG disch)
Starting & Rated current: 373A / 61 A Starting & Rated current: 2234 A / 348 A Inlet volume flow & temp: 49 m3/h , -163˚C (LNG disch)
Starting method: Soft start or Direct on line Starting Method: Direct on line Outlet volume flow & temp: 12,367 m3/h , -130˚C (LNG disch)
Starting time: Max. 5 sec Number of Poles: 2 Heat exchange: 3,581 kW (LNG disch)
Number of poles: 4 Design temperature (Tube): -196 ~ +200˚C
HD Compressor Design pressure: 1 bar
Stripping/Spray Pump Maker: Cryostar No. of set: 1
Maker: EBARA Model: CM 400/55
Model: 2EC-12 Type: Centrifugal. Single stage. Fixed speed Forcing Vapouriser
Type: Vertical, Fixed with adjustable guide vanes. Maker: 34-UT-25/21-3.6
Capacity: 50 m3/h x 145 MLC Volume Flow: 32,000 m3/h Type: BEU
Shaft power: 17.9 kW Inlet pressure : 1.03 barA Mass Flow: 7,100 kg/h
Efficiency: 55 % Outlet Pressure: 1.96 barA Inlet volume flow & temp: 16 m3/h , -163˚C
Minimum flow: 10.5 m3/h Inlet Temperature: -140˚C Outlet volume flow & temp: 4,313 m3/h , -40˚C
Max. differential pressure: 10.4 bar IGV setting: -30 ~ +80 Heat exchange: 1,560 kW
Design temperature: -163 ˚C No. of sets: 2 Design temperature (Tube): -196 ~ +200˚C
No. of sets: 4 (1 each cargo tank) Design pressure: 1 bar
LD Compressor No. of set: 1
Motor Maker: Cryostar
Manufacturer: EBARA Model: CM 300/45 Steam Heater for Glycol Water
Rated output: 22.4 kW Type: Centrifugal. Single stage. Maker: DongHwa
Synchronous speed: 3600 RPM Adjustable guide vanes. Type: BEU
Electric power source: AC 440 V / 60Hz Volume Flow: 8,500 m3/h Fluid Quantity: Tube side 22 m3/h
Starting & Rated current: 267 A / 39 A Inlet pressure : 1.03 barA Shell side 586.1 m3/h
Starting method: Direct on line Outlet Pressure: 1.96 barA Design Pressure: Tube side : 4.7 bar
Number of poles: 2 Inlet Temperature: -40˚C Shell side : 11 bar
IGV setting: -30 ~ +80 No. of set: 2
No. of sets: 2

Glycol Water Circ. Pump Pilot operated Safety Valve for I.S
Maker: Shinko Ind. Ltd. Maker: Fukui Seisakusho co., Ltd.
Model: GJ40-20MH Type & Size: PSL-MD13-131-S1(B), 2”x 3”
Capacity: 22 m3/h x 35 MTH Relieving capacity: 544 Nm3/h
Motor output & speed: 5.5 kW / 3600 RPM Relieving pressure: 1055 mbarA
No. of Sets: 2 Set pressure: 35 mbar
Reseating pressure: 21 mbar
Nitrogen Generator No. of sets: 8
Maker: Air Products As
Type: Membrane Separation of Nitrogen Conventional Safety Valve for Cargo Piping System
from Air Maker: Fukui Seisakusho co., Ltd.
Capacity: 2 X 125Nm3/h Type: REC131-S1(E)
N2 purity(N2+Argon): 97% Relieving pressure: 13.013 barA
Dew point: -65˚C Set pressure: 10 bar
Outlet pressure & temperature: min. 6.5bar / max. 50˚C Reseating pressure: 9 bar
Inert Gas Generator Conventional Safety Valve for Cargo Piping System
Maker: Smit Maker: Fukui Seisakusho co., Ltd.
Type: Gln 15,000 – 0.25 BUFD Type: REC131-S1(N)
Capacity: 15,000 m3/h Relieving Pressure: 13.013 barA
Delivery pressure: 0.25 bar Set Pressure: 10 bar
Temperature: about 30˚C Reseating Pressure: 9 bar
Dew point after dryer: max. -45˚C No. of sets: 27
No. of set: 1
Mist Separator
Pilot operated Safety Valve for Cargo Tank Maker: Cryostar
Maker: Fukui Seisakusho co., Ltd. Model: VMS-12/12-1000
Type & Size: PSL-MD13-131-LS1(B), 10”x 12” Mass flow: 7100 kg/h (Design) at -40˚C
Relieving capacity: 27,030 Nm3/h No. of set: 1
Relieving pressure: 1313 mbarA
Set pressure: 250 mbar Drain Cooler for Heater’s Drain
Reseating pressure: 220 mbar Maker: DongHwa Entec
No. of sets: 8 Type: Shell/Tube Type
Capacity(Tube): 63.04 m3/h X 2
No of set: 1
Pilot operated Safety Valve for I.B.S
Maker: Fukui Seisakusho co., Ltd.
Type & Size: PSL-MD13-131-S1(B), 2”x 3”
Relieving capacity: 502 Nm3/h
Relieving pressure: 1049 mbarA
Set pressure: 30 mbar
Reseating pressure: 18 mbar
No. of sets: 8

1.1.3 Maker List (Not supplied Final data.)

NO. EQUIPMENT MAKER MAKER ADDRESS & TELEPHONE NO. EQUIPMENT MAKER MAKER ADDRESS & TELEPHONE
FIRE DETECTION /
P.O. BOX8763, SE-402 .76 TEL.+46-31-710-7700
1 GENERAL ALARM CONSILIUM MARINE SOFT STARTER FOR
GŐTEBORG FAX.+46-31-710-7800 14
SYSTEM CARGO PUMP
CUSTODY
2 TRANSFER SAAB
15 BALLAST PUMP MOTORS
SYSTEM (CTS)
INTEGRATED
TEL.+47-735-8100
3 AUTOMATION KONGSBERG N-7005 TRONDHEIN, NORWAY H/D COMPRESSOR
FAX.+47-735-8147 16
SYSTEM (IAS) MOTORS
C.O TANK LEVEL

4 L/D COMPRESSOR
GAUGING SYSTEM 17
MOTORS
8F, U1-DONG POST OFFICE, TEL. +82-51-731-7162

SHIP/SHORE LINK
5 GMB 601-6 U1-DONG, HAEUNDAEGU, FAX. +82-51-731-7168 L/D COMPRESSOR
SYSTEM 18
BUSAN,REPUBLIC OF KOREA DRIVE
TEL.+82-52-282-7833
1166-74,JUNGSAN-DONG,BULC- +82-52-282-7835
6 LEVEL SWITCH KMTC 19 DRAIN COOLER
KU, ULSAN,KOREA FAX. +82-52-282-7836
TEL.+82-51-601-3000 AUX. S.W. CIRC. 5-7-21, OHZU, MINAMI-KU, TEL.+81-82-508-1000

WATER SURVEY 1610-5, SONGJUNG-DONG, 20 SHINKO FAX.+81-82-508-1020
7 HANLA TEL.+82-51-831-1850 PUMP HIROSHIMA, JAPAN
DETECTOR GANGSEO-GU, BUSAN, KOREA
CARGO MACH. 5-7-21, OHZU, MINAMI-KU, TEL.+81-82-508-1000

GAS DETECTION / 21 SHINKO FAX.+81-82-508-1020
8 C.F.W. PUMP HIROSHIMA, JAPAN
SAMPLING SYSTEM
8F, U1-DONG POST OFFICE, TEL. +82-51-731-7162 5-7-21, OHZU, MINAMI-KU, TEL.+81-82-508-1000
HULL STRESS 22 BALLAST PUMP SHINKO FAX.+81-82-508-1020
9 GMB 601-6 U1-DONG, HAEUNDAEGU, FAX. +82-51-731-7168 HIROSHIMA, JAPAN
MONITORING SYSTEM
BUSAN,REPUBLIC OF KOREA
8F, U1-DONG POST OFFICE, TEL. +82-51-731-7162 FIRE JOCKEY PUMP 5-7-21, OHZU, MINAMI-KU, TEL.+81-82-508-1000
MOORING TENSION 23 SHINKO FAX.+81-82-508-1020
10 GMB 601-6 U1-DONG, HAEUNDAEGU, FAX. +82-51-731-7168 UNIT HIROSHIMA, JAPAN
MONITORING SYSTEM
8F, U1-DONG POST OFFICE, TEL. +82-51-731-7162 5-7-21, OHZU, MINAMI-KU, TEL.+81-82-508-1000
TRIM & LIST IND. 24 WATER SPRAY PUMP SHINKO FAX.+81-82-508-1020
11 GMB 601-6 U1-DONG, HAEUNDAEGU, FAX. +82-51-731-7168 HIROSHIMA, JAPAN
SYSTEM
5-7-21, OHZU, MINAMI-KU, TEL.+81-82-508-1000

REMOTE LEVEL DRAFT 25 BILGE, FIRE & G/S PUMP SHINKO FAX.+81-82-508-1020
12 HIROSHIMA, JAPAN
INDICATING SYSTEM
TEL. +82-51-970-1070 BALLAST STRIPPING

ELEC. GLYCOL 1575-6, SONGJEONG-DONG, 26
13 DongHwa FAX. +82-51-970-1031 EJECTOR
WATER HEATER GANGSEO-GU, BUSAN, KOREA
PORTABLE FIRE
27
EXTINGUISHER

NO. EQUIPMENT MAKER MAKER ADDRESS & TELEPHONE NO. EQUIPMENT MAKER MAKER ADDRESS & TELEPHONE
INERT GAS
28 40 DRAIN COOLER
GENERATOR SYSTEM
NITROGEN GLYCOL WATER

29 41
BUFFER TANK HEATER
TEL. +755-356-2796 VALVE REMOTE

30 CARGO PUMP EBARA 42
FAX. +755-356-2884 CONTROL
TEL. +755-356-2796 CRYOGENIC CARGO

31 STRIPPING PUMP EBARA 43
FAX. +755-356-2884 VALVE
TEL. +755-356-2796 CRYOGENIC NEEDLE

32 EM’CY CARGO PUMP EBARA 44
FAX. +755-356-2884 VALVE
CRYOGENIC
HIGH DUTY CARGO TEL. +33-389-70-27-27
33 Cryostar 45 BUTTERFLY VALVE
COMPRESSOR FAX. +33-389-70-29-00
(INCL. ACTUATOR)
HULL BUTTERFLY
LOW DUTY CARGO TEL. +33-389-70-27-27
34 Cryostar 46 VALVE
COMPRESSOR FAX. +33-389-70-29-00
(INCL.ACTUATOR)
CARGO TK, IBS/IS

VAPOURIZER & TEL. +33-389-70-27-27
35 Cryostar 47 AND PIPE SAFETY
HEATERS FAX. +33-389-70-29-00
RELIEF VALVE
INERT GAS CARGO

36 48
GENERATOR SYSTEM CONTROL VALVE
HIGH PRESSURE
37 49 CARGO STRAINER
CO2 SYSTEM
HIGH EXPANSION EXPANSION

38 50
FOAM SYSTEM BELLOWS
DRY CHEMICAL LIFTING GEAR FOR

39 51
POWDER SYSTEM CARGO HOSE
COMBINED
52
ACC. LADDER

NO. EQUIPMENT MAKER MAKER ADDRESS & TELEPHONE
53 BOW ANCHOR
ANCHOR CHAIN
54
CABLE
WINDLASS /
55
MOORING WINCH
56 CAPSTAN
EM’CY TOWING
57
SYSTEM
58 LIFE BOAT DAVIT
59 PROVISION CRANE
CRANE FOR CARGO

60
MACH. ROOM
61 FIRE WIRE REEL

Blank Page

1.1.4 General Arrangement

G/E L.O
50.8 m A/B
Settling
Tank
Fan Vent Mast Vent Mast Vent Mast
G/E L.O Room Manifold Service Handling
Storage Crane, 10 Ton (P&S)
Cargo Gear L.P. L.P. L.P.
Tank
Locker
Motor Cargo Compressor
Room Room Dry Powder
Room (P&S)
No.4 Trunk No.3 Trunk No.2 Trunk No.1 Trunk
Trunk (Void)
Paint Deck Incinerator Pool
S.L.
Domestic F.W Store Store Room Tank
Tank (P&S) M.L.O M.L.O G/E M.D.O

B.V.H.
Storage Settling Service Bosun Store
Bunker Tank (S)

Room
2nd Deck Tank Tank Tank
AFT H.F.O
Distilled H.F.O
Water Tank M.D.O Low Settling
(P&S) Storage Sulphur FWD H.F.O Bunker
3rd Deck Tank (S) No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank Cargo Tank
Tank Fuel Tank (P&S)
After Peak Tank Engine Room (S) Tank (S) Fore Peak
4th Deck Tank
FWD Water Ballast
H.F.O Overflow (Void)
Tank (P&S)
Tank No.4 Cargo Tank
H.S.C Pipe
Water Ballast Tank Duct
Water Ballast Tank
C.W. Tank M.L.O Sump Tank L.S.C

Oily Bilge Tank No.5 Cofferdam No.4 Cofferdam No.3 Cofferdam No.2 Cofferdam No.1 Cofferdam Bow Thrust &
Stern Tube L.O Sump Tank Emergency Fire
Bilge Holding Tank Pump Room
PLA N
HOT FOAM & CHANGE LOB NO.2 CARGO

RM. SWBD.RM.
CO2 ROOM
(LOW)
AIR CON.
DN
CORRIDOR
ROOM C.D.
&
P.D.
UP
UP
C.L.
40
DRY
CHANGE LIFT
ROOM SHIP'S RM.
LAUNDRY
LINENPUB. C.D.
UP LKR &
GARB. C.G.L P.D.
STR
CORRIDOR
SUEZ FIRE
PAINT DECK INCINERATOR WORKER LKR. CONTROL LOB
NO.1 CARGO
STORE STORE ROOM STATION SWBD.RM
UP
Principal Dimensions
Overall Length 288.0 m
Length Between Perpendiculars 275.0 m
Breadth (Moulded) 44.2 m
Depth (Moulded) 26.0 m
Trunk Depth (Moulded) 33.09 m
Draught Design (Moulded) 11.35 m
Scantling Draught (Moulded) 12.35 m

1.1.5 Tanks and Capacity Plan
Cargo Tanks S.G.=0.47 Water Ballast Tanks S.G.=1.025
Centre of Gravity Centre of Gravity

Capacities Capacities Free
(100% Base) Free Location (100% Base)
Location Surface
Surface Compartment Frame
Compartment Frame Volume Weight L.C.G. Moment
Volume Weight L.C.G. From V.C.G. Above Moment Number V.C.G.
Number 100% 100% From Mid. (m4)
100% (m3) 98% (Tons) Mid (Mid) B.L. (m4) Above B.L.
(m3) (Tons) (m)
FWD W.B. TK (P) 130.0-154.0 2009.7 2060.0 107.08 12.198 1361

FWD W.B. TK (S) 130.0-154.0 2009.7 2060.0 107.08 12.198 1361
No. 1 Cargo Tank 118.1-128.9 24619.3 11339.6 79.57 17.797 103566 No. 1 W.B. TK (P) 117.0-130.0 6161.4 6315.5 76.63 10.769 10884
No. 2 Cargo Tank 103.1-116.9 43233.3 19913.3 38.00 16.662 206520 No. 1 W.B. TK (S) 117.0-130.0 6161.4 6315.5 76.63 10.769 10884
No. 2 W.B. TK (P) 102.0-117.0 6367.6 6526.8 36.39 8.903 27780
No. 3 Cargo Tank 88.1-101.9 43233.3 19913.3 -10.19 16.662 206520
No. 2 W.B. TK (S) 102.0-117.0 6367.6 6526.8 36.39 8.903 27780
No. 4 Cargo Tank 74.1-86.9 38644.1 17799.5 -56.01 16.662 184617
No. 3 W.B. TK (P) 87.0-102.0 6459.6 6621.1 -11.57 8.805 28957
No. 3 W.B. TK (S) 87.0-102.0 6459.6 6621.1 -11.57 8.805 28957
No. 4 W.B. TK (P) 73.0-87.0 5604.5 5744.6 -56.92 9.072 23824
Total 149730 68965.7 6.66 16.849
No. 4 W.B. TK (S) 73.0-87.0 5604.5 5744.6 -56.92 9.072 23824
A.P. TK -6.1-17 2320.6 2378.7 -131.40 14.291 44268
Total - 55526.5 56914.6 13.43 9.792
Cargo Tanks SG=0.50
Capacities Centre of Gravity

Fresh Water Tanks S.G.=1.000
Free Surface
Location Frame Centre of Gravity
Compartment Weight L.C.G. Max. Inertia Capacities Free
Number Volume V.C.G. Location (100% Base)
98.0% From Mid Moment (m4) Surface
100% (m3) Above B.L. Compartment Frame Weight
(Ton) (Mid) Volume L.C.G. From V.C.G. Moment
Number 100%
100% (m3) Mid (Mid) Above B.L. (m4)
(Tons)
No. 1 Cargo Tank 118.1-128.9 24619.3 12063.4 79.57 17.797 103566
Distilled W. TK (P) -6.1-10.0 268.4 268.4 -134.77 18.943 305
No. 2 Cargo Tank 103.1-116.9 43233.3 21184.3 38.00 16.662 206520 Distilled W. TK (S) -6.1-10.0 268.4 268.4 -134.77 18.943 305
No. 3 Cargo Tank 88.1-101.9 43233.3 21184.3 -10.19 16.662 206520 Drinking W. TK (P) 10.0-17.0 197.1 197.1 -126.61 18.863 374
No. 4 Cargo Tank 74.1-86.9 38644.1 18935.6 -56.01 16.662 184617 Domestic F.W. tank(S) 10.0-17.0 197.1 197.1 -126.61 18.863 374
Total 931.1 931.1 -131.31 18.909

Total 149730.0 68965.7 6.66 16.849

Fuel Oil Tanks S.G.=0.990 MDO & Gas Oil Tanks S.G.=0.850
Centre of Gravity Centre of Gravity

Capacities Free Capacities Free
Location (100% Base) Location (100% Full)
Surface Surface
Compartment Frame Volume Weight L.C.G. Compartment Frame Weight
V.C.G. Moment Volume L.C.G. From V.C.G. Moment
Number 100% 98% From Mid Number 98%
Above B.L. (m4) 100% (m3) Mid (Mid) Above B.L. (m4)
(m3) (Tons) (Mid) (Tons)
M.D.O. STOR. TK (S) 45.0-51.0 211.0 170.4 -99.10 15.813 31
FWD H.F.O BUNKER TK (P) 130.0-154.0 2570.1 2417.2 106.88 12.685 745
G/E M.D.O. SERV. TK (S) 45.0-53.0 134.2 108.3 -98.30 23.613 41
FWD H.F.O BUNKER TK (S) 130.0-154.0 2599.4 2444.8 106.80 12.685 758
IGG G.O SERV. TK. TK (P) 49.0-55.0 100.7 81.3 -95.90 23.613 31
AFT H.F.O BUNKER TK (P) 67.0-73.0 164.0 154.2 -80.70 17.968 9
ATF H.F.O BUNKER TK (S) 67.0-73.0 252.7 237.6 -81.55 17.968 14
Total 445.9 360.1 -98.14 19.922
HFO. SETT. TK (P) 59.0-69.0 518.1 487.3 -86.45 17.964 45
HFO SETT. TK (S) 57.0-67.0 537.8 505.8 -87.94 17.975 50
LOW SULPHUR FUEL TK (P) 53.0-59.0 288.7 271.6 -92.50 17.466 31
LOW SULPHUR FUEL TK (S) 51.0-57.0 282.6 265.8 -94.09 17.597 31 VOID Tanks S.G.=1.000
Centre of Gravity
Capacities Free
Total 7213.5 6784.3 51.72 14.147 - (100% Full)
Location Surface
Compartment Weight V.C.G. L.C.G.
Frame Number Volume Moment
100% Above B.L From Mid. (m4)
100% (m3)
(Tons) (m) (m)
F.P.TK 162.0-188.5 1992.0 1992.0 11.885 130.94 2683
Lubricating Oil Tanks S.G.=0.900

Total 1992.0 1992.0 11.885 130.94
Centre of Gravity
Capacities Free
Location (100% Base)
Surface
Compartment Frame Weight
Volume L.C.G. From V.C.G. Moment
Number 95% Miscellaneous Tanks S.G.=1.000
100% (m3) Mid (Mid) Above B.L. (m4)
(Tons)
Centre of Gravity
M.L.O. SUMP. TK (C) 32.0-37.0 69.9 59.8 -109.94 2.746 102 Capacities Free
Location (100% Full)
Surface
M.L.O SETT. TK (S) 41.0-49.0 100.4 85.8 -102.04 23.610 28 Compartment Frame Weight L.C.G. Moment
Number Volume V.C.G.
M.L.O STOR. TK (S) 35.0-41.0 100.6 86.0 -107.10 23.613 31 100% From Mid
100% (m3) Above B.L. ((m4)
M.L.O GRAVITY TK (S) 41.0-43.0 28.1 24.0 -103.90 16.765 5 (Tons) (Mid)
G/T L.O. SETT. TK (P) 45.0-47.0 16.7 14.3 -100.70 23.598 1 C.W.TK (C)
8.6-17.0 70.7 70.7 -125.80 4.916 47
G/T L.O. STOR. TK (P) 45.0-47.0 16.9 14.4 -100.70 23.627 1 BILGE HOLDI\NG TK (C)
17.0-28.0 119.2 119.2 -118.32 1.724 206
G/E L.O. SETT. TK (S) 47.0-49.0 16.9 14.4 -99.10 23.627 1 H.F.O. OVERFLOW TK
28.0-31.0 49.4 49.4 -113.86 2.630 244
G/E L.O. STOR. TK (S) 45.0-47.0 16.9 14.4 -100.70 23.627 1 (S)
57.0-73.0 87.6 87.6 -85.22 8.517 22
S/T L.O. SUMP TK (S) 21.0-24.0 5.4 4.6 -119.44 2.163 1 OILY BILLGE TK (C)
33.0-41.0 14.0 14.0 -108.12 9.356 9
SLUDGE TK (S)
Total 317.7 317.8 -104.97 18.858

Total 340.9 340.9

1.2 Classification, Rules and Regulations Navigable Waters of the United states U.S.C.G.. Rules regarding Oil 10) SIGTTO Port information for LNG Export and Import Terminals
Pollution, Sanitation and Navigation Safety Note : The Builder to
1. Classification furnish a Letter of Compliance from the Classification Society with 11) International Electro-Technical Commission (IEC) Publication 60092-
regard to the above requirements and recommendations of U.S.C.G Electrical Installations in Ships except :
The vessel shall be built in compliance with the current rules and regulations including : - Title 46, Chapter I. - Enclosure test for electric equipment (IEC 60092-12, 30)
of LlOYD’s Register, +100A1 Liquefied Gas Tanker, Shiptype 2G (-163˚C, Subchapter O (certain bulk dangerous cargoes), part 154 - Graphic symbols (60092-2)
500kg/m3, 0.25BarG)IWS, “ShipRight (SDA, FDA, CM)”, +LMC, UMS, ICC, - Title 33. Chapter I. - Fire resistance cables (60092-401 Amendment no 1, 32, 3)
NAV1, IBS, HCM, SCM, EP, LI, BWMP(S), SERS, with descriptive note “pt Subchapter O (pollution), part 155,156,159 Rules of Class have preference over IEC
HT steel” and also to comply with the rules , regulations and requirements Subchapter P (ports and water safety) part 164
described as follows;
12) IEC Publication 60533 “Electromagnetic Compatibility of Electrical and
14) Rules of Navigation of the Suez Canal Authority including Regulations Electronic Installations on Ships”
2. Rules and Regulations
for the Measurement of Tonnage Measurement
IMO amendments coming into effect and becoming compulsorily applicable 13) ISO 6954-2000 (E) “Mechanical vibration- Guidelines for the
to this type of vessel up to 31 Dec. 2010 as defined in the LR publication 15) ILO Guide to Safety and Health in Dock work 1976, as amended in 1979 measurement, reporting and evaluation of vibration with regard to
“Future IMO legislation” dated Jan.2004 shall be applied. habitability on passenger and merchant ships
16) ILO Convention concerning Crew Accommodation on board Ship, No 92
1) Rule and Regulation of the Classification Society (LR) & 133 14) VDI 2056 Criteria for Assessment of Mechanical Vibrations in
Machines
2) Rule and Regulation of the country of registry Above Rules and Regulations are applied without inspection or survey by third
parties unless certificate is required by section 1.7 “Certificate” and/ or other 15) IMO Resolution A.330(9) Amendment to the recommendation on safe
3) Maritime Regulation of the Loading and discharging ports sections access to and working in large tanks to include large water ballast tanks
4) International Convention on Load Lines, 1966 with the Protocol

3. Guidelines and Recommendations 16) IMO Resolution A.468(12),Code on noise Levels on Board Ships
5) International Code for the Construction and Equipment of Ships
Carrying Liquefied gases in Bulk (IGC Code) The vessel to be built in compliance with following Guidelines and 17) IMO Resolution A601(15) Provision and Display of Manoeuvring
Recommendations. Information Onboard Ships
6) International Convention for the Safety of Life at Sea (SOLAS), 1974 with
Protocol of 1978, and the Amendments up to 2002 1) OCIMF. “Mooring Equipment Guidelines”, 1997 18) IMO Resolution A708(17) “Navigation Bridge Visibility and Function”
7) International Convention for the Prevention of Pollution from 2) OCIMF. Guidelines and Recommendations for the safe Mooring of large 19) IMO Resolution A.719(17) Prevention of Air Pollution on Ships
Ships(MARPOL), 1973/1978 (Annexes I, Ⅳ, Ⅴ) and Amendments and Ships at Piers and Sea Islands
Protocol of 1997 Annex Ⅳ “Prevention of Air Pollution from Ships”, Reg. 20) IMO Resolution A.751(18) Interim standards for ships Maneuverability
12, 13, 14 & 16 3) OCIMF. “Recommendations for Manifolds for Refrigerated liquefied
Natural Gas Carriers(LNG)”, 1994 21) IMO Resolution A.830(19) Code on Alarms and Indicators
8) Convention on the International Regulation for Preventing Collisions at
Sea, 1972(1990 edition) and Amendments up to 1993 4) OCIMF. “Ship to Ship Transfer Guide (liquefied gases)”, 1995 22) IMO Publication No 978- Performance standards for navigational
equipment(1997)
9) International Convention Standards of Training, certification and 5) OCIMF. Recommendations for Ship’s Fittings to Use with Tugs (2002)
Watchkeeping (STCW), 1993 23) Exxon Mobil Marine Environmental and Safety Criteria (2002). (Must
6) SIGTTO “Recommendations and Guidelines for Linked Ship/Shore and strongly preferred items including Appendix A), where applicable
10) International Tele-Communication and Radio Regulation, 1974, 1982 and Emergency Shutdown of Liquefied Gas Cargo Transfer”, 1987 for LNG carrier
1982/87
7) SIGTTO Guidelines for the Alleviation of Excessive Surge Pressures on 24) IACS UR S26 : “Strength & securing of small hatches on the exposed
11) International Convention on Tonnage measurement of ships, 1969, as ESD, 1987 fore deck
amended by IMO Resolution A.493(12) and A.494(12)
8) SIGTTO Recommendations for the installation of Cargo Strainers on 25) IACS UR S27 : “Strength requirements for Deck fitting and equipment”
12) International ship & Port Facility Security (ISPS) Code LNG Carriers
(Ship security alert system and IMO No. mark only to be provided) 26) ICS Code to Helicopter/ Ship operator (winching ) 1989
9) SIGTTO An Introduction to the Design and Maintenance of Cargo System
13) U.S.C.G. Rules and Regulations for Foreign Vessels operating in the Pressure Relief Valves on Board Gas Carriers, 1998
2nd Draft / 2006.09.20 1 - 10 Part 1 Design Concept of the Vessel

Illustration 1.3.1a Cargo Tank Lining Reinforcement
Void Area
Cofferdam
Membrane Sheet
Primary Membrane
Secondary Membrane
Ballast
Inter Barrier Space Panel
Void
Cofferdam
Insulation Space Panel
Duct Keel
Ballast Tank
Duct Keel

1.3 Design Concept of the Cargo System The cargo handling piping system shall consist basically of fore and aft LNG 3. Ambient pressure conditions
liquid and vapour headers connected to their respective crossover and branch
General Description lines leading to each cargo tank. z Atmospheric pressure range : 950 to 1040mbar Absolute
The cargo containment, cargo handling, control and measuring systems are The shore connections with two (2) liquid crossovers with Y piece and one (1) 4. Design pressure of cargo tank
designed, constructed and equipped to transport liquefied natural gas (hereinafter vapour crossover are provided, and the lines are arranged to allow for easy
called LNG) in four (4) membrane cargo tanks at about -163˚C and at the access for operation.
Pressure range -10mbar to 250mbar Gauge
absolute pressure of 1060mbar.
The cargo pumps and stripping/spray pumps are of the electric motor-driven, Normal operating pressure 1060mbar Absolute
The cargo containment system is of the membrane type in accordance with the submerged type, and are installed in each cargo tank.
patent and design of the GTT MARK-Ⅲ and the requirements of the Class and
5. Cargo composition
the regulatory bodies concerned. High duty and low duty compressors (hereinafter called H/D compressor and
L/D compressor), boil-off/warming up heaters, LNG vapouriser and forcing
The make up of the LNG to be handled as loaded is expected to be within the
The thickness of insulation is determined to limit the boil-off rate to less than vapouriser are installed in the cargo machinery room.
following range.
0.15% per day of methane during loaded voyages with tanks initially to 98.5% of
their total capacity. An oil fired inert-gas generator unit is installed in a separate compartment within
the engine room to supply the inert-gas and dry air necessary to prepare the cargo Composition Range(Mole%) Standard(Mole%)
The top part of tanks is chamfered athwartships by 45˚ to limit the effect of tanks for filling with LNG, or for inspection and repair.
Nitrogen 0.04 – 1.00 0.35
liquid motion. The bottom part is similarly chamfered to enable tanks to follow
the lines of the ship. Two nitrogen generators are installed in the engine room to supply the N2 gas Methane 86.70 – 90.40 88.0
necessary to fill and make up the insulated spaces and purge the pipes, etc.
Ethane 7.00 – 8.50 7.8
The vessel’s design is such as to allow any one or more cargo tanks to be empty
with the remaining cargo tanks filled within the range acceptable to GTT in the A cargo machinery room and an electric motor room is provided on the trunk Propane 1.10 – 3.10 2.8
sea-going condition. deck.
Butane 0.10 – 1.15 1.0
The vessel is designed to allow any one of the cargo tanks to be emptied, During loading the cargo vapour is returned to shore. Pentanes and Heavier 0.007 – 0.10 0.05
warmed-up, inerted, aerated and made safe for access with the remaining tanks
filled - within the range acceptable to GTT and while maintaining a permanent 1.3.1 Cargo Containment System Principle
gas fuel capability from the remaining cargo tanks. Heat value (Average)
The cargo containment, cargo systems and ship’s hull structures are designed on
Each tank is fitted with a rectangular insulated liquid dome (about 4.9 x 4.5 the following bases. HHV 53.8 MJ/kg
meters) situated at its after end. LHV 49.2 MJ/kg
1. Cargo
This dome is used as a common access for the cargo handling equipment into the
tank and also for various instrumentation and control lines, and as a means for - Density, cargo LNG : 470kg/m³ for general design of the ship, 500 kg/m³ Note
personnel access into the tank. for hull scantlings, cargo containment system and cargo pumps. Standard Composition is used for designing equipment. The equipment shall
- Density, pure methane : 425 kg/m³ work with any composition complying with the range shown in the above
Each tank is also fitted with a gas line at the middle of cargo tank top. - Minimum design temperature : -163˚C table.
The domes are properly insulated inside to reduce thermal heat flow and provide 2. Ambient temperature conditions
feed-through for cargo pipes, electric power, instrumentation and for other
necessary installations. Sea water temperature max. +33˚C, min. 0˚C
A material-passing hole and a personnel access are provided on the liquid dome, Air temperature (for cargo containment system
max +50˚C, min. -18˚C
from which a frame leads to the bottom of the tank between the six (6) & contiguous hull structure)
intermediate platform levels with a slightly inclined ladder and one (1) vertical Air temperature for other systems min -10˚C
ladder on the upper part.
Each cargo tank is provided with a vent mast.

6. Boil-off rate 7. Design and calculation 8. Construction of the Insulation and Barriers
After delivery of the vessel, the Builder shall calculate the actual BOG rate in the Cargo Tank Pressure Stainless Steel Sheets
specified condition and its result is to be calibrated in order to meet the design
condition. The result of BOR calculated is submitted to the Ship-owner under The design normal absolute operation pressure of cargo tanks during a laden The specified material for construction of the membrane primary barrier is
the shipbuilding contract. voyage is 1060mbar Absolute. The normal laden voyage operating pressure supplied by manufacturers and approved by GTT.
range is adjustable between 1030 and 1120mbar Absolute.
The maximum boil-off rate of the cargo during a loaded voyage (tanks to be full - Type of steel : Nickel-Chromium stainless steel with very low carbon content,
but cargo piping to be empty) is less than 0.15% per day of the cargo volume at During a ballast voyage, the operating gauge pressure of cargo tanks are - Nominal thickness : 1.2 mm
the fully loaded condition (98.5% of their total capacity) under the following maintained within the normal operating pressure range between 40mbarG (about - Chemical composition ( for reference )
conditions. 1050mbarA) and 200mbarG (about 1210mbarA). C ≤ 0.030%, S ≤ 0.020%, P ≤ 0.040%, Cr = 17% to 20%,
Ni = 9% to 12%, Si ≤ 1%, Mn ≤ 2%, Cu ≤ 1%
Temperature +45˚C
The maximum pressure of gas in the tank is 250mbar MARVS (Maximum - Corresponds approximately to AISI 304L.
Sea water temperature +32˚C Allowable Relief Valve Setting) above atmospheric pressure.
Rigid Polyurethane Foam
Cofferdam temperature +5˚C
The minimum permissible pressure (vacuum condition) is 10mbar below
Other compartments no heating atmospheric pressure. The specified material for the thermal insulation of the tank is supplied by
manufacturers and approved by GTT.
Temperature of cargo -161.5˚C Insulated Spaces
Cargo Pure methane - Density : 120 kg/m³
There are two (2) different spaces located between the primary barrier and the - Closed cells : > 94%
Cargo tank pressure 1060 mbar Absolute inner hull. - Fibreglass content : 10 %
- Thermal conductivity at +24˚ : < 0.025 kcal/hr.m˚C
Sea condition calm
- The inter-barrier space (I.B.S) between the primary and the secondary - Water absorption : 1.3% volume
Cargo tank surface condition 100% wetted barrier.
- The insulation space (I.S) between the secondary barrier and inner hull. Secondary Barrier “TRIPLEX”
Note
The two (2) spaces are maintained in a dry and inert condition using nitrogen gas. Triplex for construction of the membrane secondary barrier is supplied by
The natural boil-off rate of 0.15% per day is achieved without the use of
manufacturers and approved by GTT.
vacuum conditions in the insulation space.
The pressure in these spaces is regulated at a pressure slightly above atmospheric
pressure in order to prevent any air ingress. Aluminium foil
The properties of pure methane at -161.5˚C used in the calculations are:
For the inter-barrier space the pressure is maintained between 5mbar and 10mbar - Chemical composition ( for reference )
Specific gravity 425 kg/m³ above atmospheric pressure. AL ≥ 99.2%, Fe ≤ 0.6%, Si ≤ 0.25%, Cu ≤ 0.05%, Zn≤ 0.03%,
Mn ≤ 0.03
Latent Heat 511 KJ/kg
For the insulation space the pressure is maintained between 10mbar and 15mbar - Physical characteristics : Thickness : 0.7mm, Weight : 190 g/m²
above atmospheric pressure. - Ultimate tensile strength ≥ 60 kg/mm
Metered under a constant pressure of 1060mbar Absolute in the cargo tanks - Elongation at break ≥ 10 %
(steady state established for 48 hours at least) LNG Filling Limit
Glasscloth
Checked from readings made at sea in fine weather (Beaufort 5) during a voyage Cargo tanks are said to be full when they are filled to within 98.5% of their total
in the loaded condition, after the ship has been loaded and upon arrival in capacity. Filling ratios higher than 98% are applied subject to approval by the - Warp contexture ≥ 10 per 25 mm
harbour before unloading takes place. statutory body and Classification Society concerned. - Weft contexture ≥ 10 per 25 mm
- Weight : 330 g/m² about
No liquid pumping is done using the forcing vapouriser and sprayer during the Sailing at sea with filling ratios between 10% of the tank length and 80% of the
voyage. tank height is prohibited unless otherwise specified in accordance with the Class.
The average of corrected calculated rates from the readings made during at least
ten (10) voyages in the loaded condition, excluding the first voyage on entering
service.

Plywood Load bearing mastic
The specified material for the prefabrication of the insulating panels are supplied Loading bearing mastic is used for the supporting of insulating panels.
by manufacturers and approved by GTT. Product with two components: resin + hardener
Mixing and application with automatic machine
12mm plywood Volume mass of mixture: 1.5
The 12mm plywood is used at the verso face in the fabrication of the insulating
panels and top bridge pads: Polyurethane glue
- Wood species : Birch Polyurethane glue is used for the prefabrication of the insulation panels.
- Nominal thickness : 12mm Product with two components: resin + hardener
- Number of plies : 9 plies alternate crossing at 90˚ Application by spraying system or automatic machine
- Appearance : ISO 2426 Class Ⅱ Volume mass of mixture: 1.3
- Compressive strength : 50 kg/cm² at proportional limit and

perpendicularly to the fibres.
- Ultimate bending strength : 300bar for directions parallel and
perpendicular to face grain.
9mm plywood
The 9 mm plywood is used for the fabrication of the insulating panels
- Wood species : BirchNominal thickness : 9mm

- Number of plies : 7 plies alternate crossing at 90˚
- Appearance : ISO 2426 ClassⅡ
- Ultimate tensile strength : 600 kg/cm² parallel to face grain
400 kg/cm² perpendicular to face grain
- Tensile strength perpendicular to the bonding plane : 20bar
- Shearing strength under tension : 35bar
92 mm plywood
The 92mm plywood is made by the bonding of several plywood panels of 15mm
nominal thickness. This plywood is used for the fabrication of hardwood keys.
Adhesive Products
Three (3) different kids of adhesive product are supplied by manufacturers and
approved by GTT.
- Epoxy glue.
- Load bearing epoxy mastic,
- Polyurethane glue.
Epoxy glue
Epoxy glue is used for assembling the insulating elements

Product with two components: resin + hardener
Volumetric mass of mixture: 1.3

Illustration 1.3.1b Cargo Tank General

Illustration 1.3.2a Construction of Containment System
Angle Piece
Membrane Sheet
Top Bridge Pad
Second ary Barrier Joint
Flat Joint (Glass Wool)

Flat Joint (Glass Wool)
Plugs
Anchoring Strip
Flat Panel
Stud
Corner Panel
Load Bearing Mastic
Retainer Stud
Levelling W edge Inner Hull

Illustration 1.3.2b Construction of Containment System – Flat Area

Fitting Components
for Flat Panel
Cylindrical plug
Top bridge pad
Nut HM 10 Cylindrical plug
Washer LL 10
Secondary Flat panel

barrier joint
Stud
Level wedge
Anchoring strip
Secondary
barrier (Triplex)
Flat joint

Illustration 1.3.2c Construction of Containment System – Corner Part. 1
Sandwich Panel B
Note : X : Resin rope thickness 12.5mm

Actual dimensions of inner hull are S: Secondary Insulation 170 mm
A : Bonding with PU GLUE B
compensated by tolerance ±40 P : Primary Insulation 100mm B
B : Bonding with EPOXY GLUE Secondary barrier
curve joint
S+P
S P Top plywood Th. 9mm

Insulating foam Glass wool
X Secondary barrier
Back Plywood A
Flat panel
Th. 9mm
A
A
Large corrugation profile for B/A B/C D/A D/C A

Insulating foam
525 Back plywood Th. 9mm

Flat Panel Plywood Th. 12mm
Junction band
75 ±40
510 ±40 1020

Transverse Bulkhead
525
340 ±40 340 340 340 340
210 210 75 ±40
90 40 55 Longitudinal bulkhead 30
S+P+210+210 = 690
70
(X+S+P)/ta n(90˚/2)+210+210+40 = 742.5

120 880 140

Illustration 1.3.2d Construction of Containment System – Corner Part. 2
X : Resin rope thickness 12.5 mm B

S: Secondary Insulation 170 mm Sandwich Panel
P : Primary Insulation 100 mm
B B
A : Bonding with PU GLUE
Note : Secondary barrier
B : Bonding with EPOXY GLUE
curve joint
Actual dimensions of inner hull
+40
are compensated by tolerance
-20
A
Top plywood
Th. 9mm
A Secondary barrier
A
Insulating foam
Corner 3 Corner 3 BIS

Plywood Th. 12mm Top plywood A
A
Back plywood A Th. 9mm
Th. 9mm
P
P
S+
P
P
A
S+
Insulating foam
A
S
A
Back plywood
S
Th. 9mm
48
Junction band
0.
8
X
48
X
396
0.
Flat Panel
8
396
Flat Panel
381 +40
-20
24
0.
381 +40
4
-20
211 +40
E-
-20 340 340

G
211 +40
-H
E-
340 340
-K
-20
G
151 170
-H
-K
151 170
45 +40
-20
Fl 45 +40
a tP
-20
an
el
45
+4 0
0
-2
45
+4 0
0
-2
321
39
6
321
39
6
70
40
A-C 70 55
15 55
15 70 F-J
20 20
70 40
(S+P)/Tan(135˚/2)+151+170 = 432.8 (S+P)/Tan(135˚/2)+321 = 432.8
(X+S+P)/Tan(135˚/2)+321+15 = 453.1 (X+S+P)/Tan(135˚/2)+321+15 = 453.1

1.3.2 Membrane Cargo Containment The backing plywood of insulation panels are intended to be bonded on the without filler metal in general to keep the liquid tightness of the primary barrier.
double hull. Welding procedures are approved by the GTT and the Class.
Tank construction
The upper face plywood of insulation panels are used to fit stainless steel strips Welders and operators for the welding machines are certified on the basis of
1. General description for the membrane fastening and also to support the membrane. approved qualification procedures.
The following components of the MARK-Ⅲ containment system are applied as Two and Three-way corner panels: All welds are subjected to qualification tests for authorization and supervision by
follows: the GTT during the actual construction work.
The corner panels include reinforcing components for anchoring of the
z The 1.2mm thick stainless steel primary barrier, whose main feature membrane in the corners of the tank and are; 2. Main work procedure
consists of an orthogonal system of corrugations which compensate for
thermal contraction and mechanical ship’s deflections. z Hardwood keys, made of thick plywood. Main procedure of the cargo containment works are carried out as follows.
z Heavy corner pieces, made of stainless steel (SUS340L) similar to the
z The insulation, which consists mainly of rigid polyurethane foam with membrane material. 1) Hold preparation
reinforcing glass fibre in between two (2) plywood sheets. The
insulation transmits cargo pressure to the internal structure of the vessel. 2) Prefabricated membrane sheets Hold measurement is performed in order to determine the actual dimensions
and the insulation positioning in the hold. Then tracing/marking of the
z The secondary barrier, which is laminated composite material, and The membrane is made of 1.2mm thickness stainless steel sheets. positions for the stud bolt axes are done.
which is made of two (2) glass cloths (for the resistance) with an
aluminum foil (hereinafter called “Triplex”) in between, for tightness. The corrugations make a regular orthogonal pattern having a nominal pitch of 2) Installation of the mechanical attachment
The secondary barrier, whose purpose is to contain LNG in case of any 340mm in both directions. But the dimensions of corrugations are not similar in
accidental leakage through the primary barrier, is inserted in the the longitudinal and transverse direction, i.e. slightly smaller corrugations are Welding of the studs for the panels and corner panels are done.
insulating structure. provided as below. Welding of retainers for corner panels are performed at the block-
construction stages as their position is perfectly determined with respect to
The containment system is made of prefabricated elements which are assembled z Large corrugations (LC) are displayed in the longitudinal direction of the edge of the tank.
in the hold. the membrane sheet.
z Small corrugations (SC) are displayed in the transverse direction. 3) Setting of the leveling wedges
These elements are mainly:
The prefabrication (forming of the corrugations) is made in a workshop with Leveling wedges are fitted in order to compensate for double hull
z The prefabricated insulating panels (flat and corner panels) specific tools and standard equipment such as presses. deformation and to minimize the quantities of load-bearing mastic used.
z The membrane sheets (flat sheets and angle pieces)
A folding process which was developed by GTT is used in order to avoid any 4) Insulating panels installation
The assembling is performed by bonding and mechanical fastening (for the permanent deformation of the membrane and ensure the regular nominal
insulating panels) and by welding (for the membrane). thickness. The cargo hold will be cleaned and all traces of rust, grease or pollution will
be removed from the inner hull surface before commencing insulation
2. Manufacture Standard membrane sheets are of 3060 x 1020mm in dimensions. installation.
1) Prefabricated insulating panels Angle pieces are provided for the tank corners to insure the continuity of the Fitting of insulation panels to cargo holds are done by means of special
corrugations. Typical angles are of 90˚ and 135˚. handling and securing legs and tools and also special care are taken to
Only manufacturers with service experience and approved by GTT are used for protect the panels from damage.
the fabrication of the components of the containment system. Insulation and membrane erection
Load bearing mastic application and corner panel installation are done.
The insulating panels shall have a thickness of 270mm. 1. General Bonding and putting the flat wall panels at their locations are done.
The panels are kept in place with the studs.
Standard flat panels: Insulation manuals and check sheets for the components, approved by the GTT,
the class and Buyer, are used at every stage of installation work and the results 5) Inserting of the joint between panels
The different components (reinforced PU foam (R-PUF), plywood and are recorded.
Secondary barrier) are bonded together in a workshop with a polyurethane The gap between panels are filled with glass wool.
adhesive. The welding of the primary barrier is made using Tungsten-electrode Inert Gas Cylindrical plugs are inserted to cover the studs.
(hereinafter called “TIG”) automatic welding or manual welding processes

6) Bonding of the secondary barrier joints.
The completion of the secondary barrier is performed by bonding under

pressure and with epoxy adhesive, flat Triplex scabs over the joints between
flat wall panels and curved Triplex slabs between corner panels. Hot melt
glue is considered based on recommendation by GTT.
The tightness of the cover joints are checked by visual inspection and local
vacuum box test.
7) Installation of the top bridge pads.
Top bridge pads are installed between flat panels and also between two (2)
adjacent corner panels which are fitted during bonding in the erection work
stage in the cargo tanks.
8) Tracing
Tracing and membrane sheet positioning are done.
9) Installation of membrane sheets
Installation of the membrane sheets and temporary fixing by clamps are

done.
- Maximum fitting gap permissible is 0.3 mm.
10) Tack welding
Tack welding of the edge of membrane sheets onto the anchoring pieces
and/or on the overlapped membrane sheet already in place are done.
11) Continuous welding operation
Continuous welding operation is achieved in order to ensure tightness of

the primary barrier. This welding operation is performed either manually
or automatically.
Simultaneously, angle pieces are put in place and welded as for the
membrane sheets.

1.3.3 Deterioration or Failure If a cold spot is detected either by the inner hull temperature measurement
system or by visual inspection, the extent and location of the ice formation
The insulation system is designed to maintain the boil-off losses from the cargo should be recorded. Small local cold spots are not critical and, provided a close
at an acceptable level and to protect the inner hull steel from the effect of watch and record are kept as a check against further deterioration and spreading
excessively low temperature. If the insulation efficiency should deteriorate for of the ice formation, no further action is required. If the cold spot is extensive,
any reason, the effect may be a lowering of the inner hull steel temperature or tending to spread rapidly, salt water spraying should be carried out.
resulting in a cold spot and an increase in boil-off from the affected tank.
Increased boil-off gas may be vented to the atmosphere via No.1 vent mast. The
inner hull steel temperature must, however, be maintained within acceptable CAUTION
limits to prevent possible brittle fracture. In the unlikely event that this remedy is insufficient and it is considered unsafe
to delay discharge of cargo until arrival at the discharge port, the final recourse
Thermocouples are distributed over the surface of the inner hull but, unless a will be to jettison the cargo via a spool piece fitted at the cargo liquid manifold,
cold spot occurs immediately adjacent to a sensor, these can only serve as a using a single main cargo pump. This course of action should only be considered
general indication of steel temperature. To date, the only reliable way of after full consultation with Owners, Charterers and the relevant National
detecting cold spots is by frequent visual inspections of the ballast spaces on the Authorities.
loaded voyage.
Hull Steel Grades
The grade of steel required for the inner hull of the vessel is governed by the
minimum temperature this steel will reach at minimum ambient temperature, E
assuming that the primary barrier has failed, if the LNG is in contact with the
secondary membrane.
A A
E
For the contiguous hull, environmental conditions are issued from the USCG
rules. A A
Watertight Bulkhead
- Air temperature = -18°C Between Cargo Tanks
- Sea water temperature = 0°C E E
- Wind speed = 5 knots
- LNG in contact with the secondary barrier.
For the outer hull, conditions are based on IGC

A A
- Air temperature = 5°C
- Sea water temperature = 0°C
- No wind
- LNG in contact with the secondary barrier E E
The minimum temperature of the inner steel will be about -26°C.

For these conditions Classification Societies require a steel grade distribution as
shown in Illustration 1.3.3a, where the tank top and top longitudinal chamfer are
in grade ‘E’ steel and the remaining longitudinal steelwork grade ‘DH’ both A A
grades having a minimum operating temperature of -30°C. The transverse
watertight bulkheads between cargo tanks are of steel grade ‘A’ with a glycol Min. Operating Temp. ℃ and Max. plate thickness
water heating system. Grade A -5 ℃ 15mm
D D
Grade E -30 ℃ 40mm
In addition to the failure of the membrane, local cold spots can occur due to Grade D -20 ℃ 20mm
failure of the insulation. Grade AH -10 ℃ 20mm
Whilst the inner hull steel quality has been chosen to withstand the minimum
B
temperature likely to occur in service, prolonged operation at steel temperatures
below 0°C will cause ice build-up on the plating, which in turn will cause a
further lowering of steel temperature due to the insulating effect of the ice.
To avoid this, glycol heating coils are fitted in the cofferdam spaces, of sufficient DH DH
capacity to maintain the inner hull steel temperature at 0°C under the worst AH
conditions. Pipe Duct

Illustration 1.4a Hazardous Areas and Gas Dangerous Zone
G/E L.O
Settling
50.8 m A/B PROFILE
Tank
Fan Vent Mast Vent Mast Vent Mast Vent Mast
G/E L.O Room Manifold Service Handling
Storage Crane, 10 Ton (P&S)
Cargo Gear L.P. L.P. L.P.
Tank
Locker
Motor Cargo Compressor
Room Room Dry Powder
Room (P&S)
Paint Deck Incinerator Pool
S.L.
Domestic F.W Store Store Room Tank
Tank (P&S) M.L.O M.L.O G/E M.D.O

B.V.H.
Storage Settling Service Bosun Store
Bunker Tank (S)

Room
2nd Deck Tank Tank Tank
Distilled H.F.O AFT H.F.O

Water Tank M.D.O Low Settling
(P&S) Storage Sulphur FWD H.F.O Bunker
3rd Deck Tank (S) No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
Tank Fuel Tank (P&S)
After Peak Tank Engine Room (S) Tank (S) Fore Peak
4th Deck Tank
FWD Water Ballast
H.F.O Overflow (Void)
Tank (P&S)
Tank No.4 Cargo Tank
H.S.C
C.W. Tank M.L.O Sump Tank L.S.C

Oily Bilge Tank No.5 Cofferdam No.4 Cofferdam No.3 Cofferdam No.2 Cofferdam No.1 Cofferdam Bow Thrust &
Stern Tube L.O Sump Tank Emergency Fire
Bilge Holding Tank Pump Room
UPPER DECK
HOT FOAM & CHANGE LOB NO.2 CARGO

RM. SWBD.RM.
CO2 ROOM
(LOW)
AIR CON.
DN
CORRIDOR
ROOM C.D.
&
P.D.
UP
UP
C.L.
40
DRY
CHANGE LIFT
ROOM SHIP'S RM.
LAUNDRY
LINENPUB. C.D.
UP LKR &
GARB. C.G.L P.D.
STR
CORRIDOR
SUEZ FIRE
PAINT DECK INCINERATOR WORKER LKR. CONTROL LOB
NO.1CARGO
STORE STORE ROOM STATION SWBD.RM
UP

1.4 Hazardous Areas and Gas Dangerous Zone All electrical equipment sited in hazardous areas is of the intrinsically safe type. Hazardous Areas and Gas Dangerous Zone Plan
Fresh air intakes supply and exhaust ventilators for the cargo compressor room,
Under the IMO code for the Construction and Equipment of Ships Carrying cargo electric motor room, side passage and pipe duct are provided.
Gases in Bulk, the following are regarded as hazardous areas:
When testing enclosed spaces for the presence of natural gas, it is important to
Gas dangerous spaces or zones are zones on the open deck within 3.0 m of any ensure that pockets of gas are not trapped near deck-head structures, etc.
cargo tank outlet, gas or vapour outlet, cargo pipe flange, cargo valve and
entrances and ventilation openings to the cargo compressor house. They also In the case of a leak or spillage of LNG the following procedure must be carried
include the open deck over the cargo area and 3 m forward and aft of the cargo out;
area on the open deck up to a height of 2.4 m above the weather deck, and a zone
within 2.4 m of the outer space of the cargo containment system where such 1) Isolate the source of LNG. If loading or discharging, stop all operations
spaces are exposed to the weather. and close the manifold valves.
The entire cargo piping system and cargo tanks are also considered gas 2) Summon assistance by sounding the alarm.
dangerous.
Trunk (Void)
3) Protect hull from possible risk of cold fracture.
In addition to the above zones, the Code defines other gas-dangerous spaces.
Note
The area around the air-swept trunk, in which the gas fuel line to the engine 1. The plan shows the gas dangerous spaces and gas dangerous zones in order to
room is situated, is not considered a gas dangerous zone under the above Code. guide the detail design of “EL. EQUIPMENT ARR’T ON DECK”
2. Intended cargo :
All electrical equipment used in these zones, whether a fixed installation or Liquefied Natural Gas (LNG temp. : -163˚C, Range of Densities: from
portable, is certified ‘safe type equipment’. This includes intrinsically safe 500kg/m3)
electrical equipment, flame-proof type equipment and pressurised enclosure type 3. Classification: Cargo Tank
equipment. Exceptions to this requirement apply when the zones have been LlOYD’s Register, +100A1 Liquefied Gas Tanker, Shiptype 2G (-
certified gas-free, e.g. during refit. 163˚C,500kg/m3, 0.25BarG)IWS, “ShipRight (SDA,FDA,CM)”, +LMC,
UMS, ICC, NAV1, IBS, SCM, EP, LI, BWMP(S), SERS, SEA(Hss-4L),
Safety Precaution SEA(VDR) with descriptive note “pt HT steel”
The piping system fitted on board enables the cargo system to be operated safely, Pipe
Pipe
Water
Water Ballast
Ballast Tank
Tank Duct
Water
Water Ballast
Ballast Tank
Tank
provided that certain procedures are followed. Since flammable gases are Duct
involved, inert gas or nitrogen gas is used to eliminate the possibility of an
explosive mixture existing in the cargo system during any part of the gas-freeing
operation. The system will also enable the cargo tanks to be purged with inert gas
or nitrogen prior to filling with cargo. The piping has been arranged to eliminate
the possibility of pockets of gas or air remaining after gas-freeing or purging. MIDSHIP SECTION
The gas-freeing process follows a distinct cycle from cargo vapour, to inert gas,
to air, with the cargo vapour displaced by good quality inert gas before air is
introduced into the tanks. The reverse procedure is adopted when preparing the
ship for resumption of service after dry docking or lay-up.
Boil-off gas is supplied to the main boilers through an air-swept trunk that is
continuously monitored for gas leakage. Any interruption or failure of the gas
supply initiates a closure of the gas supply and an automatic nitrogen purge of
the whole engine room gas supply system.

I. GENERAL NOTE (IGC CODE) Air Intake allowed in chapter 16 (IGC code 12.1.8)
Gas dangerous space or zone (IGC Code - 1.3.17) 1. Cargo tank pressure relief valve vent exits should be arranged at a distance at 5. The height of vent exits of cargo tank pressure relief valve should be not less
least equal to B or 25m whichever is less from the nearest air intake or than B/3 or 6m whichever is greater, above the weather deck and 6m above the
1. A space in the cargo area which is not arranged or equipped in an approved opening to accommodation spaces, service spaces and control stations, or working area and the fore and aft gangway.(IGC code 8.2.9)
manner to ensure that its atmosphere is at all times maintained in a gas safe other gas safe spaces.
condition; All other vent exits connected to the cargo containment system should be 6. A ventilation hood or casing should be provided for the areas occupied by
arranged at a distance of at least 10m from the nearest air intake or opening to flanges, valves, etc., and for the gas fuel piping, which if not enclosed in the
2. An enclosed space outside the cargo area through which any piping accommodation spaces, services spaces and control station, or other gas safe double wall piping system or ventilated duct, at gas utilization units, such as
containing liquid or gaseous products passes, or within which such piping spaces. (IGC code 8.2.10) boilers, diesel engines and gas turbines.
terminates, unless approved arrangements are installed to prevent any escape
of product vapour into the atmosphere of that space; 2. Ventilation exhaust ducts from gas dangerous spaces should discharge If this ventilation hood of casing is not served by the exhaust ventilation fan
upwards in locations at least 10m in the horizontal direction from ventilation serving the ventilated pipe or duct as specified in IGC code 16.3.12, than it
3. A cargo containment system and cargo piping; intakes and opening to accommodation spaces, service spaces and control should be equipped with an exhaust ventilation system and continuous gas
stations and other gas safe spaces (IGC CODE 12.1.6) detection should be provided to indicate leaks and to shut down the gas fuel
4. 1) A hold space where cargo is carried in a cargo containment system supply to the machinery space in accordance with IGC code 16.3.10.
requiring a secondary barrier; 3. Enterances, air inlets and openings to accommodation spaces, services,
service space, machinery spaces and control stations should not face the cargo The master gas fuel valve required by 16.3.7 should close automatically if the
2) A hold space where cargo is carried in a cargo containment system not area. required air flow is not established and maintained by the exhaust ventilation
requiring a secondary barrier; system.
They should be located on the end bulkhead not facing the cargo area or on the
5. A space separated from a hold space described in 4.1) By a single gastight outboard side of the superstructure or deckhouse or on both at a distance of at The ventilation hood or casing should be installed or mounted to permit the
steel boundary. least 4 % of the length of the ship but not less than 3 m from the end of the ventilating air to sweep across the gas utilization unit and be exhausted at the
superstructure of deckhouse facing the cargo area. top of the ventilation hood or casing. (IGC code 16.3.4)
6. A cargo pump room and cargo compressor room;
The distance, however, need not exceed 5 m. 7. The ventilation and discharge for the requires ventilation systems should be
7. A zone on the open, or semi-enclosed space on the open deck, within 3m of respectively from and to a safe location. (IGC code 16.3.5)
any cargo tank outlet, gas or vapour outlet, cargo pipe flange or cargo valve Windows and sidescuttles facing the cargo area and on the sides of the
or of entrances and ventilation opening to cargo pump rooms and cargo superstructure or deckhouse within the distance mentioned above should be of 8. Gas heaters and compressors, of watertight construction, may be installed on
compressor room; the fixed(non-opening) type. Wheelhouse windows may be non-fixed and the open deck provided they are suitably located and protected from in a
wheelhouse doors may be located within the above limits so long as tightening compartment outside the machinery space, the compartment is to be treated as
8. The open deck over the cargo area and 3m forward and aft of the cargo area of the wheelhouse can be ensured. (IGC code 3.2.4) a dangerous space to which the requirements of IGC code chapter 10 for
on the open deck up to a height of 2.4m above the weather deck; electrical equipment are applicable (LR 16.4-02).
Others
9. A zone within 2.4m of the outer surface of a cargo containment system
where such surface is exposed to the weather; 1. In rooms housing electric motors driving cargo compressors or pumps, space
except machinery spaces containing inert gas generators, cargo control rooms
10. An enclosed or semi-enclosed space in which pipes containing products are if considered as gas-safe spaces and other gas-safe spaces within the cargo
located. A space which contains gas detection equipment complying with area, the ventilation should be of the positive pressure type. (IGC code 12.1.4)
13.6.5 and a space utilizing boil-off gas as fuel and complying with chapter
16 (Use of cargo as fuel) are not considered gas dangerous spaces in this 2. In cargo compressor and pump rooms and in cargo control rooms if considered
context; gas-dangerous, the ventilation should be of the negative pressure type. (IGC
code 12.1.5)
11. A compartment for cargo hoses; or
3. Ventilation intakes should be so arranged as to minimize the possibility of re-
12. An enclosed or semi-enclosed space having a direct opening into any gas cycling hazardous vapours from any ventilation discharge opening.(IGC code
dangerous space or zone; 12.1.7)
4. Ventilation ducts from gas-dangerous spaces should not be led through

accommodation, service and machinery spaces or control stations, except as

Part 2 : Properties of Gases

2.1 Characteristics of LNG ...................................................................... 2 - 4
2.1.1 Physical Properties and Composition of LNG........................ 2 - 4
2.1.2 Flammab ility of Meth an e, Ox yg en and Nitrog en
Mix tur es ............................................................................... 2 - 5
2.1.3 Supplementary Characteristics of LNG .................................. 2 - 6
2.1.4 Avoidance of Cold Shock to Metal ......................................... 2 - 8
2.2 Properties of Nitrogen and Inert Gas ................................................. 2 - 9
Illustration
2.1.1a Density Ratio Methane/Ambient Air Versus Temperature ........... 2 - 1
2.1.1b Boiling Point of Methane with Pressure ....................................... 2 - 2
2.1.2a Flammability of Methane, Oxygen and Nitrogen Mixtures .......... 2 - 5
2.1.3a Temperature and Steel Grades ...................................................... 2 - 7
2.1.4a Structural Steel Ductile to Brittle Transition Curve...................... 2 - 8
Part 2
Properties of Gases
Part 2 Properties of Gases

Illustration 2.1.1a Density Ratio Methane/Ambient Air Versus Temperature
+20
0
Lighter than air
- 20
- 40
Methane vapour - 60
temperature
- 80
-100
-120
Heavier than air
-140
-160
1.5 1.4 1.3 1.2 1.1 1.0 0.9 0.8 0.7 0.6 0.5
Density of Methane vapour

Ratio =
Density of Air
(Density of air assumed to be 1.27 kg/m3 at 15 )
2nd Draft / 2006.09.20 2–1 Part 2 Properties of Gases

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

Blank Page

Part 2 : Properties of Gases The composition of the LNG is changed by this boil-off because the lighter Composition of LNG
components, having lower boiling points at atmospheric pressure, vaporise first. Ras Das Standard
2.1 Characteristics of LNG Therefore the discharged LNG has a lower percentage content of nitrogen and Laffan Islands
methane than the LNG as loaded, and slightly higher percentages of ethane,
Methane (mol %) CH4 90.28 84.5 89.63
2.1.1 Physical Properties and Composition of LNG propane and butane, due to methane and nitrogen boiling off in preference to the
heavier gases. Ethane (mol %) C2H6 6.33 12.9 6.32
Natural gas is a mixture of hydrocarbons which, when liquefied, form a clear
Propane (mol %) n-C3H8 2.49 1.5 2.16
colourless and odourless liquid. LNG is usually transported and stored at a The flammability range of methane in air (21% oxygen) is approximately 5.3 to
temperature very close to its boiling point at atmospheric pressure 14% (by volume). To reduce this range, the air is diluted with nitrogen until the Butane (mol %) n-C4H10 0.49 0.5 1.20
(approximately -160°C). oxygen content is reduced to 2% prior to loading after dry docking. In theory, an
explosion cannot occur if the O2 content of the mixture is below 13% regardless Iso-Butane (mol %) i-C4H10 0.00 0.00 0.00
The actual LNG composition of each loading terminal will vary depending on its of the percentage of methane, but for practical safety reasons purging is Pentane (mol %) n-C5H12 0.02 0.00 0.00
source and on the liquefaction process, but the main constituent will always be continued until the O2 content is below 2%. This safety aspect is explained in
detail later in this section. Iso-Pentane (mol %) i-C5H12 0.00 0.00 0.00
methane. Other constituents will be small percentages of heavier hydrocarbons
such as ethane, propane, butane, pentane and possibly a small percentage of Nitrogen (mol %) N2 0.41 0.6 0.69
nitrogen. The boil-off vapour from LNG is lighter than air at vapour temperatures above
-110°C or higher, depending on the LNG’s composition (See Illustration 2.1.1.a), Average Molecular Weight 17.88 18.56 18.12
A typical composition of LNG is given in Table 2, and the physical properties of Therefore, when vapour is vented into the atmosphere it will tend to rise above
Boiling Point at Atmospheric Pressure -160.8°C -161.0°C -160.9°C
the major constituent gases are given in Table 1. the vent outlet and be rapidly dispersed. When cold vapour is mixed with
3
ambient air, the vapour-air mixture will appear as a readily visible white cloud Density (kg/m ) 461.8 456.8 459.4
For most engineering calculations (e.g. piping pressure losses), it can be assumed due to the condensation of the moisture in the air. It is normally safe to assume
Higher Specific Energy (kJ/kg) 54,414 54,031 54,090
that the physical properties of pure methane represent those of LNG. For custody that the flammable range of the vapour-air mixture does not extend significantly
transfer purposes, however, when accurate calculation of the heating value and beyond the perimeter of the white cloud.
density is required, the specific properties based on actual component analysis Variation in Boiling Point of Methane with Pressure
must be used. The auto-ignition temperature of methane, i.e. the lowest temperature to which (See Illustration 2.1.1.b)
the gas needs to be heated to cause self-sustained combustion without ignition by
During a normal sea voyage, heat is transferred to the LNG cargo through the a spark or flame, is 595°C. The boiling point of methane increases with pressure. This variation is shown in
cargo tank insulation, causing vaporisation (boil-off) of part of the cargo. 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
Physical Properties of LNG point of the cargo for a given pressure.
Methane Ethane Propane Butane Pentane Nitrogen
The relationship between the boiling point and the pressure of LNG will
CH4 C2H6 C3H8 C4H10 C5H12 N2
approximately follow a line parallel to that shown for 100% methane.
Molecular Weight - 16.042 30.068 44.094 58.120 72.150 28.016
Boiling Point at 1 bar absolute °C -161.5 -88.6 -42.5 -5 36.1 -196°C
Liquid Density at Boiling Point kg/m3 426.0 544.1 580.7 601.8 610.2 808.6
Vapour SG at 15°C and 1 bar absolute - 0.554 1.046 1.540 2.07 2.49 0.97
Gas volume/liquid volume Ratio at Boiling Point - 619 413 311 311 205 649
and 1 bar absolute
Flammable Limits in air by Volume % 5.3 to 14 3 to 12.5 2.1 to 2 to 9.5 3 to 12.4 Non-
9.5 flammable
Auto-Ignition Temperature °C 595 510 510/583 510/583 - -
Gross Heating Value at 15°C normal- kJ/kg 55,550 51,916 50,367 49,530 49,069 -
Iso - 49,404 48,944
Vapourisation Heat at Boiling Point kJ/kg 510.4 489.9 426.2 385.2 357.5 199.3
Critical Temperature °C -82.5 - - - - -
Critical Pressure bar(a) 43 - - - - -

Illustration 2.1.2a Flammability of Methane, Oxygen and Nitrogen Mixtures 2.1.2 Flammability of Methane, Oxygen and Nitrogen Mixtures
The ship must be operated in such a way that a flammable mixture of methane
Area EDFE and air is avoided at all times. The relationship between gas/air composition and
B
21 flammable flammability for all possible mixtures of methane, air and nitrogen is shown in
E the diagram (See Illustration 2.1.2.a).
20
Caution The vertical axis A-B represents oxygen-nitrogen mixtures with no methane
19 present, ranging from 0% oxygen (100% nitrogen) at point A, to 21% oxygen
F This diagram assumes complete mixing
18 (79% nitrogen) at point B. The latter point represents the composition of
which, in practice, may not occur.
atmospheric air.
17
Y The horizontal axis A-C represents methane-nitrogen mixtures with no oxygen
16 present, ranging from 0% methane (100% nitrogen) at point A, to 100% methane
M (0% nitrogen) at point C.
15
N Mixtures of air and methane Any single point in the diagram within the triangle ABC represents a mixture of
14
G X cannot be produced above all three components, methane, oxygen and nitrogen, each present in a specific
13 line BEFC proportion of the total volume. The proportions of the three components
D represented by a single point can be read off the diagram.
12 For example, at point D:
11
% y Methane: 6.0% (read on axis A-C)
10 y Oxygen: 12.2% (read on axis A-B)
y Nitrogen: 81.8% (remainder)
O 9
x The diagram consists of three major sectors:
y 8
g 7 1) The Flammable Zone Area EDF: Any mixture the composition of which
e is represented by a point that lies within this area is flammable.
n 6
2) Area HDFC: Any mixture the composition of which is represented by a
5
point that lies within this area is capable of forming a flammable
4 Area HDFC mixture when mixed with air, but contains too much methane to ignite.
capable of forming flammable
3 mixtures with air, but containing 3) Area ABEDH: Any mixture the composition of which is represented by
too much methane to explode a point that lies within this area is not capable of forming a flammable
2 mixture when mixed with air.
1
Using the Diagram
Z C
A 0 10 H 20 30 40 50 60 70 80 90 100 Assume that point Y on the oxygen-nitrogen axis is joined by a straight line to
point Z on the methane-nitrogen axis. If an oxygen-nitrogen mixture of
Methane %
composition Y is mixed with a methane-nitrogen mixture of composition Z, the
Area ABEDH composition of the resulting mixture will, at all times, be represented by point X,
not capable of forming which will move from Y to Z as increasing quantities of mixture Z are added.
flammable mixture
with air NOTE
In this example point X, representing changing composition, passes through the
flammable zone EDF, that is, when the methane content of the mixture is
between 5.5% at point M, and 9.0% at point N.

Applying this to the process of inerting a cargo tank prior to cool down, assume 2.1.3 Supplementary Characteristics of LNG 3. Cryogenic Temperatures
that the tank is initially full of air at point B. Nitrogen is added until the oxygen
content is reduced to 13% at point G. The addition of methane will cause the 1. When spilled on Water Contact with LNG or with materials chilled to its temperature of about -160°C
mixture composition to change along the line GDC which, it will be noted, does will damage living tissue.
not pass through the flammable zone, but is tangential to it at point D. If the 1) Boiling of LNG is rapid, owing to the large temperature difference Most metals lose their ductility at these temperatures; LNG may cause the brittle
oxygen content is reduced further, before the addition of methane, to any point between the product and water. fracture of many materials. In case of LNG spillage on the ship’s deck, the high
between 0% and 13%, that is, between point A and G, the change in composition thermal stresses generated from the restricted possibilities of contraction of the
with the addition of methane will not pass through the flammable zone. 2) LNG continuously spreads over an indefinitely large area, resulting in a plating will result in fracture of the steel. The Illustrations 1.3.3a and 2.1.3a
magnification of its rate of evaporation until vaporisation is complete. show a typical ship section with the minimum acceptable temperatures of the
Theoretically therefore, it is only necessary to add nitrogen to air when inerting steel grades selected for the various parts of the structure.
until the oxygen content is reduced to 13%. However the oxygen content is 3) No coherent ice layer forms on the water.
reduced to 2% during inerting because, in practice, complete mixing of air and 4. Behaviour of LNG in the Cargo Tanks
nitrogen may not occur. 4) Under particular circumstances, with a methane concentration below
40%, flameless explosions are possible when the LNG strikes the water. When loaded in the cargo tanks the pressure of the vapour phase is maintained as
When a tank full of methane gas is to be inerted with nitrogen prior to aeration, a These result from an interfacial phenomenon in which LNG becomes substantially constant, slightly above atmospheric pressure.
similar procedure is followed. Assume that nitrogen is added to the tank locally superheated at a maximum limit until a rapid boiling occurs.
containing methane at point C until the methane content is reduced to about 14% However, commercial LNG is far richer in methane than 40% and The external heat passing through the tank insulation generates convection
at point H. As air is added, the mixture composition will change along line HDB, would require lengthy storage before ageing to that concentration. currents within the bulk cargo; heated LNG rises to the surface and boils.
which, as before, is tangential at D to the flammable zone, but does not pass
through it. For the same reasons as when inerting from a tank containing air, 5) The flammable cloud of LNG and air may extend for large distances The heat necessary for the vaporisation of LNG comes from the outer
when inerting a tank full of methane it is necessary to go well below the downwind (only methane when warmer than -100°C is lighter than air) environment of the cargo tanks leaking through the cargo tank insulation. As
theoretical figure to a methane content of 2% because complete mixing of because of the absence of topographic features which normally promote long as the generated vapour is continuously removed by maintaining the
methane and nitrogen may not occur in practice. turbulent mixing. pressure as substantially constant, the LNG remains at its boiling temperature.
The procedures for avoiding flammable mixtures in cargo tanks and piping are 2. Vapour Clouds If the vapour pressure is reduced by removing more vapour than is generated, the
summarised as follows: LNG temperature will decrease. In order to make up the equilibrium pressure
1) If there is no immediate ignition of an LNG spill, a vapour cloud may corresponding to its temperature, the vaporisation of LNG is accelerated because
1) Tanks and piping containing air are to be inerted with nitrogen or inert form. The vapour cloud is long, thin, cigar shaped and, under certain of an increased heat leak into the cargo tanks.
gas before admitting methane at ambient temperature until all sampling meteorological conditions, may travel a considerable distance before its
points indicate 2.0% vol. or less oxygen content and the dew point less concentration falls below the lower flammable limit. This concentration If the vapour pressure is increased by removing less vapour than is generated, the
than -40°C. is important, for the cloud could ignite and burn with the flame LNG temperature will increase. In order to reduce the pressure to a level
travelling back towards the originating pool. The cold vapour is denser corresponding to the equilibrium with its temperature, the vaporisation of LNG
2) Tanks and piping containing methane are to be inerted with nitrogen or than air and thus, at least initially, hugs the surface. Weather conditions is slowed down and the heat transfer from LNG to vapour is reduced.
inert gas before admitting air until all sampling points indicate 2.0% vol largely determine the cloud dilution rate, with a thermal inversion
methane and the dew point less than -40°C. greatly lengthening the distance travelled before the cloud becomes LNG is a mixture of several components with different physical properties and in
non-flammable. particular with different vaporisation rate; the more volatile fraction of the cargo
It should be noted that some portable instruments for measuring methane content vaporises at a greater rate than the less volatile fraction. The vapour generated by
are based on oxidising the sample over a heated platinum wire and measuring the 2) The major danger from an LNG vapour cloud occurs when it is ignited. the boiling of the LNG contains a higher concentration of the more volatile
increased temperature from this combustion. This type of analyser will not work The heat from such a fire is a major problem. A deflagration (simple fraction than the LNG.
with methane-nitrogen mixtures that do not contain oxygen. For this reason, burning) is probably fatal to those within the cloud and outside
special portable instruments of the infrared type have been developed and buildings but is not a major threat to those beyond the cloud, although The properties of the LNG, i.e. the boiling point, density and heating value, have
supplied to the ship for this purpose. there will be burns from thermal radiations. a tendency to increase during the voyage..

Illustration 2.1.3a Temperature and Steel Grades
NOTE
For environmental conditions, refer to section 1.3.3 Deterioration or Failure
.
+20.4
LNG On Secondary Barrier Grade A Steel Grade Selection
-19.4
LNG On Secondary Barrier Grade A Steel Grade Selection Grade E
-22.8 Grade A
-20.8
Grade E Grade A
Insulation Thickness
Secondary = 300 mm Grade E Grade E
Insulation Thickness -27.1
Grade E Grade E + Primary = 230 mm
-23.3 Secondary = 300 mm Grade E
+ Primary = 230 mm Grade E -21.5 530 mm Grade E
Grade E
530 mm +5
-20
-22.5
Grade E Grade E
+5 0
-25.9
-16.9
0
Cofferdam With LNG Cargo Grade E
-15.9 Cofferdam With LNG Cargo Grade E
Heating Temperature = -163℃
Grade E Grade A
Heating Temperature = -163℃
Grade E Grade A Dimensioning case for
Dimensioning case for heating system and Grade D
-16 heating system and Grade D full redundancy
full redundancy -15.8 ie 2 x 100% capacity
ie 2 x 100% capacity
For Inner Hull Grade D
-60.8
-14
Air Temperature = -18℃ Grade D -19.1
-53
Sea Water Temperature = 0℃ -64.0
-55 Wind Speed = 5 Knots

-5.2
-3 -6.9
Grade B Grade DH
-4.0
Grade B Grade DH
0 Grade B
-1.6
Grade B
0
-9 -3.3 Grade B Grade A
-1.9 Grade B Grade A
0
Grade AH
Grade AH
℃ Air Temperature Inside Compartment

℃ Air Temperature Inside Compartment
℃ Inner Hull Steel Plating Temperature
℃ Inner Hull Steel Plating Temperature
Double Hull & Compartment Temperatures

Double Hull & Compartment Temperatures & Steel Grade Selection in way of Tanks No. 2, 3, 4
& Steel Grade Selection in way of Tanks No. 1

2.1.4 Avoidance of Cold Shock to Metal During any type of cargo transfer and particularly whilst loading and discharging,
constant patrolling must be conducted on deck to ensure that no leakages have
Structural steels suffer brittle fracture at low temperatures. Such failures can be developed.
catastrophic because, in a brittle steel, little energy is required to propagate a
fracture once it has been initiated. Conversely, in a tough material the energy In the event of a spillage or leakage, water spray should be directed at the spillage
necessary to propagate a crack will be insufficient to sustain it when it runs into a to disperse and evaporate the liquid and to protect the steelwork. The leak must be
sufficiently tough material. stopped and cargo operations suspended if necessary.
Plain carbon structural steels have a brittle to ductile behaviour transition which In the event of a major leakage or spillage, cargo operations must be stopped
occurs generally in the range of -50°C to +30°C. This, unfortunately, precludes immediately, the general alarm sounded and the emergency deck water spray
their use as LNG materials (carriage temperature -162°C). The effect is usually system put into operation.
monitored by measuring the energy absorbed in breaking a notched bar and a
transition curve, as shown in Illustration 2.1.4a, which is typical for plain carbon Illustration 2.1.4a Structural Steel Ductile to Brittle Transition Curve
steels.
Brittle Fracture transition Ductile
For this reason, materials which do not show such sharp transition from ductile fracture range (mixed fracture fracture
appearance)
to brittle fracture as the temperature is lowered, have found obvious application Notched
for use in cryogenic situations in general and particularly in liquid methane bar test
carriers; for example, Invar (36% nickel-iron alloy), austenitic stainless steel, 9% Energy
nickel steel and some aluminum alloys such as 5083 alloy. absorbed
All of these materials behave in a ductile manner at -162°C, so that the chance of
For a typical mild steel:
an unstable brittle fracture propagating, even if the materials were overloaded, is
T1 might be -30°C
negligible. T2 might be +15°C
Although this depends
In order to avoid brittle fracture occurring, measures must be taken to ensure that on composition, heat
LNG and liquid nitrogen do not come into contact with the steel structure of the treatment etc. the curve
can shift to left or right.
vessel. In addition, various equipment is provided to deal with any leakages that
may occur.
The manifold areas are equipped with a stainless steel drip tray which collects
any spillage and drains it overboard. The ship, in way of the manifolds, is
provided with a water curtain that is supplied by the deck fire main. The fire
main must always be pressurised and the manifold water curtain in operation T1 T2
when undertaking any cargo operation. In addition, fire hoses must be laid out at
each liquid dome to deal with any small leakages that may develop at valves and Temperature
flanges. Permanent drip trays are fitted underneath the items most likely to cause
problems and portable drip trays are provided for any other needs.

2.2 Properties of Nitrogen and Inert Gas

2. Inert Gas
1. Nitrogen
Inert gas is used to reduce the oxygen content in the cargo system, tanks, piping
Nitrogen is used for the pressurisation of the insulation spaces, for purging of and compressors in order to prevent an air/CH4 mixture prior to aeration post
cargo pipe lines, fire extinguishing in the vent mast and for the sealing of the gas warm up, before refit or repairs and prior to the gassing up operation post refit
compressors. It is produced either by the vaporisation of liquid nitrogen supplied before cooling down. Inert gas is produced on board using an inert gas generator,
from shore or by generators whose principle is based on hollow fibre membranes which produces inert gas at 15,000 Nm3/h with a -45°C dew point burning low
to separate air into nitrogen and oxygen. sulphur content gas oil. This plant can also produce dry air at 15,000 Nm3/h and
-45°C dew point.
1) Physical Properties of Nitrogen
Nitrogen is the most common gas in nature since it represents 79% in Inert gas composition
volume of the atmospheric air.
Oxygen < 0.5% in vol.
At room temperature nitrogen is a colourless and odourless gas. Its Carbon dioxide < 14% in vol.
density is near that of air; 1.25 kg/m3 under the standard conditions.
Carbon monoxide < 100 ppm by vol.
When liquefied, the temperature is -196°C under atmospheric pressure,
Sulphur oxides (SOx) < 2 ppm by vol.
density of 810 kg/m3 and a vaporisation heat of 199 kJ/kg.
Nitrogen oxides (NOx) < 65 ppm by vol.
2) Properties of Nitrogen
Nitrogen balance
Molecular weight 28.016 Dew point < -45°C
Boiling point at 1 bar absolute (0.1MPa(a)) –196°C Soot (on Bacharach scale) 0 (complete absence)
Liquid SG at boiling point 1.81

The inert gas is slightly denser than air; approx. 1.35 kg/m3 at 0°C.
Vapour SG at 15°C and 1bar absolute (0.1MPa(a)) 0.97
CAUTION
Gas volume/liquid volume ratio at –196°C 695
Due to its low oxygen content, inert gas is an asphyxiant.
Flammable limits None
Dew point of 100% pure N2 < –80°C
3) Chemical Properties
Nitrogen is considered an inert gas; it is non flammable and without

chemical affinity. However, at high temperatures, it can be combined
with other gases and metals.
CAUTION
Due to the absence or very low content of oxygen, nitrogen is an asphyxiant
.
At liquid state, its low temperature will damage living tissue and any spillage of
liquid nitrogen on the ship’s deck will result in failure as for LNG.

Part 3 Integrated Automation System (IAS)

3.1 General Principles of the IAS ............................................................ 3- 3
3.1.1 General.................................................................................... 3- 3
3.1.2 IAS System Lay-Out.............................................................. 3 - 3
3.1.3 Alarm & Monitoring .............................................................. 3 - 4
3.1.4 Log-In and Access System..................................................... 3 - 4
3.1.5 System Navigation................................................................. 3 - 5
3.1.6 OS Group/Command Group .................................................. 3 - 5
3.2 Alarm Extension System................................................................... 3 - 6
3.2.1 Functional Description........................................................... 3 - 6
3.2.2 Panel operation ...................................................................... 3 - 7
Illustration
3.1a IAS Overview ................................................................................. 3 - 2
3.1.2a Engineer’s Alarm System Logic .................................................. 3 - 4
3.1.5a Navigation Panel Lay-out ............................................................ 3 - 5
3.2a Alarm Extension System................................................................. 3 - 6
3.2b Watech Cabin Unit............................................................................ 3 - 6
3.2c Extension Panel Alarm Indicators..................................................... 3 - 6
Part 3
Integrated Automation System (IAS)
Part 3 Distributed Control System
Abbreviations LT Low Temperature

LV Low Voltage (440V / 220V systems)
ABC Automatic Boiler Control MCC Motor Control Center
ASC Anti Surge Control MCR Maximum Continuous Rate
ASV Anti Surge Valve MHI Mitsubishi Heavy Industries
AVR Automatic Voltage Regulation MT Main Turbine
BGB Boiler Gauge Board NDU Network Distribution Unit
BOG Boil Off Gas OS Operator Station
CCR Central Control Room PMS Power Management System
CTS Custody Transfer System PP Pump
DG Diesel Generator PV Process Variable
DO Diesel Oil RCS Remote Control System
DP Differential Pressure RCU Remote Control Unit
ER Engine Room RIO Remote Input Output
ECR Engine Control Room RPB Remote Push Button
ELA Electric Load Analyses SP Set Point
EOP Emergency Operator Panel SVC Simrad Vessel Control
EOT Engine Order Telegraph SW Sea Water
ESD Emergency Shutdown TG Turbine Generator
ESDS Emergency Shutdown System UVR Under Voltage Release
F&G Fire & Gas UVT Under Voltage Trip
FDF Forced Draft Fan VDU Video Display Unit
FDS Functional Design Specification VV Valve
FO Fuel Oil
FS Field Station (Cabinet with controller and/or RIO
modules)
FW Fresh Water
GMS Graphic Modeling System
HD High Duty
HFO Heavy Fuel Oil
HS Hand Switch
HT High Temperature
HV High Voltage
I/O Input / Output
IAS Integrated Automation System
IGC code International Code for the Construction and
Equipment of Ships carrying Liquefied Gases in Bulk.
IGV Inlet Guide Vane
KM Kongsberg Maritime
LD Low Duty
LNG Liquefied Natural Gas
LO Lubrication Oil
LR Lloyds Register
2nd Draft / 2006.09.20 3-1 Part 3 Distributed Control System

Illustration 3.1a IAS Overview
OS 34 OS 35
C B Inkjet Printer Alarm Printer Alarm Printer A
Watch Call Panel x 13

No.2 LV Switchboard Room No.1 LV Switchboard Room
NDU-A2 FS-46 FS-44 FS-42 FS-45 FS-43 FS-41 NDU-B2
Boiler Control Panel 2 SPBus (FS-46) SPBus (FS-45) Boiler Control Panel 1
RIO Modules RIO Modules
Group Start Panel 2 SPBus (FS-45) SPBus (FS-45) Group Start Panel 1
RIO Modules RIO Modules
GSP 2 BCP 2 BCP 1 GSP 1
Patrol Alarm System 3 x start/stop

Remote Remote Remote Remote Hardware I/O (FS-41)
I/O I/O I/O I/O
Units Units Units Units
2 x SPBus, 2 x RIO Power (FS-42) 2 x SPBus, 2 x RIO Power (FS-41)

Key
A-net 2 x SPBus, 2 x RIO Power (FS-46) 2 x SPBus, 2 x RIO Power (FS-45)
B-net
C-net
SPBus
Power Management System (Hyundai, FS-42) Ship Performance Monitor (Kyma, FS-41)
Serial Line
Canbus Oil Mist Detector (FS-42) Power Management System (Hyundai, FS-41)
Hardware I/O E/R Tank Level (FS-42)

Part 3 : Integrated Automation System (IAS) 7) Ballast Control System 2. Field Stations
3.1 General Principles of the IAS 8) Trend Function Twelve Field Stations (FS) are installed in the system. All logic with respect to
control and monitoring is located in the field stations.
3.1.1 General 3.1.2 IAS System Lay-Out
S/
Redun
1. Operator Stations FS Lin Location Type PS RCU Remark
The IAS is a distributed monitoring and control system, which due to its d
e
flexibility and modular architecture can be extended to cover a wide range of Dual Profibus to FS31-
Five Operator Stations (OS) and one(1) Historical Station (for trend) are IAS I/O FS 400-
applications and types of vessels. FS31 -x5 cabinet R1 NON Dual CPU
1, Redundant serial
installed in the system. OS no.31 located in Wheelhouse will be with lines to be split on
room IS
different TBSS cards.
The IAS is built from a full range of hardware and software modules to form integrated history station for event.
IAS I/O
FS31 FS-240 Includes Stah1 remote
optimum solution to any requirement. Normal configuration of the IAS includes -1
- cabinet
IS IS modules
machinery control and monitoring, propulsion/thruster control and monitoring as HS / Loca room
OS Type Screen Printer Remark
well as cargo and ballast control and monitoring integrated in the same WCI tion Dual Profibus to FS32-
IAS I/O FS 400-
1, Redundant serial
equipment. All connected equipment can be controlled from any operator station OS Alarm - To be installed in FS32 -x3 cabinet R1 NON Dual CPU
- CCR Built-in Dual room IS
lines to be split on
32 Printer CCR console different TBSS cards.
throughout the vessel.
OS Alarm - To be installed in IAS I/O
- CCR Built-in Dual FS32 FS-240 Includes Stah1 remote
33 Printer CCR console - cabinet -
All operator stations and field stations are self-contained units and independent -1 IS IS modules
OS Alarm - To be installed in room
of the other units, i.e. a failure in one station will not cause any other station to WCI ECR Built-in Dual IAS I/O
34 Printer ECR console
break down. All process logic including equipment safety and control functions OS Alarm - To be installed in
FS33 - cabinet FS-400
WCI ECR Built-in Dual room
are contained in the respective field station controller. 35 Printer ECR console.
IAS I/O
- History station for FS34 - cabinet FS-400
OS
Each operator station contains a hard with all system configuration and acts as 31
W/H Built-in Dual - event to be installed room
backup for each other during system start-up. System configuration / update can in W/H for console No.1 LV FS 400- Connected to RIO
To be installed in FS41 -x3 Swbd R1 NON Dual CPU modules located in
be done on-line without need of any additional equipment. OS Lap Room IS GSP1
Single - chief engineer day
40 Top No.2 LV FS 400- Connected to RIO
room
A sophisticated login / password system protects the system against mal FS42 -x3 Swbd R1 NON Dual CPU modules located in
operation. Room IS GSP2
No.1 LV FS 400-
FS43 - Swbd R1 NON Dual CPU
The IAS supports trend facilities and alarm / event recording. Process events and Room IS
alarms are stored on hard discs and can be recalled on request. No.2 LV FS 400-
FS44 - Swbd R1 NON Dual CPU
Room IS
Redundant network based on the Ethernet principle is installed as standard. The
No.1 LV FS 400- Connected to RIO
two nets are installed in different cable paths as far as possible. Each unit is FS45 Swbd R1 NON Dual CPU modules located in
interfaced to both nets and if a failure on one net is detected, the system will Room IS BCP1
automatically use the healthy net. No.2 LV FS 400- Connected to RIO
FS46 Swbd R1 NON Dual CPU modules located in
Room IS BCP2
IAS Main Tasks
- FS - 400R1 NON IS : Cabinet for maximum 384 IO’s, Dual processor

1) Cargo Control System
and power supply
2) Gas Handling (Heaters – Vaporizers)
- FS - 400 : Cabinet for maximum 384 IO’s.
3) Engine Room Alarm and Monitoring
- FS 240 IS : Cabinet for approximately 180 IO’s, All IS Loops. Profibus
connection to RCU’s at field station.
4) Cargo System Alarm and Monitoring
5) Alarm / Event Recording
6) Alarm Extension / Patrol Man System

3. Printers Cargo Watch Public panel type columns’. The relay will be triggered in parallel with the panel alarm buzzer.
8 Yes Yes - Electrically the relay will be interfaced to one of the field stations which again
Office Cabin setup
Six printers are installed in the system. Four of them are alarm printers and are interfaced to alarm columns.
Officers Watch Public panel type
two of them are hard copy printers. The alarm printers will be connected to an 9 Yes Yes -
mess room Cabin setup
operator station through a standard parallel port while the hard copy printers 3.1.3 Alarm & Monitoring
will be connected to operator stations through the IAS administrative network Public panel type
Officers Watch
(C-net). 10 Yes Yes - setup, extra The Alarm and Monitoring system is an integrated function within the IAS
lounge Cabin
buzzer system. All alarms from the different sub-systems, such as cargo systems, power
Pri S/ Loca Type Colour
Printer Remark
Crew mess Watch Public panel type distribution system, engine room auxiliaries, etc. are pooled via the redundant
nter Line tion Printer /Matrix 11 Yes Yes -
room Cabin setup network to form a uniform alarm system for the vessel.
Epson Alarm
1 OS32 CCR Matrix - Public panel type
LX-300 /Event
Crew Watch Alarms are indicated on the video display units of the IAS operator stations.
CCR Epson Alarm 12 Yes Yes - setup, extra
2 OS33 Matrix - lounge Cabin They will also activate the buzzer in the IAS keyboard.
. LX-300 /Event buzzer
Epson Alarm
3 OS34 ECR Matrix - Public panel type
LX-300 /Event Duty mess Watch Alarms and events (e.g. pump start / stop, valve open / closed) are logged by the
ECR Epson Alarm 13 Yes Yes - setup, extra
4 OS35 Matrix - room Cabin system and can be printed on an alarm/event printer. Such information is also
. LX-300 /Event buzzer
stored in the history station and can be recalled on request.
HP Hard - Default
5 - ECR Business Colour Copy printer for
Inkjet2300 (Network) OS34, OS35 5. Patrol Man System: The alarm system supports three priority levels, which are marked with different
HP Hard - Default for colours. The alarm priority/colour coding is:
6 - CCR Business Colour Copy OS32 OS33 Three start panels are supplied from KM. A software start panel is also
Inkjet2300 (Network) and OS31
available on VDU’s. 1) Low priority alarms ⇒ With yellow colour
NOTE 2) High priority alarms ⇒ With red colour

4. Extension Alarm Panels: KM are awaiting final location of start panels
3) Critical priority alarms ⇒ With magents colour
13 Extension Alarm Panels (EAP), for unmanned engine room applications,
DMA Interfaced Type
are installed in the system. Location Remark
Panel To FS Panel Low Priority Critical Priority
High Priority Alarms
Alarms Alarms
1 FS41 - Start
Can Type LCD Managing Number Î 1 2 3
WCP Location Remark
Bus WCP Type Group 2 FS41 - Start
Colour Î Yellow Red Magenta
Watch 3 FS41 - Start
1 Yes Wheelhous Yes - Main Panel Fire alarms and
Bridge Alarms that will lead to
Pre-warning of an system related
immediate action from
Illustration 3.1.2a Engineer’s Alarm System Logic Used for Î unwanted situation alarms like network
Cabin panel type the operator of the
C/E Watch in the process error, IO-device
system
2 Yes Yes ECR/CCR setup, extra failure etc.
bedroom Cabin
buzzer XA Patrol Man System On
0 (Signal Light Column)
≥1
[W/H Extension Alarm Panel]
nd Cabin panel type Start Patrol Man 0
≥1
0 0
0 0
&
0
XA
3.1.4 Log-In and Access System
2 /E Watch UMS Active & 0 0
Patrol Man Alarm Prewarming
3 Yes Yes ECR/CCR setup, extra Active Mach Alarm 27 min (Signal Light Column)
bedroom Cabin
buzzer Reset Patrol Man timer When logging on to the IAS operator stations, a user name and password must be
XA Patrol Man Alarm
Cabin panel type 3 min
(Signal Light Column) entered in order to access the system. Each user is a member of a user group,
[Engineer's Extension Alarm Panels]
Cargo Watch where access rights and user privileges are defined. The figure below illustrates
4 Yes Yes CCR setup, extra
Engineer Cabin how users belong to user groups and the different user groups are part of the
buzzer
6. Engineer Alarm System access and security system
CCR Watch Public panel type
5 Yes Yes - The engineer alarm system will be interfaced with machinery spaces locally
console Cabin setup
installed push buttons. When any of these buttons are pushed IAS will relay this By default, the following user groups are defined;
rd
3 /E Watch Cabin panel type the EAP with machinery responsibilities and alarm with buzzer.
6 Yes Yes ECR
bedroom Cabin setup
User Group Description
th
4 /E Watch Cabin panel type 7. Operator Panel Relay Kit:
7 Yes Yes ECR Guests Members can only monitor the system
bedroom Cabin setup
All operator stations will have installed a relay kit used for activation of ‘alarm

Users Members can monitor and operate the system 3.1.6 OS Group/Command Group O - Display Command Groups
The Command Group will be displayed in the command control overview
Power Users Members can monitor, operate and change parameters
The operator stations are defined in operator station groups. For this system, dialog box.
Administrators Members have full access to the system three OS groups will be defined and they will be set up with command control
System For Kongsberg Maritime internal use only rights. The OS groups are as follows: Id
The Command Group will be given an internal identifier just to separate the
- CCR (OS32, OS33) different command groups. That is, these identifiers are only for internal
By default, the following users are created : - purposes and are not required to understand this system.
User Member of user group - ECR (OS034, OS035)
Guest Guests - Shared
- Bridge (OS31) The Command Group is available for several OS Groups at the same time.
Operator Users
Captain Power Users To form a sensible way of operating the different systems onboard, “command When a command transfer is done, this will be indicated on all operator stations
Chief Power Users groups” are defined for giving the operators access to different systems where in the ‘Message Manager’ box.
control is defined to be available. A command group can be controlled from one
Administrator Administrators
OS group exclusively or it can be shared between several OS groups. A Table showing relations between OS Groups and Command Groups:
command group can also be transferred between OS groups. Only the OS group
Password is by default the same as user name. This can be changed by members in command is granted access to operate equipment and acknowledge alarms that OS
Bridge CCR ECR
might occur within a command group. This system will be set up with the GROUPS
of “Administrators”, and additional users and user groups can be added. Shar
following command groups: Comm ed
Members of a specific user group are granted access to a set of security objects. and
I
D T A O D T A O D T A O
d
The following security objects are defined for the different groups : Groups
- Machinery Machin
1 False X X X X X X
3.1.5 System Navigation - Cargo ery
- Power Cargo 2 False X X X X X X
The operator panel comprises 20 navigation buttons for quick access to the most - Ballast
Ballast 3 False X X X X X X X X
commonly used mimics. The mimic will normally have hotspots for further - LD Compressor
navigation to related views or sub-views. Each navigation button has an alarm - N2 N2 4 False X X X X X X X
indicator lamp. The lamp will start to blink if an alarm occurs at the mimic - Fire
linked to the navigation button or to one of the related views. An acknowledged, - ESD Fire 5 True X X X X X X X X X X
but still active alarm will cause a steady light. ESD 6 False X X X X X X
Each OS group is defined with a set of command group rights. The following
Illustration 3.1.5a Navigation Panel Lay-out defines these rights: Power 7 False X X X X X X X X
LD
D - Default Control Compr 8 False X X X X X X X X
essors
BOILER BOILER STEAM The Command Group will by default be given to this OS Group when
MB1 MB2 MACHINERY Syste
COMMON PORT SYSTEMS
powering on the system. If two operator stations are defined in an OS m
9 True X X X X X X X X X X X X
Group and one of the operator stations is powered off, the command control
* Command Groups must be typed in one word in the Svc Sys Conf database.
will be decided by the remaining operator station. That is, if the command
MAIN
TURBINE
POWER BILGE KYMA control is transferred to another location (OS Group) and the second
If all operator stations within an OS group are “offline”, i.e. stopped application
operator station is powered on again, nothing will be done regarding control
or without net communication, the system will report an alarm specifying that a
location of the transferred command group.
command group is without command control. The system will not automatically
CARGO
GAS
N2 IGG BALLAST transfer the command control to a different OS group. This must be done
MANAGEMENT
T - Take-able Control
manually by the operator by simply taking the control via the command control
The Command Group can be taken directly when this is initiated from an
dialog boxes.
OS Group granted such privilege.
FIRE PATROL
ESD CTS SYSTEM
AND GAS MAN
A - Acquirable Control
The Command Group is available for the actual OS Group, but not without
acceptance from the OS Group in command.

3.2 Alarm Extension System Public panel type Illustration 3.2c Extension Panel Alarm Indicators
Officers Watch
10 Yes Yes - setup, extra
lounge Cabin
Illustration 3.2a Alarm Extension System buzzer
Group
numbe r
Desc ription
Crew mess Watch Public panel type M1 Boiler abnormal

11 Yes Yes - Extension
OS31 room Cabin setup M2 MT abn ormal
pane l alarm Pane l text
EAP M3 Machinery gas detection indicator
Machinery
Public panel type M4 Critical alarm 1 Machinery critical
Bridge Crew Watch
12 Yes Yes - setup, extra M5 Non c ritical alarm 2 Machinery non critical
EAP EAP
lounge Cabin
buzzer M6 Patrol man alarm 3 Carg o critical
CAN Bus M7 Machinery fire alarm 4 Carg o non c ritical
OS34 OS35 EAP EAP
Public panel type
ECR EAP EAP Duty mess Watch M8 Machinery IAS abn ormal 5 Fire
13 Yes Yes - setup, extra 6 Partrol Man
room Cabin C1 Emer gency shutdown
EAP EAP buzzer 7 Repe at Alarm
C2 Gas detection
Dual EAP EAP C3 Essential alarm (=> Critical alarm)
8 System
Ca rgo
Net EAP EAP The Alarm Extension system will alarm engineers/officers on duty in case any C4 Non es sential alarm (=>Non c ritical alarm)
C5 Cargo Fire Alarm
EAP EAP monitored parameter exceeds its set value, as monitored by the alarm and
C6 Cargo IAS Alarm
EAP EAP
monitoring system. In the IAS system, machinery alarms will be grouped into
eight different groups, as indicated in IO-list from yard. In the same way, the
n number of reset
panels (Yard Suppl y)
EAP EAP
cargo alarms will be grouped into six different groups. When an alarm occurs, 3.2.1 Functional Description
FS41 EAP
Start Star t Star t Panel Panel the alarm group will be indicated on the alarm page in the IAS system.
Pan el Pane l Pane l Reset Reset The ‘Alarm Extension’ system is basically an extension of the Event
Illustration 3.2b Watch Cabin Unit system for the IAS system and this system has two main functions:
- Alarm Extension : This is a group alarm status and on-duty officer

indication facility with built-in on-duty
Alarms acceptance, fault indication and test facilities.
WC Can Type LCD Managing On
Location Remark Duty
P Bus WCP Type Group
- Officer Call : This is an individual and general calling
Select
Watch Switch facility for officers that can be activated from
1 Yes Wheelhous Yes - Main Panel
Bridge Tag selected vessel control locations.
Details
Cabin panel type
C/E Watch ECR/CC The ‘Alarm Extension’ system comprises two kinds of panels:
2 Yes Yes setup, extra
bedroom Cabin R
buzzer
- Watch Bridge Unit (WBU)
nd Cabin panel type
2 /E Watch ECR/CC
3 Yes Yes setup, extra
bedroom Cabin R Lamp Test Sound Off - Watch Cabin Unit (WCU)
buzzer
Cabin panel type The WBU and the WCU are units required by the classification society
Cargo Watch On the alarm extension panels, only eight alarm indicators are available
4 Yes Yes CCR setup, extra to run a vessel with unmanned engine room.
Engineer Cabin (indicators on right side of drawing above). The last three indicators are
buzzer
dedicated to repeat alarm, dead man alarm and system alarm. This means that
CCR Watch Public panel type several machinery alarm groups will be mapped to two alarm indicators on the The main functions of the WBU are to indicate engine room alarms on
5 Yes Yes -
console Cabin setup extension panel. Cargo alarm groups will be mapped to another two extension the bridge, to indicate and accept the transfer of machine watch
rd
3 /E Watch Cabin panel type panel alarm indicators. Fire alarms will also have a dedicated alarm indicator on responsibility to and from the bridge.
6 Yes Yes ECR
bedroom Cabin setup extension panels. All extension panels have an LCD display, where a full alarm
th text will appear for each alarm. The figure below shows the different alarm The main functions of the WCU are to indicate alarms with buzzer and
4 /E Watch Cabin panel type
7 Yes Yes ECR groups, and routing into extension panel alarm indicators. light in the cabins and the public quarters of the engineer on duty while
bedroom Cabin setup
in bridge control.
Cargo Watch Public panel type
8 Yes Yes -
Office Cabin setup The ‘Watch Call’ system is communicates with the operator stations
Officers Watch Public panel type located in the ECR by a CAN Bus Interface. Two operator stations are
9 Yes Yes -
mess room Cabin setup required and will work in a master/slave configuration, i.e. the ‘Watch

Call’ system will be operating with only one operator station up running will be turned off when the alarm condition is no longer present. Acknowledging the call on the designated duty engineer panel will
at the time. The ‘Watch Call’ system can be managed from two different silence all panels.
managing groups: Pressing the “Ack” button on the bridge panel will turn off the sound
only on the bridge panel. The alarm indicator will continue to flicker Acknowledging the call on a public panel will silence that specific panel
- ECR Manager until the alarm is acknowledged, then change to a steady light. The only. Indicator lamps will continue to flicker on all panels.
- CCR Manager indicator will be turned off when the alarm condition is no longer present.
The “Call all” function is more of an emergency operation. Pressing the
From the operator stations in the ECR, the duty officer can be selected Pressing the “Ack” button on the duty engineer panel will turn off the “Call all” button will activate the buzzer/lamp on all panels.
for the ECR and the watch responsibility can be requested to be sound on the duty panel and public panels (Bridge panel must be silenced Acknowledging the call on one engineer/officer panel will silence that
transferred to and from the bridge. From the operator stations in the separately). The alarm indicator will continue to flicker until the alarm is specific panel only. Acknowledging the call on a public panel will silence
CCR the duty officer for the CCR can be selected. Selecting/Changing acknowledged, then change to a steady light. The indicator will be turned that specific panel only.
the duty officer must be done when watch responsibility is in the ECR. off when the alarm condition is no longer present.
5. Duty engineer/officer call from wheelhouse
The ‘Alarm Extension panels will be set up to belong to a unit group. Operating the “Ack” function on the OS in the ECR (for machinery
Three different main unit groups are available: alarms) or the OS in the CCR (for cargo alarms), will silence all panels Operating the “Call Duty” from the bridge panel will activate
and give a steady alarm indication. Indicators will be turned off when the buzzer/lamp on the selected duty engineer panel and on public panels.
- Bridge Group alarm condition is no longer present. Again, the “Call Duty” function requires that an engineer/officer actually
- Officer Group has been set on duty.
- Public Group 2. Alarm acknowledge during ECR/CCR watch mode
Acknowledge functions are the same as calls initiated from the ECR/CCR.
For the officer group several groups can be defined, i.e. ‘Officer Extension panels will only show alarm status. No sound device will be
Group1’, ‘Officer Group2’, ‘Officer Group3’, and up to ‘Officer set off. 6. Repeat alarm
Group8’. The panels belonging to officer groups are defined as duty
panels whilst panels belonging to the public group are defined for 3. Duty engineer/officer selection The system has two repeat alarms. Repeat alarm (one) 1 will be triggered
installation in public quarters. when an active watch call group alarm has not been acknowledged from
To transfer machinery responsibility to bridge (bridge watch mode), the an operator station within a predefined time. This predefined time is
The officer groups will be set up with a ‘Duty Officer Qualification’, operator must first select a duty engineer on duty from the software panel normally set to three (3) minutes. Repeat alarm (one) 1 will be given at
which defines the type of alarms the panel will subscribe to. Two on the VDU. The duty lamp is activated on all panels. Then the “Bridge the bridge panel, duty engineer/officer panel and at public panels.
different types of ‘Duty Officer Qualification’ are available: watch” button is then selected and the buzzer/lamp is activated at the
bridge panel. Pressing the “Bridge watch” button on the bridge panel will Repeat alarm (two) 2 is set off if the active alarm is still not
- Machinery accept the watch transfer and a lamp indicator will indicate bridge watch acknowledged from an operator station within a predefined time after
- Cargo mode. A transfer from bridge to ECR must be initiated from the ECR; a repeat alarm 1. Repeat alarm (two) 2 will be given at the bridge panel, all
buzzer/lamp is activated at the bridge panel. Upon acceptance from the engineer/officer panels and at public panels. Time limits should be
The alarm groups defined in the system will be set up to belong to either bridge, watch responsibility is transferred to the ECR. considered to.
machinery or cargo. When an alarm is triggered in the system the
‘Alarm Extension Panel Interface’ application will read the alarm group, If a duty engineer is selected from the software panel on the VDU, 1) Allow duty engineer to take action before repeat 1.
check which group it is belonging to (engine or cargo) and then route without transferring the watch responsibility to the bridge (Harbour
the alarm to the correct duty panel(s), to all public panels and the bridge mode), alarms will be routed to the duty engineer panel as well as public 2) Notifying all engineers (repeat 2) within time limits specified by
panel if in bridge watch. panels. Repeat alarms and dead man alarms will be activated as normal Class requirements.
during this condition.
3.2.2 Panel operation 7. Patrol man alarm
4. Engineer/officer call from ECR/CCR
1. Alarm acknowledge during wheelhouse watch mode When a “Patrol Man Alarm” is activated all officers with machinery
Two types of call functions are supported, “Call Duty” or “Call all”. qualification are called.
Initially alarms will sound on the bridge panel, on-duty engineer panel
and on public panels. The “Call Duty” operation will activate buzzer/lamps on the designated
duty engineer panel and on public panels. The “Call Duty” button will not
Pressing the “Ack” button on a public panel will turn off the sound only work unless a duty engineer is selected.
on the panel operated. The alarm indicator will continue to flicker until
the alarm is acknowledged, then change to a steady light. The indicator

Part 4 : Cargo System 4.8.2b Float Level Gauge..................................................................... 4 - 45

4.1 Cargo Piping System ......................................................................... 4 - 2 4.8.2c Float Level Gauge ..................................................................... 4 - 45
4.2 Cargo Tank Pressure Control System ................................................ 4 - 4 4.8.3a Trim – List Indicator ................................................................. 4 - 47
4.2.1 Cargo Tank Pressure Control .................................................. 4 - 4 4.9a Nitrogen Generator....................................................................... 4 - 49
4.2.2 Cargo Tank Vent Control ........................................................ 4 - 4 4.10a Inert Gas and Dry Air System .................................................... 4 - 53
4.2.3 Dump Control ......................................................................... 4 - 4 4.11a Gas Detection System ................................................................ 4 - 57
4.2.4 Mode Selection ....................................................................... 4 - 6 4.12.1a Cargo Valve Hydraulic Lines .................................................. 4 - 61
4.3 Cargo Pumps...................................................................................... 4 - 8 4.12.3a Ballast Valve Hydraulic Lines................................................. 4 - 65
4.3.1 Main Cargo Pumps ............................................................... 4 - 8 4.12.4a Emergency Shutdown System................................................. 4 - 69
4.3.2 Stripping/Spray Pumps ......................................................... 4 - 12 4.12.5a Ship-Shore Link ........................................................................4 - 71
4.3.3 Emergency Cargo Pump ....................................................... 4 - 16 4.12.6a Mooring Load Monitoring System............................................4 - 75
4.4 Cargo Compressors.......................................................................... 4 - 20 4.13.1a Cargo Tank Relief Valves........................................................ 4 - 77
4.4.1 HD Compressors................................................................... 4 - 20 4.13.2a IBS & IS Relief Valves............................................................ 4 - 77
4.4.2. LD Compressors .................................................................. 4 - 24 4.13.3a Pipe Relief Valves (REC131-S1(E)) ....................................... 4 - 79
4.5 High Duty / Low Duty Heaters........................................................ 4 - 28 4.13.3b Pipe Relief Valves (REC131-S1(N))....................................... 4 - 79
4.6 LNG Vapouriser............................................................................... 4 - 32
4.7 Forcing Vapouriser........................................................................... 4 - 36
4.8 Custody Transfer System................................................................. 4 - 38
4.8.1 Custody Transfer System ...................................................... 4 - 38
4.8.2 Float Level Gauge............................................................... 4 - 44
4.8.3 Trim-List Indicator.............................................................. 4 - 48
4.9 Nitrogen Production System............................................................ 4 - 50
4.10 Inert Gas and Dry Air System...................................................... 4 - 54
4.11 Gas Detection System.................................................................... 4 - 58
4.12 Cargo and Ballast Valve Control.................................................. 4 - 62
4.12.1 Cargo Valve Control System............................................. 4 - 62
4.12.2 Hydraulic System Operation............................................. 4 - 63
4.12.3 Ballast and F.O Valve Control System................................ 4 - 66
4.12.4 Emergency Shutdown System .......................................... 4 - 70
4.12.5 Ship Shore Link ................................................................ 4 - 72
4.12.6 Mooring Load Monitoring System ................................... 4 - 76
4.13 Relief Systems ............................................................................. 4 - 78
4.13.1 Cargo Tank Relief Valves.................................................... 4 - 78
4.13.2 IBS & IS Relief Valves ..................................................... 4 - 78
4.13.3 Pipe Relief Valves............................................................. 4 - 78
Illustration
4.1.a Cargo Piping System....................................................................... 4 - 1
4.3.1a Main Cargo Pump ......................................................................... 4 - 7
4.3.2a Stripping / Spray Pump ............................................................... 4 - 11
4.3.3a Emergency Cargo Pump ........................................................... 4 - 15
4.4.1a HD Compressor ........................................................................ 4 - 19
4.4.2a LD Compressor........................................................................... 4 - 23
Part 4
4.5a High Duty/ Low Duty Heaters ..................................................... 4 - 27
4.6a LNG Vapouriser ........................................................................... 4 - 31
4.7a Forcing Vapouriser......................................................................... 4 - 35
Cargo System
4.8.1a Custody Transfer System ............................................................ 4 - 37
4.8.1b Liquefied Gas Gauge ................................................................ 4 - 39
4.8.1c Temperature Sensor................................................................... 4 - 39
4.8.2a Float Level Gauge..................................................................... 4 - 43
Part 4 Cargo System

Illustration 4.1a Cargo Piping System
[Cargo Compressor Room] Key Symbol Description

CG-513
CG-552 (150A)
CG-002
CG-008
CL-040
CL-028
CL-016
CL-004
CG-544 LNG Liquid Line Orifice
ESD
ESD
ESD
ESD
ESD
(700A)
CG-529 CG-525 CG-501
No.1 L/D LNG Vapour Line Butterfly Valve (Flanged Type)
Low Duty Compressor
Heater (250A) Strip/Spray Line Hyd. Remote Operated Butterfly Valve
CL-039
CS-012
CL-027
CS-010
CS-004
CL-015
CS-002
CL-003
CG-514 (Flanged, Open/Shut Type)
(300A)
CG-613 CG-545 CG-538 (150A)
Hyd. Remote Operated Butterfly Valve
(300A)
(300A)
To Engine Room CG-502 (Flanged, Opening Type)
CG-530 CG-526
(80A)
(80A)
(80A)
(350A)
ESD No.2 L/D
CG-557
(80A)
Compressor Globe Valve (Flanged Type)
(80A)
CG-553 (250A) Mist
CG-515
CG-536
CG-546 Separator Hyd. Remote Operated Globe Valve
(250A) (300A)
(700A) (Flanged, Open/Shut Type)
CG-503 Hyd. Remote Operated Globe Valve
High Duty CG-531 CG-527 M
Stripping Crossover
No.1 H/D (Flanged, Opening Type)
Vapour Crossover
Heater
Liquid Crossover
Liquid Crossover
(300A)
(450A)
Compressor (600A)
Hyd. Remote Operated Globe Valve
CG-547 CG-539 M
(Flanged, Opening Type, with Handle)
CG-516
(250A)
Swing Check Valve (Flanged Type)
(650A)
(600A)
(650A)
(100A)
CG-532 CG-528 CG-504
No.2 H/D Control Valve
Compressor
(450A) (600A)
CG-537 Relief Valve (Spring Loaded Type)
(600A) (600A)
CS-705
CG-559 CS-706 Relief Valve (Pilot Operated Type)

(300A)
Screw Down Non Return Valve
CG-558
(750A)
CS-503 CS-510 (Flanged Type)
CG-556 (40A) (40A) CG-553 Ball Valve
(80A)
(80A) (Manual Handle, Flanged Type)
Hyd. Remote Operated Ball Valve
(600A)
Forcing
CS-009(80A)
CS-003(80A)
CS-001(80A)
LNG (Flanged, Open/Shut Type)
Vaporuizer Vaporuizer
CS-502 CS-509
CL-038
CL-026
CL-014
CL-002
CS-011
CS-507 CS-508 Conical Type Strainer
(50A) (50A)
Y-type Strainer
(600A)
SP9
Flow Meter
CG-001
CG-007
CL-037
CL-025
CL-013
CL-001
(700A) CG-607
ESD
ESD
ESD
ESD
ESD
CG-711
CG-608 CG-601
Float Type Tank Level Gauge
CG-605
CG-604
SP7
(80A)
CG-606
R Radar Beam Type Level Gauge
Inert Gas Dry Air (700A)
From Engine Room
(300A)
SP8
(300A) (300A) Gas Main (300A) (300A)
CL-601
SP6 To Cofferdam
(700A) Vapour Main (600A) (400A)
Ballast Line CL-706 (700A) (750A)
(650A)
SP5
CL-701
CG-703
CG-701
(450A) (650A) Liquid Main (450A) (400A)
(450A)
(450A)
(450A)
CS-704
(300A)
(400A)
(300A)
(400A)
(300A)
(400A)
(300A)
(400A)
CS-703 Spray Main CS-701 CS-702
CG-702
(100A) (100A) (65A)
(300A)
(65A) (80A)
M
M
CS-406
CS-306
CS-206
CS-106
No.4 LNG No.3 LNG No.2 LNG No.1 LNG
Vent Mast Vent Mast Vent Mast Vent Mast
CL-417
CL-317
CL-217
CL-117
CS-412 CS-313 CS-212 CS-112
(400A)
(50A) (50A) (50A) (50A)
(50A) CS-413 (50A) CS-314 (50A) CS-213 (50A) CS-113

(400A) CS-405 For IBS (400A) CS-305 For IBS (400A) CS-205 For IBS (400A) CS-105 For IBS
Stripping Stripping Stripping Stripping
CL-407
CL-307
CL-207
CL-107
CS-410
CS-310
CS-210
CS-110
CL-415
CL-416
CL-315
CL-316
CL-215
CL-216
CL-115
CL-116
CG-404
CG-304
CG-204
CG-104
CS-411
CS-311
CS-211
CS-111
CL-406
CL-306
CL-206
CL-106
CS-409
CS-309
CS-209
CS-109
CR-408 CR-308 CR-208 CR-108
M
M
M
M
(40A)
(40A)
(40A)
(40A)
(300A) (300A) (300A) (300A)
M
M
M
M
SA-405 SA-406
SA-403 SA-404
SA-401 SA-402
SA-305 SA-306
SA-303 SA-304
SA-301 SA-302
SA-205 SA-206
SA-203 SA-204
SA-201 SA-202
SA-105 SA-106
SA-103 SA-104
SA-101 SA-102
(300A)
(300A)
(300A)
(300A)
(300A)
(300A)
(300A)
(300A)
F F F F
CL-414
CL-314
CL-214
CL-114
CR-406 SP4 CR-306 SP3 CR-206 SP2 CR-106 SP1
CS-401
CS-301
CS-201
CS-101
CS-402
CS-302
CS-202
CS-102
CG-401
CG-301
CG-201
CG-101
FL-401
FL-301
FL-201
FL-101
R R R R
(8A)
(8A)
(8A)
(8A)
(8A)
(8A)
(8A)
(8A)
(8A)
(50A)
(50A)
(50A)
(50A)
(50A)
(50A)
(50A)
(50A)
(8A)
Radar Beam Type
Radar Beam Type
Radar Beam Type
Radar Beam Type

Level Gauge Pipe
Level Gauge Pipe
Level Gauge Pipe
Level Gauge Pipe

(8A)
(8A)
(PORT) (PORT) (PORT) (PORT)
(STBD) Sprayers (STBD) Sprayers (STBD) Sprayers (STBD) Sprayers

(300A)
(600A)
(400A)
(400A)
(400A)
(300A)
(600A)
(400A)
(400A)
(400A)
(300A)
(600A)
(400A)
(400A)
(400A)
(300A)
(600A)
(400A)
(400A)
(400A)
(50A)
(65A)
(50A)
(50A)
(65A)
(50A)
(50A)
(65A)
(50A)
(50A)
(65A)
(50A)
Emergency Pump Column

CL-402
CL-403
CL-302
CL-303
CL-202
CL-203
CL-102
CL-103
(80A)
(80A)
(80A)
(80A)
1 2 1 2 1 2 1 2
(CL-401)
S (CL-301)
S (CL-201)
S (CL-101)
S
Cargo Pump Cargo Pump Cargo Pump Cargo Pump
Foot Valve Spray Pump No.4 Cargo Tank Foot Valve Spray Pump No.3 Cargo Tank Foot Valve Spray Pump No.2 Cargo Tank Foot Valve Spray Pump No.1 Cargo Tank
2nd Draft / 2006.09.20 4-1 Part 4 Cargo System

Part 4 : Cargo System All of the cargo liquid piping is welded to reduce the possibility of joint leakage. Liquid dome connections:
Flanged connections are electrically bonded by means of bolts/nuts and bonding
straps between flanges to ensure that differences in potential, due to static - Two (2) discharge lines.
4.1 Cargo Piping System electricity between cargo and other deck piping, tanks, valves and other - One (1) filling line
equipment, are avoided. - One (1) emergency pump column
General - One (1) spray pump discharge line
Both liquid and vapour systems have been designed in such a way that expansion - Two (2) groups of spray lines for tank cooling purpose
The cargo piping system is illustrated in a simplified drawing showing only the and contractions are absorbed in the piping configuration. This is done by means - One (1) spray return line
principal features of the system (See illustration 4.1a). of expansion loops and bellows on liquid and vapour piping respectively. - Three (3) fixed tubes for cargo sampling
- Instrumentation and electrical connections as required
Liquid cargo is loaded and discharged via the two crossover lines at midships Fixed and sliding pipe supports and guides are provided to ensure that pipe - One (1) radar level gauge line
and is delivered to and from each cargo tank liquid dome via the liquid header stresses are kept within acceptable limits. - One (1) float level gauge line
which runs fore and aft along the trunk deck. Each crossover line at midships - Two (2) safety relief valves.
separates into two loading/discharging connections, port and starboard, making a All sections of liquid piping that can be isolated, and thus possibly trapping - Pilot pipe of safety relief valve
total of four loading/discharge connections on each side of the ship. liquid between closed valves, are provided with safety valves which relieve - One (1) safety valve outlet for cargo piping
excess pressure to the nearest vapour dome. This is a safety measure, although
The cargo tank vapour domes are maintained in communication with each other normal working practice is to allow any remaining liquid to warm up and boil off 2. Stripping/Spray Lines
by the vapour header running fore and aft along the trunk deck. The vapour before closing any such valves.
header also has a cross connection at the midship manifold for use in regulating The Spray Header is led between No. 1 and No. 4 cargo tank and is connected
tank pressures when loading and discharging. All major valves such as the midships port and starboard manifold valves (also with crossovers at the shore connection.
called ESD Manifold Valves) and individual tank loading and discharge valves,
When loading, the vapour header and crossover, together with the HD are remotely power operated from the IAS, so that all normal cargo operations One (1) spray connection is branched off the spray header and led to each cargo
compressors, are used to return the displaced gas from the tanks back to the can be carried out from the Central Control Room (CCR).
shore installation. When discharging, the vapour header is used in conjunction tank.
with either the vapour crossover, or a vapouriser, to supply gas to the tanks to When an ESD is activated the manifold valves are closed, discontinuing loading
replace the outgoing liquid cargo. The system is used for cooling down the cargo tanks before loading as necessary.
or unloading operations.
At initial cooling down, the liquid is fed from shore to the spray header through
The stripping/spray line can be connected to the liquid crossover lines and can be A non-return valve is fitted at the discharge flange of each cargo pump. A hole is the liquid crossover. The spray header is connected to two (2) groups of spray
used to drain or to cool down each cargo tank, and also to spray during drilled in the valve disc to allow the tank discharge lines to drain down and be nozzles in each cargo tank.
discharging if the return vapour is insufficient. gas freed. Non-return valves are also fitted at the discharge flange of the
compressors. The stripping/spray and emergency cargo pump discharge lines Liquid nitrogen is supplied to the LNG vapouriser through the spray lines from
The vapour header and stripping/spray headers are both connected to the vapour have non-return valves located directly after the hydraulically operated discharge the cargo manifold.
dome of each tank. The vapour domes also house the tank safety valves, pressure valves.
pick up and three sample points. The spray line on each tank consists of two
The liquid supply to the spray header is remotely controlled by throttling the
spray assemblies inside the tank at the top to distribute the incoming liquid into
1. Liquid Lines valve of the spray return line. The spray nozzles are located along the top edge of
several spray nozzles in order to assist in evaporation and thus achieve a better
cool down rate. the top chamfer of the tanks.
One (1) liquid header is led between No. 1 and No. 4 cargo tanks on the trunk
The stripping/spray, liquid and vapour headers have branches to and from the deck and is connected with the crossovers. The nozzles in each cargo tank are installed depending on the tank size. The
cargo compressor room with connections to the compressors, heaters and capacity of the spray nozzles is decided based on the initial cooling down of the
vapouriser for various auxiliary functions. Removable bends (spool pieces) are One (1) liquid connection is branched off the liquid header and led to each cargo cargo tank and cooling down before loading at the end of the ballast voyage.
supplied for fitting where necessary to allow cross-connection between the tank.
various pipe works for infrequent uses such as preparing for dry dock and Y-type strainer is provided in the spray lines to the nozzles in the tank.
recommissioning after dry dock. In each cargo tank, two (2) cargo discharge lines with cargo pumps at the bottom,
and one (1) cargo filling line extended to the bottom are provided. In addition, a The following valves are provided near each liquid dome:
The vapour header connecting the vapour domes also allows the removal of boil- well is provided for lowering down the emergency cargo pump. These lines shall
off gas from the cargo tanks when at sea. In normal circumstances this is done by penetrate the liquid dome and are connected to the cargo liquid branch for each - A hydraulic remotely operated globe valve and lift check valve for the
leading the boil-off gas to the engine room as fuel for the boilers. In emergency tank. discharge line of each stripping / spray pump.
situation the boil-off gas can be vented to the atmosphere via the forward vent
mast riser. - A hydraulic remotely operated globe valve on the common line and
Relief valve set pressure is equal to the design pressure of the system.
hydraulic remotely operated globe valve for each spray nozzle inlet line.
The Inert Gas and Dry-Air System (section 4.10), located in the engine room, is
used to supply inert gas or dry air to the cargo tanks via piping which connects The relief valves discharge vapour to the cargo tank. - A hydraulic remotely operated globe valve on the spray return line.
with the main cargo system through the double non-return swing valves to avoid
gas returning to the engine room.

- A hydraulic remotely operated globe valve for the connection to cargo Water curtain pipes are provided at the ship’s side in way of each loading station 7. Boiler Fuel Gas Line
tank liquid branch. to protect the side shell during loading and discharging.
During transportation of LNG at sea, gas vapour is produced due to the transfer
3. Vapour Lines The water curtain pipe shall be fitted with a drain valve at the lowest point. of heat from the outside sea and air through the cargo tank insulation; energy is
also absorbed from the cargo motion due to the vessel’s movement. Under
One (1) vapour header is led between No.1 and No.4 cargo tanks, used for gas
Sea water for the sea water curtain is supplied from the fire and wash deck main normal conditions the boil-off gas is used as fuel in the ship’s boilers.
handling operations such as loading and discharging of cargo, warm up and cool line near the loading station.
down. The gas vapour is taken from the vapour header into the LD Compressors. It then
Sea water hose connections are provided for de-icing the cargo manifolds. passes through the LD gas heater before going to the ship’s boilers where it is
This header is led to each cargo tank via a vapour branch line, provided with a burnt as fuel. The fuel gas pipe to the engine room is 300A and is fitted with the
manually operated butterfly valve and a spectacle flange, and connected to the fuel gas master valve (CG613) and a flow meter.
All remotely operated valves as well as emergency shutdown valves are operable
vapour crossover which leads to the shore connection.
from the IAS and valves are capable of manual operation locally at the solenoid
rack and by hydraulic hand pump in general. 8. Inerting/ Aeration Lines
One (1) vapour return line is provided between the H/D compressor discharge
and the vapour crossover at the shore connections for discharging cargo vapour The system supplies inert gas or dry air to the cargo tanks and pipelines for
There are no permanent connections between liquid and vapour headers.
during loading, warming up, cooling down and inert gas purging operations. inerting and drying during refit periods.
Spool pieces or equivalent are provided for temporary connections.
Pressure control devices are provided to vent excessive boil-off vapour to the The inert gas or dry air is supplied from the inert gas generator situated in the
atmosphere through No. 1 vent mast. engine room.
Lifting and support arrangements for spool pieces and small davits for handling
manifold blanks and adaptor pieces are provided.
The pressure control of vapour to shore is provided by automatic remote control The line is connected to the gas header and the liquid header by means of Blind
from the IAS Flange Valve and spool piece.
Expansion and/or sliding arrangements for shore connections to compensate for
thermal connection of the cargo lines are provided. By selective use of the spool pieces it is possible to inert/aerate all or any single
4. Gas Pipe Connection
cargo tank.
6. Vent Masts for Cargo Tanks
- One (1) vapour return/boil-off line.
- One (1) fixed tube for cargo sampling.
Four (4) vent masts are provided and fitted with a nitrogen purging connection
complete with isolating valve.
One (1) emergency vent header is led between No.1 and No.4 cargo tanks, used
for tank gas freeing operations.
The vapour header is permanently connected to the forward vent mast which is
fitted with a pressure control valve and a trip closing arrangement, operated from
This header shall be led to near each vapour branch line and connected to the the IAS & W/H, with a manual override.
vapour branch line using an expansion bellows type spool piece which is
provided separately. The Emergency Vent line is not insulated. The vent mast is of stainless steel pipe (SUS 316L). A bottom plate and a drain
connection with a small drip tray is provided at the bottom of each vent mast.
5. Cargo Manifold
A ladder is fitted on the vent mast for access to the head of each mast top, and
Loading stations are provided port and starboard on a platform above the main wire rope stays are provided to prevent vibration of the mast.
deck as shown on the G.A.
The top of each mast is fitted with a stainless-steel wire-mesh protection screen,
The cargo manifold consisting of four (4) liquid lines and one (1) vapour line is cowl and drain provision, and designed to prevent rain from entering the mast
provided port and starboard on platforms above the main deck and is in
but allow gas to escape vertically upwards.
compliance with OCIMF standards at the loading and discharging ports.
An access platform is provided for maintenance.
The spacing between liquid and vapour lines is in accordance with loading and
discharging terminals’ arm locations and the distance between the ship manifold
flanges and the ship’s side is about 3.5m.
The distance between the bottom edge of the manifold flange and the top of the
deck or working platform is about 900mm.

4.2 Cargo Tank Pressure Control System 1. Tank Protection Vent Control 4. Manual Vent.
This mode is available only when GMS is selected to Non-Mode. The manual
4.2.1 Cargo Tank Pressure Control Tank protection mode is independent of selected mode on GMS and will always
vent mode (including control), is to be operated during pre-dry docking and post
be active. In the tank protection vent mode, the vent control valve will open
dry-dock voyage. The operator will manually set the opening of the vent control
1. Over Pressurizing (100% open) when pressure on the vapour header exceeds the set value of valve from OS in the IAS. Setpoint from 0 – 100%.
0.23barG. The valve will close (0% open) when the pressure on the vapour
To protect the cargo tanks from being over pressurized due to natural boil off, the header drops below 0.21barG.
MODE ACTION
gas has to be burned by the boiler or vented to atmosphere. The LD compressors
will supply the natural boil off gas to the boilers as fuel gas to keep the vapour When the criterion for opening of the vent valve is fulfilled, the system will Tank protection Pv > 0.23barG Open valve
header pressure stable. select the valve to automatic and open it. When the pressure is reduced again the control mode Pv < 0.21barG : Close valve
valve will be closed and left in manual. Vent mode in IAS Pv > set point + 0.01bar: Open
If the boilers require less fuel gas than that which is naturally boiling off, the (Laden mode) Pv < set point : Close
vapour header pressure will increase. To prevent this increase in the pressure the When the GMS is selected to Non -or Dump Mode the valve are left in manual, Vent mode in IAS Pv > set point + 0.01barG: Open
boiler control system will have to use more fuel gas thus producing more steam and the operator are free to open or close the valve in any position he want to. If (Ballast mode) Pv < set point – 0.01barG: Close
than is needed for the steam system. This excess steam has to be dumped. the GMS is selected to Vent Mode the valve are left in Auto and is not available Vent inhibit mode Vent valve close except tank protection
for operator to operate on. at W/H control
2. Under Pressurizing Emergency mode Vent valve open regardless of any mode and
This mode will override any other mode selected by the operator. at W/H control position selected.
To protect the cargo tanks from being under pressurized the LD compressor logic
Open : 230 mbar
has two (2) tank pressure protection controllers; one for Ballast mode and one for Close : 210 mbar
4.2.3 Dump Control
Laden mode.
PT
Steam dump has to be initiated manually by the operator by selecting the GMS in
The controller for the LD compressor shall limit the compressor capacity when
“Dump Mode”.
the vapour header pressure falls below a set pressure of 30mbar. The minimum Vapour manifold “Dump Mode” cannot be enabled and will be disabled if the dump permissive is
capacity control for the LD compressor will be reset when the pressure increases
not fulfilled.
up to 70mbar. CG702
Dump Permissive
When the vapour header pressure falls to 30mbar, a FO Auto Backup signal will
- One boiler has to be in FG or Dual Fuel mode.
be sent to the burner management system (BMS) to start a FO burner. The FO
Auto Backup signal will be reset when the pressure increases to 35mbar.
When the “Dump Mode” is enabled the new set point for the Ballast - or Laden –
mode controller will either be the value of the cargo header pressure or the
At Very Low cargo header pressure (20mbar) a FO Boost Up signal will be sent
current controller set point at the time of enabling.
to the boiler management system and the LD compressor stop sequence is
initiated. 2. Manual Vent Inhibit
The higher of these two will be chosen as the new set point, but the new set point
The manual vent inhibit mode is set with a push button in the wheelhouse. The can not be higher than 0.15barG.
The ‘Ballast’ and ‘Laden’ mode controllers will limit the available BOG flow to
vent valve will not be allowed to open and if open will be closed when this mode
the boilers when the cargo header pressure falls below a set pressure.
is selected. When the “Dump Mode” is disabled the controller set point will be put back to
the set point it had before the “Dump Mode” was enabled.
4.2.2 Cargo Tank Vent Control
3. Auto Vent
Vent control valve is controlled from the IAS and has five modes of operation, When GMS is selected to Vent Mode, IAS controls the opening of the vent
depending of operator input and selected mode of GMS: control valve according to the vapour header pressure while BOG is being routed
to the engine room for burning in the boilers. In this mode the valve is left in
- Tank protection vent.
Auto and manual operation of the valve is not available.
- Manual vent inhibit.
- Auto Vent
- Manual vent. The control philosophy for automatic operation is as follows:
- Emergency Vent
Open Valve - PV>=SP + 0.01 bar in Laden and Ballast Mode
Close Valve - PV<SP; in Laden Mode
Close Valve - PV<SP – 0.01bar; in Ballast Mode

Pressure Table for Vapour Header Pressure
Vapour Header Pressure

Function Remark
Press Up Press Down
<25 mbarG Safety Vent (by safety valve) Each Tank
<230 mbarG Automatically Vent Valve Open (100%) IAS
<210 mbarG Automatically Vent Valve Close (100%) IAS
<200 mbarG High Pressure Alarms, Stop Vaporisers IAS
Normal Operating Zone IAS
Tank Protection Control

<70 mbarG IAS
(zone up to 0.07barG from 0.02barG)
<50 mbarG Absolute Pressure Control (above 0.05barG) IAS
<35 mbarG Reset the FO Back-Up Order IAS
FO Back-Up Order to Boiler

<30 mbarG IAS
Control System
FO Boost Up Order to Boiler

<20 mbarG Control System IAS
Tank Protection Activate
<30 mbarG ESD Activate ESD
Safety Vent
<1 mbarG Each Tank
(by Safety valve)

4.2.4 Mode Selection 2. Ballast and Laden Mode Switching between absolute and gauge pressure is bump-less and can be
done at any time.
1. Dump, Non, and Vent Mode There are two pressure controllers, one for Laden Voyage and one for Ballast
Voyage, in the Gas Management System (GMS) that tell the Boiler Management 2) Failsafe Handling Ballast Mode Controller
The operator can choose to operate the GMS in the following modes:
System (BMS) how much boil-off gas is available to the burner or how much gas
- Dump Mode. has to be released to atmosphere to keep the vapour header pressure at its set
point. Cause Effect Comments
- Non Mode.
- Vent Mode Vapour header Controller put in manual
Manual inputs are the “Estimated BOG Flow” in Laden and Ballast mode and the Gauge
pressure measurement mode with the current
GMS is part of Cargo command group and will be available for operation on the pressure selection switch that enables the operator to select between absolute or pressure.
signal failure. controller output.
OS group which are in command. In all three modes the tank protection logic gauge pressure (for Laden mode).
will open the vent valve to release gas to atmosphere through vent mast No. 1, if
the vapour header pressure increases above 0.23barG.
The pressure controllers will protect the cargo tanks and adjust the “Available
To keep the vapour header pressure stable the operator can choose between “Vent BOG Flow” according to its set point. To control the vapour header pressure
Mode” and “Dump Mode”. If the vapour header pressure is stable the operator either the ballast or laden pressure controller will be active at all times.
3) Failsafe Handling Laden Mode Controller
can select “Non Mode”. When the boiler load is at maximum the “Vent Mode”
should be selected. Mode selection sequence is “Vent mode” to “Non mode” to The logic is the same for ballast and laden mode but separate controllers are used
“Dump mode” or vice versa. for the two. Cause Effect Comments
Vent inhibit from W/H and CPU reboot will set the mode to “Non mode”. Vapour header Controller put in manual
Switching between Laden and Ballast mode is performed during loading / Gauge
unloading. pressure measurement mode with the current
1) Dump Mode pressure.
signal Failure. controller output.
The boiler steam dump control system will receive a signal that says “Dump
Ballast and Laden Mode Logic Vapour header Controller put in manual Absolute
Mode Selected”.
pressure measurement mode with the current pressure.
In “Dump Mode” the vapour header pressure controller will tell the boiler Vapour Header Main Pressure (Abs)
signal Failure. controller output.
control system the amount of BOG that has to be burned by the boiler(s) to
Vapour Header Main Pressure (Gauge)
keep the vapour header pressure at its set point.
Gauge Abs
2) Non Mode Est. BOG Flow Est. BOG Flow

Ballast Mode (kg/h) Laden Mode (kg/h)
In “Non mode” the IAS will not automatically release gas to atmosphere or
FeedF Ballast mode Set FeedF Laden mode Set
burn the natural BOG in the boilers. press controller press controller
3) Vent Mode
In “Vent Mode” the vapour header pressure controller (Laden or Ballast Ballast Laden
controller) will release gas to atmosphere through the vent valve to keep the
vapour header pressure at its set point.
In “Dump Mode” and “Vent Mode” IAS uses either the controller for Ballast Available BOG Flow (kg/h)
Mode or the controller for Laden Mode. The controllers calculate the amount of
gas that has to be released to atmosphere or burned by the boiler(s). 1) Pressure Sensor Mode
WARNING Pressure
Voyage Mode Pressure Range
The venting of methane to the atmosphere poses a pollution hazard which is Sensor
damaging to the environment, and reportable. It releases a flammable gas with
Ballast Gauge Only option.
the risk of fire and explosion. This is particularly prevalent if there are electrical
storms in the vicinity. This action should be avoided if at all possible except When the vapour header pressure
where over pressure is a concern. It is preferable to vent via the forward vent Absolute
is above 50mbar.
mast in this controlled manner rather than lift the tank safety valves. Laden
When the vapour header pressure
Gauge
is below 50mbar.

Illustration 4.3.1a Main Cargo Pump

220 550
Power (kW) & NPSH/Pump Down (x100 m) Above Datum

200 400
P
Head
180 450
Minimum Continuous Flow (588 m3/hr)

Differential Head (m) & Efficiency (%)
160 400
Maximum Flow (2160 m3/hr)

H
Shaft Power at 0.50 SG
140 350
120 300
100 250
Bearing Assembly 80 Efficiency 200

End Bell E
1099 Assembly 60 150

(43.3)
40 100
1468.4 ± 3
(57.81 ± .12) 20 50
1090.5 ± 3 NPSHR
(42.93 ± .12)
0 0
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300
2269 Flow (m3/hr)

(90.1)
Central of 1000 100 1800

Gravity
Housing for
Efficiency (%)
Motor 900 90 1798
Power Factor (%)
Efficiency (%), Power Factor (%) and Current

800 80 1796
700 70 1794
Speed (rpm)
Shaft Speed (rpm)

Power Input (kW)
600 60 1792
1000
(39.4)
(amps)
500 50 1790
MInmum Liquid Impeller Assembly
Level for Pump
Start-up 400 40 1788
NPSHR/Pump Down
Datum Inducer 300 30 1786
Current (amps)
242.5
(9.55) 200 20 1784
Input Power (kW)
100 10 1782
Φ803.9
(Φ31.65) 0 0 1780
0 50 100 150 200 250 300 350 400 450 500 550 600 650 700 750 800
Shaft Power Output (kW)

4.3 Cargo Pumps 2. Preparation for Start-Up the discharge pressure gauge.
Pressure should be close to the corresponding pump flow rate pressure at
4.3.1 Main Cargo Pumps Before the pump is started, it is recommended all information gathered from the corresponding cargo specific gravity.
factory test and during the installation of the unit be reviewed.
4) Adjust the discharge valve by opening it to the desired flow condition.
1. General Description
The operators should be familiar with the flow and pressure output of the unit Observe the pressure gauge and ammeter.
and with the proper current draw under normal operation.
Pump 5) Allow the pump to operate for several minutes before concluding the start-
Manufacturer: Ebara 1) Discharge valve should be partially open to value corresponding to minimum up procedures. Adjust the flow control valve and check the pressure and
Pump model: 16EC-24 continuous flow, 588 m3/h (approximately 18-20%open). Use valve current draw across the entire flow range.
Pump type: Vertical, Fixed percentage opening characteristic of discharge valve which is recorded
Number of stages: 1 during gas trial. CAUTION
Number of sets: 8 (2 per cargo tank) Valve opening may be adjusted as required to optimize starting conditions, The pump shall be operated only within range of minimum continuous capacity
Operating temperature: -163°C maximum opening allowable to be value corresponding to pump maximum (588 m3/h) to maximum capacity (2160 m3/h). Operating out of this range will
Specific Gravity: 0.5 flow, 2160 m3/h. result in damage to the pump and decreased pump performance.
Capacity rated flow: 1,800 m3/h
Best efficiency point of flow: 1,680 m3/h NOTE NOTE
Minimum continuous flow: 588m3/h Pump should not be started or operated against closed discharge valve due to Pressure (or head) is dependent on the pump operating flow rate, cargo specific
Rated head: 155 m potential damage which may result due to insufficient cooling and lubrication for gravity and tank liquid level. Other variations from the factory test results will
Best efficiency point of Rated head: 163.1 m motor and bearing and excessive vibration levels associated with zero flow be observes due to the ship’s discharge piping configuration and effects of
Rated Power: 495.8 kW conditions. running in parallel with other units.
Best efficiency point of Rated Power: 481.7 kW
Rated Efficiency: 76.61 % 2) Temperature indicator in tank must be stable at the specification 4. Restart
Best efficiency point of Rated Efficiency: 77.4 % temperature of the liquid.
NPSHR at rated flow: 0.5 m Restart of pumps in normal operation is restricted depending on the liquid level
NPSHR at min. cont. flow: 0.2 m 3) There is no external leakage from pipe joint above the submerged electric motor. Pumps may not be restarted with tank liquid
Rated rotational speed: 1780 rpm level below at 1m.
Maximum differential pressure: 9.87 bar 4) Over, under current and low discharge pressure relays and delays have been
Cool down time prior to start: 10 hours set. 1) Normal start-up
5) There is no great variation in voltage of the power supply. - 1st restart : minimum 5minutes after shut down
Motor
- 2nd restart : 15minutes after 1st restart
Manufacturer: Ebara International
6) Check insulation resistance of each unit’s power supply, including the - 3rd restart : 15minutes after 2nd restart
Motor rating: 559.6 kW
pump motor, from the panel board. The value must be greater than 5M
Synchronous speed: 1800 rpm ohms for starting. If not, check system thoroughly. No more than 4 restarts within one hour
Electric power source: AC 6600V/ 60Hz/ 4 poles
Rated current (100% Volts): 61 A 3. Start-Up 2) Pump restart during liquid stripping
Starting current (100% Volts): 373 A
Starting method: Soft Start/Direct-On-Line For a quick evaluation of the pumps performance, make sure the pressure gauge When attempting a restart below the minimum liquid level for normal
Starting time: Max. 5 sec and ammeter can be observed by the starter in the cargo control room. pump start-up, be sure that the liquid level is above the minimum liquid
level for pump restart during liquid stripping.
In the case of a gas trial, a local observer should be placed to confirm discharge
Description Set Unit Start Up Operating Wait 30 minutes before attempting a restart and attempt no more than
pressure gauge reading with cargo control room. Also, an electrician should be at
Relay set amps 28 28 the panel board to confirm amperage reading at cargo control room. two restarts in an hour.
Undercurrent
Delay set sec 10 10
1) Push the “START” button NOTE
Relay set amps 62 62 In case of a sustained locked rotor start, attempt to restart only after 30 minutes
Overcurrent 2) Observe the ammeter. For direct-online starting, the amperage should go up and with no more than 2 restarts total. In case of icing, it may be possible to
Delay set sec 5 5
to the starting current value then decrease to normal amperage within three break loose by reversing two of the phases and trying to restart.
Low discharge Relay set bar 2.0 2.0 (3) seconds.
pressure If the starting current has not decreased to normal amperage after ten (10)
Delay set sec 10 10
seconds.
3) After the motor has started has the discharge piping has been filled, observe

Illustration 4.3.1a Main Cargo Pump

220 550

200 400
P
Head
180 450

160 400

H
140 350
120 300
100 250
Bearing Assembly 80 Efficiency 200

End Bell E
1099 Assembly 60 150

(43.3)
40 100
1468.4 ± 3
(57.81 ± .12) 20 50
1090.5 ± 3 NPSHR
(42.93 ± .12)
0 0
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300
2269 Flow (m3/hr)

(90.1)
Central of 1000 100 1800

Gravity
Housing for
Efficiency (%)
Motor 900 90 1798
Power Factor (%)
Efficiency (%), Power Factor (%) and Current

800 80 1796
700 70 1794
Speed (rpm)
Shaft Speed (rpm)

Power Input (kW)
600 60 1792
1000
(39.4)
(amps)
500 50 1790
MInmum Liquid Impeller Assembly
Level for Pump
Start-up 400 40 1788
NPSHR/Pump Down
Datum Inducer 300 30 1786
Current (amps)
242.5
(9.55) 200 20 1784
Input Power (kW)
100 10 1782
Φ803.9
(Φ31.65) 0 0 1780
0 50 100 150 200 250 300 350 400 450 500 550 600 650 700 750 800

5 Operational Protection Systems - Low liquid level Monitoring for Main Cargo Pumps
To protect the cargo pumps and the cargo tanks, the pumps will be shut down if To avoid dry running, the pump should be set to automatically shutoff, with a
any of the shutdown signals are activated regardless of remote or local control suitable delay.
position. In the table below, the shut down conditions are listed.
2) Mechanical protection system
- Surge control
Manual Emergency Stop LOCAL/IAS
Cargo Tank Protection System Activating ESDS LNG carriers traditionally have been affected to varying degrees by a surge
pressure associated with main cargo pump start-up. Due to the high velocity
Emergency Shutdown System Activating ESDS
of liquid in the pipe gas pocket build-up and collapse may occur at the
Earth Fault CSBD discharge valve resulting in a pressure surge or liquid hammer effect. This
potential effect can be reduced via a variation in discharge valve opening
Common Fault CSBD percentage typically 35%)
Trip Over Current CSBD
6. Cargo Pump Load Control
Trip Low Current CSBD
Auto Stop at Low Level (0.795m, adjustable) IAS Each Cargo Pump is controlled by one PID controller for load control in IAS.
Load on pump is controlled by operating cargo pump discharge valve.
1) Electrical protection systems As the discharge valve opens flow, motor current and pump load increase.
- Overcurrent relay
IAS
Overcurrent relay protection will automatically shut off the pump/motor to Position
prevent excessive current flow through the windings. This device must have Open
a time delay trip setting to allow the starting current surge to initiate Close
operation while preventing overcurrent damage. Operator:
ConOut
Auto/Manual
An additional protective feature of the overcurrent relay system provides an

automatic shut-off should the normal operating current be exceeded. Load
controller
In both instances, potentially damaging amounts of excess heat can be
Meas1
Error
generated if the settings are not correct.
- Undercurrent relay
Current Load
Undercurrent relay protection is useful to automatically shut off the 00.0 A ProMeas Load% = * 100
Rated Load
pump/motor in the event the pump prime is lost. This prevents potentially
damaging cavitation and possibility of the pump running dry. This device
must have an adjustable trip setting and should be set between the no-load
current and zero-flow current levels.
- Low discharge pressure switch
The low discharge pressure switch is useful to automatically shut off the
damaging cavitation and the possibility of the pump running dry. This device
must have an adjustable trip setting and should be set at a value between
maximum flow and cavitation.
2nd Draft / 2006.09.20 4 - 10 Part 4 Cargo System

Illustration 4.3.2a Stripping / Spray Pump

220 22
200 20

180 P 18
Head
Minimum Continuous Flow (18.4 m3/hr)

160 16

140 H 14

120 12
100 10
80 8
382.5 Ball Bearing
(15.06) 60 6
Efficiency
E
40 NPSHR 4
20 2
0 0
Stator Core 0 5 10 15 20 25 30 35 40 45 50 55 60 65 70
Flow (m3/hr)
750.2
(29.54) Central of 100 3600
Rotor Core
Gravity Speed (rpm)
90 Efficiency (%) 3590
Power Factor (%)

525.9
Power Input (kW), Current (amps), Efficiency

80 3580
2X
(20.71)
70 3570
(%) and Power Factory (%)
Shaft Speed (rpm)

60 3560
250
(9.8) 50 3550
Minmum Liquid
Level for Pumpt
40 3540
Start-up NPSHR/Pump
Down Datum
76.2 30 3530
Current (amps)
(3.00)
20 3520
392.8 Input Power (kW)
(15.46)
10 3510
0 3500
0 5 10 15 20 25 30

4.3.2 Stripping/Spray Pumps (10) seconds.

2. Preparation for start-up
1. General Description 3) After the motor has started has the discharge piping has been filled,
Before the pump is started, it is recommended all information gathered from observe the discharge pressure gauge.
Pump factory test and during the installation of the unit be reviewed. The pressure should be close to the corresponding pump flow rate
Manufacturer: Ebara International pressure at the corresponding cargo specific gravity.
The operators should be familiar with the flow and pressure output of the unit
Pump model: 2EC-12
and with the proper current draw under normal operation. Factory data should 4) Adjust the discharge valve by opening it to the desired flow condition.
Pump type: Vertical, Fixed
be modified as requires reflecting actual site conditions for voltage, specific Observe the pressure gauge and ammeter.
Number of stages: 1
gravity, etc., prior to operating the pumps.
Number of sets: 4 (1 per cargo tank)
5) Allow the pump to operate for several minutes before concluding the
Operating temperature: -163°C
1) For initial start-up, the discharge valve should be open approximately 15 % start-up procedures. Adjust the flow control valve and check the
Specific Gravity: 0.5
The valve opening may be adjusted as required to optimize starting pressure and current draw across the entire flow range.
Capacity rated flow: 50 m3/h
conditions. After initial start-up, the valve opening percentage versus flow
Best efficiency point of flow: 52.6 m3/h
rate characteristic shall be verified to ensure correct starting configuration. CAUTION
Minimum continuous flow: 18.4 m3/h
The maximum allowable opening shall be the valve corresponding to The pump shall be operated only within range of minimum continuous capacity
Rated head: 145 m
pump’s maximum flow, 60.0m3/h. The minimum allowable opening shall (18.4 m3/h) to maximum capacity (60.0 m3/h). Operating out of this range will
Best efficiency point of Rated head: 142 m
be value corresponding to the pump’s minimum continuous flow, 18.4m3/h result in damage to the pump and decreased pump performance.
Rated Power: 18.1 kW
Best efficiency point of Rated Power: 18.6kW
CAUTION NOTE
Rated Efficiency: 54.4 %
Due to potential damage which may result from insufficient cooling and Pressure (or head) is dependent on the pump operating flow rate, cargo specific
Best efficiency point of Rated Efficiency: 54.6 %
lubrication for the motor and bearings, and/or excessive vibration levels gravity and tank liquid level. Other variations from the factory test results will
NPSHR at rated flow: 0.45 m
associated with zero-flow conditions, the pump should not be started or be observe due to the ship’s discharge piping configuration and effects of
Rated rotational speed: 3560 rpm operated against a closed discharge valve. running in parallel with other units.
Maximum differential pressure: 8.3 bar
Cool down time prior to start: 10 hours 2) The in-tank temperature must remain stable at the specification 4. Restart
temperature of the liquid.
Motor Restart of pumps in normal operation is restricted depending on the liquid level
Manufacturer: Ebara International 3) There shall be no external leakage from pipe joints. above the submerged electric motor. Pumps may not be restarted with tank
Motor rating: 22.4 kW liquid level below at 0.25m.
Synchronous speed: 3600 rpm 4) Overcurrent, undercurrent and low discharge pressure relays and delays
Electric power source: AC 440V/60Hz/3 Phase have been set. 1) Normal start-up
Rated current (100% Volts): 39 A
5) There shall be no great variation in voltage of the power supply. - 1st restart : minimum 5minutes after shut down
- 2nd restart : 15minutes after 1st restart
Starting method: Direct-On-Line
6) Check insulation resistance of each unit’s power supply, including the - 3rd restart : 15minutes after 2nd restart
Starting time: 1.2 sec pump motor, from the panel board. The value must be greater than 5M
Start ohms for starting. If not, check system thoroughly. No more than 4 restarts within one hour
Description Set Unit Operating
Up
3. Start-up 2) Pump restart during liquid stripping
Relay set amps 15 15
Undercurrent For a quick evaluation of the pumps performance, make sure the pressure gauge
Delay set sec 10 10 and ammeter can be observed by the starter in the cargo control room. When attempting a restart below the minimum liquid level for normal
pump start-up, be sure that the liquid level is above the minimum liquid
Relay set amps 35 35 In the case of a gas trial, a local observer should be placed to confirm discharge level for pump restart during liquid stripping.
Over-current
pressure gauge reading with cargo control room. Also, an electrician should be
Delay set sec 5 0 at the panel board to confirm amperage reading at cargo control room. Wait 30 minutes before attempting a restart and attempt no more than
two restarts in an hour.
Low liquid level trip Relay set m 0.5 0.5
1) Push the “START” button
NOTE
Low discharge Relay set bar 1.7 1.7
2) Observe the ammeter. For direct-online starting, the amperage should go In case of a sustained locked rotor start, attempt to restart only after 30 minutes
pressure Delay set sec 10 10 up to the starting current value then decrease to normal amperage within and with no more than 2 restarts total.
three (3) seconds.
If the starting current has not decreased to normal amperage after ten

Illustration 4.3.2a Stripping / Spray Pump

220 22
200 20

180 P 18
Head
Minimum Continuous Flow (18.4 m3/hr)

160 16

140 H 14

120 12
100 10
80 8
382.5 Ball Bearing
(15.06) 60 6
Efficiency
E
40 NPSHR 4
20 2
0 0
Stator Core 0 5 10 15 20 25 30 35 40 45 50 55 60 65 70
Flow (m3/hr)
750.2
(29.54) Central of 100 3600
Rotor Core
Gravity Speed (rpm)
90 Efficiency (%) 3590
Power Factor (%)

525.9
Power Input (kW), Current (amps), Efficiency

80 3580
2X
(20.71)
70 3570
(%) and Power Factory (%)
Shaft Speed (rpm)

60 3560
250
(9.8) 50 3550
Minmum Liquid
Level for Pumpt
40 3540
Start-up NPSHR/Pump
Down Datum
76.2 30 3530
Current (amps)
(3.00)
20 3520
392.8 Input Power (kW)
(15.46)
10 3510
0 3500
0 5 10 15 20 25 30

5 Operational protection systems - Low liquid level
To avoid serious damages of the Strip pumps and the cargo tanks, the pumps To avoid dry running, the pump should be set to automatically shutoff, with
will be shut down if any of the shutdown signals are activated regardless of a suitable delay.
remote or local control position. In the table below, the shut down conditions
are listed. 6. Cargo Pump Load Control
Each Stripping/Spray Pump is controlled by one PID controller for load control
TPS Activated ESDS
in IAS.
ESD Activated ESDS Load on pump is controlled by operating Stripping/Spray pump discharge valve.
When the discharge valve is opened, flow increases and the load of pump
Motor Low Current CSBD increases and current of motor increases.
To remain constant pressure on Stripping header there is one Pressure controller
Motor Over Current CSBD
for the Stripping return valve in IAS.
Common Trip CSBD
Emergency Stop LOCAL/IAS
Low-Low auto stop (0.24m), adjustable IAS IAS IAS 00.0 mbar
Position
Position
Tank pressure high high (0.22barG) IAS Open
Open
Close
Close
1) Electrical protection systems
ConOut
ConOut
- Overcurrent relay Operator: Operator:
Auto/Manual Auto/Manual
Load Pressure
Overcurrent relay protection will automatically shut off the pump/motor to controller controller
prevent excessive current flow through the windings. This device must have
a time delay trip setting to allow the starting current surge to initiate
Meas1
Meas1
Error
Error
operation while preventing overcurrent damage.
An additional protective feature of the overcurrent relay system provides an

ProMeas
automatic shut-off should the normal operating current be exceeded.
Current Load
Load% = * 100 ProMeas 00.0 A
Rated Load
Undercurrent relay protection is useful to automatically shut off the

damaging cavitation and the possibility of the pump running dry. This
device must have an adjustable trip setting and should be set at a value
between maximum flow and cavitation.

Illustration 4.3.3a Emergency Cargo Pump
220 110
3073
Deck Flexible `
Cable Assembly 200 100
(121)
Min. Clearance Head
Repoured for Pump Lifting Eye
180 90
Efficiency (%) & NPSH/Pump Down (m x 10)

Removal
Differential Head (m) & Shaft Power (kW)

160 80
Shaft Power at 0.50 SG H

140 Efficiency 70
Lifting Assembly 120 60
100 50
2991 Lifting/Support Cable 80 40

(117.8)
60 30
40 NPSHR 20
20 10
2889
Lifting Cable Assembly
(113.8)
0 0
0 100 200 300 400 500 600 700 800
Cable Guide
Flow (m3/hr)
31297
(1232.2)
3800
500 100
"Cryodynamics Power Power Factor (%)

90 3590
Feed Cable" 450
Efficiency (%)
Flexible Power Cable
80 3580
400
Power Input (kW) and Current (amps)
Efficiency (%), and Power Factor (%)

Speed (rpm)
350 70 3570
Power/Motor Assembly
Shaft Speed (rpm)

300 60 3560
1266 250 50 3550

2261
(89.0) (49.8)
Minimum
Liquid Level 200 40 3540
for Normal Current (amps)
Pump Start-up
2341 Center of 150 30 3530
(92.2) Gravity
Input Power (kW)
800 100 20 3520

(31.5)
Minimum 724
Liquid Level (28.5)
50 10 3510
for Emergency NPSHR/Pump
Start-up 200 Down Datum Pump Seal
(7.9)
0 0 3500
Φ775
0 50 100 150 200 250 300
(Φ30.5)
Φ826
(Φ32.5)

4.3.3 Emergency Cargo Pump 2. Preparation for start-up 1) Push the “START” button
1. General Description 1) Confirm the gas pressure in the pump column has been equalized with the 2) Observe the ammeter. For direct-online starting, the amperage should go up
tank gas pressure. This verification is necessary only for starting the pump, to the starting current value then decrease to normal amperage within three
Pump especially at low tank liquid levels when high column gas pressure may (3) seconds.
result in liquid displacement from the column and the pump’s failure to gain If the starting current has not decreased to normal amperage after ten (10)
prime. Pressure equalization may be achieved with a temporary connection seconds.
Pump model: 8ECR-12
to vent the column pressure, which may be closed after a successful start-up.
Pump type: Vertical, Fixed
3) After the motor has started has the discharge piping has been filled, observe
Number of stages: 1
2) The discharge valve should be partially open to the value corresponding to the discharge pressure gauge. The pressure should be close to the
Number of set: 1 (located in the deck store)
its minimum continuous flow, 196 m3/h (approximately 18-20% open). The corresponding pump flow rate pressure at the corresponding cargo specific
Operating temperature: -163°C
valve opening may be adjusted as required to optimize starting conditions. gravity.
Specific Gravity: 0.5
The maximum allowable valve opening is the value corresponding to
Capacity rated flow: 550 m3/h
pump’s maximum flow, 660 m3/h 4) If minor leakage occurs at the seal gland located at the top of the headplate,
Best efficiency point of flow: 559 m3/h
tighten the adjustment nuts. Do not over tighten the nuts; apply only enough
Minimum continuous flow: 195.7 m3/h
CAUTION pressure to effectively seal off the leaks.
Rated head: 155 m Due to potential damage which may result from insufficient cooling and
Best efficiency point of Rated head: 153.6 m lubrication for the motor and bearings, and/or excessive vibration levels 5) Adjust the discharge valve by opening it to desires flow conditions.
Rated Power: 171 kW associated with zero-flow conditions, the pump should not be started or Observe the pressure gauge and ammeter.
Best efficiency point of Rated Power: 171.8 kW operated against a closed discharge valve.
Rated Efficiency: 67.8 % 6) Allow the pump to operate for several minutes before concluding the start-
Best efficiency point of Rated Efficiency: 68.0 % 3) The temperature indicator in the tank must be stable at the liquid’s up procedures. Adjust the flow control valve and check the pressure and
NPSHR at rated flow: 2.3 m temperature specification. current draw across the entire flow range.
Rated rotational speed: 3560 rpm
Maximum differential pressure: 10.4 bar 4) External leakage from the pipe joints is not permissible. CAUTION
Cool down time prior to start: 3 hours The pump shall be operated only within range of minimum continuous capacity
5) Overcurrent, undercurrent and low discharge pressure relays and delay 196 m3/h to maximum capacity, 660 m3/h. Operating out of this range will
Motor have been set. result in damage to the pump and decreased pump performance.
Motor rating: 223.8 kW 6) Great variations in the power supply voltage are not permissible. NOTE
Synchronous speed: 3600 rpm Pressure (or head) is dependent on the pump operating flow rate, cargo specific
Electric power source: AC 440V/60Hz/3 Phase 7) Check the power supply line’s insulation resistance, including the pump gravity and tank liquid level. Other variations from the factory test results will
motor. The value must be greater than 5M Ohms for starting. If it is not be observe due to the ship’s discharge piping configuration and effects of
Rated current (100% Volts): 348 A
greater than 5M ohms, check the system thoroughly and, if necessary, dry running in parallel with other units.
the feed through cover and feed through areas with nitrogen gas.
Starting method: Direct-On-Line 4. Restart
Starting time: 1.2 sec 8) Nitrogen purge is to be applied through the ports located on each of the
feed through cover and feed through assemblies. Plugs on flame arrestors Restart of pumps in normal operation is restricted depending on the liquid level
can be opened to vent nitrogen gas. above the submerged electric motor. Pumps may not be restarted with tank liquid
Description Set Unit Start Up Operating
level below 2.261m.
9) Continue with drying until 5M Ohms is achieved prior to starting.
Relay set amps 76 76
Undercurrent 1) Normal start-up
Delay set sec 10 10
10) After drying, the feed through assembly can be pressurized and monitored
with a pressure gauge to guard for leaks in the system. - 1st restart : minimum 5minutes after shut down
Relay set amps 388 320 - 2nd restart : 15minutes after 1st restart
Over-current 3. Start-up - 3rd restart : 15minutes after 2nd restart
Delay set sec 5 0
For a quick evaluation of the pumps performance, make sure the pressure gauge No more than 4 restarts within one hour
Low liquid level trip Relay set m 2.5 0.5 and ammeter can be observed by the starter in the cargo control room.
Relay set bar 2.0 2.0 In the case of a gas trial, a local observer should be placed to confirm discharge
Low discharge
pressure gauge reading with cargo control room. Also, an electrician should be at
pressure the panel board to confirm amperage reading at cargo control room.
Delay set sec 70 10

Illustration 4.3.3a Emergency Cargo Pump
220 110
` Deck Flexible
3073
Cable Assembly 200 100
(121)
Min. Clearance Head
Repoured for Pump Lifting Eye
180 90
Efficiency (%) & NPSH/Pump Down (m x 10)

Removal
Differential Head (m) & Shaft Power (kW)

160 80
Shaft Power at 0.50 SG H

140 Efficiency 70
Lifting Assembly 120 60
100 50
2991 Lifting/Support Cable 80 40

(117.8)
60 30
40 NPSHR 20
20 10
2889
Lifting Cable Assembly
(113.8)
0 0
0 100 200 300 400 500 600 700 800
Cable Guide
Flow (m3/hr)
31297
(1232.2)
3800
500 100
"Cryodynamics Power Power Factor (%)

90 3590
Feed Cable" 450
Efficiency (%)
Flexible Power Cable
80 3580
400
Power Input (kW) and Current (amps)
Efficiency (%), and Power Factor (%)

Speed (rpm)
350 70 3570
Power/Motor Assembly
Shaft Speed (rpm)

300 60 3560
1266 250 50 3550

2261
(89.0) (49.8)
Minimum
Liquid Level 200 40 3540
for Normal Current (amps)
Pump Start-up
2341 Center of 150 30 3530
(92.2) Gravity
Input Power (kW)
800 100 20 3520

(31.5)
Minimum 724
Liquid Level (28.5)
50 10 3510
for Emergency NPSHR/Pump
Start-up 200 Down Datum Pump Seal
(7.9)
0 0 3500
Φ775
0 50 100 150 200 250 300
(Φ30.5)
Φ826
(Φ32.5)


2) Pump restart during liquid stripping
When attempting a restart below the minimum liquid level for normal pump pump/motor in the event the pump prime is lost. This prevents potentially
start-up, be sure that the liquid level is above the minimum liquid level for damaging cavitation and the possibility of the pump running dry. This device
pump restart during liquid stripping. Wait 30 minutes before attempting a must have an adjustable trip setting and should be set at a value between
restart and attempt no more than two restarts in an hour. maximum flow and cavitation.
NOTE
In case of a sustained locked rotor start, attempt to restart only after 30 minutes - Low liquid level
and with no more than 2 restarts total. If icing has occurred, attempt to break
the rotor loose by temporarily reversing two of the phases and testing them for To avoid dry running, the pump should be set to automatically shutoff, with a
restart. suitable delay.
5 Operational protection systems 6. Emergency Cargo Pump Load Control
Emergency Cargo Pump is controlled by one PID controller for load control in
TPS Activated ESDS IAS.
Load on pump is controlled by operating emergency pump discharge valve.
ESD Activated ESDS As the discharge valve opens, the flow increases and the motor current increase
load on pump.
Motor Low Current CSBD There is one select button for each tank, on IAS mimic display indicating which
Motor Over Current CSBD tank the emergency pump is installed in.
The pump can be started and stopped remote from IAS or local from switchboard.
Earth Fault CSBD
Emergency Stop LOCAL/IAS

IAS
Position
Common Trip IAS
Open
Low-Low auto stop (0.72m), adjustable IAS Close
Operator:
ConOut
Auto/Manual
1) Electrical protection systems
- Overcurrent relay Load

controller
Overcurrent relay protection will automatically shut off the pump/motor to
Meas1
prevent excessive current flow through the windings. This device must have
Error
a time delay trip setting to allow the starting current surge to initiate
operation while preventing overcurrent damage.
An additional protective feature of the overcurrent relay system provides an ProMeas Load% =
Current Load
00.0 A * 100
automatic shut-off should the normal operating current be exceeded. Rated Load

Undercurrent relay protection is useful to automatically shut off the


Illustration 4.4.1a HD Compressor

COMMON
TRIP
PALL PAL PI PI TAHH TAH TI PI PAL PALL TAL TAH TI TAHH TAL TAH TI PALL PAL TAHH TAH TI A A
11 11 1A 2A 2A 2B 2B VENT 8 8 8A 8 8 8 9A 9F 9F 9F 8C 8C 10A 10B 10B
CUSTOMER
CRYOSTAR
I2 I1 I2 T T L
PLLL TLHH PLLL TLHH PLLL TLHH A
T A T A T T A T T 15.5
11 2A 8A I2 9A 8C 10A READY TO START
A L L
COMMON ALARM MOTOR
4-20mA
15.1
4-20mA
PSL A 15.10
4-20mA
4-20mA
A A
8A A
TSHH TSH TSH TSL TSHH TSL TSH HEATER POWER ON
2A 2B PT 8 8 9A 9F 9F TSHH TSH TRIP
PSLL PSL 8A 10A 10B
11 11 TT TT PI PSLL TT TT TT PSLL PSL L L EMS EXTERNAL
F 2A 2B 8B 8A 8 9A 9F 8C 8C TT TT 15.6 15.1 15 SHUTDOWN
11 PT 10A 10B
EMERGENCY POWER ON EMERGENCY
D 8
PCV STOP STOP
11 5
PI TE TE TE TE TE L L L HS
REMOTE
11 8 9A 9F 10A 10B 15.4 15.3 15.2 15.1
SEAL GAS FI
11 COMPRESSOR READY TO READY TO LOCAL/REMOTE
RUNNING START START
GEAR BOX COMPRESSOR AUX. L.O. PUMP READY TO START
COMPRESSOR
5 CA HSH
4-20mA
4-20mA
F PCV
INSTRUMENT AIR 8 15 15.2
3
DRTD FLASH START REMOTE START
LIGHT COMPRESSOR COMPRESSOR
SURGE CONTROL C HSL
15.2
4-20mA PT
ZI PDI PDI FIC 2A L STOP REMOTE STOP
4-20mA PT B BULKHEAD
3A 1 1A/1B 1 SEAL 15.9 COMPRESSOR COMPRESSOR
1A
HS
CONTROL 15.4
PDI 4-20mA PI PT PT TE TE TI SYSTEM
1 2 1 2 2A 2B 2 ABNORMAL LAMP COMPRESSOR
E-MOTOR
4-20mA
4-20mA
4-20mA
TEST RUNNING
L
T
15.8
OC
8 TI CONTROL HS COMPRESSOR
S A
PROCESS GAS OUT 8 MOTOR 15.5 MOTOR ABNORMAL
OIL COLLECTOR
ABNORMALFLASH LIGHT
FG OIL FILTER
84 STOP
I/P PDT A F
FY 1 7 CONTROL SYSTEM
PI BULKHEAD TROUBLE
1
1 FG
88
CV PDI PDI PDT PDT PDI
ZSL ZSH F PSV PSV V 6A 7A 7B
1 1 IGV 6A 7 7A 7A
1 6A 6B
PROCESS GAS IN OP PDSH PDAH
COMPRESSOR 6A Set : 8 bar 7A
1.5 7A
FE A
1 MAIN
OIL PUMP V DV COMPRESSOR ROOM
PSV
1.5
6B 6B 6 MOTOR ROOM
YE AUX. OIL
TI 9 F L.O. OP CV LOCKED
COOLER V
1 5C FILL V PUMP 6B 6B OPEN
6F
Legend DV YET
YET 6C
TT TE 1 99 B
1 1 LSL LOCKED
Cargo Control Room T Trip Circuit 5 OPEN EM
6 HS
C TCV
ZT 15.3
ZSL LG 6 6
Local Instrument A Alarm Circuit 3
3 5 RESET
START STOP TI TI
PCV OIL TANK L.O. PUMP L.O. PUMP 6A
TSH TI 6B
3C ZE ZI 5
Local Panel Instrument I1 Start-up Interlock L.O Pump 5A HSH HSL EMLH OIL PUMP PI
3 3 6B
6 6 6 RUNNING L
V TSL
3C 5
FEEDBACK
Remote Panel Instrument I2 Start-up Interlock Machine P CUSTOMER
4-20mA
PI AUX. L.O. PUMP

TCV H
5 MOTOR FAIL
5 CRYOSTAR
DAC
3 F F WATER
PCV HIC ZS HS 5A 5B
3B IN
Key 3 3 3 EMY
L/R 6 WATER
PI OUT
LNG Vapour Line YSH YT YSHH YLHH YI AUX. READY TO AUX. L.O. PUMP READY TO START
9 9 9 9 9 L.O. PUMP START AUX. OVERLOAD AUX. L.O. PUMP
DV
LO Line HY A A A 5 RUNNING L.O. PUMP
PCV 3 T
I2 3A I/P I2 I1 I1 A
Steam Line
Fresh Water Line ZLL ZLH ZI TI ZL ZLL LAL TAH TAL YAH YI YAHH
1 1 3 1 3 3 5 5 5 9 9 9
Instrument Air Line CLOSEDOPEN REMOTE REMOTE
REMOTE CONTROL SIGNAL STEAM INLET STEAM OUTLET START STOP
4-20mA

4.4 Cargo Compressors - Oil mist separator The clogging indicator indicates the pressure drop across the operating filter, and
- Lube oil immersion heater provides an indication of the condition of the filter element. Differential pressure
General - El. Motor driven auxiliary lube oil pump over 2barA indicates that the filter element needs changing. A flow orifice
- Gear driven main lube oil pump regulates the oil flow and (oil) pressure to the bulkhead seal. This oil is used for
Two High Duty (HD) compressors, installed in the cargo compressor room on the lubrication of the bulkhead/ shaft seal and returns back to the oil tank.
deck, are provided for handling gaseous fluids, LNG vapour and various - Oil cooler
mixtures of LNG vapour, inert gas or dry air during the cooling down, cargo - Duplex oil filter
A pressure control valve regulates the oil flow to the gear box. Adjustment of this
operation and tank treatments. - Gear coupling (low speed)
valve sets the supply pressure to the bearings. Excess oil bypasses the machine
- Bulkhead/ shaft seal and returns directly to the reservoir. The pump relief valve acts as back up valves
Two Low Duty (LD) compressors, installed in the compressor room on deck, are - Main drive electric Motor
provided for handling the LNG vapour for the boiler produced by the natural boil and is set at 8bar.
off and forced vaporisation, which is used as fuel.
2. Compressor Systems The lube oil flow is then directed to the gear box where the lube oil is injected
The HD and LD compressors are driven by electric motors, installed in an into the bearings. Separated pressure switches are provided:
electric motor room segregated from the compressor room by a gas tight Compressor
bulkhead; the shaft penetrates the bulkhead with a gas tight shaft seal. One does activates the alarm and energise the auxiliary lube oil pump and the
The skid-mounted compressor features a plug-in closure assembly, which allows second is set to shutdown the system when the pressure falls below minimal
4.4.1 HD Compressors for quick replacement of the rotating portion and adjacent stationary components. pressure. The seal gas is applied outboard of the lube oil seal. Preventing the lube
The compressor portion of the machine is of axial inflow type, with variable inlet oil mist from entering the process stream and avoiding cold gas flow into the
Specification guide vanes. The compressor has been designed to operate over the range of gear box. Temperature sensors at the main bearings sense the oil outlet
HD Compressors pressures and flow rates. Proximity probe pick-ups are provided to allow the temperature of the bearings.
Manufacturer: Cryostar monitoring of the compressor shaft vibration.
Model: CM 400/55 Nominal temperature range is 45 to 50℃ for the gear bearings. The high
Type: Centrifugal. Single stage. Fixed speed Seal gas system temperature condition (60℃) will cause actuation of the alarm relays.
with adjustable guide vanes.
No. of Sets: 2
The seal gas system is provided to prevent lube oil mist from entering the The lube oil then collects in the lube oil sump. The lube oil contains a mixture of
Volume flow: 32,000 Nm3/h
process stream and to avoid cold gas flow into the gear box. Thus, the seal gas is lube oil and seal gas. The seal gas is vented from the reservoir through a mist
Inlet pressure: 1.03 barA
Outlet pressure: 1.96 barA applied between the gear shaft bearing and the compressor wheel. The seal gas is separator and piped away to the atmosphere.
Inlet temperature: -140°C dry nitrogen produced by the nitrogen generator on board. The seal gas system
Outlet temperature: -111.0°C features a pressure control that is a function of the compressor outlet pressure. Surge control system
Shaft speed: 11,200 rpm Seal gas entering the gear box from shaft seals is returned to the lube oil sump,
Inlet guide vanes setting: -30 to +80 deg separated from the oil and vented to atmosphere. An automatic surge control system has to be provided to protect the machines
Efficiency: 80% from inadvertently operating in surge.
Lube oil system
HD Compressor Motor Compressor surge is characterized by erratic compressor inlet and discharge
Electric source: 6,600 V/60Hz Oil from the gear box is stored in a vented 400 liter lube oil sump. The oil sump pressure and (usually audible) flow pulsation. It is caused by flow instability in
Power: 900 kW includes an integral steam immersion heater. Set-points for the lube oil system the compressor. Severe compressor surge causes shaft vibration to increase and
Speed: 3565 rpm controls are listed on table. Lube oil is supplied from the sump through separate may result in severe damage to the compressor
suction strainer screens and two lube oil pumps. The outlets from the lube oil
1. Description of equipment pumps are through check valves to a common lube oil line in order to prevent The two compressors are equipped with an automatic surge control system; using
back-up oil under pressure from entering the non-operating pump lines. The low a by-pass valve responding to a low flow controller. The inlet guide vanes on
The compressor system is skid-mounted as shown on the equipment layout speed shaft gear drives the main operational pump. Upon failure of the lead both compressor suction sides will be controlled by a process loop. Speed and
drawing. The P&I diagram presents a complete flow schematic for the pump, the stand-by electric pump is ENERGIZED immediately and a remote inlet guide vanes control the flow.
Compressor System. The system consists of a direct-coupled compressor with alarm indicates that the auxiliary pump is operating.
integrated gear box, and the following sub-systems.
Inlet Guide Vanes
The lube oil passes through the heat exchanger where it is cooled. The thermal
A self-contained lube oil system for lubrication of the gears and rotor bearings in bypass temperature control valve prevents overcooling of the lube oil within a To achieve the required gas flow, the compressors have inlet guide vanes fitted at
the gear box, a seal gas system, and a control and indicating system for limited range (38 to 47℃) the suction ends. The vanes are operated by pneumatic actuators which receive
monitoring and safe operation of the unit (local panel and sub-station)
control signals from the flow controller. Rotation of the vanes is possible through
The sub-systems contain the following main components: Then the lube oil passes through either of two filters. The position of the an indicated angle of 80˚ to -30˚. The position is indicated both locally and at the
changeover valve determines through which filter the lube oil passes. cargo control room.
- Compressor inlet guide vane actuator

3. Operation and passivation where required. NOTE

- Clean and check cooling water system. Open block valves of cooling 3 or 4 repeated cycles of pressure swings by injection of inert gas (nitrogen)
Operation of the compressor system requires following a systematic procedure to water supply and return lines. are necessary to purge the instrument impulse lines.
ensure that an adequate and constant supply of lube oil is available to the - Fill-up oil reservoir and the chamber of the steam heater with the As long as the seal gas system is operated, the machine can be left stand-by
machine that the seal gas system is operative and that product is available to the specified oil. under gas for extended periods.
machine for processing.
- Check seal gas system.
d) Seal gas system
- Check circulation of lubricant and verify that all oil supply valves have
Before starting the system, make sure that the external seal gas supply is
connected and available to the skid, that the external air pressure supply for been opened before the start-up. - Open seal gas inlet valve.
operation of certain of the system controls is connected to the skid, that the water - Check vent system of oil tank and mist separator. - Check if filter element of seal gas regulator is clean and adjust the seal
cooling system is connected and operational and that process gas is available to - Check and operate inlet guide vanes (IGV) actuator. gas supply.
the inlet of the compressor. - Check alignment of gear and motor shafts. - If necessary, seal gas DP may be adjusted with seal gas regulator.
- Install low speed coupling. - As long as the seal gas system is on operation, the machine can be left
Monitoring for HD Gas Compressor
stand-by under gas for extended periods.
a) Instrument air
e) Lube oil system
Open instrument air supply valve on main inlet and panel inlet. This supplies
instrument air to the IGV actuator and transmitter. With local pneumatic - Start steam heater, 45 min. to 1.5 hr (depending on ambient temp. level)
control station, set to MAN. Stroke IGV actuator and observe for full stroke.
prior to expected blower start-up time. The heater will automatically
Adjust for 0% position (IGV’s in start position).
switch of at ~25℃ lube oil temperature. Lube oil temperature should be
b) Electrical system kept at approx. 40 to 50℃.
Check out for correct wiring and power supply voltage and frequency. NOTE
Switch power on and test SPY lamps/ monitors. Eliminate all trip and alarms Do not start heating with steam heater without oil in the reservoir.
and check lamps. Check if all indicators work correctly.
- Open bleed valves on top of filter to bleed air from both filters. After
c) Compressor purge system
bleeding air from filter, select filter, leaving other on stand-by. Adjust
lube oil supply pressure with press. regulating valve and check pressure
Long period :
on. Check downstream lube oil pressure switch for correct readings resp.
After a period of non-operation of more than 8 days without seal gas and
Sub-system Start-up settings.
prior to take any part of the machinery again into operation the unit must be
purged with dry and warm nitrogen. Temp. min. of nitrogen should be +15°C. - Test operations of auxiliary pump. On running machine check that stand-
This section covers procedures necessary to start the subsystems and establish
by pump comes on automatically by lowering the lube oil pressure with
electrical power, instrument air, seal gas pressure, lube oil pressures and cooling
- Open purge inlet valve. press. regulating valve.
water required to safety start the compressor. These instructions provide a - Purge system for 10 min. minimum when compressor main inlet and outlet
systematic procedure for a safely start-up of the compressor system.
valve are closed (on process side) until all possible NG introduced within CAUTION
the machine has been exhausted. Flow minimum 12Nm3/h at 1.5bar max. The lube oil pump is not operating below 15 ℃.
Preliminary checks:
(Principally for initial commissioning of the installation only) - Close by-pass valve and apply seal gas.
f) Cooling water
Before any mechanical equipment is put into operation the following main Short period :
- Open cooling water inlet/ outlet valves from oil cooler in accordance
check points should be observed: During periods of less than 8 days of non-operation without seal gas it is
- Check fixing bolts and retightens if necessary. with lube oil flow. Observe cooling water temperature rise on return line.
recommended to pressurise the unit with warm and dry air to max. 0.3bar
- Verify allowable forces and moments of process piping connections. over-pressure, while the compressor main inlet and outlet valves are shut.
- Check if inlet screen on process side is installed and is clean. g) Surge control
- Remove inlet process pipe and turn by hand the wheel (Rotor). - Open purge inlet valve.
- Remove low speed coupling. The surge control system is provided to prevent inadvertent surging of the
- Operate idle motor and check for correct rotation. compressor during start-up and steady state operation. The surge system is a
fully automatic system.
- Clean lubrication system with oil reservoir including chemical cleaning

Compressor Start-up f) Check instrument set-points annually (when unit is not on duty) by supply and run the lube oil pump for at least 30 min. prior to start-up. Check
manipulation or simulation controls. the oil temperatures and pressures to be within prescribed limits.
a) Close the compressor casing drain valve.
Steady State Operation Emergency Shut Down
b) Apply instrument air.
Performance may be expected in the indicated range of pressures and flow rates, The compressor may be rapidly shut down at any time by depressing the
c) Check if oil temperature of oil tank is in accordance with table. providing that the following normal precautions are observed: COMPRESSOR STOP BUTTON at the compressor control panel or at any of
the remote stations. Any shutdown resulting from the compressor safety system
d) Apply seal gas. - Do not operate compressor in surge. Compressor surge is characterized by will accomplish the same result.
erratic compressor in let and discharge pressures and (usually audible) flow
e) Run auxiliary lube oil pump 15~30 min. prior to blower start-up time to pulsation’s. In the event of an emergency shutdown the following procedures should be
warm-up the gear box, bearings etc. and make sure that lube oil temp. is - There is no surge control protection while in the manual mode. Therefore, it followed:
about 30℃ is important to set up steady state operation and transition from manual to
a) Take all measures required by the plant contractor’s operating manual to
automatic surge control as quickly and smoothly as possible, per start-up
f) Make sure that I.G.V position is set at 0% (start position) minimize the effect of the shut down on other process equipment.
instructions.
g) Press the compressor reset button and check if all alarms/trip lamps are off - Do not operate the compressor under conditions, which lead to excessive b) If shutdown occurred as a result of the safety system, reset the cause of the
and if ‘ready to start’ lamp is on. thrust load (e.g. Surge, high pressures). malfunction before restarting.
- Check complete operating system for oil-, seal gas-, air-, water leaks and
- Press the compressor start button. product leakage regularly. Maintain reservoir level at the level indicated on The compressors are operated locally or from the IAS in the CCR. The following
- Observe that no alarm or trip spy-lamps are on. the reservoir sight glass. Check periodically. conditions trip the compressors:
- Observe bearing temperatures and vibration levels. - Check seal gas and lube oil filter pressure-drops regularly. Replace filter
Safeties in ESDS and Tank protection system:
elements as required
h) Switch I.G.V: position controller to automatic or manual mode without - Do not operate the unit for longer periods while alarms are indicated. z Manual switch off
bumping. z Fusible plug melted
z Optical interface failure from shore
Compressor Shut Down
- Check that remote signal pressure: level is equal to manual pressure z Electric interface failure from shore
(0.6bar = 50% opening). z Pneumatic press. Low in ship/shore communication
Voluntary shutdown is accomplished essentially by performing the operations of
z Control air press. Low.
the preceding sections in reverse. The principal objectives are to take the ESDS
z Cargo tank level extremely high (99.0%)
Compressor Start-up (Cont.) compressor off the line without causing surge, and/ or major upsets to the other
z Vapour header press Low Low (To within 20mbar)
process equipment.
z IS ESD SOL V/V Power fail.(3C, 4C, 8C)
Check subsystem for proper operation. Auxiliary (stand-by) lube oil pump will
z ESD logic fail
stop after start of main motor, while gears driven (main) pump delivers enough The proper procedure is summarized below:
z Electric power fail ( port/starboard)
pressure for oil system.
z Hydraulic oil press Low
a) Close the compressor inlet guide vanes to 0% position.
Observe the following parameters: Tank
b) Press the STOP BUTTON to shut down the main motor drive. Observe that Protection z Cargo tank press Low Low (To within 20mbar)
a) Seal gas differential pressure should read 0.1 to 0.2bar. auxiliary lube pump starts.
System
(Adjust supply reducer if required)
c) Controller will open surge control valve. Gas
b) Lube oil supply pressure should read 2 ~ 2.5bar. z Gas leak detected in Electric Motor or Cargo
Leakage
(Adjust supply regulator if required) d) The unit may be left in cold condition as long as the lube-oil and seal-gas Machinery Room
subsystems are operating satisfactorily. Restart the machine following the Control
c) Lube oil supply temperature to gearbox should be higher than 30℃. procedures as described in the previous chapters. In case the units are going
to be shut down for a longer period of time the lube oil pump can be Safeties on local control system (oil temperature, oil pressure, discharge gas
d) Check local panel for pre-alarm. switched-off and the seal gas can be shut off after not less than 30min. after temperature, seal gas pressure and shaft vibration)
compressor shut-down to keep cold from creeping towards to bearing.
e) Check complete operating system for oil-, seal gas-, air-, water leaks, and
product leakage. e) In case the units are shut-down for a period of up to 1 hour with either no
seal gas or oil pump running (power failure) or both then restore seal gas

Illustration 4.4.2a LD Compressor

COMMON
TRIP
PALL PAL PI PI TAHH TAH TI PI PAL PALL TAL TAH TI TAHH TAL TAH TI PALL PAL TAHH TAH TI A A
11 11 1A 2A 2A 2B 2B VENT 8 8 8A 8 8 8 9A 9F 9F 9F 8C 8C 10A 10B 10B
CUSTOMER
CRYOSTAR
I2 I1 I2 T T L
PLLL TLHH PLLL TLHH PLLL TLHH A
T A T A T T A T T 15.5
11 2A 8A I2 9A 8C 10A READY TO START
A L L
COMMON ALARM MOTOR
4-20mA
15.1
4-20mA
PSL A 15.10
4-20mA
4-20mA
A A
8A A
TSHH TSH TSH TSL TSHH TSL TSH HEATER POWER ON
2A 2B PT 8 8 9A 9F 9F TSHH TSH TRIP
PSLL PSL 8A 10A 10B
11 11 TT TT PI PSLL TT TT TT PSLL PSL L L EMS EXTERNAL
F 2A 2B 8B 8A 8 9A 9F 8C 8C TT TT 15.6 15.1 15 SHUTDOWN
11 PT 10A 10B
EMERGENCY POWER ON EMERGENCY
D 8
PCV STOP STOP
11 5
PI TE TE TE TE TE L L L HS
REMOTE
11 8 9A 9F 10A 10B 15.4 15.3 15.2 15.1
SEAL GAS FI
11 COMPRESSOR READY TO READY TO LOCAL/REMOTE
RUNNING START START
GEAR BOX COMPRESSOR AUX. L.O. PUMP READY TO START
COMPRESSOR
5 CA HSH
4-20mA
4-20mA
F PCV
INSTRUMENT AIR 8 15 15.2
3
DRTD FLASH START REMOTE START
LIGHT COMPRESSOR COMPRESSOR
SURGE CONTROL C HSL
15.2
4-20mA PT
ZI PDI PDI FIC 2A L STOP REMOTE STOP
4-20mA PT B BULKHEAD
3A 1 1A/1B 1 SEAL 15.9 COMPRESSOR COMPRESSOR
1A
HS
CONTROL 15.4
PDI 4-20mA PI PT PT TE TE TI SYSTEM
1 2 1 2 2A 2B 2 ABNORMAL LAMP COMPRESSOR
E-MOTOR
4-20mA
4-20mA
4-20mA
TEST RUNNING
L
T
15.8
OC
8 TI CONTROL HS COMPRESSOR
S A
PROCESS GAS OUT 8 MOTOR 15.5 MOTOR ABNORMAL
OIL COLLECTOR
ABNORMALFLASH LIGHT
FG OIL FILTER
84 STOP
I/P PDT A F
FY 1 7 CONTROL SYSTEM
PI BULKHEAD TROUBLE
1
1 FG
88
CV PDI PDI PDT PDT PDI
ZSL ZSH F PSV PSV V 6A 7A 7B
1 1 IGV 6A 7 7A 7A
1 6A 6B
PROCESS GAS IN OP PDSH PDAH
COMPRESSOR 6A Set : 8 bar 7A
1.5 7A
FE A
1 MAIN
OIL PUMP V DV COMPRESSOR ROOM
PSV
1.5
6B 6B 6 MOTOR ROOM
YE AUX. OIL
TI 9 F L.O. OP CV LOCKED
COOLER V
1 5C FILL V PUMP 6B 6B OPEN
6F
Legend DV YET
YET 6C
TT TE 1 99 B
1 1 LSL LOCKED
Cargo Control Room T Trip Circuit 5 OPEN EM
6 HS
C TCV
ZT 15.3
ZSL LG 6 6
Local Instrument A Alarm Circuit 3
3 5 RESET
START STOP TI TI
PCV OIL TANK L.O. PUMP L.O. PUMP 6A
TSH TI 6B
3C ZE ZI 5
Local Panel Instrument I1 Start-up Interlock L.O Pump 5A HSH HSL EMLH OIL PUMP PI
3 3 6B
6 6 6 RUNNING L
V TSL
3C 5
FEEDBACK
Remote Panel Instrument I2 Start-up Interlock Machine P CUSTOMER
4-20mA
PI AUX. L.O. PUMP

TCV H
5 MOTOR FAIL
5 CRYOSTAR
DAC
3 F F WATER
PCV HIC ZS HS 5A 5B
3B IN
Key 3 3 3 EMY
L/R 6 WATER
PI OUT
LNG Vapour Line YSH YT YSHH YLHH YI AUX. READY TO AUX. L.O. PUMP READY TO START
9 9 9 9 9 L.O. PUMP START AUX. OVERLOAD AUX. L.O. PUMP
DV
LO Line HY A A A 5 RUNNING L.O. PUMP
PCV 3 T
I2 3A I/P I2 I1 I1 A
Steam Line
Fresh Water Line ZLL ZLH ZI TI ZL ZLL LAL TAH TAL YAH YI YAHH
1 1 3 1 3 3 5 5 5 9 9 9
Instrument Air Line CLOSEDOPEN REMOTE REMOTE
REMOTE CONTROL SIGNAL STEAM INLET STEAM OUTLET START STOP
4-20mA

4.4.2. LD Compressors pressures and flow rates. Proximity probe pick-ups are provided to allow the the bearings. Separated pressure switches provided:
monitoring of the compressor shaft vibration.
LD Compressors One does activate the alarm and energize the auxiliary lube oil pump and the
Manufacturer: Cryostar Seal gas system second is set to shutdown the system when the pressure falls below minimal
Model: CM 300/45 pressure. The seal gas is applied outboard of the lube oil seal. Preventing the lube
Type: Centrifugal. Single stage. The seal gas system is provided to seal the compressor shaft opening from the oil mist from entering the process stream and avoid cold gas flow into the gear
Adjustable guide vanes. release of explosive LNG vapour. The seal consists of two chambers, with the box.
Volume flow: 8,500 Nm3/h first chamber on the impeller side allowing any leak off gas to be drawn back to
Inlet pressure: 1.03 barA the suction side of the compressor, while the second chamber is fed with dry Temperature sensors at the main bearings sense the oil outlet temperature of the
Outlet pressure: 1.96 barA
nitrogen. Seal gas is nitrogen produced by the nitrogen generator on board bearings.
Inlet temperature: -40˚C
Outlet temperature: 7.9˚C
The system is maintained by a pressure control valve where seal gas pressure is Nominal temperature range is 45 to 50℃ for the gear bearings. The high
Inlet guide valve setting: -30 to +80 deg
always higher than the suction pressure (usually adjusted at 500mbar). To avoid temperature condition (60℃) will cause actuation of the alarm relays.
Shaft speed: 24,000 rpm
Efficiency: 77 % LNG vapour leaking to the atmosphere during standstill, a vent line valve is
LD Compressor Motor fitted which leads to No.4 vent mast. This vent line valve must be closed prior to The lube oil then collects in the lube oil sump. The lube oil contains a mixture of
Manufacturer: starting the compressor. lube oil and seal gas. The seal gas is vented from the reservoir through a mist
Electric source: 440 V / 30~60 Hz separator and piped away to the atmosphere.
Power: 300 kW Lube oil system
Speed: 3585 rpm Surge control system
Oil from the gear box is stored in a vented 400 liter lube oil sump. The oil sump
1. Description includes an integral steam immersion heater. Set-point for the lube oil system An automatic surge control system has to be provided to protect the machines
controls are listed in the table at the end of this section. Lube oil is supplied from from inadvertently operating in surge.
The compressor system is skid-mounted as shown on the equipment layout the sump through separate suction strainer screens and two lube oil pumps.
drawing. The P&I diagram presents a complete flow schematic for the Compressor surge is characterized by erratic compressor inlet and discharge
Compressor System. The system consists of a direct-coupled compressor with The outlets from the lube oil pumps are through check valves to a common lube pressure and (usually audible) flow pulsation. It is caused by flow instability in
integrated gear box, and the following sub-system. oil line in order to prevent back-up oil under pressure from entering the non- the compressor. Severe compressor surge causes shaft vibration to increase and
A self-contained lube oil system for lubrication of the gears and rotor bearings in operating pump lines. The low speed shaft gear drives the main operational may result in severe damage to the compressor
the gear box, a seal gas system, and a control and indicating system for pump. Upon failure of the lead pump, the stand-by pump is ENERGIZED
monitoring and safe operation of the unit (local panel and sub-station) immediately and a remote alarm indicates that the auxiliary pump is operating. The two compressors are equipped with an automatic surge control system; using
The sub-systems contain the following main components: a by-pass valve responding to a low flow controller. The inlet guide vanes on
The lube oil passes through the heat exchanger where it is cooled. The thermal both compressor suction sides will be controlled by a process loop. Speed and
- Compressor inlet guide vane actuator bypass temperature control valve prevents overcooling of the lube oil within a inlet guide vanes control the flow.
- Oil mist separator limited range (38 to 47℃)
- Lube oil immersion heater Inlet Guide Vanes
- El. Motor driven auxiliary lube oil pump Then the lube oil passes through either of two filters. The position of the
- Gear driven main lube oil pump changeover valve determines through which filter the lube oil passes. To achieve the required gas flow, the compressors have inlet guide vanes fitted at
- Oil cooler the suction ends.
- Duplex oil filter The clogging indicator indicates the pressure drop across the operating filter, and
- Gear coupling (low speed) provides an indication of the condition of the filter element. Differential pressure The vanes are operated by pneumatic actuators which receive control signals
- Bulkhead/ shaft seal over 2barA indicates filter element changing. from the flow controller.
- Main drive electric Motor
A flow orifice regulates the oil flow and (oil) pressure to the bulkhead seal. This Rotation of the vanes is possible through an indicated angle of 80˚ to -30˚.
2. Compressor Systems oil is used for the lubrication of the bulkhead/ shaft seal and returns back to the The position is indicated both locally and at the cargo control room.
oil tank.
Compressor
A pressure control valve regulates the oil flow to the gear box. Adjustment of this
The skid-mounted compressor features a plug-in closure assembly, which allows valve sets the supply pressure to bearings. Excess oil bypasses the machine and
for quick replacement of the rotating portion and adjacent stationary components. returns directly to the reservoir. The pump relief valve acts as back up valves and
The compressor portion of the machine is of the axial inflow type, with variable is set at 8bar.
inlet guide vanes. The compressor has been designed to operate over the range of The lube oil flow is then directed to the gear box where the lube oil is injected in

3. Operation - Operate idle motor and check for correct rotation. NOTE
- Clean lubrication system with oil reservoir including chemical cleaning and 3 or 4 repeated cycles of pressure swings by injection of inert gas (nitrogen)
Operation of the compressor system requires following a systematic procedure to passivation where required. are necessary to purge the instrument impulse lines.
ensure that an adequate and constant supply of lube oil is available to the - Clean and check cooling water system. Open block valves of cooling water As long as the seal gas system is operated, the machine can be left stand-by
machine that the seal gas system is operative and that product is available to the supply and return line. under gas for extended periods.
machine for processing. - Fill-up oil reservoir and the chamber of the steam heater with the specified
oil. d) Seal gas system
Before starting the system, make sure that the external seal gas supply is - Check seal gas system.
connected and available to the skid, that the external air pressure supply for - Check circulation of lubricant and verify that all oil supply valves have to be - Open seal gas inlet valve.
operation of certain of the system controls is connected to the skid, that the water opened before the start-up. - Check if filter element of seal gas regulator is clean and adjust the seal gas
cooling system is connected and operative, and that process gas is available to - Check vent system of oil tank and mist separator. supply.
the inlet of the compressor. - Check and operate inlet guide vanes actuator. - If necessary, seal gas DP may be adjusted with seal gas regulator.
- Check alignment of gear and motor shafts. - As long as the seal gas system is on operation, the machine can be left
Monitoring for Low Duty Gas Compressor - Install low speed coupling. stand-by under gas for extended periods.
a) Instrument air e) Lube oil system
Open instrument air supply valve on main inlet and panel inlet. This supplies - Start steam heater, 45 min. to 1.5 hr (depending on ambient temp. level)
instrument air to the IGV actuator and transmitter. With local pneumatic prior to expected blower start-up time. The heater will automatically
control station, set to “MAN”. Stroke IGV actuator and observe for full switch of at ~25℃ lube oil temp. Lube oil temp. should be kept at approx.
stroke. Adjust for 0% position (IGV’s in start position). 40 to 50 ℃.
NOTE
b) Electrical system Do not start heating with steam heater without oil in the reservoir.
Check out for correct wiring and power supply voltage and frequency.
- Open bleed valves on top of filter to bleed air from both filters. After
Switch power on and test SPY lamps/ monitors. Eliminate all trip and alarms
bleeding air from filter, select the duty filter, leaving the other on stand-by.
and check lamps. Check if all indicators work correctly.
Adjust lube oil supply pressure with pressure regulating valve and check
pressure readings. Check downstream lube oil pressure switch for correct
c) Compressor purge system
readings with respect to its settings.
Long period :
- Test operations of auxiliary pump. On running machine check that stand-by
After a period of non-operation of more than 8 days without seal gas and
Subsystem Start-up pump comes on automatically by lowering the lube oil pressure with press.
prior to take any part of the machinery again into operation the unit must be
regulating valve.
purged with dry and warm nitrogen. Temperature. Minimum of nitrogen
This section covers procedures necessary to start the subsystems and establish should be +15°C.
electrical power, instrument air, seal gas pressure, lube oil pressures and cooling CAUTION
water required to safely start the compressor. These instructions provide a The lube oil pump is not to be operated below 15 oC.
- Open purge inlet valve.
systematic procedure for a safe start-up of the compressor system. - Purge system for 10 min. minimum when compressor main inlet and outlet
f) Cooling water
valve are closed (on process side) until all possible NG introduced within
the machine has been exhausted. Flow min. 12Nm3/h at 1.5bar max.
Preliminary checks: - Open cooling water inlet/ outlet valves from oil cooler in accordance with
- Close by-pass valve and apply seal gas.
(Principally for initial commissioning of the installation only) lube oil flow.
Before any mechanical equipment is put into operation the following main check - Check cooling water temperature rise on return line.
Short period :
points should be observed: During periods of less than 8 days of non-operation without seal gas we
g) Surge control
recommend to pressurize the unit with warm and dry air max. 0.3 bar over-
- Check fixing bolts and retightens if necessary. press, while the compressor main inlet and outlet valves are shut.
- Verify allowable forces and moments of process piping connections. The surge control system is provided to prevent inadvertent surging of the
- Check if inlet screen on process side is installed and is clean. compressor during start-up and steady state operation. The surge system is a
- Open purge inlet valve.
- Remove inlet process pipe and turn by hand the wheel (Rotor). full automatic system.
- Remove low speed coupling.

Compressor Start-up f) Check instrument set-points annually (when unit is not on duty) by e) In case the units are shut-down for a period of up to 1 hour with either no
manipulation or simulation controls. seal gas or oil pump running (power failure) or both then restore seal gas
a) Close the compressor casing drain valve. supply and run the lube oil pump for at least 30 min. prior to start-up. Check
Steady state operation the oil temperatures and pressures to be within prescribed limits.
b) Apply instrument air.
Performance may be expected in the indicated range of pressures and flow rates, Emergency Shut Down
c) Check if oil temperature of oil tank is in accordance with table. providing that the following normal precautions are observed:
The compressor may be rapidly shut down at any time by depressing the
d) Apply seal gas. - Do not operate compressor in surge. Compressor surge is characterized by COMPRESSOR STOP BUTTON at the compressor control panel or at any of
erratic compressor in let and discharge pressures and (usually audible) flow the remote stations. Any shutdown resulting from the compressor safety system
e) Run auxiliary lube oil pump for 15~30 min. prior to blower start-up time to pulsation’s. will accomplish the same result.
warm-up the gear box, bearings etc. and make sure that the lube oil - There is no surge control protection while in the manual mode. Therefore, it
temperature is about 30oC. is important to set up steady state operation and transition from manual to In the event of an emergency shutdown the following procedures should be
automatic surge control as quickly and smoothly as possible, per start-up followed:
f) Make sure that I.G.V position is set at 0% (start position) instructions.
- Do not operate the compressor under conditions, which lead to excessive a) Take all measures required by the plant contractor’s operating manual to
g) Press the compressor reset button and check if all alarms/trip lamps are off thrust load (e.g. Surge, high pressures). minimize the effect of the shut down on other process equipment.
and that ‘ready to start’ lamp is on. - Check complete operating system for oil-, seal gas-, air-, water leaks and b) If shutdown occurred as a result of the safety system, release the cause of
product leakage regularly. Maintain reservoir level at the level indicated on the malfunction before restarting.
- Press compressor start button. the reservoir sight glass. Check periodically.
- Check that no alarm or trip indicator lamps are on. - Check seal gas and lube oil filter pressure drops regularly. Replace filter The compressors are operated locally or from the IAS in the CCR. The following
- Check bearing temperatures and vibration levels. elements. conditions trip the compressors:
- Do not operate the unit for longer periods while alarms are indicated.
h) Switch I.G.V: position controller to automatic or manual mode without Safeties in ESDS, master gas valve close control and gas leakage control system:
bumping. Compressor Shut Down z Manual switch off.
z Fusible plug melted.
- Check that remote signal press: level is equal to manual pressure Voluntary shutdown is accomplished essentially by performing the operations of z Optical interface failure from shore.
(0.6 bar = 50% opening). the preceding sections in reverse. The principal objectives are to take the z Electric interface failure from shore.
compressor off the line without causing surge, and/ or major upsets to the other z Pneumatic press. Low in ship/shore communication.
Compressor Start-up (Cont.) process equipment. z Control air press. Low.
ESDS
z Cargo tank level extremely high (99.0%).
Check subsystem for proper operation. Auxiliary (stand-by) lube oil pump will The proper procedure is summarized below: z Vapour header press Low Low (To within 20mbar).
stop after start of main motor, while gears driven (main) pump delivers enough z IS ESD SOL V/V Power failure(3C, 4C, 8C).
pressure for oil system. a) Close the compressor inlet guide vanes to 0% position. z ESD logic failure.
z Electric power failure (port/starboard).
Observe the following parameters: b) Press the STOP BUTTON to shut down the main motor drive. Observe that z Hydraulic oil press Low.
auxiliary motor-pump is coming on. z Normal operation.
a) Seal gas delta P should read 0.1 to 0.2bar. z Gas leak detected in gas hood/pipe.
Master Gas
(Adjust supply reducer if required) c) Controller will open surge control valve. z Both B.O.G hood room fan not running.
Valve z Less than 2 E/R vent fans running.
b) Lube oil supply pressure should read 2 ~ 2.5bar. d) The unit may be left in cold condition as long as the lube-oil and seal-gas Close z Both boilers tripped.
(Adjust supply regulator if required) subsystems are operating satisfactorily. Following the procedures as z Master gas valve trip.
Control
described in the previous chapters may restart it. z No.1/2 gas heater outlet temp. high/low.
c) Lube oil supply temperature to gearbox should be higher than 30 ℃. z ESD condition
In case the units are going to be shut for a longer period of time the lube oil
Gas
d) Check local panel for pre-alarm. pump can be switched-off and the seal gas can be shut after not less than 30 z Gas leak detected in Electric Motor or Cargo
min. of compressor shut-down; this to keep cold from creeping towards to Leakage
Machinery Room
e) Check complete operating system for oil-, seal gas-, air-, water leaks, and bearing. Control
product leakage.

Illustration 4.5a High Duty/ Low Duty Heaters
Set Point
CCC Cargo Cont. Rm

I.A.S. System in
H TI HIC PI TAHH L ZI L ZI Common XA Ext. XA HH LAHH LAH TALL L TAL TI XA
L/R L/R T
Trip
Safe Area
L 2 2 2 2 2 2 1 1 Trip 4 4 4 4 4 5
Position Position
Feeding
Control Compressor
4-20mA
PV TIC Valve Split - Range To Be Tripped
2 Temperature Control
T L/R L/R
Position Position
Control Cabinet
T A T T
Safe Area
PI→PIT
4-20mA
4-20mA
L L L
T
TT 2 1 5 TT
2 4
Common
Trip
Alarm
Key
A B H2 F H1 E C1 C2 LNG Vapour Line
Local Panel Desuperheated

TI PI PIT PI TI HS
Steam Line
2 1 2 3 4 5
ESD
Instrument Air Line
Condensate Line
TE TSHH
2 2
CG-553
CG-552 Vent CS-05 Electrical Signal
Gas Outlet CS-06
Steam
Inlet
T Automatic Trip
A Alarm Circuit
PCV
SV
2
Local Equipment
Hazardous Area
2
I Start-up Interlock Circuit
C2 S FC CG-546
CG-544
TI LSHH LI LSH
1
TCV CG-547 4 4 4 TSLL Local Instrument
CG-539 ZT ZI 2 CG-545 4
CG-538 F 2 2 FC TE
PCV
Gas Inlet 4
1 Cargo Control Room
TCV (IAS)
1
Instrument on
Z1 Z1 S Instrument Air Local Panel
E 1 1
SV
1
C1
IAS Function
PCV PI CS-15
ZS
L/R
HS HIC
I/P
HY
Local Panel ZS
L/R
HS HIC
I/P
HY
6 6 CS-18
2 2 2 2 1 1 1 1 L/R Local / Remote
CS-13 CS-14
4-20mA 4-20mA
A CS-16 CS-17
H2 B H1 Condensate FC Fail Close
Drain

4.5 High Duty / Low Duty Heaters Pressure Low-Duty Heater

Drop bar 0.13 0.17 0.06 0.09 0.01
1. General (Calculated) Specification
There are two steam-heated gas heaters located in the cargo compressor room, Heat
Exchange kW 4,003 4,732 820 2,781 874 Manufacturer: Cryostar
which is situated on the starboard after side of the trunk deck.
The heaters are shell and tube type. (Actual) Model: 21-UT-38/34-3.2
Design Type: BEU
bar 10
The heaters are used for the following functions: Pressure
Design Operating Operating
1) Heating the LNG vapour delivered by the HD compressors to the °C -196/+200
Tube Side Shell Side
Temperature Case Case
specified temperature for warming up the cargo tanks before gas freeing. (Process Unit (Saturated Unit
Fluid) Steam)
2) Heating product from the forcing vapouriser in conjunction with the HD BOG Gas BOG Gas
compressors, for the operation of purging cargo tanks with LNG prior to
cooldown. Shell Side Operating Case Steam
Mass Flow kg/h 12,000 kg/h 1,559
Consumption
(Saturated Unit
3) Heating boil-off gas supplied to the main boilers via the LD compressors Beg End Em’cy
Steam) Design Interm Inlet Volume Inlet
(or free flow). WU WU BO m3/h 5,611 °C 179
Flow Temperature
Steam
CAUTION kg/h 7,143 8,443 1,464 4,962 1,559 Outlet Outlet
Consumption m3/h 10,442 °C 174 appx.
When returning heated vapour to the cargo tanks, the temperature at the heater Volume Flow Temperature
outlet should not exceed +80°C to avoid possible damage to the cargo piping Inlet Temperature °C 179
Inlet Inlet
insulation and safety valves. °C -90 bar 9
Outlet Temperature Pressure
°C 174 appx.
Temperature Outlet Outlet
High-Duty Heater °C 25 bar 9
Inlet Pressure bar 9 Temperature Pressure
Specification Inlet Design
bar 1 bar 10
Outlet Pressure bar 9 Pressure Pressure
Manufacturer: Cryostar Outlet Design
Design Pressure bar 10 bar 0.75 °C +200
Model: 108-UT-38/34-4.6 Pressure Temperature
Type: BEU Design Pressure
°C +200
Temperature Drop bar 0.23 - - -
(Calculated)
Tube Side Operating Case
(Process Unit Heat
Fluid) End Em’cy Exchange kW 874 - - -
Design Beg WU Interm
WU BO (Actual)
Design
Mass Flow kg/h 37,200 42,800 21,600 28,700 12,000 bar 10 - - -
Pressure
Inlet Volume Design
m3/h 17,394 17,826 16,171 16,720 5,611 °C -196/+200 - - -
Flow Temperature
Outlet Volume
m3/h 38,346 42,199 22,265 31,936 10,442
Flow
Inlet
°C -90 -110 20 -45 -90
Temperature
Outlet
°C 80 80 25
Temperature
Inlet
bar 1
Pressure
Outlet
bar 0.75 0.75 0.75 0.75 0.75
Pressure

Illustration 4.5a High Duty/ Low Duty Heaters
Set Point
CCC Cargo Cont. Rm

I.A.S. System in
H TI HIC PI TAHH L ZI L ZI Common XA Ext. XA HH LAHH LAH TALL L TAL TI XA
L/R L/R T
Trip
Safe Area
L 2 2 2 2 2 2 1 1 Trip 4 4 4 4 4 5
Position Position
Feeding
Control Compressor
4-20mA
PV TIC Valve Split - Range To Be Tripped
2 Temperature Control
T L/R L/R
Position Position
Control Cabinet
T A T T
Safe Area
PI→PIT
4-20mA
4-20mA
L L L
T
TT 2 1 5 TT
2 4
Common
Trip
Alarm
Key
A B H2 F H1 E C1 C2 LNG Vapour Line
Local Panel Desuperheated

TI PI PIT PI TI HS
Steam Line
2 1 2 3 4 5
ESD
Instrument Air Line
Condensate Line
TE TSHH
2 2
CG-553
CG-552 Vent CS-05 Electrical Signal
Gas Outlet CS-06
Steam
Inlet
T Automatic Trip
A Alarm Circuit
PCV
SV
2
Local Equipment
Hazardous Area
2
C2 S FC CG-546
CG-544
TI LSHH LI LSH
1
TCV CG-547 4 4 4 TSLL Local Instrument
CG-539 ZT ZI 2 CG-545 4
CG-538 F 2 2 FC TE
PCV
Gas Inlet 4
1 Cargo Control Room
TCV (IAS)
1
Instrument on
E 1 1
SV
1
C1
IAS Function
PCV PI CS-15
ZS
L/R
HS HIC
I/P
HY
Local Panel ZS
L/R
HS HIC
I/P
HY
6 6 CS-18
2 2 2 2 1 1 1 1 L/R Local / Remote
CS-13 CS-14
4-20mA 4-20mA
A CS-16 CS-17
H2 B H1 Condensate FC Fail Close
Drain

2. Operating Procedure in Warming-Up Configuration 3. Controls and Settings 2) Shut the steam inlet valve CS06.
The vapour lines will be set for using the HD compressor to deliver vapour to the The gas outlet temperature is controlled by controllers CG546 on the inlet and 3) Open the steam side vent and open the drain valve when all the pressure
High Duty heater. CG547 on the HD heater bypass line. is off the heater.
1) Open the shell side vent valve. The steam condensate from the heater is returned to the drains system via the The following alarms and trips are available.
cargo steam drains cooler and the cargo escape tank, the latter of which is fitted
2) Open the shell side condensate valves and check the drains. with a gas detector sampling point. NORMAL
SET
ITEM TAG NO. OPERATING ACTION
POINT
CONDITION
3) When all the air has been expelled from the shell, shut the vent valve. 4. Boil-off Gas Heating Configuration
HD HEATER
H 90°C
GAS OUT GH002 -100 ~ 150°C L
4) When water has been drained from the shell, shut the drain valve. The same procedure is followed for venting and warming through the No.1 -10°C
TEMP.
(The temperatures and pressures for the venting and warming up of the BOG heater as described above, except that the temperature control is set for a LD HEATER
H 90°C
heater should be approximately 30 minutes.) gas outlet temperature of approximately +45°C. GAS OUT GL004 -100 ~ 150°C ALARM
L -10°C
TEMP
5) Slowly open up the steam inlet valve CS05. The vapour lines will be set for using the LD compressor to deliver vapour to GW HTR 1
the Low Duty Heater. RET LINE GW012 -50 ~ 150°C L ALARM 10°C
TEMP
6) Set the vapour lines as detailed for the operation and put the cargo
heater in use. When the heater has been vented and warmed through, proceed as follows: GW HTR 1
DRAIN GW010 -50 ~ 150°C L ALARM 80°C
7) In the CCR, set the controls for the heater to the ON position on the IAS. 1) Open the shell side vent valve. TEMP
GW HTR 1
GW003.01 -50 ~ 150°C -
8) Open the instrument air supply to the controls for the heater. 2) Open the shell side condensate valves and check the drains. OUT T CONT
GW HTR 1
9) Check the condensate level in the sight glass. 3) When all the air has been expelled from the shell, shut the vent valve. GW004 --50 ~ 150°C H ALARM 100°C
OUT TEMP
GW HTR 1
10) Set the temperature and level controller to the correct settings for the 4) When water has been drained from the shell, shut the drain valve. H
OUT TEMP GW005 -
H
TRIP 105 °C
operation being undertaken (first stage: 0°C, second stage: +80°C for
HH
warming up operation with vapour, approx. 50°C for warming up and 5) Slowly open the manually operated steam inlet valve CS06.
inerting operation with inert gas).
6) Check the condensate level. Monitoring for HD/LD Heater
11) Open the hydraulically operated gas inlet valve CG539 and manually
operated outlet valve CG553. 7) Set the LNG vapour lines as detailed for the operation to be undertaken.
12) Monitor the gas vapour outlet and condensate temperatures. 8) Open the vapour outlet valve CG552 and the vapour inlet valve CG538.
On completion of the operation; 9) In the CCR, set the controls for the LD heater on the IAS.
1) Switch the auto-control to manual. 10) Open the control air supply to the LD heater controls.
2) Close the gas supply valve CG539 on the heater. 11) Set the temperature and level controllers to the correct settings for gas
burning of +30°C.
3) Close the steam supply valve CS05 to the heater when the temperature
at the heater outlet is above 0°C. 12) Monitor the gas vapour outlet and condensate temperatures.
4) Open the steam side vent, then open the drain when all the steam has On completion of the operation
vented.
1) After the LD compressor has been shut down and the gas supply valve
to the engine room shut, close the inlet valve to the LD heater CG538.

Illustration 4.6a LNG Vapouriser
Set Point
CCC Cargo Cont. Rm

I.A.S. System in
H TI HIC PI FI L ZI L ZI Common XA Ext. XA HH LAHH LAH TALL L TAL TI XA LAHH
L/R L/R Trip Trip
Safe Area
L 2 2 2 1 2 2 1 1 4 4.2 5 1
Position Position
Control
4-20mA
PV TIC Valve Flow Control
2 Signal 4-20mA
L/R L/R
Control Cabinet
Position Position T A T T A
Safe Area
PI→PIT
4-20mA
4-20mA
L L L
TT T TT
2 1 5
2 4
Common Key
Trip
Alarm
LNG Vapour Line
B A H2 F H1 E C1 C2 Desuperheated
Steam Line
Local Panel
TI PI PIT PI TI HS
2 1 2 3 4 5 Instrument Air Line
ESD
LSH Condensate Line

1
TE Mist
Separator Liquid Line
CG-556
CS-04
Gas Outlet
Vent Electrical Signal
CS-03
Steam
Inlet
T Automatic Trip
FI
A Alarm Circuit
PCV
SV 2
Local Equipment
Hazardous Area
2
CS-503
C2 S FC
TCV LSHH LI LSH
TI 2 4 4 4 TSLL Local Instrument
1 CS-502
F ZT ZI 4
2 2 FC
CS-507 TE
Liquid Gas PCV 4
Inlet 1 Cargo Control Room
FCV (IAS)
1
Instrument on
E SV
1 1 1
C1
IAS Function
CS-12
PCV PI
ZS
L/R
HS HIC
I/P
HY
Local Panel ZS
L/R
HS HIC
I/P
HY
6 6 CS-10 CS-11
Condensate L/R Local / Remote
2 2 2 2 1 1 1 1 Drain
FC Fail Close
4-20mA 4-20mA
H2 B H1 A

4.6 LNG Vapouriser 2) Gassing up after inerting with inert gas prior to cool-down.
Operating Case
1. General LNG is supplied from the shore to the LNG vapouriser via the
Shell Side
Unit Vapour Emcy stripping/spray line. The vapour is produced at the required temperature
The LNG vapouriser is a steam heated shell and tube type heat exchanger located (Saturated steam) LNG disch
purge Forcing of +20°C is then passed to the cargo tanks.
in the cargo compressor room on the trunk deck. It is equipped with automatic (Methane)
(Methane) (Methane)
flow and outlet temperature controllers.
Steam 3) Vaporization of liquid nitrogen for inerting the cargo tanks and
kg/h 5,059 6,390 2,784 insulation spaces.
Specification Consumption
Inlet Temperature °C 179 NOTE

Manufacturer: Cryostar
Due to its very low temperature, liquid nitrogen will damage living tissue and
Model: 65-UT-38/34-5.6
Outlet Temperature °C 174 appx. any spillage on the ship’s deck will cause fractures and failures as for LNG.
Type: BEU
Inlet Pressure bar 9 4) Emergency forcing by manual operation:

Operating Case The LNG vapouriser can function as the forcing vapouriser when the
Tube Side
Unit Outlet Pressure bar 9 forcing vapouriser has failed:
(Process fluid)
IG Purging Unload Forcing
2. Operating Procedure to Bring the LNG Vapouriser into Service
Design Pressure bar 1
Mass Flow kg/h 11,000 22,000 7,000
Design Set the LNG pipelines as detailed for the operation about to be undertaken.
°C +200
Inlet Volume Flow 3
m /h 24 49 16.0 Temperature
To prepare the LNG vapouriser for use;
Outlet Volume NOTE
m3/h 12,669 12,367 6,503
Flow LNG discharging without vapour return from shore. 1) Ensure that the deck steam and instrument air supplies are available to
the LNG vaporizer.
Inlet Temperature °C -163
Alarms are provided for outlet gas temperature and for condensate water high
Outlet level and low temperature. The gas outlet temperature and the condensate low 2) Open the condensate drain valve and the steam side shell vent valve.
°C 20 -130 -40 temperature alarms are both inhibited when the LNG vapouriser is shut down.
Temperature
3) Set up the downstream vapour lines for the required operation and
Inlet Pressure bar 3 The LNG vapouriser is used for the following operations: vaporizer outlet valve CG556, to allow for gas expansion during the
warming up stage.
Outlet Pressure bar 0.3 1) Discharging cargo at the design rate without the availability of a vapour
return from the shore. 4) Slowly open the vaporizer steam master valve bypass CS04 fully to
Pressure Drop warm through and vent the heater.
bar 0.12 0.54 0.05
(Calculated)
The vapour produced leaves the vapouriser at approximately -140°C
Heat Exchange and is then supplied to cargo tanks through the vapour header. 5) When all the air has been expelled from the shell, shut the vent valve.
kW 2,835 3,581 1,560
(Actual)
Vapour pressure in the cargo tanks will normally be maintained at 6) When the drains are blowing clear open the drain trap outlet and inlet
Design Pressure bar 1
1.1barA during the whole discharge operation. valves and shut the drain. The temperatures, pressures and condensate
Design levels of the heater should be allowed about 30 minutes to stabilise.
°C -196/+200
Temperature Additional vapour is generated by the tank sprayer rings, the LNG being
supplied by the stripping/spray pump. 7) Slowly open the main steam valve CS03 fully and close the bypass
valve CS04.
If the back pressure in the discharge piping to shore is not sufficient to
have a minimum of 3bar at the inlet to the vapouriser, a stripping/spray 8) Monitor the condensate level in the local level gauge.
pump will be used to supply liquid to the LNG vapouriser.
9) In the CCR, set the flow control for the vaporizer to the ON position on
If the shore is unable to supply vapour return, LNG can also be fed to the IAS, select MAN mode and ensure that the set point is for zero flow.
the vapouriser by using one stripping pump or by bleeding from the
liquid header.

Illustration 4.6a LNG Vapouriser
Set Point
CCC Cargo Cont. Rm

I.A.S. System in
L/R L/R Trip Trip
Safe Area
L 2 2 2 1 2 2 1 1 4 4.2 5 1
Position Position
Control
4-20mA
2 Signal 4-20mA
L/R L/R
Control Cabinet
Safe Area
PI→PIT
4-20mA
4-20mA
L L L
TT T TT
2 1 5
2 4
Common Key
Trip
Alarm
LNG Vapour Line
Steam Line
Local Panel
TI PI PIT PI TI HS
ESD
LSH Condensate Line

1
TE Mist
CG-556
CS-04
Gas Outlet
CS-03
Steam
Inlet
T Automatic Trip
FI
A Alarm Circuit
PCV
SV 2
Local Equipment
Hazardous Area
2
CS-503
C2 S FC
TCV LSHH LI LSH
1 CS-502
F ZT ZI 4
2 2 FC
CS-507 TE
Liquid Gas PCV 4
FCV (IAS)
1
Instrument on
E SV
1 1 1
C1
IAS Function
CS-12
PCV PI
ZS
L/R
HS HIC
I/P
HY
Local Panel ZS
L/R
HS HIC
I/P
HY
6 6 CS-10 CS-11
2 2 2 2 1 1 1 1 Drain
FC Fail Close
4-20mA 4-20mA
H2 B H1 A

10) Confirm that the spray header is pressurised and then open the manually The following alarms and trips are available: (to be modified)
operated liquid line isolating valve CS507.
NORMAL
TAG SET
11) In MAN mode, crack open the flow control valve and admit LNG to the ITEM OPERATING ACTION
NO. POINT
CONDITION
vaporizer. Physically monitor all the vaporizer flanges and joints for
any signs of leakage.
GAS OUTLET
CG002 -150 ~ 100°C - - -
TEMPERATURE
12) As soon as a flow has been established, set the correct value for the
desired operation on the temperature controller; -140ºC for volumetric LNG
replacement during cargo discharge, or +20ºC for cargo tank purging VAPOURISE
CV010 0 ~ 230°C ALARM
after refit and LN2 vaporization for insulation spaces or tank purging STEAM OUT
TEMP.
duties.
LNG
13) Gradually increase the flow rate up to the desired value and change the VAPOURISE CV004 0 ~ 100 % - - -
FLOW CONT.
mode to AUTO.
LNG
14) Monitor the condensate level until full gas flow has been achieved on VAPOURISE CV008 - - TRIP -
the vaporizer to ensure stable operations. COMMON TRIP
LNG
15) Continue to monitor the vaporizer for leaks, the vapour outlet VAPOURISE
CV003 0 ~ 600 mbar - - -
temperature, the condensate level and the drains temperature throughout GAS OUT
the operation. PRESS.
CAUTION
Thorough checks around the LNG vapouriser and associated flange connections Monitoring for Forcing /LNG Vapouriser
must be conducted during the operation.
On completion of the operation.
1) Close the manually operated liquid line isolating valve CS507.
2) Switch the flow and temperature controllers to manual and manually

open the valves to allow any remaining LNG to vaporize naturally.
3) When the heater outlet temperature is well above 0ºC and there is no
indication of any frosting anywhere on the heater, shut the main steam
valve.
4) Open the steam side shell vent valve.
5) When steam stops issuing from the vent open the condensate drain
valve and shut the inlet valve to the drain trap.
6) When the heater has cooled down to ambient temperature, shut the
vapour outlet valve CG556 and secure the rest of the system as required.

Illustration 4.7a Forcing Vapouriser
Set Point
CCC Cargo Cont. Rm

I.A.S. System in
L/R L/R Trip Trip
Safe Area
L 2 2 2 1 2 2 1 1 4 4.2 5 1
Position Position
Control
4-20mA
2 Signal 4-20mA
L/R L/R
Control Cabinet
Safe Area
PI→PIT
4-20mA
4-20mA
L L L
TT T TT
2 1 5
2 4
Common Key
Trip
Alarm
LNG Vapour Line
Steam Line
Local Panel
TI PI PIT PI TI HS
ESD
LSH Condensate Line

1
TE Mist
CG-553
CS-02
Gas Outlet
CS-01
Steam
Inlet
T Automatic Trip
FI
A Alarm Circuit
PCV
SV 2
Local Equipment
Hazardous Area
2
CS-510
C2 S FC
TCV LSHH LI LSH
1 CS-509
F ZT ZI 4
2 2 FC TE
Liquid Gas CS-508
PCV 4
FCV (IAS)
1
Instrument on
Z1 Z1 SV
S Instrument Air Local Panel
E
1 1 1
C1
IAS Function
CS-09
PCV PI
ZS
L/R
HS HIC
I/P
HY
Local Panel ZS
L/R
HS HIC
I/P
HY
6 6 CS-07 CS-08
2 2 2 2 1 1 1 1 Drain
FC Fail Close
4-20mA 4-20mA
H2 B H1 A

4.7 Forcing Vapouriser Alarms are provided for outlet gas temperature and for condensate water high 10) Confirm that the spray header is pressurized and then open the manually
level and low temperature. operated liquid line isolating valve CS508.
1. General
Each Forcing vapouriser is equipped with a temperature control system to obtain 11) In MAN mode, crack open the flow control valve CS910 and admit
The Forcing Vapouriser is used for vaporizing LNG liquid to provide gas for a constant and stable discharge temperature for various ranges of operation. LNG to the vaporizer. Physically monitor all the vaporizer flanges and
burning in the boilers to supplement the natural boil off gas. Both the LNG and The temperature of the gas produced is adjusted by spraying a certain amount of
joints for any signs of leakage.
forcing vapourisers are situated in the cargo compressor room. bypassed liquid into the outlet side of the vapouriser through a temperature
control valve and liquid injection nozzles.
The forcing vapouriser is used to supplement boil-off gas for fuel gas burning up 12) In the CCR, set the controls for the forcing vaporizer on the IAS mimic.
to 105% MCR. Both vapouriser tubes are fitted with spiral wires to promote turbulence to ensure
efficient heat transfer and production of superheated LNG vapour at the exit of 13) When vapour is produced, switch the control for the liquid valve to
The LNG is supplied by a stripping/spray pump. LNG flow is controlled by an the tube nests. A re-evaporator is also used to ensure that accumulation of non- remote and automatic.
automatic inlet feed valve which receives its signal from the Boiler Gas vaporized liquid at the vapouriser discharge is avoided and that the output is at a
Management System. stable temperature. 14) Monitor the condensate level until full gas flow has been achieved on
the vaporizer to ensure stable operations.
Specification The Forcing vapouriser is used for the following operations:
Manufacturer: Cryostar
Model: 34-UT-25/21-3.6 15) Continue to monitor the vaporizer for leaks, the vapour outlet
Type: BEU 1) Two knitted mesh filters inserted in the gas flow path to fractionate the temperature, the condensate level and the drains temperature throughout
droplets and create the necessary turbulence to break down the small the operation.
Tube Side Operating Case
Unit droplets injected into a fine fog of liquid gas and also to moisten the
(Process Fluid) Forcing mesh wires acting as the vaporizing surface. CAUTION
Mass Flow kg/h 7,100 2) Two conical baffles installed in the tube to allow eventually Thorough checks around the forcing vapouriser and the associated flange
connections must be conducted during operation.
Inlet Volume Flow 3
m /h 16 accumulated liquid to be directed into the gas stream on the pipe bottom.
3
Outlet Volume Flow m /h 4,313 2. Operating Procedure to Bring the Forcing Vapouriser into Service On completion of operation.
Inlet Temperature °C -163
1) Ensure that the deck steam and instrument air supplies are available to 1) Close the manually operated liquid line isolating valve CS508.
Outlet Temperature °C -34
the Forcing vaporizer.
Inlet Pressure bar 3 2) Switch the flow and temperature controllers to manual and manually
2) Open the condensate drain valve and the steam side shell vent valve. open the valves to allow any remaining LNG to vaporize naturally.
Outlet Pressure bar 0.96
Pressure Drop 3) When the heater outlet temperature is well above 0ºC and there is no
bar 1.72 3) Set up the downstream vapour lines for the required operation and
(Calculated) indication of any frosting anywhere on the heater, shut the main steam
vaporizer outlet valve CG533, to allow for gas expansion during the
Heat Exchange valve.
kW 1,560 warming up stage.
(Actual)
4) Open the steam side shell vent valve.
Design Pressure bar 1 4) Slowly open the vaporizer steam valve bypass CS02 fully to warm
Design Temperature °C -196/+200 through and vent the vaporizer. 5) When steam stops issuing from the vent open the condensate drain
valve and shut the inlet valve to the drain trap.
5) When all the air has been expelled from the shell, shut the vent valve.
Shell Side Operating Case
Unit 6) When the heater has cooled down to ambient temperature, shut the
(Saturated 6) When the drains are blowing clear open the drain trap outlet and inlet
Steam) Forcing vapour outlet valve CG533 and secure the rest of the system as required.
valves and shut the drain. The temperatures, pressures and condensate
Steam Consumption kg/h 2,784 levels of the heater should be allowed about 30 minutes to stabilize.
Inlet Temperature °C 179
7) Slowly open the main steam valve CS01 fully and close the bypass
Outlet Temperature °C 174 appx.
valve CS02.
Inlet Pressure bar 9
Outlet Pressure bar 9 8) Monitor the condensate level in the local level gauge.
Design Pressure bar 1 9) In the CCR, set the flow control for the vaporizer to the ON position on
Design Temperature °C +200 the IAS, select MAN mode and ensure that the set point is for zero flow.

Illustration 4.8.1a Custody Transfer System
Omicron Base plate

4 Input for CTS Override indication
RELAYS 4 Relay Output 98.5% Override indication to IAS
CABLE DUCT
4 Relay Output 98.5% alarm to IAS
4x LEVEL GAUGE WITH Alarm Panel INTRINSICALLY 4 Relay Output 99% Override indication to ESD
PRESSURE TRANSMITTER SAFE INPUTS
OVERFILL ALARM SYSTEM
TANK NO. 1 PORT

TANK NO. 2 PORT
TANK NO. 1 ST.B.
TANK NO. 2 ST.B.
4 Relay Output 99% Override alarm to ESD
TANK NO. 3 PORT TANK NO. 3 ST.B.
TANK NO. 4 PORT TANK NO. 4 ST.B.
ACCEPT ALARMLAMP ON / OFF

CABLE DUCT
ALARMFLASH HOLD TEST
EARTH BAR
LOOP FAIL OMICRON SYST./POWER FAIL

TONSBERG - NORWAY
HH Level 230VAC
VHH Level 230VAC
DOME FLANGE
380 mm
5x MAIN TEMP SENSORS LU
4x LEVEL ALARM
SENSORS Laser CTS
1x MAIN TEMP SENSORS FIELD BUS DOT Alarm
6x SPARE TEMP SENSORS FIELD BUS Printer
DISTANCE FROM 100% VOLUME TO TANK DOME FLANGE DOME PENETRATION
Printer
230V
19"
UPS UPS
Level Unit (LU) UPS MAINS SUPPLY CABLE
230V
VERIFICATION PIN
MAINS CABLE TO CONSUMERS
UPS UPS
S1=MEASURE S1 TO BOTTOM AND REPORT TO SAAB
Networked W/S RS-232

A-8910 8 x RS-232
CABLE L=2m
Switch box UPS
99% BRACKETS FOR SUPPORT Cable

UPS
I/O-Box UPS
UPS
DISTANCE FROM ZERO TANK LEVEL TO 100% VOLUME
RS485
98.5%
Relay Output System Failure
Field Bus
RADAR STILL PIPE RS485
RS485
1x Duplicated Serial I/F to IAS
A1 A2
RS485
UPS 1x Serial Interface to IAS
SIOX A-A Cabinet
SIOX BUS
Digital remote tank indicators
A1 RS485
1 2 3 4
2 x THERMOWELL
UPS
Ship's Master Clock ±24 VDC Puls input.

Analog Inputs from Trim/List sensor.
ARRAY FITTINGS FOR TEMP. SENSORS
ATTENUATOR
EXTERNALLY MOUNTED TEMPERATURE

SENSORS FOR ZERO LEVEL

4.8 Custody Transfer System 3) The Gauges 2) Verification by means of Test Cables
4.8.1 Custody Transfer System The Gauges measure the distance to the product surface using a continuous The Test Cable test is a complete electronics system test. A set of two Test
radar signal. The Gauges have an Electronic Box that generates and processes cables is included in the system.
1. Introduction the radar signal. One Test cable represents a 20% level and the other 80% level. The level the
The LNG Radar Tank Gauge has a cone antenna inserted in the Still Pipe. The Test Cable represents is printed on a label on the Test Cable. The level is
radar waves use the still pipe as a wave guide to the surface. defined as the Calibrated Distance at 20 °C
1) Specification
Additional equipment for each tank, such as temperature sensors, vaporization
pressure sensor, or the Local Display, is connected to a wire terminal inside the 3) Calibration of Test Cables
Saab TankRadar type level gauge ± 5.0 mm Gauge housing. The vapor pressure sensor is placed inside the Gauge housing.
The Local Display can display level, average temperature, and vaporization The test cables are certified instruments and must be calibrated regularly. A
± 0.2 °C @ -165 °C ~ -145 °C pressure of the tanks. The temperature sensors are placed in a thermowell and recommendation is to calibrate them every time a major overhaul of the system
Temperature measuring system ± 0.3 °C @ -145 °C ~ -120 °C are connected to a terminal in the Gauge housing. is pursued and at least every third year. See the Test Cable certification
± 1.5 °C @ -120 °C ~ +50 °C documentation in the On-Board binder.
Pressure measuring system ± 0.5 % of Range (i.e. ± 3 mbarA)
4) Trim/List Unit
4) Temperature correction during the Verification
Trim/list indicator 0.5 % of F.S. A unit with inclinometers for measuring trim and list is intergrated in the Level
Unit cabinet. These trim and list values are used to support the radar echo The temperature of the Test Cables must be within the range of 0 – 40°C during
detection process that finds the true ullage These values may also be used for the verification. At any other temperature than 20°C, the Test Cables must be
2) Supplier: ullage/level correction if there are no better source of trim and list values temperature corrected. The label on the Test Cables gives a table defining the
Custody Transfer System: Saab Marine Electronics available. “Value for Correction” for different temperatures. Measure the temperature near
the Gauge.
The system normally consists of: 5) Vaporization pressure sensor
y Workstation(s), one or more in redundant coupling NOTE
y Level Unit The vaporization pressure sensor is installed in the Gauge housing and The Test Cables must have a stable temperature during the verification.
y I/O box, for communication interfaces measures the absolute pressure in the tack. Therefore, proceed with the verification as fast as possible. Prepare the Gauge
y Gauge(s), one for each tank, with integrated vapor pressure sensor and for the verification first and then bring out the Test Cables to the Gauge. Try to
temperature inputs CAUTION keep the Test Cables in the protection box as much as possible.
y Still pipe(s), one for each tank, made as segments Always use the ball valve in the guage to close the tank when replacing the A sudden change of temperature in the Test Cable might affect the verification
y Pt100 temperature sensors in steel mantled tubing of specified lengths
vaporization pressure sensor. .
2. Description NOTE 5) Verification of Vapor Pressure measurement
Make a note of how the leads are connected to the wire terminal on the
1) The Work Station Electronic Box before you disconnect the leads The verification is carried out with a certified pressure calibrator.
.
The Work Station is used by the operator to monitor tank levels, temperatures, 6) Temperature sensors 1) Connect the tube from the calibrator to the calibration inlet thread on the
vapor pressures and all other data handled by Saab TankRadar. It is also used
Gauge
during configuration of the system and service. The Work Station does the The PT 100 temperature sensors are installed separately in a sealed thermowell 2) Close the ball valve.
alarm handling of the measured values. The Work Station communicates with submerged in the tank. Up to five temperature sensors are used to measure the 3) Check the pressure at 800, 1100 and 1400 mbarA.
other systems, such as load calculators and ballast level gauging systems and vapor and liquid temperatures.
supervises the Gauge and the Level Unit.
6) Verification of Temperature measurement
3. Verification
2) The level unit
A Resistance box can be used to verify the system’s temperature measurement
1) Verification by means of Verification Pin accuracy. The temperature sensors are removed and the resistance box is
The level Unit contains terminals for the intrinsically safe connection of the
connected to the wire terminal. This requires a service password level and can
Gauges. It contains the electronics used for processing the signals from the The Verification pin test is a complete system test. It tests the level gauging only be done by a service engineer.
Gauges, for calculation the tank parameters, such as trim/list corrected level, function at a level slightly above the 100% level.
average liquid and vaporization temperatures etc and for communicating with
7) Non-Contact Gauging with Radar
the Work Station. a) Open the “Verification” window on the Workstation.
b) Hit the “Tank” button and choose what tank to verify. The Transmitter emits radar waves towards the surface of the product.
c) Hit the button “Start Verification” The reflected signal is received and processed in the Electronic Box. The signal
d) Compare the “Measured V distance” with the “Corrected V distance” is then sent to the Level Unit for further processing and calculation of the ullage.

Illustration 4.8.1b Liquefied Gas Gauge Illustration 4.8.1c Temperature Sensor
Electric box Pressure seal
Pressure sensor
Ball valve Cable feed through Transmitter
box for temperature
sensor
WT 500
Purge boss Cable gland
Pressure
Sensor
Gauge socket flange Protective hose
Gasket
Tank dome flange
The shield must
be as short as
possible
Antenna cone The cable glands must

be adjusted to the cable PE Earth
extension and tightened.
Sensor 99.5% Spare Sensor 99.5%

No. : 5 No. : 5
To Level Unit Sensor 98.5% Spare Sensor 98.5%

No. : 4 No. : 4
Thermowell
Sensor 85% Spare Sensor 85%
Ventilation hole No. : 3 No. : 3
Temperature Sensor 50%

No. : 6
Spare Sensor 50%
No. : 6
sensors
Sensor 25% Spare Sensor 25%
No. : 2 No. : 2
Bottom Sensor (0%) Bottom Sensor (0%)

Still pipe No. : M1 No. : S1
Spare Temp. Sensor

and Bottom Temp. Sensors
Connection

The frequency of the transmitted signal decreases over a time period. The 4. CTS Operation change tank with the “Tank” menu button.
incoming signal is compared with the outgoing signal. The difference between
these two signals is a low-frequency-signal. Its frequency is directly 1) WS Basic 5) Setting
proportional to the distance from the Transmitter to the surface of the product. Setting let you select data from a fixed number of options. There can be
This is called the FMCW-method (Frequency Modulated Continuous Wave). exclusive and nonexclusive setting. With a nonexclusive setting, more than
During normal operation, you will mostly use the Operate part of
one item can be selected at the same time.
the Work Station software. This is where you can view each
Saab TankRadar uses its own advanced patented method to detect the surface
Operation individual tank, you can set alarm limits, you can view ship data
echo and measure the distance to the surface accurately. The signal is filtered in 6) Cargo composition setting
Part like trim/list (a standard inclinometer is included in the system),
a digitally controlled analog filter. First, a filter removes any echoes smaller The vaporization in the tank affects the radar measurement. Therefore, to
start and view trends, set up and view groups of tanks and view
than a threshold value. Then a narrow filter is applied around the frequency achieve the highest possible accuracy, the composition of the cargo must be
alarm summaries etc.
corresponding to the surface echo. The remaining frequency is compared with entered in the TankRadar WS for each tank. In the case of setting the cargo
the one calculated in the previous sweep, resulting in a very accurate signal composition in the WS, the composition can be air, one product or a mixture
with a frequency of only a few hertz. With this method it is possible to achieve The Configure part of the software is used to configure the of more than one products.
a very high accuracy. It uses the calculating power very efficiently, focusing on database that contains all the information that is specific for your
reliable and fast results. Configure ship. It is normally only used when commissioning the system or The cargo composition is easily changed by choosing another Cargo
Part when changing any part of the configuration afterwards. You can composition label. When a not yet defined cargo composition is to be loaded.
view everything in the Configure pare, but when you try to save The composition has to be defined in the “Setup:Mixture” window, see
any changed data, a password is required. instruction below:
Antenna The Service part of the software is used when servicing the 7) To set a Previously Defined Cargo Composition
Service
system. You can view everything in the Service part, but when
Part a) Click the “Cargo composition label” of the tank you want to change.
Rader you try to save any changed data, a password is required.
frequency This requires the Operator level password.
Transmitted Reflected The Help part function is based on SAAB Tank-Radar operating - The “Cargo Mixtures” menu is displayed.
Difference in signal signal
frequency manual so you will basically find the same texts and figures in
the Help part as in SAAB Tank-Radar operating manual. b) Click the new cargo composition for the tank
However, the Help part is made in an interactive way so that, for - The menu is closed and the composition and label for the tank are
Help Part
example, when you click an item in the table of contents, the changed
corresponding page is displayed. Most of the figures shown are
Tr a Re also interactive, so that by clicking a button, the corresponding 8) To edit and add Cargo Compositions
ns m flec
itte ted menu will be displayed
ds sig
ign nal a) In the “Setup Mixture” window (Window▼Setup►Mixtures), click
al
2) Main bar the “Mixture” button.
The “Main bar” is located at the top of the screen. The bar contains the - A menu is displayed.
Time “Window” menu button, the TankRadar name, the date and time, a “Help”
button and a “Close All” button. b) Click the Composition you want to edit.
- The name and settings for the mixture are displayed in the window
The radar principle, the difference in frequency between the transmitted signal
and the reflected signal is directly proportional to the ullage. 3) Alarm bar
The Alarm Bar is located at the bottom of the screen, it is always present You z You can now do the following:
an place windows in front of the “Alarm Bar” but when an alarm is presented, - Add a new composition.
the “Alarm Bar” is displayed in front of the window. - Edit the text in “Long Name” and “Short Name” by clicking
the text and entering the new names.
4) To use a Menu button - Edit the text of a label.
When you click a menu button, a menu is opened. The menu has alternatives - Edit the color of the text and/or the background.
that you can choose from. The alternatives can be sub-menus with more - Edit the components in the Composition.
alternatives or items that open a window when you choose that alternative
9) To add a new Composition
The “Channel” and “Tank” menu buttons work in a special way. When you
use them you don’t change windows. Instead you change the tank or channel a) The number of possible compositions is set in the top of the window.
that the window is presenting. This means that if you have displayed the
“Tank Data” window for CT1P and you want to view CT2P instead, you can

Click the figure “Number of mixtures used” and increase the figure with i. Ship unique data c) Alarms
as many more compositions as you need. There can be fixed areas in the “Overview” window with information Alarms can be monitored in the “Alarm Row” and in the “Alarm window”.
about or example draft, seawater density, trim and list. There are three types of alarms:
b) Edit the text and color of the label according to below instructions.
ii. Predefined buttons
A channel can have one or more alarm limits. When the value of
c) Edit the “Components” according to below instructions. The “Overview” mimic might also have additional buttons. They might
the channel passes the alarm limit the channel gets alarm status.
be for viewing predefined tank groups. One of these buttons could by Alarm.
As an example, the value for the level channel for one tank can
d) Do one of the following: configured to show for example the tanks at the aft end of the ship,
pass the limit for Hi and get the Hi alarm status.
- If you have completed editing the cargo compositions, click the another one the tank at the middle part of the ship. The buttons might also
“Save” button and then the “Close” button. open other mimics. The other buttons are unique for each system but are
The Sys-fail alarm indicates a serious system failure in the Saab
- To cancel the editing, only click the “close” button and then the mainly shortcuts to the functions you will find by clicking the “Window” Sys-fail.
Tank-Radar system.
“discard”button in the pop-up menu. button.
The warning alarm indicates a failure that normally is not so
10) To edit the text of a label iii. Tank information Warning.
serious for the system.
Each tank is graphically described with a representation similar to the one
a) In the “Setup : Cargo Compositions” window, change the text in “Long below. The name of the tank is preset at delivery and cannot be changed.
Name” and/or “Short Name”. The liquid in the tank is described with the bar-graph. The bar-graph i) Alarm Summary
indicates the level. The “Alarm summary” window displays all the channels that were in
b) Do one of the following: The Cargo composition must be changed when you change cargo in the alarm when the window was opened.
- If you have completed editing the cargo compositions, click the “save” tank. The “Mixtures” menu is displayed when clicking on the cargo They are displayed with their status, their value, the limit that caused the
button and then the “Close” button. composition label. channel to go into alarm and the unit with which the channel is presented.
- To cancel the editing, only click the “close” button and then the Both the Vaporization pressure and the average temperatures can be The “Alarm Summary” can contain an unlimited number of rows. The
“discard” button in the pop-up menu. presented in the tank information area. This is different on each vessel. alarms for each tank are grouped together in the summary.
To open the “Tank Data” window click on the bar-graph or directly on
11) To edit the background color or text color of a label the values below the tank. ii) Warning Summary
The alarm limits indicates limits such as Lo, Lo-Lo, Hi and Hi-Hi. The “Warning Summary” window lists all failures that normally do not
a) In the “Setup Mixture” window, find the number for the color you want. seriously affect the Tank-Radar G3 system. The window lists the failures
Each color, presented to the lower right, has a number. b) Detailed Tank information-Tank Data Window that were present when the window was opened.
The following messages can be included in the “Warning Summary”
b) Enter that number for the “Text Color” and/or “Background Color” Open the “Tank Data” window when you want to view the data for one tank. window:
The “Tank Data” window displays more detailed information for one tank at a
c) Do one of the following: time. You can also open a number of “Tank Data” windows. One window for - Level Unit Ground Failure
- If you have completed editing the grades, click the “Save” button and every tank you want to observe for the moment. - Level Unit Memory Failure
then the “Close” button. - Master Communication Failed
- To cancel the editing, only click the “Close” button and then the The information you find in the “Tank Data” window is different for every - LevelDatic Communication Failed
“discard” button in the pop-up menu. vessel. It can be level, average temperature, pressure, level rate, volume, - SIOX Communication Failed
weight and alarm limits. - Level Unit Restarted
12) Cargo Handling Monitor - Gas Correction Failure
i) To open the Tank Data window
a) Basic monitoring Open the Tank Data window by doing one of the following: iii) System Failure Summary
The base for all cargo monitoring is the “Overview” mimic. It gives a fast - Click the green “Information” button on the “Overview” mimic for the The “Sys-fail” window contains a list of the present serious system failures
overview of the most important information you need, such as Level, tank you want to view. within the Tank-Radar G3 system when the window was opened.
pressure and Temperature. - Click the bar-graph in the tank information area of the tank you want to The following failures can be included in the “Sys-fail” window:
view and choose “Tank Data” from the “Channel” menu that is
The “Overview” mimic and all the other mimics are unique for each vessel. displayed. - Level Unit Communication Failed
The “Overview” mimic has an image of the vessel and the tanks. The image - Level Unit Sys-fail
is custom made to look like the actual vessel and therefore make it easier to - Level Unit Power Failure
find the tanks. This also means that the mimic will look different on different - Level Unit LI Communication Failed
vessels. There can also be different information in the “Overview” mimic for - I/O Box Relay Communication Failed
different vessels.

Computer Cargo Record Sheets

CUSTODY TRANSFER MEASUREMENT DATA CUSTODY TRANSFER MEASUREMENT DATA
BEFORE LOADING AFTER LOADING
SHIPS NAME 000000 SHIPS NAME 000000

DATE (DD/MM/YYYY) 00/00/0000 DATE (DD/MM/YYYY) 00/00/0000
TIME (HH:MM) 00/00 TIME (HH:MM) 00/00
PORT/BERTH NAME 000000 PORT/BERTH NAME 000000
VOYAGE NO 000000 VOYAGE NO 000000
CARGO NO 000000 CARGO NO 000000
CHIEF OFFICER 000000 CHIEF OFFICER 000000
TRIM (METRES) 0.00 BY STERN TRIM (METRES) 0.00 BY STERN

LIST (DEGREES) 0.00 PORT LIST (DEGREES) 0.00 PORT
AVERAGE TEMP. LIQUID 0.0 DEG.C AVERAGE TEMP. LIQUID 0.0 DEG.C
AVERAGE TEMP. VAPORIZATION 0.0 DEG.C AVERAGE TEMP. VAPORIZATION 0.0 DEG.C
AVERAGE PRESS. VAPORIZATION 0000 mbarA AVERAGE PRESS. VAPORIZATION 0000 mbarA
TANK 1 TANK 2 TANK 3 TANK 4 TANK 1 TANK 2 TANK 3 TANK 4

LEVEL MEASUREMENTS (M) LEVEL MEASUREMENTS (M)
NO.1 0.000 0.000 0.000 0.000 NO.1 0.000 0.000 0.000 0.000
NO.2 0.000 0.000 0.000 0.000 NO.2 0.000 0.000 0.000 0.000
NO.3 0.000 0.000 0.000 0.000 NO.3 0.000 0.000 0.000 0.000
NO.4 0.000 0.000 0.000 0.000 NO.4 0.000 0.000 0.000 0.000
NO.5 0.000 0.000 0.000 0.000 NO.5 0.000 0.000 0.000 0.000
AVERAGE LEVEL (M) 0.000 0.000 0.000 0.000 AVERAGE LEVEL (M) 0.000 0.000 0.000 0.000
TRIM CORRECTION (M) 0.000 0.000 0.000 0.000 TRIM CORRECTION (M) 0.000 0.000 0.000 0.000
LIST CORRECTION (M) 0.000 0.000 0.000 0.000 LIST CORRECTION (M) 0.000 0.000 0.000 0.000
CORRECTED LEVEL (M) 0.000 0.000 0.000 0.000 CORRECTED LEVEL (M) 0.000 0.000 0.000 0.000
TEMPERATURE (DEG. C.) TEMPERATURE (DEG.C.)

TOP 0.0 V 0.0 V 0.0 V 0.0 V TOP 0.0 V 0.0 V 0.0 V 0.0 V
95% 0.0 V 0.0 V 0.0 V 0.0 V 95% 0.0 L 0.0 L 0.0 L 0.0 L
85% 0.0 V 0.0 V 0.0 V 0.0 V 85% 0.0 L 0.0 L 0.0 L 0.0 L
50% 0.0 V 0.0 V 0.0 V 0.0 V 50% 0.0 L 0.0 L 0.0 L 0.0 L
25% 0.0 V 0.0 V 0.0 V 0.0 V 25% 0.0 L 0.0 L 0.0 L 0.0 L
BOTTOM 0.0 L 0.0 L 0.0 L 0.0 L BOTTOM 0.0 L 0.0 L 0.0 L 0.0 L
AVG. VAPORIZATION TEMP. (DEG. C.) 0.0 0.0 0.0 0.0 AVG. VAPORIZATION TEMP. (DEG.C.) 0.0 0.0 0.0 0.0
AVG. LIQUID TEMP. (DEG. C.) 0.0 0.0 0.0 0.0 AVG. LIQUID TEMP. (DEG.C.) 0.0 0.0 0.0 0.0
VAPORIZATION PRESS. (mbarA) 0000 0000 0000 0000 VAPORIZATION PRESS. (mbarA) 0000 0000 0000 0000
VOLUME (CUB.M at -160°C) 0.000 0.000 0.000 0.000 VOLUME (CUB.M at -160°C) 0.000 0.000 0.000 0.000
VOLUME SUMMED (CUB.M at -160°C) 0.000 (A) VOLUME SUMMED (CUB.M at -160°C) 0.000 (B)
COMPANY NAME SIGNATURE COMPANY NAME SIGNATURE
SHIP'S MASTER __________________ _________________ _________________ SHIP'S MASTER __________________ _________________ _________________
BUYER(S) __________________ _________________ _________________ BUYER(S) __________________ _________________ _________________
SELLER(S) __________________ _________________ _________________ SELLER(S) __________________ _________________ _________________
SURVEYOR __________________ _________________ _________________ SURVEYOR __________________ _________________ _________________

Illustration 4.8.2a Float Level Gauge

4.8.2 Float Level Gauge The transmitter has 4 on-board digital alarm connections, which can be Non I.S Cabling to Control Room Equipment
configured from the cargo control room as opposed to time-consuming set up on
1. General deck. Sounding / Ullage and Metric or English measurement can be selected A 3-core RS-485 screened data cable is required between the Fig. 1761 and 1084
without need for hardware modification over a 50m measuring range. Up to 5 components. This should have a conductor size of 24 AWG (7/32 AWG) tinned
The Whessoe float level measurement system is of conventional tanker type, but individual spot temperature measurements can be directly interfaced along with copper conductors, with PVC jacket for extended cable life.
uses an Invar tape to compensate for temperature variations. facility for inert gas pressure measurement.
A gauge head, containing a mechanical indicator, an invar tape tensioned by a
The system is connected using Field Bus – RS485 intrinsically safe technology 3. Operation: Gauging
negator spring and a 12” diameter PV float attached to the lower end of the tape,
is fitted to each liquid dome. offering the advantage that it can be connected in any one loop with only 1 cable
returning to the cargo control room. 1) Open the gauge isolating valve fully; normally it is left open.
Two guide wires for the float are fixed at the lower ends to an anchor bar 130mm
above the tank bottom, which is secured to the trellis structure base plate. The 1084 Mini Receiver 2) Put the crank handle in the STORED position, ie, with the handle towards
sinkage of the float in LNG is 15mm and the minimum level which can be read the gauge cover.
from the gauge is 145mm. The 1084 remote receiver offers the ability to monitor up to 6 cargo tanks
simultaneously via a backlit LCD display. The 1084 Mini receiver is a stand 3) Put the spring-loaded automatic float lock-up and the datum plunger up to
CAUTION alone display unit designed to read the data sent by up to 32 inventory release the float and allow it to descend at a controlled rate to the liquid
To avoid the risk of tape failure and wear on the gauging mechanism, the floats management instruments. The information is displayed on a large format, backlit level.
should be fully stowed at all times, tension may cause tape breakage. It is LCD display for easy viewing, which can then be retranslated and sent to a IAS,
possible for a failed tape to foul the capacitance column, resulting in the loss of or host computer system. This is achieved by an easy to use tactile user interface.
To Return the Gauge to the Stored Position
gauging facilities for that tank. The unit provides complete on-site configuration to industry standard protocols
in 3 serial ports, with 4 programmed alarm relays (flexible baud rates). It has
been designed to consider minimal fixing dimensions for DIN rack mounting 1) Put the crank to the CRANKING position, i.e., with the handle outwards.
To obtain the liquid level, the float is released from its stowage position using
the release lever, and allowed to descend freely to the liquid surface. The tank (96mm x 96mm). The receiver systems include RS232C, EIA-485 and 4-20mA.
sounding may then be read from the meter. The Whessoe gauges are checked The unit is based on 16-bit micro controller technology with memory battery NOTE
against the Kongsberg CTS during each alternate loading. backup. A single buzzer is available as well as 4 programmable relays. The cranking handle is designed to drive in one direction only and is spring
loaded by a cam arrangement so that it is not in motion during normal gauging
2. Description The unit is based upon a 16-bit architecture micro-controller, and has a battery
back up with a 10-year shelf life. Additionally, the unit has a real time clock 2) Carefully raise the float by turning the crank slowly in a counter clockwise
3304 Liquid Level Gauge allowing time stamping of notable events in the monitoring system. The display direction, as indicated by the arrow on the main cover inspection plate.
provides the required data in an “at a glance” format. The tank ID and product
The 3304 Liquefied Gas marine liquid level gauge is a rugged mechanical contained in the tank shown. The level is shown in large 12mm high characters,
3) Watch the read out counter, which will indicate when the float nears the top.
system of accurately and continuously measuring liquid levels in the refrigerated as well as a graphic display of percentage level, tank temperature, and pressure.
When resistance is felt by the float touching the cushion spring, continue
tanks of liquefied gas carriers. The gauge can operate in tanks up to 54m deep Pre-programming of the unit is completed by menu select options using six keys.
Access is protected by a user-programmed code, which can be changed at regular cranking until the plunger is seated and the automatic float lock-up and
and at temperatures as low as -200˚C. The gauge is entirely mechanical in
intervals to maintain security. datum plunger spring fully inward, securing the float.
operation and does not require any power to provide a constant local readout.
The main components are a float, invar or stainless steel measuring tape, counter 1761 Power Supply Intrinsically Safe 4) Check that the counter reads exactly the same before and after use.
mechanism, tape storage drum, and a negator spring. The gauge is float actuated,
and employs a “Tensator” spring as a counter-balancing mechanism. The new 1761 power supply has been designed to consider the ever-increasing 5) Move the crank handle to its STORAGE position.
demand on space within cargo control rooms. Its physical dimensions and weight
This maintains a constant tape tension at the float so that float immersion is not have been significantly reduced to ensure simple and flexible installation with a CAUTION
affected by the length/weight of the tape throughout the measuring range. wide range of power supply voltage options. Do not attempt to turn the crank clockwise or to interfere with the free fall of
The accurately perforated tape transmits float movement to the sprocket wheel, the float. To do so will severely damage the tape or the tensator spring.
which drives to the counter mechanism. This transmits via a magnetic coupling Field Cables to Transmitters
across a solid barrier flange which completely isolates the counter chamber from
the tank atmosphere. The wiring cable between transmitter and receiver or between transmitter and
transmitter must conform to the intrinsically safe standard.
2047MT-Advanced Marine Tank Gauge Transmitter All wiring must be designed to support 250 volts in service.
The 0 volt is floating (not connected to the earth)
The 2047MT-advanced marine tank gauge transmitter has been specifically
designed to further reduce costs of upgrading remote level, temperature and The 2047MT requires 4 wires, but if multi-core cable is used to support wire
pressure monitoring systems. The transmitter offers technical advantage by damage or future options, the 2047MT wires must be screened.
utilizing absolute digital encoding without need for expensive potentiometers The transmitter body must be connected to tank earth, and all intrinsically safe
whilst maintaining full flexibility for commissioning. standards, if used, must be carefully followed.

Illustration 4.8.2b Float Level Gauge

Illustration 4.8.2c Float Level Gauge
114 150
Gauge Head Shown without
Remote Transmission 68
Forward AFT
ow Readout Window
nd
t Wi
82 ou
ad
l Re Handle
ca
Lo Gauge Head
2-holes 16 Dia. for
Handle in Stower and
M16 Screws
Support Gauge Warring Position
25
Inspection Plate Screw
Stating Operation of Seal Washer
2" 150LE ASA
425 Approx
Crank Handle
Flat Faced Flame
515
152.5
Cushion Spring Inspection Hatch
157
267
Support
190.5
Spring loaded automatic
float lock up and datum
plunger "PULL" to release
float
(125mm)
5" Min.
Inspection Chamber
55
12"
(305 mm)
25 Dia.
Float Well
12" Gate Valve
Tape Clamp
Multi-stand Flexible
Stainless Steel Wire
Plunger
p
Tank To
75 Maximum Clearance
Tank Bottom
Float Recovery Plate

Magnetic Stainless Steel
76
Flat Body P.V.C.

Closed Cell Rigid Foam
255 Dia.
75 Maximum Clearance
Tank Bottom

Blank Page

Illustration 4.8.3a Trim-List Indicator System
Gravity Center of Ship Equip. Room AC220V W/H
24VDC Power Supply Dimmer

List Indicator Trim Indicator
% %
+ - L L + - L L A B C D
4~20mA for List Indicator 4~20mA
Trim & List
Indicator
Sensor Power (DC24V)
4~20mA
4~20mA for Trim Indicator
CCR
List Indicator Trim Indicator

Power (24VDC)
Barrier
% %
CTS
+ - + -
For List
For Trim
Hazadous Area Safety Area

4.8.3 Trim-List Indicator b) Check the voltage of power supply.
The ship is provided with a fixed Trim-List Indicator system for the Custody 2) Check the following after putting on power.
Transfer System.
a) Check the “0” indication on the indicator.
1. Specification b) Check the indicator at W/H and CCR properly working.
3) Check and Maintenance.

Item Specification
a) Inclination sensor
Maker GMB
Check whether the fitting bolts and nuts are loose. If loose, adjust the indication by
Model No. SX 41170 (SENSOREX) adjusting them per as the Horizontal adjusting procedure.
b) Enclosure box
Direction Axial Type, 1 Direction
Check the input power DC24V.
Enclosure Measuring 0 ~ ± 5.0˚ / 0 ~ ± 2.0˚
Detector
Box
Accuracy ± 0.05% FSO (Non linearity error)
Output 4~20 mA
Power DC 24 V
Model No. DVF - 11L / DVF - 11

Trim
Input 4~20 mA
Indicator
W/H & Power DC 24 V
CCR
Model No DVF - 11L / DVF - 11
List
Input 4~20 mA
Indicator
Power DC 24 V
2. General
The inclinometer is a dual close loop instrumentation transducer, which can

measure angles along two perpendicular directions. The sensing element is a
galvanometer pendulum associated with an optical position sensor. The signal
outputs are proportional to the sine of the angles (component of the gravity
acceleration). When the instrument is submitted to a certain angle, alpha, the
pendulous mass tends to move in the direction of the inclination. The position is
detected and converted into a current, which feeds back the galvanometer in
order to bring back the initial position. This current proportional to the measured
gravity passes through a precision resistor and provides the output signal. An
output amplifier allows low output impedance.
3. Operation
1) Check the following before putting on power.
a) Check the wiring connection for enclosure box and signal box as the
drawing.

Illustration 4.9a Nitrogen Generator
To Safety Chamber
From Working
Air Reservoir
N2 Generator
(125 Nm3/h x 2 Sets) AY PIC
Circ. Span
Test
TAH TDAL TAH PIAL
MIAH MT FI
Oil TAH
Separator TIC TIC PT PT FT
Water Membrane
After
49V
Separator TE TS TE
Cooler V-8.81 Separator
No.1 N2 Air S
Compressor
Electric FE S
Oil Cooler Heater
S
S
S
Cooling
Water Out
V-8.88
Cooling AY PIC
Water In
Circ. Span
Test
TAH TDAL TAH PIAL
MIAH MT FI
Oil TAH
50V
Separator TIC TIC PT PT FT
Water Membrane
After Separator TE TS TE
Cooler V-8.81 Separator
No.2 N2 Air S
Compressor
Electric FE S
Oil Cooler Heater
S
S
S
Cooling
Water Out
Cooling
Water In To Safety
FI
Chamber
Separately Led IAS
To Bilge Well PAL PIAHL
IAS On IAS
P.G.B PIAHL PIAHL Stop
32V IAS IAS Start
PS PI PX PI
Sett. PI PX PX
5.5 bar V-8.61
34V
33V
30V
TX 24V 23V
Sett.
To Boiler Burner 13 bar
29V PCV-4A V-8.63
25V
Sett. 5 bar
N2 Buffer Tank
(30 m3) V-8.65
Key ORI-1
PIAHL
Nitrogen Line
28V
IAS
27V 26V
Fresh Water Line PX PI
V-8.62
This valve to be used
Compressed Air Line PCV-4B
for air purging when
31V
tank will be opened.

Drain Line Sett. 5 bar
To Cargo System

4.9 Nitrogen Production System the Nitrogen Generator to supply on-spec nitrogen short time after start-up.
2. Control Systems and Instrumentation
1. General The Nitrogen Generator is equipped with an oxygen analyzer that will
The control panel permits fully automated and unmanned operation of the units. continuously monitor the oxygen content in the product nitrogen.
This double unit nitrogen system uses hollow-fibre membranes to separate air The following alarms and controls are mounted on the control panels.
Should the oxygen content for some reason rise above the design value %, an
into nitrogen and oxygen. The principle of separation is based on the selective
alarm will be initiated. If the oxygen content continues to rise, a second alarm,
permeation of nitrogen and oxygen. - System status indications
oxygen content high high will be initiated and close the delivery valve and open
Each gas has a characteristic permeation rate. the dump valve. When the oxygen content has fallen to limits within
- Push button for audible alarm acknowledgement
specification, these valves will reverse and the system will supply nitrogen again.
Nitrogen permeates slowly, oxygen, CO2 and water rapidly, through the
- Continuous N2 delivery pressure
membrane. This allows nitrogen to be separated from oxygen. If the nitrogen consumption is lower than design, the backpressure in the
distribution lines will build up and give a lower product flow.
Membrane modules consist of a bundle of numerous hollow fibres. - Continuous O2 content reading
A lower flow in turn will result in higher nitrogen purity, i.e. less oxygen in the
product. In this manner, the Nitrogen Generator Package will be capable of a 0-
Compressed air connected to a bundle of membranes will leave this bundle as - Dew point analyzer
pure nitrogen, while oxygen enriched air will be vented. 100% capacity turndown. At no product consumption there will be some
consumptions of fees air due to permeation of air to the low pressure (permeate)
- Electrical heater temperature control
Continuous monitoring of the gas ensures that it is always of the correct purity. side.
The membrane type nitrogen generator is of skid-mounted design.
- Emergency stop push button
The on-spec. Nitrogen will be distributed to misc. consumers. A pressure
After connecting outlet, venting piping and electrical supply, the generator is transmitter on the outlet produces signals to the PLC, and by parameters in the
ready for operation. 3. Process Description
PLC/MAC panel, the start/stop values of delivery can be set.
The compressed air supply to the units is fed from the E/R control/service air These settings will automatically stop the unit at high-pressure setting, and
1) Specification
system. Compressed air with no liquid slugs is fed to the Nitrogen generator and automatically start the unit at lower pressure.
passes through a filter package which will protect the membranes from any
Manufacturer: Air Products As harmful particles, oil, and water condensate. The nitrogen is stored in a 30 m3 Nitrogen Buffer tank, where high and low
service pressure set points actuate the start and stopping of the generators.
Membrane Separation of
Operating principle: The air then passes through an electric heater which will heat the air temperature
Nitrogen from Air 4. Physical Properties of Nitrogen
by min.8 °C to approximately 50 °C, which is the optimal temperature to reach
Ambient temperature: Min. 20°C, Max. 50°C the design capacity. The heater is controlled by a temperature controller Nitrogen is the most common gas in nature since it represents 78 % in volume of
receiving signal from a temperature transmitter located downstream of the heater. the atmospheric air. At room temperature, nitrogen is a colourless and odourless
Ambient relative humidity: Max. 95 % gas. Its density is near that of air, 1.25 kg/m3 under the standard conditions.
A temperature switch in the heater and in the piping will protect the heater and
3 the membrane from over-temperature. Membranes can withstand temperatures When liquefied, the temperature is –196 °C under atmospheric pressure, density
Max. capacity: 125 Nm /h x 2 sets
up to approx. 85~90 °C without being damaged. To avoid any potential of 810 kg/m3 and a vaporisation heat of 199 kJ/kg.
N2 Purity (N2+Argon): 97 vol % overheating, heater shut down set point is 70 °C.
1) Properties of Nitrogen
N2 Dew point at atm press.: -65°C The heated air is now fed via a manifold to each individual membrane separator
and the product exiting the membrane is nitrogen. Molecular weight 28.016
6.50 bar
N2 Discharge pressure (Process Boiling point at 1 bar absolute -196 °C
(At generator outlet/tank In order to maintain a constant process and hence constant flow across the
design):
inlet) membranes, the nitrogen passes a flow control valves. Regulation of the flow is Liquid S.G at boiling point 0.81
N2 Buffer tank start/stop switch: 3.0 / 6.5 bar done by PLC-software through signals from a pressure transmitter installed
upstream and a flow transmitter downstream the membranes. Fine tuning is done Vapour S.G at 15 °C and 1 bar absolute 0.97
Outlet Temperature: Max. 50 °C through signals from the oxygen analyzer. Parameters in PLC-software can be Gas volume/liquid volume ratio at -196 °C 695
set to limit the max capacity to design capacity.
Flammable limits None
Product CO, SO2 and NOx 0%
Since the inlet pressure defines the nitrogen flow necessary to meet a set O2 level, Dew point of 100% pure N2 Below -80 °C
a mathematical function in the PLC will make the Nitrogen Generator
automatically producing on-space nitrogen at varying inlet pressures.
Also the fine-tuning done through signals from the oxygen analyzer, will make

2) Chemical Properties Monitoring for Nitrogen Generator
Nitrogen is considered as an inert gas; it is non flammable and without

chemical affinity. However, at high temperatures, it can be combined with
other gases and metals.
WARNING
Due to the absence or to the very low content of oxygen, nitrogen is an
asphyxiant.
At liquid state, its low temperature will damage living tissue and any spillage
of liquid nitrogen on the ship’s deck will result in failure as for LNG.
5. Alarm and Trip Set Points (to be modified)
Tag No. Description Set Point Remark
N2 DISCH/RECEIVER 3bar
NG014 Alarm
PRESS 6.5bar
NG006 FEED AIR TEMP. 0 ~ 100 °C Alarm
1 N2 SEPART FEED
NG007 0 ~ 100 °C Alarm
TEMP
1 N2 SEPART FEED
NG008 0 ~ 16 bar Alarm
PRESS
NG009 1 N2 PROD DEW POINT -80 ~ -20°C -
NG010 1 N2 PROD O2 CONTENT 0 ~ 25 % -
1 N2 SEPART BACK
NG011 0 ~ 16 bar -
PRESS
NG012 1 N2 FLOW CONT V/V OP 0 ~ 100 % -
NG013 1 N2 PRODUCT FLOW 0 ~ 160 m3/h -

Blank Page

Illustration 4.10a Inert Gas and Dry Air System
1503 1505 Purge To Outside

To Pneu.
PI PS L AS Equipment (To Funnel Top)
1504
1506
1501 1502 2112
From Control
Air System
2111
S 5452 S 5442
I.G.G D.O Pump
(1,460 l/h x 2.5 MPa)
1509
LS LS
1013 1003 1053 1054
M PI PS L PI 5450 5440
1004 5453
1058
1055
5057 5056
From I.G.G. 1001 1002 1005 1051 1052 S TX TX
5657
5456
5458
5459
M.D.O Vent
2105
Service Tank Cooler
5431
1012
H Drain Drain 5430
To I.G.G. 2V
1507 TS 4407 Signal Lamps Minic-
S 5437
M.D.O
1509
4411 H board Generator Unit LS LS
Service Tank 1506 PS 4410 5303 5305 Drain
5016
5026
5436
2310 PI PZA S S
2032
2013 H L
2114
2132
5018 5028 Drain
5304
5305
S PI 4406
2103
S 2309 5301 5302
2037 2038 Instrument S S
TI 4404
PI Air
Cooling
Cooling
Water In
Water Out
2344
2041 5013 5023
S
To F.O 2042 4415
Drain Tank LS 2040 PI
3V LS
4402 Signal Lamps Minic- LS LS
TS H board Generator Unit
4414
(F) 5011 5021
Washing S 5405
rner
PI 2021 Cooling
Tower Chilled Chilled
Pilot Bu
XZA
2121 XZA Igni-
1637
TI Inert Gas (Dry)

L tion Water Water LS
L In Out Ambient
Sample Gas Air
Main B Demister To O2 Analyser 5401 Sereen
urner
Vessel
2003
Vent To I.G 5225
5407
Sample H
2303 Inert Gas Cooler Purge Line TX
Emergency
S 4314 Line
Control Air Combust 2304
2013 DPX LS
4401
Blow-off ion Cha 5083 5083 S 5404
4303
4302
S
2054 2012 PI mber H
(Air) Fan
2410 5061 5071 M 5403
2051 Dewpoint
2014 PI PI
Analyser
4304 4315
2010 PS
2313
2324
2321
2322
5072
5062
H PS Tag No. 7100
5406
LS LS
2015 H LS Drain Drain
H
2314
LS 2011 PS
2208 5081 5091
2201 2202 L
Ambient M LS
S
4302
121V
Air 2315
2319
2207 2209 2206 2204 Steam 5008

5033 5101
5007
5008
Heater
D-20V
M 2203 PI
Blower 2 5031
5008
2318
5108
S
S
2320 2317
TI
5107
LS
Drain 5036 Drain 5113
2228 2323 22V 5104
5111 5112
2221 M 2222 LS
Ambient PS LS 5034 LS
5041
5051
5102 5103
Air L
2227 2229 2226 2224
S S
Co
n tro 5043 5053
M 2223 l Air Electrical
Blower 1 To Oily
Heater 5411
2316
25
Bilge Tank
24
Control Air LS 5416

5413 5413 TZA
LS H
24 TX TX
1633
19 L
1622 1626 1634 9V
PI PI PS L LS
1632
S LS LS
(F)
1623
1627
1635
From 0.98 MPa 1601 PC S LS

1621 1602 P
2415
Steam System Control Air

(Burner Atomizing 1624 1631 2416
1606
From 0.98 MPa
Steam) 1625
Steam System
Drain/Decompr.
(Don't need to be connected
1605 1604 1603 To Oily
To Atm. for maintenance only)
Bilge Tank
Drain Tank
Key
1V Steam Line Fresh Water Line
From S.W Supply
(For Ballast System) Diesel Oil Line Air Line
(A)
2V
From F.W Supply

Sea Water Line Condensate Line
(For Rinsing) Inert Gas Line

4.10 Inert Gas and Dry Air System The pressure inside the plant is maintained constant to ensure a stable flame The unit consists of:
during operation, independent of pressure fluctuations in the piping system. This - Compressor unit with capacity control (by unloading the cylinders by
is done via a pressure control valve at the end of the installation. means of valve lifting regulated at suction pressure); at lower capacity ,
1. General the capacity is controlled by hot gas flowing from a high pressure side
3. Blower Unit of the compressor thorough a by-pass control valve to the suction side
The inert gas/dry air plant is located in a compartment in the engine room. It of the compressor
produces inert gas or dry air for the inerting, purging and aerating of the cargo The air required for combustion is supplied by means of a blower unit. This unit - Level controlled expansion valve
tanks and associated piping systems prior to and after refits or other inspection is direct driven and mounted on a frame with vibration isolators, coupling-guard, - Evapourator pressure control valve
periods. The operating principle is based on the combustion of a low sulphur fuel flexible hose connection, non-return valve, combined filter suction silencer and - Refrigerant condenser with water regulating valve at cooling-water
and the cleaning and drying of the exhaust gases. The inert gas/dry air plant is discharge silencer. outlet
locally operated. The connection to the cargo system is made through two non- - Flooded type inert gas cooler
return valves and a blind flange valve, which is normally in the closed position. 4. Ultramizing Burner - External demister
- All safety equipment
Specification The fuel oil system is atomised in two steps. First a conventional nozzle sprays
Manufacturer: SMIT Gas System the oil , supplied under pressure to the burner. Then the oil spray is subjected to a 7. Inert Gas Dryer
Type: Gln 15,000 – 0.25 BUFD tangential impulse flow of combustion air, which added to the mainly axially
Capacity: 15,000 m3/h orientated impulse flow of the oil spray itself, results in an ultra-fine dispersion In this equipment the inert gas is dehumidified to the required final dewpoint. A
Delivery pressure: 0.25 bar of the requid. desiccant, adsorbing the water still contained in the inert gas now effects drying.
Dew point: Max. -45°C after expansion to atm- The tangential impulse flow of combustion air is created by supplying the air The inert gas dryer has two vessels, while one vessel is in drying operation, the
ospheric pressure through slots in an atomisng ring, which is fitted at the end of the burner gun. second vessel is being regenerated.
The combustion process guarantees that absolutely no soot will be produced, not The changeover from drying operation to regeneration is automatically
Temperature: About 30°C Average (Max. 65°C
even at understoichiometric conditions, e.g. during combustion-air shortage, controlled. Provisions have been included to ensure that the regeneration process
during switch-over of dryer vessel)
caused by a lower speed of the combustion air blower, which could occur by will be fully completed after the generator has been stopped.
Tyical gas composition (on dry basis)-
voltage and/or frequency fluctuations in the electrical supply. Soot cannot be Vessel changeover takes place every eight hours. The vessel is regenerated by
Oxygen (O2): Max. 0.5vol.%
tolerated in the plant, neither in the ship’s cargo tanks nor in the piping system. flushing it with hot air of about 150℃. No inert gas is required then, the water in
Carbon-dioxide (CO2): Max. 14 vol.%
To prevent soot formation, especially on the long run, a stable and well-balanced the adsorbent is evapourated by the hot air and carried off in the flushing stream.
Carbon-oxide (CO): Max. 100 ppm combustion process is obligatory. Heating of the air can be done electrically and by steam. The dryer has to be
Sulphur-oxides (SOx): Max. 2 ppm insulated. Smit Gas System will do insulation of the dryer with glass wool
Nitrogen-oxides (NOx): Max. 65 ppm 5. Inert Gas Generator (thickness 50 mm).
Nitrogen (N2): Balance
Soot (On Bacharach scale): 0 (= Complete absence) The combustion chamber is cooled by a water jacket. Scaling in the cooling- The electric heater controls the temperature of the regeneration air. The hot air
water jacket of the combustion chamber is prevented both by the low goes in counter flow through the vessel that just finished the adsorption period
2. Working Principle temperature rise and the positioning of the openings for the supply and discharge and was depressurized (5016/5026 valve is open for depressurization via 5453,
of the seawater. valves 5011/5021 and 5081/5091 are open during adsorption). The hot air leaves
Inert gas produced by the combustion of oil with air, followed by further The inert gas coming from the burner has a rather high temperature and contains the vessel via 5016/ 5026.
treatments in order to obtain the required quality and properties. The combustion sulphur oxides.
is a chemical reaction between the hydrocarbon and oxygen, mainly producing In the cooling/ scrubbing section the construction ensures an intense contact The regeneration is stopped on the regeneration air temperature (5057). Now the
carbon dioxide and water. The water is condensed for the greater part. between gas and water, reducing the inert gas temperature and the content of cooling period starts. Valve 5440 opens, while 5401 closes (automatically). At
The nitrogen of the air leaves the generator unchanged. Some small rest sulphur oxides. Water droplets are separated, by means of a demister, before the the same time valve 5031 opens to fill the cooling circuit with dry inert gas.
quantities of carbon monoxide and hydrogen may remain. Thus, the inert gas gas leaves the generator.
produced mainly consists of nitrogen and CO2. Valve 5450 keeps the circuit under a slight over-pressure (approx. 200mm WC).
The hot combustion gases are cooled, first indirectly in the combustion chamber 6. Refrigeration Unit (Freon R404A) 5031 remains open. The fan sucks inert gas through the cooler and starts
by a seawater cooled jacket. The principal cooling, however, occurs afterwards in circulating the cooled inert gas. If the vessel is cooled, both inlet/ outlet valves
the cooling section. This unit cools the required quantity of inert gas or dry air. The capacity of the will be open for 1 hour (5016, 5026,5011, 5021 all open) to have parallel drying
Because of the intense contact between inert gas and seawater in the cooling plant is automatically controlled over a range of 0-100% to adapt the cooling of both vessels. The regenerated vessel is now ready for the next adsorption
tower, the inert gas temperature is decreased close to the seawater temperature, capacity to the seawater temperature, which may vary between 0-32 ℃. This is period alone.
while corrosive sulphur oxides are washed out of the inert gas. The cooling / necessary to prevent the condensing water from freezing.
scrubbing water leaves the generator through the waterseal. At the end of the The materials applied in the inert gas cooler are adapted to the presence of 8. Pressure Control System
cooling section the gas is passed through a demister to separate the water seawater vapours in the inert gas.
droplets from the gas stream. Further removal of the water takes place in two A pressure control valve maintains a constant pressure in the inert gas generator
steps. The gas is cooled down in a refrigeration unit first. The bulk of the water system, in order to guarantee the specified gas quality. The pressure in the inert
present in the gas is condensed and drained. Then in the first stage, the water is gas generator is not affected by variations behind the pressure control valve.
removed by adsorption in a desiccant dryer. The roots type air blower supplying
the combustion air to the burner achieves the required final pressure of the gas.

Illustration 4.10a Inert Gas and Dry Air System
1503 1505 Purge To Outside

To Pneu.
PI PS L AS Equipment (To Funnel Top)
1504
1506
1501 1502 2112
From Control
Air System
2111
S 5452 S 5442
I.G.G D.O Pump
(1,460 l/h x 2.5 MPa)
1509
LS LS
1013 1003 1053 1054
M PI PS L PI 5450 5440
1004 5453
1058
1055
5057 5056
From I.G.G. 1001 1002 1005 1051 1052 S TX TX
5657
5456
5458
5459
M.D.O Vent
2105
Service Tank Cooler
5431
1012
H Drain Drain 5430
To I.G.G. 2V
1507 TS 4407 Signal Lamps Minic-
S 5437
M.D.O
1509
4411 H board Generator Unit LS LS
Service Tank 1506 PS 4410 5303 5305 Drain
5016
5026
5436
2310 PI PZA S S
2032
2013 H L
2114
2132
5018 5028 Drain
5304
5305
S PI 4406
2103
S 2309 5301 5302
2037 2038 Instrument S S
TI 4404
PI Air
Cooling
Cooling
Water In
Water Out
2344
2041 5013 5023
S
To F.O 2042 4415
Drain Tank LS 2040 PI
3V LS
4402 Signal Lamps Minic- LS LS
TS H board Generator Unit
4414
(F) 5011 5021
Washing S 5405
rner
PI 2021 Cooling
Tower Chilled Chilled
Pilot Bu
XZA
2121 XZA Igni-
1637
TI Inert Gas (Dry)

L tion Water Water LS
L In Out Ambient
Sample Gas Air
Main B Demister To O2 Analyser 5401 Sereen
urner
Vessel
2003
Vent To I.G 5225
5407
Sample H
2303 Inert Gas Cooler Purge Line TX
Emergency
S 4314 Line
Control Air Combust 2304
2013 DPX LS
4401
Blow-off ion Cha 5083 5083 S 5404
4303
4302
S
2054 2012 PI mber H
(Air) Fan
2410 5061 5071 M 5403
2051 Dewpoint
2014 PI PI
Analyser
4304 4315
2010 PS
2313
2324
2321
2322
5072
5062
H PS Tag No. 7100
5406
LS LS
2015 H LS Drain Drain
H
2314
LS 2011 PS
2208 5081 5091
2201 2202 L
Ambient M LS
S
4302
121V
Air 2315
2319
2207 2209 2206 2204 Steam 5008

5033 5101
5007
5008
Heater
D-20V
M 2203 PI
Blower 2 5031
5008
2318
5108
S
S
2320 2317
TI
5107
LS
Drain 5036 Drain 5113
2228 2323 22V 5104
5111 5112
2221 M 2222 LS
Ambient PS LS 5034 LS
5041
5051
5102 5103
Air L
2227 2229 2226 2224
S S
Co
n tro 5043 5053
M 2223 l Air Electrical
Blower 1 To Oily
Heater 5411
2316
25
Bilge Tank
24
Control Air LS 5416

5413 5413 TZA
LS H
24 TX TX
1633
19 L
1622 1626 1634 9V
PI PI PS L LS
1632
S LS LS
(F)
1623
1627
1635
From 0.98 MPa 1601 PC S LS

1621 1602 P
2415
Steam System Control Air

(Burner Atomizing 1624 1631 2416
1606
From 0.98 MPa
Steam) 1625
Steam System
Drain/Decompr.
(Don't need to be connected
1605 1604 1603 To Oily
To Atm. for maintenance only)
Bilge Tank
Drain Tank
Key
1V Steam Line Fresh Water Line
From S.W Supply
(For Ballast System) Diesel Oil Line Air Line
(A)
2V
From F.W Supply

Sea Water Line Condensate Line
(For Rinsing) Inert Gas Line

9. Electrical Equipment washing/ scrubbing tower will be always alert, also if the generator is totally 13. Maintenance
switched-off; this alarm is fed by the ship’s emergency system. (IAS-system).
1) Panels Level switch (2322) is equipped with two switches for the purpose. Hardly any maintenance is required owing to the application of high-quality
The system has several panels for starting, control and safeguarding: components and the selective choice of materials. Components requiring
11. Oxygen Content Measurement maintenance as well as vital parts will be always situated at a readily accessible
- One main separately installed control panel to control the inert gas place. In the instruction manual you will find a clear description of the
maintenance procedures.
generator (combustion and scrubbing) and the whole system. This panel is The classification authorities prescribe a continuous check (indication and alarm)
giving ‘instructions’ to the local panels (automatic starting of fuel-oil of the analyzer constantly indicates the oxygen content in the inert gas and will
Monitoring for IG Plant
pump and blower, checking conditions on refrigeration and dryer site). It effect an alarm when a set maximum or minimum quantity of oxygen is
has a mimic diagram in the front. In case of a failure, a sound will be given exceeded. The highest value is determined by the application of the inert gas.
and the direct cause of the failure will be indicated in the mimic. The lowest value protects against under-stoichiometric combustion (too high
- One starter panel for fuel oil pump, for mounting close to the motor. content of combustibles CO + H2). The generator will not stop at alarm
condition. This enables the operator to change the adjustment of the fuel/ air
- One starter panel for blower, for mounting close to the motor. Both panels ration and to see the result. The inert gas produced is purged at alarm condition.
contain a circuit breaker (with manual and automatic disconnection), For remote indication or recording a 4-20 mA signal is available.
thermal overload protection, starter relays and hour counter (ammeter is
optional). 12. Operation
- One control/ starter panel, mounted on the refrigeration skid for fully - First of all manual valves for utilities (seawater, fuel, etc.) will be opened.
independent starting and control of the refrigeration unit, completely
cabled to the components on the skid, with mimic in the front. - Main switch is actuated.
- One control/ starter panel, mounted on the dryer skid for fully independent - Switch for starting refrigeration unit and dryer is actuated.
starting and control of the dryer unit completely cabled to the components
on the skid, with mimic in the front. - Now the generator can be started by operating a switch. This is possible,
since the complete starting process is fully programmed and safeguarded.
2) Electrical connection of the various main parts
- The purge line is open when the generator is started.
All electrical equipment on the inert gas generator main units will be cabled.
All cables will end in a connecting box fitted to the generator and in the The starting program runs as follows:
control panels on the refrigeration and dryer unit.
The interconnecting cabling between these connecting boxes, the control - The blower purges the system with air before the pilot burner is ignited by
panel, the electric motors, etc., is no part of our of our delivery. a spark plug.
We deliver a diagram of connections with numbers and sizes of cables, and
showing the terminal numbers of all electrical equipment delivered by us. - The pilot burner is ignited; as soon as the flame is detected the main
burner is started.
10. Protections and Safety Devices
- After flame detection of the main burner and flame stabilization, the pilot
The generator is equipped with several protections and safety devices, which are burner is shut down.
partly shown in the flow diagram. There are direct and indirect-acting protections
and safety devices. - After 4 minutes of purging after start, the delivery line is opened and the
purge line closed, provided that the oxygen content is correct. If not. The
Direct-acting protections are breakers, pressure relief valves and water-seal; they purge line remains open until the correct fuel/ air ratio has been set and the
are operated by the medium they have to protect. Indirect-acting protections are correct oxygen content is obtained.
components which continuously compare the actual process value to a set value;
if this set value is reached or exceeded, they will give a signal to the signalizing - For longer standstill periods it is recommended to purge the seawater
system which undertakes the required actions in the generator operations. cooling system with fresh water.
Combined with limit switches, these protections and safety devices from a series - An extra contact is available in the control panel for connection to the
of conditions for safe and proper operation. The high water level alarm of the ship’s main control room to allow for a remote stop of the generator.

Illustration 4.11a Gas Detection System
Gas Detecting Panel (EER)

Detecting Part Control Part
In Panel (EExiad)
DC 24V
IR-Type
Detector DC 4-20mA
Flame Power
Arrester AC 220V 60Hz Φ1
Stop Valve Box 0~100 Vol.% Supply
Cargo Part System (Total 28) (EER) 0~100 % LEL Part
Top of Inter Barrier Space for Gas Dome (4) IR-Type
Detector
Top of Insulation Space for Gas Dome (4) Main
Vent Mast (4) RS422/485(*1) Repeater
Under Deck Side Passage Way Port & STBD (6) 0~100 Vol.% Sequencer Fail. & BZ., PW Cont. Panel
0~100 % LEL Alarm (FCS)
Top of Inter Barrier Space for Liquid Dome (4)
IR-Type Circuit
Cargo Machinery Room (2) Detector
Gas Vent Drain Tank (1) Spare
Pipe Duct Forward and After (2)
Cargo Electric Motor Room (1) DC 24V
Electric Electric Graphic Operation
Drain Separator Board Parts Parts Panel
Drain Tank Only
RS422/485(*1)
Cargo Machinery Trip System (Total 5) EExiad DC 24V Failure
Boiler Hood (2) IR-Type & DC 4~20 mA IS Cargo Part System
DC 4-20mA
Gas Duct (2) Detector Barrier Cargo Mach. Trip System
Inert Gas Line (1) Engine Room System IAS
Control Panel Accommodation System
(ECR) Other Space
DC 24V Rs422/485 (*1)

IR-Type & DC 4~20 mA Fail. & BZ., PW Cont.
Detector
DC 24V Gas Alarm Contact
60% LEL
Boiler Hood (2 Points)
Engine Room System (Total 8) CC Type Detector (Exd) Gas Duct (2 Points)
E/R Supply Vent Fan Room (4) Detector Cover DC 4-20mA Electric Motor Room (2 Points)
Control Inert Gas Line (1 Point)
E/R Exhaust Vent Fan Room (2) Detector Output Panel
E/R 2nd Deck (2) (ECR)
Rs422/485 (*1)
Detector Output
Fail. & BZ., PW Cont.
DC 24V
Accommodation System (Total 23) CC Type Detector (Exd) System Failure Analog Data
Wheel House (1) Detector Cover DC 4-20mA Cargo Area Cargo Area
Control (1 Common) (0~100 % LEL)
CCR (1) Detector Output
Panel Cargo Mach. Trip (0~100 VOL %)
Galley (1) (ECR) (1 Common) Cargo Mach. Trip
Entrance Lobby of Each Accommodation Deck (10) Engine Room (0~100 % LEL 5 Point)
Mess Room (2) Rs422/485 (*1) (1 Common) Engine Room
TV Room (2) Detector Output Fail. & BZ., PW Cont. Accommodation (0~100 % LEL 8 Point)
(1 Common) Accommodation
Lounge (2) DC 24V Other Space (0~100 % LEL 23 Point)
Accommodation Air Intake (Main & Aux.) (2) (1 Common) Other Space
Emergency Generator Room (1) (0~100 % LEL 3 Point)
Central Office (1) Gas Alarm
Cargo Area
(30 % LEL 20 Point)
(30 VOL % 8 Point)
Other Space (Total 3) Cargo Mach. Trip
CC Type Detector (Exd)
Electric Motor Room (2) DC 4-20mA (30 % LEL 5 Point)
Detector Cover
Bosun Store (1) Control (60 % LEL 5 Point)
Detector Output Engine Room
Panel
(ECR) (30 % LEL 8 Point)
Accommodation
Rs422/485 (*1) (30 % LEL 23 Point)
Other Space
Detector Output Fail. & BZ., PW Cont. (30 % LEL 3 Point)
DC 24V

4.11 Gas Detection System 22 No.4 top of inter barrier space for liquid dome 3. Engine room
1. Cargo Part System 23 cargo machinery room 1 1) Specification
24 cargo machinery room 2

1) Specification Model CP-W
25 gas vent drain tank
Detecting gas Methane (CH4)
Model FMA-T328UR
26 pipe duct forward
Detecting principle Catalytic combustion method
Detecting gas Methane (CH4)
27 pipe duct after Detecting range 0 ~ 100 % LEL (lower explosion limit)
Detecting principle IR type- NDIR (non-dispersive infrared method)
28 cargo electric motor room Alarm Set Point 30% LEL
Detecting range 0 ~ 100 % LEL, 0 ~ 100 % VOL
Alarm Set Point 30% LEL, 30% VOL This device measures the amount of leaking in flammable gas (methane) within 2) Measuring points (8 points)
the cargo areas and accommodation of LNG vessels and sounds an alarm if the
2) Measuring points (28 points) value exceeds pre-set limits in order to prevent accidents caused by leaking gas.
1 Engine room supply vent fan room 1
This system uses infra-red and catalytic combustion methods for measurement
1 No.1 top of inter barrier space for cargo dome 2 Engine room supply vent fan room 2
purposes. The infra-red type (IR type) can be switched automatically or manually
between 28 point gas measurement locations with a single analyzer. 3 Engine room supply vent fan room 3
2 No.2 top of inter barrier space for cargo dome
3 No.3 ca top of inter barrier space for cargo dome

(Automatic switching is performed between 0-100% VOL and 0-100% LEL.) 4 Engine room supply vent fan room 4
The infra-red type (IR type) continually measures in detecting panel.
4 No.4 top of inter barrier space for cargo dome 5 Engine room exhaust vent fan room 1
2. Cargo Machinery trip system 6 Engine room exhaust vent fan room 2
5 No.1 top of insulation space for gas dome
6 No.2 top of insulation space for gas dome 1) Specification 7 Engine room 2nd deck 1
7 No.3 top of insulation space for gas dome 8 Engine room 2nd deck 2
Model CP-W(IS)
8 No.4 top of insulation space for gas dome Detecting gas Methane (CH4) The engine room area samples are continuously monitored by its own sampling
9 No.1 vent mast Detecting principle NDIR (non-dispersive infrared method) analyser.
10 No.2 vent mast Detecting range 0 ~ 100 % LEL (lower explosion limit) The gas analyser’s zero reading should be checked daily and the span checked
weekly.
11 No.3 vent mast Alarm Set Point 30% LEL, 60% LEL
12 No.4 vent mast

4. Accommodation System
2) Measuring points (5 points)
13 Under deck side passage way port 1 1) Specification
1 boiler hood 1
14 Under deck side passage way starboard 1
Model CP-W
2 boiler hood 2
15 Under deck side passage way port 2 Detecting gas Methane (CH4)
3 Gas duct 1
16 Under deck side passage way starboard 2 Detecting principle Catalytic combustion method
4 Gas duct 2
17 Under deck side passage way port 3 Detecting range 0 ~ 100 % LEL (lower explosion limit)
5 Inert gas line Alarm Set Point 30% LEL
18 Under deck side passage way starboard 4
19 No.1 top of inter barrier space for liquid dome

Illustration 4.11a Gas Detection System
Gas Detecting Panel (EER)

Detecting Part Control Part
In Panel (EExiad)
DC 24V
IR-Type
Detector DC 4-20mA
Flame Power
Arrester AC 220V 60Hz Φ1
Stop Valve Box 0~100 Vol.% Supply
Cargo Part System (Total 28) (EER) 0~100 % LEL Part
Top of Inter Barrier Space for Gas Dome (4) IR-Type
Detector
Top of Insulation Space for Gas Dome (4) Main
Vent Mast (4) RS422/485(*1) Repeater
Under Deck Side Passage Way Port & STBD (6) 0~100 Vol.% Sequencer Fail. & BZ., PW Cont. Panel
0~100 % LEL Alarm (FCS)
Top of Inter Barrier Space for Liquid Dome (4)
IR-Type Circuit
Cargo Machinery Room (2) Detector
Gas Vent Drain Tank (1) Spare
Pipe Duct Forward and After (2)
Cargo Electric Motor Room (1) DC 24V
Electric Electric Graphic Operation
Drain Separator Board Parts Parts Panel
Drain Tank Only
RS422/485(*1)
Cargo Machinery Trip System (Total 5) EExiad DC 24V Failure
Boiler Hood (2) IR-Type & DC 4~20 mA IS Cargo Part System
DC 4-20mA
Gas Duct (2) Detector Barrier Cargo Mach. Trip System
Inert Gas Line (1) Engine Room System IAS
Control Panel Accommodation System
(ECR) Other Space
DC 24V Rs422/485 (*1)

IR-Type & DC 4~20 mA Fail. & BZ., PW Cont.
Detector
DC 24V Gas Alarm Contact
60% LEL
Boiler Hood (2 Points)
Engine Room System (Total 8) CC Type Detector (Exd) Gas Duct (2 Points)
E/R Supply Vent Fan Room (4) Detector Cover DC 4-20mA Electric Motor Room (2 Points)
Control Inert Gas Line (1 Point)
E/R Exhaust Vent Fan Room (2) Detector Output Panel
E/R 2nd Deck (2) (ECR)
Rs422/485 (*1)
Detector Output
Fail. & BZ., PW Cont.
DC 24V
Accommodation System (Total 23) CC Type Detector (Exd) System Failure Analog Data
Wheel House (1) Detector Cover DC 4-20mA Cargo Area Cargo Area
Control (1 Common) (0~100 % LEL)
CCR (1) Detector Output
Panel Cargo Mach. Trip (0~100 VOL %)
Galley (1) (ECR) (1 Common) Cargo Mach. Trip
Entrance Lobby of Each Accommodation Deck (10) Engine Room (0~100 % LEL 5 Point)
Mess Room (2) Rs422/485 (*1) (1 Common) Engine Room
TV Room (2) Detector Output Fail. & BZ., PW Cont. Accommodation (0~100 % LEL 8 Point)
(1 Common) Accommodation
Lounge (2) DC 24V Other Space (0~100 % LEL 23 Point)
Accommodation Air Intake (Main & Aux.) (2) (1 Common) Other Space
Emergency Generator Room (1) (0~100 % LEL 3 Point)
Central Office (1) Gas Alarm
Cargo Area
(30 % LEL 20 Point)
(30 VOL % 8 Point)
Other Space (Total 3) Cargo Mach. Trip
CC Type Detector (Exd)
Electric Motor Room (2) DC 4-20mA (30 % LEL 5 Point)
Detector Cover
Bosun Store (1) Control (60 % LEL 5 Point)
Detector Output Engine Room
Panel
(ECR) (30 % LEL 8 Point)
Accommodation
Rs422/485 (*1) (30 % LEL 23 Point)
Other Space
Detector Output Fail. & BZ., PW Cont. (30 % LEL 3 Point)
DC 24V

2) Measuring points (23 points) 5. Other Space System
1) Specification
1 Wheel house
2 CCR Model CP-W
3 Galley Detecting gas Methane (CH4)
4 Entrance lobby of accommodation upp-deck (p) Detecting principle Catalytic combustion method
5 Entrance lobby of accommodation upp-deck (s) Detecting range 0 ~ 100 % LEL (lower explosion limit)
Alarm Set Point 30% LEL,60% LEL (motor room only)

6 Entrance lobby of accommodation A-deck (p)
7 Entrance lobby of accommodation A-deck (s) 2) Measuring points (3 points)

8 Entrance lobby of accommodation B-deck (p)
1 Electric motor room 1
9 Entrance lobby of accommodation B-deck (s)
2 Electric motor room 2
10 Entrance lobby of accommodation C-deck (p)
3 Bosun store
11 Entrance lobby of accommodation C-deck (s)
12 Entrance lobby of accommodation D-deck (p)
13 Entrance lobby of accommodation D-deck (s)
14 Mess room 1
15 Mess room 1
16 TV room 1
17 TV room 2
18 Lounge 1
19 Lounge 2
20 Accommodation air intake (main)
21 Accommodation air intake (Aux.)
22 Emergency generator room
23 Central office

Illustration 4.12.1a Cargo Valve Hydraulic Lines
[Engine Room] [Passage Way]
Hydraulic Power Pack

(SS-VH61-H126A)
(10 sets) (1 set) (1 set) (2 sets) (8 sets) (5 sets) (2 sets) (9 sets)
- Main Pump : 2 sets (33 l/min) ESD ESD

(A) (B) Block Block
- Topping-up Pump : 1 set (9.9 l/min)
- Accumulator : 5 Sets (20 l)

No.6 Solenoid Valve Box No.5 Solenoid Valve Box No.3 Solenoid Valve Box No.1 Solenoid Valve Box
- Accumulator : 1 Set (20 l)

(SS-VH62-H126A) (SS-VH62-H126A) (SS-VH62-H126A) (SS-VH62-H126A)
12 Units (with ESD) 10 Units 5 Units (with ESD) 11 Units

FL-25A FL-25A
(P) (T)
Portable Hand Pump (1 set)

in Cargo Gear Locker
FL-25A FL-25A FL-25A FL-25A FL-25A FL-25A FL-25A FL-25A
(P) (T) (P) (T) (P) (T) (P) (T)
(P) (T)
FL-25A FL-25A
(T)
FL-25A
FL-25A
(P)
JIS280K 25A
Ball Valve
Accumulator Stand
(SS-VH61-H126A) FL-25A FL-25A FL-25A FL-25A FL-25A FL-25A
(P) (T) (P) (T) (P) (T)
- Accumulator :
7 sets (50 l) JIS280K 25A Ball Valve
(Pressure)

JIS280K 25A Ball Valve
(Return)
No.7 Solenoid Valve Box No.4 Solenoid Valve Box No.2 Solenoid Valve Box
(SS-VH62-H126A) (SS-VH62-H126A) (SS-VH62-H126A)
(T) (P)
FL-25A FL-25A
10 Units 6 Units (with ESD) 10 Units
(T) (T)
Hyd. Power Pack FL-25A FL-25A Accumulator Stand
for (SS-VH61-H126B)
Ballast System ESD
Block
- Accumulator :
(SS-VH61-H126B) (P) (P) 3 sets (50 l)
FL-25A FL-25A (2 sets) (8 sets) (1 set) (1 set) (2 sets) (8 sets)

4.12 Cargo and Ballast Valve Control In normal use, the isolating valves must be kept shut. Valves CL314, 317, 306, 315, 316 (THR)
No.5 Solenoid valve box feeds
Valves CS306, 309, 311(THR)
All the valves necessary for the operation of the cargo and ballast system are No.3 cargo tank
Setting Value CS301, 302 (O/S)
hydraulically operated by separate hydraulic power packs, situated in the
Valves CG501, 502, 503, 504, 533, 538,
hydraulic power pack room on upper deck. Control of the power packs and valve Low Low pressure(Alarm) 90 bar CG539, 604, 605 (O/S)
operation is from the IAS in the CCR. No.6 Solenoid valve box feeds
Low pressure(Alarm) 100 bar Valve CG613 (ESD)
compressor room
Valve CG537(THR)
4.12.1 Cargo Valve Control System Stand-by pump start pressure 105 bar Valve CS704 (O/S)
Valves CL414, 417, 406, 415, 416
1. Description Normal discharging pressure 115~135 bar No.7 Solenoid valve box feeds
Valves CS406, 409, 411(THR)
No.4 cargo tank
The hydraulic power unit consists of two main pumps and one topping-up pump. High pressure (Alarm) 140 bar CS401, 402(O/S)
During normal loading and unloading operations only one pump is required to Relief valve 155bar
meet the demand, while the second pump is put on automatic standby cut-in NOTE
mode and will cut in when the system pressure is reduced to 100bar. The topping Motor detect (Alarm) - Accumulator(20liter) for fuel master valve is provided at No.6 solenoid valve
up pump is normally used in the sea-going condition and forcing vaporisation box, and accumulators(20liter x 5sets) for manifold valves are at No.3 and
operations. Low level (Alarm) -
No.4 solenoid valve boxes for emergency closing of corresponding valves
Low-Low level (P/P Shut Down) - .
General Specification
4. Remote Control
High temperature (Alarm) 70°C
Maker: AMRI-SEIL
Accumulator capacity: 50 Liter x 11 sets Filter clogging (Alarm) 2 bar Valve remote control and position indication is carried out from the IAS.
N2 Bottle: 45 Liter x 1 Sets
Main electric motor: 11kW, 1750rpm, 440V, 60Hz CAUTION
NOTE When the signal position at full close or full open is required, keep the solenoid
Topping up electric motor: 4.8kW, 1750rpm, 440V, 60Hz
Main pump capacity: 33 Liter/Min 1) Low-Low level - A timer allows up to 15 seconds operation after the Low- energized for a minimum of 10 seconds. Do not energize a solenoid valve for
Topping pump capacity: 9.9 Liter/Min Low level contact activates. more than 10 minutes continuously as this may cause the solenoid to be
2) Standby pump start pressure -In case of topping-up pump running, the damaged
2. Hydraulic Power Pack topping up pump will not be automatically stopped. .
.
The power pack builds up the hydraulic pressure (discharging pressure : 1) For Open/Closed Valves
3. Location of Cabinets
115~135bar) for actuating the valve for cargo system. The constant running The opening or closing order is received when the solenoid corresponding
pumps are of the self regulating type, which keep the oil pressure at the preset All remotely operated valves are piston operated except for the liquid dome and to the requested direction is energised (the signal is through an intrinsically
pressure in the circuit. the spray header isolating valves, which are vane type actuators. The supply oil safe power supply unit in the barrier box). The valve moves to full open or
is distributed to 6 solenoid valve boxes situated in the side passageway (port and full close position and cannot be stopped at any intermediate position.
The hydraulic power pack can be operated remotely from the IAS or locally from starboard) and 1 in the cargo compressor room. Each cargo tank, manifold area,
the local control box. cargo compressor room and the master BOG station has its respective solenoid 2) For Intermediate (throttle) Valves
When no valve operation is required, running of the topping-up pump for each valve box as follows: An opening or closing order is received when the solenoid corresponding to
system is sufficient. The hydraulic topping-up pump is designed to keep the the requested direction is energised. The valve moves as long as the
system pressurised when no valve is under operation. corresponding solenoid is energised (the signal is through the IS relay
Valve CG702 (THR)
No.1 Solenoid valve box feeds Valves CL114, 117 106, 115, 116 (THR) repeater in barrier box). Intermediate valve can be stopped at any
When valve operation is required, one of the two main pumps is to be started.
No.1 cargo tank Valves CS106, 109, 111(THR) intermediate position.
Each hydraulic main pump has sufficient capacity to close or open two (2) of the
largest valves within one (1) minute. When one main pump is selected, the other CS101, 102 (O/S)
main pump will act as the standby pump. 3) For ESD Valves
Valves CL214, 217, 206, 215, 216(THR)
No.2 Solenoid valve box feeds Under normal operating condition, the ESD valves can be controlled in the
The accumulator will store pressurised oil from the hydraulic pumps through the Valves CS206, 209, 211(THR)
No.2 cargo tank same way as the other valves (ESD solenoid valve is normally energized
“P” port of the accumulator which is connected in parallel to the main hydraulic CS201, 202 (O/S)
“P” line. The isolating valve on the “P” port of the accumulator is to remain and shuts the oilway from the ESD solenoid to the closing chamber of the
No.3 Solenoid valve box feeds Valve CG001(ESD) corresponding actuators).
normally opened and the drain port normally closed.
starboard manifold Valve CL001, 013, 025, 037(ESD) Under ESD conditions, the ESD solenoid valve is de-energized to open the
In the event that the Cargo System hydraulic pack fails, the Ballast System No.4 Solenoid valve box feeds Valves CG002(ESD),711(THR) oilway from the ESD solenoid valve to the closing chamber of the
hydraulics may be used instead by opening two (2) isolating valves. port manifold Valves CL004, 016, 028, 040(ESD) corresponding actuators.
In this case the “hydraulic pressure low low” switch signal for the ESDS should
be manually bypassed.

Consequently, ESD valves are automatically shut at the ESD condition. The As the names indicate, one system supplies hydraulic pressure to the cargo
hydraulic power for closing ESD valves (at ESD condition) is supplied from The whole is secured on a frame with small wheels. valve control system whilst the other supplies hydraulic pressure to the ballast
the hydraulic accumulators. b) Specification valve control system.
The capacity of the accumulators has been sized to allow 3 strokes of the - Tank Volume : 5litre When in operation, the pumps will run continuously, whilst the ‘Loading’ and
corresponding ESD valves. - Stroke Volume : 25ml ‘Unloading’ functions will be controlled by the local controls contained within
- Max. Pressure : 130bar the package vendor unit. A cross connection is provided between the two
4) Emergency control of the solenoid valves. c) Operating Procedure systems in order that either pack can supply the other in the event of a major
a) In case of electric power failure - Check the oil level in the tank. malfunction, or during maintenance.
- Push the manual override on the solenoid valves - Connect the threaded ends ① to the actuator, “O” and “S” Control of the Cargo and Ballast Hydraulic pumps will be from the Hydraulic
(right: close, left: open) - Work the pump lever and monitor the pressure on the pressure gauge ② Systems graphic whilst control of the Ballast Hydraulic pumps will also be
- Open/shut valves : push the manual override until a corresponding from the Ship Side Valve graphic. This is because the ballast hydraulic system
valve position is obtained (full close or full open). also supplies hydraulic power to the ship side valves and the fuel system
- Intermediate valve: push the manual override until a corresponding valves. Being controlled from this screen means that they can be controlled
valve position is obtained. from any operator station as the Ship Side Valve graphic is accessible at all
b) In case of lack of hydraulic Pressure stations.
- Close the main isolating valves.
- Connect the emergency hand pump connection block to the pressure 2. Operating Mode
common line and return common line
- Push the manual override on the solenoid valves (right: close, left:
1) Local Operation of Solenoids and Pumps
open) while pumping the emergency hand pump until a corresponding
valve position is obtained.
- Open/shut valve : full close or full open position. Provided that there is sufficient hydraulic pressure and system integrity, then
- Intermediate valve : full close/full open or any required valve position the valves may be operated by manually operating the associated hydraulic
solenoid valve. If operating valves in this mode, it would be best to disconnect
5) Valve position indication the relevant control cables from the solenoid in question before operation.
a) O/S valves with a limit switch Pumps may be started and stopped at the local control station as usual.
Opening or closing position indication is obtained from the limit
switch on the hydraulic valve actuator, connected through the 2) Remote Operation of the Valves from the IAS Graphics Screen
intrinsically-safe type relay repeater in the barrier box, where voltage-
free contacts are used to indicate the valve position in the IAS. Open/Close valves are controlled either fully open of fully closed. Selection
of these valves on the graphics screen will open up the associated faceplate for
b) Intermediate remote controlled valves ‘Open’ and ‘Close’ control functions.
Opening or closing position indication is obtained from the 4.12.2 Hydraulic System Operation
potentiometer on the hydraulic actuators in order to indicate the valve 3) Remote Operation of the Hydraulic Pumps
position in the IAS. 1. Process Functions
- Potentiometer signal : Converted to 4 ~ 20mA signal through IS R/I As long as the usual criteria are met, then each pair of main pumps can be
converter in the barrier box. controlled typically as a standard standby pair.
The two hydraulic power packs are identical, each consisting of two main
Each pair of main pumps has an associated topping-up pump. These are
pressure pumps, as a stand-by pair, and an additional top-up pump to maintain
6) Valve Operating time adjustment single pumps having an auto stop function in the event of a hydraulic oil tank
the system pressure at sea.
Valve operating time adjustment can be adjusted using the flow control low level alarm or a delivery high pressure. They can also be started and
valve installed in each solenoid valve block. stopped manually by the operator from the IAS screen.
Cut-in and stopping, of the stand-by pump is by using a single pressure
transmitter for each pair of pumps. When the stand-by pump cuts-in (set at
5. Emergency Control 100bar), an alarm is generated. When the pressure then rises to 135bar, the
1) Emergency hand pump setting stops the standby pump, with an alarm being sounded.
a) Two (2) emergency hand pump sets are provided for the ballast system. Automatic stops for all the pumps (cargo and ballast) will be provided in the
Each pump includes, event of a hydraulic oil tank low level alarm or a delivery high pressure alarm.
- 1 x 5litre tank with filling plug including - These two stops are active whether the pump is set to ‘Local’, ‘Remote’,
- Hand pump (25cm3/stroke) ‘Auto’ or ‘Manual’. They therefore act like an emergency stop and are always
- 1 pressure gauge (0 ~ 250 bar) active.
- 2 x 5m high pressure flexible hoses

Blank Page

Illustration 4.12.3a Ballast Valve Hydraulic Lines
(D) (C) [Engine Room]

(A) (B)
Hydraulic Power Pack
(SS-VH61-H126B)
Pipe Duct
- Main Pump : 2 sets (33 l/min)
(21 sets) (2 sets)

For Ballast
- Topping-up Pump : 1 set (9.9 l/min)
Portable Hand Pump (1 set) Stationary Hand Pump

in Engine Room (5 sets) Bow Thrust Room &
For F.O System
(8 sets) (2 sets)
Bosun Store
(1 set) (6 sets)
FL-25A FL-25A
(P) (T) For F.O
(4 sets) (2 sets)

No.9 Solenoid Valve Rack No.8 Solenoid Valve Rack
For W.B System

(SS-VH62-H126B) (SS-VH62-H126B)
(14 sets)
Pipe Duct
7 Units 74 Units
(14 sets)
(7 sets)
(P) (T)
For Bilge
FL-25A FL-25A FL-25A FL-25A
FL-25A FL-25A (P) (T) (P) (T)
(T)
FL-25A
FL-25A
(P) JIS280K 25A Ball Valve
for Isolating
Accumulator Stand
for Isolating (Pressure)
(SS-VH61-H126B)
- Accumulator : for Isolating (Return)
3 sets (50 l)
(T) (P)
FL-25A FL-25A
(T) (T)
Hyd. Power Pack FL-25A FL-25A Accumulator Stand
for (SS-VH61-H126A)
Cargo System
- Accumulator :
(SS-VH61-H126A) (P) (P) 7 sets (50 l)
FL-25A FL-25A

4.12.3 Ballast and F.O Valve Control System Valves BA 54, 55 (O/S)
NOTE No.9 Solenoid valve No.1 Valves S-12V, 152V, 13V(O/S)
1. Description 1. Low-Low level - A timer allows up to 15 seconds operation after the box feeds column Valve S15V (THR)
Low-Low level contact activates. Valve I9V (O/S)
The system is supplied for remote control of valves and actuators, designed 2. Standby pump start pressure -In case of topping-up pump running, the
primarily for use on board ships as shown in the attached hydraulic schematic topping up pump will not be automatically stopped 4. Valve Control
diagram and valve lists.
The remote valves are provided with hydraulic actuators powered from a 1) Remote Control of Valve
hydraulic power unit and controlled by electro-hydraulic solenoid valves. 3. Hydraulic Power Pack
All remote valve actuators are designed to be capable of local manual operation. a) For O/S valves
The power pack builds up the hydraulic pressure for actuating the valves. The
Opening or closing order is received when the solenoid
Specification constant running pumps are of the self-regulating type, which keep the oil
pressure at the preset pressure in the circuit. corresponding to the requested motion is energized. The valve
moves to full open or full close and cannot be stopped at any
Maker: AMRI-SEIL intermediate position.
The hydraulic power pack can be operated remotely from the IAS or locally from
Accumulator capacity: 50 Litre x 3 Sets
the local control box.
N2 Bottle: 45 Litre x 1 Sets
b) For intermediate (throat) valves
Main electric motor (2sets): 11 kW, 1750rpm, 440V, 60Hz When no valve operation is required, running of the topping-up pump for each
Topping up electric motor (1set): 4.8 kW, 1750rpm, 440V, 60Hz Opening or closing order is received when the solenoid
system is sufficient. The hydraulic topping-up pump is designed to keep the corresponding to the requested motion is energized. The valve
Main pump capacity (2set): 33 Litre/Min system pressurised when no valve is under operation.
Topping-up pump capacity (1set): 9.9 Litre/Min moves as long as the corresponding solenoid is energized. The valve
When valve operation is required, one of the two main pumps is to be started. can be stopped at any intermediate position.
2. Ballast and F.O. Systems Each hydraulic main pump has sufficient capacity to close or open two (2) of the
largest valves within one (1) minute. When one main pump is selected, the other CAUTION
The hydraulic power unit consists of two main pumps and one topping-up pump. main pump will act as the standby pump. When the delivered pressure falls When the signal position at full close or full open is required, keep the solenoid
During normal loading and unloading operations, only one pump is required to below the setting pressure value due to the some reason, the stand-by pump starts energized for a minimum of 10 seconds. Do not energize a solenoid valve for
meet the demand, while the second pump is put on automatic standby mode automatically. The hydraulic topping-up pump is designed to keep the system more than 10 minutes continuously, as this may cause the solenoid to be
pressurized when no valve is under operation. damaged.
ready to cut in when the system pressure is reduced to 100 bar. The topping-up
pump is normally used when the vessel is in sea mode condition. In the event that the Ballast System hydraulic pack fails, the Cargo System
5. Emergency Control
hydraulics may be used by opening two (2) isolating valves .
All remotely operated valves are piston operated. The supply oil is distributed to In normal use, the isolating valves must be kept shut. 1) Emergency hand pump
a solenoid valve board situated in the engine room. The operation of the valves is
conducted from the IAS in the CCR. a) One (1) emergency hand pump set is provided for the ballast system.
No.1 Valves BA 03, 04, 05, 06, 07, 08, 09, 10,
column 11, 12, 13, 14, 15, 16 (THR) Each pump includes:
Setting Value - 1 x 5L tank with filling plug including -
Valves BA 17, 18, 19, 20, 21, 22, 23, 28,
No.2
30, 32 (THR) - Hand pump (25cm3/stroke)
Low pressure(Alarm) 100 bar column - 1 pressure gauge (0–250 bar)
Valves BA 26, 27, 29, 33 (O/S)
Stand-by pump start pressure 110 bar
- 2 x 5m high pressure flexible hose
Valves BA 34, 36, 38, 43 (THR)
No.3
Valves BA 35, 37, 39, 40, 41, 42, 44, 45,
Normal discharging pressure 115~135 bar column The pump assembly is secured on a frame with small wheels.
46, 47, 48 (O/S)
High pressure (Alarm) 140 bar No.8 Solenoid valve
Valves BA 49, 50 ,51, 53 (O/S) b) Specification
box feeds
Relief valve 155bar Valves TV 01, 02 (O/S) - Tank Volume : 5litre
No.4 Valves FO 01, 03, 10, 11(THR) - Stroke Volume : 25ml
Motor detect (Alarm) - column 06, 07 (O/S) - Max. Pressure : 130bar
Valve BA 52 (THR)
Low level (Alarm) -
Valves CB 02, 04 (O/S) c) Operating Procedure
Low-Low level (P/P Shut Down) - Valves CB 08, 14, 20, 26, 30 (O/S) - Check the oil level in the tank.
No.5 Valves F 71V, 72V, 73V, 74V, 75V, 76V, - Connect the threaded ends (1) to the actuator, “O” and “S”
High temperature (Alarm) 70°C
column 77V, 78V (THR) - Work the pump lever and monitor the pressure on the pressure gauge (2)
Valves F 2V, 4V (O/S)

2) Emergency control of the solenoid valves.
a) In case of electrical failure

Push the manual override on the solenoid valves
(right: close, left: open)
- Open/shut valves : push the manual override momentarily.
- Intermediate valve : push the manual override until the required valve
position is obtained.
b) In case of lack of hydraulic pressure:

- Close the column isolating valves.
- Connect the emergency hand pump to the connection block on the
pressure line (column) and return line (column)
- Push the manual override in the required direction for open/shut
valves while pumping the emergency hand pump until the valve is in
the required position.
- Push the manual override continuously for throttling valves while
pumping the emergency hand pump until the required valve position
is obtained.
3) Valve position indication
a) O/S valves with a limit switch

An opening or closing position indication is received from the limit
switch on the hydraulic valve actuator, which is connected through
the terminals in the barrier box to the IAS (if the valve is located in
the hazardous area, it is connected through an intrinsically safe type
relay repeater in the barrier box) in order to indicate the valve
position in the IAS.
b) Intermediate remote controlled valves

An opening or closing position indication is received from the
potentiometer on the hydraulic actuators and the signal is converted
to a 4 ~ 20mA signal through an R/I converter (if the valve is located
in the hazardous area, the R/I converter is an intrinsically safe type) in
the barrier box in order to indicate the valve position in the IAS.
4) Valve Operating time adjustment
Valve operating time can be modified by adjusting the flow reducer

installed on each solenoid valve block
NOTE
The operating time depends on the length of the yard piping and oil
characteristics. The operating time is set at ambient temperature; however, the
actual operating time is strongly influenced by the actual ambient temperature
and the oil characteristic, particularly if the distance between actuator and
solenoid control valve is long.

Blank Page

Illustration 4.12.4a Emergency Shutdown System
Normal Operation
Normal
(Operation Mode Selection) Operating
IAS (ESD Set Press. Adjusting) IAS Indication ESD TPS1 TPS2
Interlock Operation
NO
Test Test Mode Selection (CCR)
Cargo Pump Q'ty - 8 ESD TPS1
NO
Reset Reset Push Button (CCR)
NO
Cancel ESD Blocking (CCR)
Strip. & Spray Pump Q'ty - 4 ESD TPS1
NO
Cargo Tank Level Override Level Override Switch ESD System
CSBD ESD TPS1

Em'cy Cargo Pump Q'ty - 1
Emergency Shut Down Causes
Manual Trip NC IGG Blower Q'ty - 2 ESD TPS1

Manual Push Button (I.S.)
Liquid Dome - Q'ty 4
Manifold PORT/STBD Side - Q'ty 2
Forward Area - Q'ty 1 Emergency High Duty Compressor Q'ty - 2 ESD TPS1
Cargo Comp. Room - Q'ty 1 Shut Down
I.S. Barrier Control TPS2
FCR - Q'ty 1
(EEx-ia)
NC
Manual Push Button (N.I.S.)
Electric Motor Room - Q'ty 1
W/H - Q'ty 1 * Air Control Air Release Solenoid
CCR - Q'ty 1 Q'ty - 1 ESD
Board Valve
Fire NC
Fusible Melting Plug (I.S.) Processor
(Fusible Plug Melted)
Self
Liquid Dome - Q'ty 4 Diagnosis
Vapour Dome - Q'ty 4
Manifold PORT/STBD Side - Q'ty 2
Cargo Comp. Room - Q'ty 1 Ship Shore Communication
ESD Signal
Electric Motor Room - Q'ty 1 Link System ESD
(Elec./Optic) (Elec./Optic)
4~20 mA
Low Press. at Pneumatic Link Press. Transmitter
NC
Control Air Press. Low Press. Switch
NC
Each Cargo Tank Level 99.0% Independent Level Switch Master Gas Valve Control
NC ESD Activation Signal
Low Press. at Vapour Press. Switch BMS
Main Line TPS-1 Activation Signal
Low Duty Compressor Control
NC
Low Press. at Hydraulic Unit Press. Low Contact Signal
NC
Electric Power Fail (Black Out) MSBD
NC
ESD Signal (Elec./Optic) S/S Communication System
Shore Connection Valve

Q'ty - 12 ESD
(PORT/STBD)
Tank Protection 1 Causes from IAS
Sol. Valve Box Cargo Tank Filling Valve Q'ty - 4 ESD TPS2
NC
Each Cargo Tank Pressure LL Press. Switch (PORT/STBD)
Cargo Tank Spray Valve Q'ty - 8 TPS1 TPS2

Tank Protection 2 Causes from IAS ESD
NC
Each Cargo Tank Level 98.5% Independent Level Switch

4.12.4 Emergency Shutdown System z Ship/Shore pneumatic pressure low The operator can manually set the filling valve close override in the
mimic for each cargo tank, so that the logic function of filling valve
In the event of fire or other emergency condition, the entire cargo system, gas z Control air pressure low close is deactivated. The override function is prepared for each cargo
compressors and master boil-off gas isolating valve to the engine room may be z System fail tank respectively.
shut down by a single control. z I/O failure
4. Gas Burning Safety System
Shut down of the cargo system is actuated either manually or automatically by 2) Actions
fire or certain off-limit conditions. z Manifold valves (shore connection valves) close 1) Causes
z Main cargo pumps stop z BOG hood gas detected
1. Description z Stripping/Spray pumps stop z Both boiler trip
fig . ESDS Push Button z Emergency cargo pump stop z Boil-Off leak ext. fan both stop
z HD compressors stop z BOG heater outlet temperature low low & high high
z Signal to Shore (by electric/optic) z BOG heater trip
z ESD signal to shore z Black-out
Emergency z Air release magnetic valve close z Fusible plug
Shut-Down z Control air pressure low low
System z Manual trip signal
Stop Button
3. Cargo Tank Protection
z E/R vent fans all trip
1) TPS 1 (Cargo Tank Protection: Underpressure)
a) Causes 2) Actions
z Cargo tank pressure Low (3 mbar). z LD compressor stops
z Cargo tank pressure Low/Low (2 mbar). z BOG master valve closes
The manual emergency shutdown push buttons are located as follows b) Actions 5. Functions on the Cargo Console for ESD/TPS
(Total 12 units): z Main cargo pumps stop
z Each cargo tank liquid dome (4 units) z Emergency cargo pump stop 1) ‘ESD Block’ Input Blocking at Sea
z Port and starboard manifold platforms (2 units) z Stripping/Spray pumps stop Set the ‘ESD block’ switch on the Cargo Console. In this mode, all ESD
z Forward Area (1 unit) z HD compressor stops inputs as defined in the C&E are blocked: i.e. no alarms and no actions
z Cargo compressor room (1 unit) z LD compressor stops due to ESD inputs will be set from the system. TPS 1 and TPS 2
z Electric motor room (1 unit) z Fuel gas master valve close functions will not be affected.
z Fire control room (1 unit) The extremely high level sensors in the cargo tank can be blocked from
z Wheelhouse & CCR console (2 unit) The trip overriding functions for each cargo tank, high duty compressor the independent cargo tank level system itself.
and low duty compressor are prepared to prevent trip of each equipment
Fusible elements that are designed to melt at temperature between 98 ~ 104°C from the TPS1 system when the differential pressure condition is lower The very high level alarm in the cargo tank can be blocked from the
are installed on the following locations (Total 12 units): then the set-point. IAS mimic display. These level alarms comes from the radar level
z Each cargo tank liquid dome (4 units) system (CTS).
z Each cargo tank vapour dome (4 units) 2) TPS 2 (Cargo Tank Protection: Overfilling)
z Port and starboard manifold platforms (2 units) a) Causes 2) Loading and Unloading Mode
z Cargo compressor room (1 unit) y Cargo tank level very high (98.5%) In ‘Loading’ mode, there is a time delay for shutdown of manifold
z Cargo electric motor room (1 unit) valves. This time delay will protect the shore cargo equipment by giving
b) Actions the shore side time to shutdown before the flow of cargo from the ship
There are three ESDS interface connections made to the shore facility; electrical, y Relevant tank filling valve closes shuts down. The length of the time delay is fixed during commissioning
optical and pneumatic. In port, the optical link and pneumatic systems will and can not be configured by the operator. Other outputs than manifold
inform the shore of any ship’s ESDS actuation and will stop the loading or Cargo tank Very High level sensors - filling level (98.5%) - are installed valves will have no time delay.
discharge pumps and close the shore liquid valves. in each cargo tank (4) for alarming and closing of the filling valve on
each tank. 3) ESD Reset
2. Emergency Shutdown Function Resets all outputs in the ESD/TPS provided inputs are back to normal
The sensors are interfaced via the tank level system by serial line to the and acknowledged.
1) Causes IAS. From the IAS the very-high level alarm is interfaced to ESD by the
z Cargo vapour main line header pressure low redundant network. 4) ESD Test
z Cargo tank extremely high level (99%) Overrides all ESD/TPS outputs in order to facilitate system testing of
z ESD power failure (black-out) The Filling valve close override for each cargo tank is prepared to inputs and logic.
z Hydraulic oil pressure low prevent closing of the filling valve when level very high is activated.
z Shutdown signal from the terminal (optic/electric)

Illustration 4.12.5a Ship-Shore Link
Cargo Control Room Electric Equipment Room Upper Deck Manifold
Electric Connection Box

Cargo Control Console
PSU 220 VAC
Hotline 2 x 0.75
Telephone
3 x 2 x 0.75
ITT
CANNON
PABX
Telephone RJ 11 Box
1 x 2 x 0.75
7 x 2 x 1.0
6 x FO Multi Mode
Public
4 x 2 x 1.0 (IS)
44 x 1 x 1.0
4 x 2 x 1.0
4 x 2 x 1.0
4 x 2 x 1.0
Telephone RJ 11 Box
1 x 2 x 0.75
12.1 inch Touch

Note 4
Screen
(1024 x 768 Pixel)
Port 1 x 35 mm2
MLM Desktop PC Cargo Desk
MAIN POWER UNIT
AC POWER OCU AWS

DC POWER
MWS SP1 SP2

POWER MOD. STATUS
MAIN REDUNDANT POWER SWITCH

Starboard
OFF ON
220V 250W Max. Note 2

Note 1 OPTICAL COMM. UNIT
POWER SYS. FAULT NOR ESD FAULT

OPTICAL STATUS
CH1
TELEPHONE SYSTEM
CH2 CH3 CH4
4 LINE LCD MONITOR NOR SHIP
75 X 24
ABN
SHORE
PORT / STBD MODE
SELECT
AUDIO ALARM LAMP LOOP SHIP
PORT STBD NOR TEST ABN
SILENT TEST TEST
NOR SHORE
CH1 CH2 CH3 CH4
Serial AUTO WIRING SYSTEM UNIT
POWER NORMAL FAULT TRIP INPUTS
1 x 3 x 0.75
AWS TEST
ESD HEALTHY
C/O
SHORE RECEIVING HIGH LEVEL HEALTHY
LOADING ARM TRIP 1 HEALTHY START
LOADING ARM TRIP 2 HEALTHY
Switch MANUAL WIRING SYSTEM UNIT
Strainstall
POWER AWS MWS OP. SYS. EL. SYS. SHIP TO SHIP
REVERSE CONNECTION
SELECTED HEALTHY SELECTED HEALTHY
PSU
AWS / MWS SELECT OP / EL SELECT
AUTO MAN UAL OPTICAL ELECTRICAL SHIP TO SHORE SHIP TO SHIP
220VAC D Box
2 x 0.75
Modem
1 x 2 x 0.75
6 x FO Multi Mode
4 x 2 x 1.0 (IS)
RJ 11 Box
44 x 1 x 1.0
4 x 2 x 1.0
4 x 2 x 1.0
4 x 2 x 1.0
IAS & Cargo ESD System Note 4
1 x 35 mm2
Electric ESD Ship Shore / Shore-ship 4 x 2 x 0.75

FO ESD Ship Shore / Shore-ship
1 x 2 x 0.75 Notes :
System Fault 7 x 2 x 1.0
1. PC supply cable 2 m moulded type.
2 x 2 x 0.75
FO / EL Selection (Volt-free Contacts)
2. Cable between JB and MLM computer special moulded
ITT cable 3 m.
3 x 1.5 CANNON
AC 220V Normal Power Supply
3. Cable between SSL enclosure and shipside FO connection box.
2 x 2.5
DC 24V Backup Supply, BA Max. 4. Earthing cable length 3 m CSP sheath.

4.12.5 Ship Shore Link 1. Detail Specification of Ship/Shore Optical Fiber Link System 2-Hot line phone 30 kHz 90 kHz
General 1) Cabinet 3-Public phone 42 kHz 102 kHz
4-Internal phone 54 kHz 114 kHz

The optical fibre link for LNGC ship/shore communication system shall be SSCS cabinet is met standard 19inch rack compitability. This standard unit is
installed to communicate between LNG ship an LNG shore terminal through an IP22 steel cabinet with part glazed front door panel. The plinth is identical
optical fibre cables. to the Furukawa system and Seatechnik system as is the cabling to the cabinet. During normal operation the indicators display the status of each
Painting color is RAL 7032 telephone channel received from the ship and shore as follows:
The optical fibre ship/shore link (FO SSL) comprising 4 channels of multiplexed
communication data and emergency shutdown signals of ship to shore and shore
to ship. 2) Power Unit
Channel
Shore side Direction Ship side
No.
Communication signals are divided into audio signals such as mooring tension This unit converts A.C. power, into D.C. power, and feeds D.C. power to each
monitor, telephone voice and interphone voice and dry contact signals of unit. Tension monitor Tension monitor
emergency shut down. → CH1
signal signal
3) Control Unit
A wide range of telephones may be used with the FO SSL including the
Interphone(Hot Interphone(Hot
compatible Hot phone. CH2
This unit controls the signals, and monitors the condition of optical translator. line) ↔ line)
Compatibillity Following lamps and switches are to be provided on this control unit.
- Power lamp : “Green” when power is supplied Public telephone ↔ Public telephone CH3
This optical fibre ship/shore link system is used in conjunction with an electric - Mode select switch : Select normal mode or Test mode
ESD system and it shall be compatible with the existing systems from Furukawa Select Transmitter or Receiver in test mode
and Seatechnik companies. - TEL status display lamp : “Green” Normal Internal telephone ↔ Internal telephone CH4
“Amber” Abnormal
Specification and Configuration - ESD status display lamp : “Green” normal
“Amber” Abnormal 6) Optical Transmitter/Receiver (T/R) Unit
Main Cabinet : Included all control/processing units(MPU, OCU, AWS, OCU), - Lamp test switch : Check for LED lamps
- Line select switch : Switch the system lines in Starboard or Port - Transmission scheme: Analog intensity modulation method
terminal-blocks and fibre optic connectors. - Number of fibers : 2 cores
- Specification for optical transmission
Optical Fibre Cable : This optical fibre ccable is used to interconnect optical 4) Telephone interface (I/F) Unit - Automatic Gain Control (AGC) function
connector and optical transmission pael. This cable consists of 6
fibre cores. Audio interface(I/F) syste is transmitted by 2 fibre 3 voice and 1 data channels, multiplexed 7) ESDS Unit
cores for TX and RX. In case of ESD system, 2 fibre cores are
used for TX and RX. The remaining two fibre cores are left Signals Provided by tone for normal safe mode and normal ESD mode.
Transmission 2 wire, Full Duplex , Both side Band
terminated as spare. Fail safe operation function.
Scheme (BSB).method
Connector Box : The connector box contains optical connectors inside. 2 boxes - Contents of signal : Dry contact signal
Number of channels 4 Channels
installed for both port/stbd side. It including Pyle - Numbers of signal : Transmitter, Receiver 1 point each
National/Miyaki/Strainstall/Optic Combination connectors inside. - Input/Output interface
Multiplex Method 2 wire, Full Duplex. Relay contact
Optical combination connector with optical fibre cable : This optical
Modulation
combination connector is a special connector for the 6 fibre core Frequency Shift Method Carrier 2.6 kHz. Condition Input Output Signal Status
Scheme
cables. This optical combination connector is used to connect with
the shore side system. Normal Close Close ON
5) Frequency Allocation
ESD Open Open OFF
Operation Condition
Ship-Shore Ship-Shore Transmit Signal Fault Open OFF
Channel
Temperature : 0~55℃ Receive carriers carriers
Humidity : 35~95RH (without any dew condensation) - Transmission scheme
1-Data Channel 18 kHz 78 kHz
Power Source : AC220V ± 10％, Single phase 60Hz
Normal condition :10kHz ± 10%
Power consumption : 150W

ESD condition : 10kHz + 10%< 3. Hotline Telephone unit

10kHz - 10%.>
Pulse duty ratio : 50% The Hot phone is a robust wall or desk top mounted system for use in all
Pulse distortion : 10% or less (at 10kHz) application demanding an immediate highly reliable communications link
for use in a wide range of marine and industrial environments.
- Indication on Control unit The dial-less version is for use with LNG optic-fibre ship-shore links(Oft-
Normal lamp : When frequency is 10kHz SL) and is fully compatible with the IWATSU TS3. The Hot phone can be
ESD lamp : When frequency is 5 kHz used with either the Furukawa system or the Seatechnik equivalent
Abnormal lamp : When frequency is abnormal or carrier The dial-less version uses two push buttons, Call and Signal
is down The Hot phone supports the following functionality for the one the termimal
- Specification for optical transmission :
Optical wave length: 0.85 ± 0.03µm (E/O : LED, 0/E : PIN-PD)

y Call :The terminal Hot phone(s) are called by lifting the handset
Sending optical power: -18dBm or more (-21dBm or more in actual
and pressing the call button whilst the caller speaks into the
operation)
Minimum receiving optical power : -32dBm or less(-35dBm or more in mouth piece. These actions result in the caller being heard at the
actual operation) called phones and a visual indication. A two way conversation
- fail safe function can commence when the handset on one of the called phones is
lifted.
Photo couplers of input side (transmitter side) are duplicated
Frequency checking circuits of output side (receiver side) are duplicated y Signal :The terminal Hot phone(s) are signalled by lifting the
Output circuit has double output contacts. handset and pressing the signal button. These actions result in an
ESD signal (output signal :OFF) to be issued the case of failure mode.
audible tremolo sound and a visual indication at the signalled
phones. A two way conversation can commence when the handset
8) Port/Starboard Selector Module
on one of the signalled phones is lifted.
Certain terminals fitted with the electric type Ship shore link, conform to
This 3U rack module carries port and starboard selector pushbuttons. The
the Private Line type signalling. This means that the called hotline
ESD electrical Rx signals from the FO Connection Box to the ESD Module
telephone rings when the handset is lifted on the calling telephone and vice
input are routed via this module and the ESD electrical TX signals to the
versa. The hotline telephone signalling type can be switched externally by
FO Connection Box are routed via this module.
the Electric System Configuration Panel.
The module is used to select the shipside connection box in use. If the
4. PABX/Public Telephones
system is in operation on the Port Connection box, Port is selected and the
red Pushbutton is lit. An Abnormal ESD will occur if the Starboard
Two standard type European telephones for 48VDC operation with off-
Pushbutton is pressed and vice versa. The Telephone signal selection is via
hook line impedance 600 ohm, on hook line impedance 6000 ohm will be
the FO Connection Box. This unit outputs the control voltage (24V DC) to
supplied. Line termination shall be by RJ11 standard type socket outlet
select Starboard.
(USA/International). The telephones may be mounted on the console. They
will be connected into the fibre-optic ship-shore link cabinet and switched
2. Ship Side (Fibre-Optic) FO Connection Box
by internal circuitry within the fibre-optic ship-shore link cabinet. The
electric system selector is controlled by a yard supplied FO-EL selector
Optical fiber Cable from optical Transmission Panel and that from Optical
switch fitted in the Cargo console.
Combination Connector are connected using adaptors. The system consists
of 2side for connection to shipboard cable conduit(or blank flange and
gland). It also has a mult-way 6 terminated pre-terminated shipside
connector tail on the righthand side. The tail is factory terminated with
approximately 1.5 meter cable.
The connector box includes a hinged lockable door and is made entirely
from SUS316.
In the event of damage, the tail can be replaced without the need for
specialist skills or tools.

Blank Page

Illustration 4.12.6a Mooring Load Monitoring System
Transformer
SSCS
Power Supply 220V (Ship Cabinet)
AC 220V, 1 PH 110V
12.1 inch Touch

Screen
(1024 x 768 Pixel)
Modem
MAIN POWER UNIT
DC POWER POWER MOD. STATUS
AC POWER OCU AWS MWS SP1 SP2 MAIN REDUNDANT POWER SWITCH
OFF ON
From OCU Ch1

OPTICAL COMM. UNIT
POWER SYS. FAULT NOR ESD FAULT TELEPHONE SYSTEM

OPTICAL STATUS
CH1 CH2 CH3 CH4
4 LINE LCD MONITOR NOR SHIP
75 X 24
ABN
SHORE
PORT / STBD MODE
SELECT
AUDIO ALARM LAMP LOOP ABN SHIP
PORT STBD SILENT TEST NOR TEST TEST
NOR SHORE
CH1 CH2 CH3 CH4
RJ11 AUTO WIRING SYSTEM UNIT
POWER NORMAL FAULT TRIP INPUTS AWS TEST
Serial
ESD HEALTHY
SHORE RECEIVING HIGH LEVEL HEALTHY
LOADING ARM TRIP 1 HEALTHY START
LOADING ARM TRIP 2 HEALTHY
Selector Wall Socket MANUAL WIRING SYSTEM UNIT
POWER AWS MWS OP. SYS. EL. SYS. SHIP TO SHIP

REVERSE CONNECTION
SELECTED HEALTHY SELECTED HEALTHY
AWS / MWS SELECT OP / EL SELECT

AU TO MAN UAL OPTICAL ELECTRICAL SHIP TO SHORE SHIP TO SHIP
From Isolator
MLM Ship Repeater
9 Pin DSUB
RS-232 to RS-422
Converter
To Isolator
Elec. Cable
F.O Cable
To OCU
Shore Side
RS-232 to RS-422 Elec. Cable

Converter
SSCS F.O Cable

MLM Computer Modem
(Shore Unit)
F.O Connection Box

4.12.6 Mooring Load Monitoring System fig 1. Dock Select Window Numerical Load Display
The line tension can be viewed numerically on the pedestal. The readout in a
The terminals at which the ship berths are fitted with MLM/Mooring Tension pedestal, below the histograms, can be toggled on and off by left-clicking the
Monitor systems. These include quick release mooring hooks which have load pedestal with the mouse.
cells which monitor the mooring line tension accurately.
fig 3. Histograms with numerical load readout on/off
The analysis of tensions is carried out by a shore-based computer.
In each case, the shore system relays data to the shipboard repeater and displays
graphically the tensions on a screen in the CCR.
1. Monitoring Line Monitoring – Vessel Repeater 2. Load Monitoring Graphics
1) General NOTE
The graphical images contained in this document are indicative only and the
Shore based Mooring Line Monitoring Systems (MLMS) are present at Delivered Software Graphics may vary.
3. Mooring Patterns
many cargo ports. Mooring data is provided from the MLMS via an RS232
1) Load Monitoring
serial communications port to the Ship-to-Shore Link (SSL). Some jetties A graphical representation of the preferred mooring pattern may be created,
provide a direct serial interface SSL cable, others multiplex/demultiplex The operator interface to the Mooring Line Monitoring System displays the saved edited, recalled or deleted for each jetty. Dragging a line from a hook to a
signals onto a telephone channel of a common carrier. The common carrier data in a separate window. The figure below shows a typical screen layout. fairlead position draws a mooring line. Right-clicking on the fairlead allows a
may use a cable Mooring load monitoring is always active once a jetty has been selected. The
choice of which line to remove. Continue drawing or deleting lines for each
load-bar graphs show the current line loads, without further operator
intervention. active hook until the mooring pattern is completed. Once complete the pattern
SSL or Fibre Optic (FO) SSL. can be saved for this jetty
This software (MLM – Vessel Repeater) assumes the serial connection is
fig 2. MLM Vessel Load Jetty
established from the local RS232 connection to the remote serial port at the fig 4. Creating and Saving a Mooring Pattern
MLMS, either via a leased line modem and SSL or the jetty’s direct serial
interface SSL cable. The MLM – Vessel Repeater accepts mooring data from
the MLMS and presents it on the Graphical User Interface (GUI).
MLM – Vessel Repeater includes a database of the vessel information, a table

of port specifications as per the SIGTTO data CDROM (March 2000)
supplied by Seatechnik and a table to store mooring patterns for each jetty.
The database is customised for each vessel by HME.
2) Load Histograms
2) Computer System Hardware Requirements 4. Checking Status of Connection
The mooring line loads are displayed graphically as histograms.
The following hardware is a minimum specification for the Workstation PC. fig 5. Communication Status
The histograms are grouped by dolphin and are individually labelled.
CPU: Pentium MMX 200MHz or Higher recommended
Histogram Colour Coding
Memory: 32MB
The histograms change colour according to the status of the hook loads.
HDD: 5MB (available space)
The colour scheme is:
Serial Ports: 1 Port(RS232)
Modem TBD
Operating System: Microsoft Windows XP Green Line tension is acceptable.
Red Line tension is beyond High or Low alarm point

3) Selecting a Jetty
To establish communication with the shore-based MLMS and commence a Shore side MLMS has flagged illegal data.
Grey If MLM software opens the serial comport. “Not connected” will change
vessel mooring monitoring session, a jetty must be selected from the list of These loads are also crossed out with red
Connected: at the right side lower part. “Not connection” is red and “Connected”
available jetties. Old data is indicated, after a loss of two data is green.
Navy
packets, by navy-blue histograms If connection is normal, you will see tension graph at lower part.

Illustration 4.13.1a Cargo Tank Relief Valves Illustration 4.13.2a IBS & IS Relief Valves
Specification Specification
Tag No. : CR106, 206, 306, 406,108, 208, 308, 408 Tag No. IBS Type : CR102, 202, 302, 402, 103, 203, 303, 403
Design Type: Pilot Operated IS Type : CR101201, 301, 401, 104, 204, 304, 404
Set pressure: 250 mbar Type: Pilot Operated
Closing pressure: 220 mbar Set pressure: 30 mbar (For IBS), 35 mbar (For IS)
Required capacity: - Nm3/h Closing pressure: 18 mbar (For IBS), 21 mbar (For IS)
Relieving capacity: 27,030 Nm3/h Required capacity: 228 Nm3/h (For IBS), 228 Nm3/h (For IS)
Relieving capacity: 420 Nm3/h (For IBS), 481 Nm3/h (For IS)
Test Gag
Test Gag
Adjust Screw Exhaust Tube
Exhaust Tube
Offset 20
Adjust Screw
OFF SET 20
Check Plate
Diaphragm Diaphragm
Check Plate
Pilot Valve
For Test Connection

RC 1/2 Pilot Valve
Vent Tube
Field Test Valve

For manual lifting device
connection RC1/2 Diaphragm Retainer
Set Plate
For Test Connection
Rc 1/2
Supply
Pipe
Supply Pipe Main
Valve
Nozzle

4.13 Relief Systems 4.13.2 IBS & IS Relief Valves 4.13.3 Pipe Relief Valves
(See Illustration 4.13.2a)
General Description Each section of the cargo pipe work, except the vapour line that can be isolated
Specification by two valves, has an overpressure relief valve fitted. The cargo manifold relief
Each cargo tank is fitted with two pressure/vacuum relief valves as required by Manufacturer: Fukui Seisakusho Co., Ltd. lines, the cargo machinery space relief lines and No.3 & 4 cargo tanks relief lines
the IGC code. The IBS and IS are each protected by two pressure relief valves Design Type: Pilot Operated are led to No.3 & 4 vapour domes. No.1 & 2 cargo tank relief lines are led to
per cargo tank. The valves are manufactured by Fukui Seisakusho Co., Ltd. and Type & Size: PSL-MD13-131-S1(B), 2” X 3” No.1 & 2 vapour domes.
are designed specifically to work on marine based LNG systems. Number of units: 16
Number per tank: Inter Barrier Space: 8 Specification
4.13.1 Cargo Tank Relief Valves Insulation Space: 8 Manufacturer: Fukui Seisakusho Co., Ltd.
(See Illustration 4.13.1a) Setting Value Design Type: Conventional
Set Pressure: 30 mbar (I.B.S), 35 mbar (I.S) Type & Number of units: REC131-S1(E), 12EA
Specification Reseating Press: 18 mbar (I.B.S), 21 mbar (I.S) Type & Number of units : REC131-S1(N), 27EA
Manufacturer: Fukui Seisakusho Co., Ltd. Required Capacity: 220 Nm3/h (I.B.S), 83 Nm3/h (I.S)
Design Type: Pilot Operated Relieving Capacity: 502 Nm3/h (I.B.S), 544 Nm3/h (I.S) Setting Value)
Type & Size: PSL-MD13-131-LS1(B), 10”x12” Relieving Pressure: 1.049 barA (I.B.S) Set Pressure: 10 bar
Number of sets: 8 1.055 barA (I.S) Reseating Press: 9 bar
Number per tank: 2 Relieving pressure: 13.013 barA
The IBS and IS are protected by 4 relief valves per cargo tank.
Setting Value
Set Pressure: 250 mbar A gas detection line is lead out from below the valves, (one point for the I.B.S
Reseating Press: 220 mbar and one point for the I.S per cargo tank) to the gas monitoring system, to give a
Required Capacity: - Nm3/h constant indication of the atmosphere inside the I.B.S and I.S.
Relieving Capacity: 27,030 Nm3/h
Relieving Pressure: 1.313 barA The I.B.S relief valve vapour outlet is led to a separate vent line, which runs up
alongside the associated vent mast. This is to prevent any counter pressure or
The cargo tank relief valves are fitted at the vapour domes of each tank and vent back flow from the main vent mast should the cargo tank relief valves lift, or
to their associated vent mast riser. A cargo tank pressure sensing line relays the from the nitrogen snuffing system.
pressure directly to the pilot operating valve. In this manner, accurate operation
at the low pressures prevailing inside the tank is assured. It is extremely important that the vent line is checked on a regular basis and
drained of any accumulation of water. This is to ensure that the relief valves
The cargo relief valves are set up initially by the manufacturers for the operate at their correct settings, which would otherwise be altered if water were
requirements on the ship. If overhaul of the valves by ship’s staff is carried out, to accumulate in the vent mast and flow into the valve assembly.
the valves must be checked and reset to the original settings (See manufacturer’s
instructions for details). The I.S relief valves vent directly to deck, via a downward facing tail pipe. It is
not necessary for these to be led to a vent mast as the likelihood of LNG vapour
It is extremely important that the vent mast is checked on a regular basis and in the insulation space is very remote.
drained of any accumulation of water. This is to ensure that the relief valves
operate at their correct settings, which would otherwise be altered if water were The I.B.S and I.S valves are set up initially by the manufacturer for the
to accumulate in the vent mast and flow into the valve assembly. requirements on the ship. If overhaul of the valves by ship’s staff is carried out,
the valves must be checked and reset to the original settings (See manufacturer’s
instructions for details).

Illustration 4.13.3a Pipe Relief Valves (REC131-S1(E)) Illustration 4.13.3b Pipe Relief Valves (REC131-S1(N))

Part 5 : Cargo Auxiliary and Ballast System

5.1 Temperature Monitoring System ....................................................... 5 - 3
5.2 Insulation Space Nitrogen Control System........................................ 5 - 6
5.3 Cofferdam Glycol Heating System.................................................... 5 - 8
5.3.1 Glycol Water Heater ............................................................... 5 - 8
5.3.2 Cofferdam Glycol Heating System ....................................... 5 - 10
5.4 Cargo Machinery F.W. Cooling System........................................... 5 - 12
5.5 Ballast System ................................................................................. 5 - 14
5.6 Hull Stress Monitoring System........................................................ 5 - 16
5.7 Loading Computer ........................................................................... 5 - 24
5.7.1 ON-Line and OFF-Line Mode .............................................. 5 - 24
5.7.2 Software Configuration......................................................... 5 - 24
5.7.3 Explanation of the Ship Manager Screen.............................. 5 - 25
5.7.4 Operation of the Ship Manager Screen ................................. 5 - 26
5.8 Fuel Oil B and Gas oil Systems ....................................................... 5 - 27
5.9 Steam Condensate System ............................................................... 5 - 28
5.10 Bilge and Scupper System ............................................................. 5 - 29
5.11 Instrument Air System ................................................................... 5 - 32
Illustration
5.1a Temperature Sensors in Cofferdams ................................................ 5 - 1
5.1b Temperature Sensors on Secondary Barrier Trunk Deck and Duct Keel
................................................................................................................. 5 - 2
5.1c Cargo Tank Temperature .................................................................. 5 - 3
5.2a Insulation Space Nitrogen Control System ...................................... 5 - 4
5.2b Barrier Space N2 Pressurisation Control ......................................... 5 - 5
5.3.1a Gllycol water Heater ..................................................................... 5 - 7
5.3.2a Cofferdam Glycol Heating System ............................................... 5 - 9
5.4a Auxiliary Fresh Water Cooling System.......................................... 5 - 11
5.5a Ballast System................................................................................ 5 - 13
5.8a Fuel Oil B and Gas oil Systems ..................................................... 5 - 27
5.9a Fuel Oil Heating and Cargo Steam System.................................... 5 - 28
5.10a Bilge System ................................................................................ 5 - 29
5.10b Bilge System................................................................................ 5 - 30
5.10c Scupper System............................................................................ 5 - 31
5.11a Compressed Air System ............................................................... 5 - 32
5.11b Inert Gas and Dry Air System ...................................................... 5 - 33
Part 5
Cargo Auxiliary and Ballast System
Part 5 Cargo Auxiliary and Ballast System

Illustration 5.1a Temperature Sensors in Cofferdams
No.2/3/4 Cargo Tank FWD BHD TI TAL

No.1 Cargo Tank FWD BHD
IAS IAS
5℃ 5℃
(Adjustable) (Adjustable)
TE TIAL TE TE
7 IAS 13 12
TIAL TIAL
IAS IAS
TE TIAL TE TIAL
PORT 8 IAS STBD PORT 14 IAS STBD
TE TE
16 15
TE TIAL
9 IAS
TIAL TIAL
IAS IAS
No.1/2/3 Cargo Tank AFT BHD No.4 Cargo Tank AFT BHD
TE TIAL TE TE
7 IAS 12 13
TIAL TIAL
IAS IAS
TE TIAL TE TIAL
STBD 8 IAS PORT STBD 14 IAS PORT
TE TE
15 16
TE TIAL
9 IAS
TIAL TIAL
IAS IAS
2nd Draft / 2006.09.20 5-1 Part 5 Cargo Auxiliary and Ballast System
Illustration 5.1b Temperature Sensors on Secondary Barrier Trunk Deck and Duct Keel
-150℃ TAL TI TAL -10℃ For in Duct Keel
(Primary Space) IAS IAS IAS (Adjustable)
-20℃ For in Trunk Deck
-140℃ TAL (Adjustable)
(Secondary Space) IAS
STARBOARD PORT STARBOARD PORT
TE TE
6A 6B 1/2 L Gas Dome
TIAL TE
IAS 21
TE TE 1/4 L
TIAL 1/2 L TIAL TE
5A 5B IAS 20
IAS 1/4 L
AFT Bulkhead
TIAL
TIAL IAS 1/2 L
IAS 1/2 L
TE TE
TE TE 14A 14B
7A 7B (AFT BHD)
TIAL
TE TE (FWD BHD) IAS
8A 8B
TE TE
4A 4B
TIAL
TIAL IAS TIAL
IAS IAS TIAL
IAS
TIAL
TE TE IAS TE TE 1/4 L
9A 9B 10A 10B TIAL TE
TE TE 1/2 L IAS 19
1A 1B TE TE 1/4 L
TIAL TE
3A 3B IAS 18
TE TE 1/4 L
2A 2B TIAL TE
1/2 L TIAL IAS 17
IAS 1/4 L
TIAL
IAS
* Temperature Sensors in Primary Space * Temperature Sensors on Double Hull

- TE1A : For Service - TE1B : For Spare - TE17, TE18, TE19 : For Duct Keel
* Temperature Sensors on Secondary Space - TE20, TE21 : For Trunk Deck
- TE2A, TE3A, TE4A, TE5A, TE6A, TE7A, TE8A, TE14A : For Service Two(2) Element Type Sensor
- TE2B, TE3B, TE4B, TE5B, TE6B, TE7B, TE8B, TE14B : For Spare
* Temperature Sensors in Primary Space
- TE9A, TE10A : For Service - TE9B, TE10B : For Spare
Part 5 : Cargo Auxiliary and Ballast System Illustration 5.1c Cargo Tank Temperature
5.1 Temperature Monitoring System
1. General Description
Monitoring equipment is provided in the CCR for the secondary Em'cy Shut Down (ESD)
LAHH 98% LAHH Cargo Pump/Em'cy Cargo Pump Stop
insulation barrier and inner hull temperatures, to give warning in case - Cargo Pump Stop CTS CTS
- Compressors Stop Spray Pump Stop
of failure of insulation or leakage of the primary insulation barrier. - ESD Valve Close LAH 97% LAH
- All manifold Valve Close CTS CTS
Emergency LAL 2.0M LAL 2.0M 97% 98%
The sensors are installed in the secondary insulation barriers and Tank Protection (TPS2) Shutdown CTS CTS LAL LAH LAHH
alongside the inner hull associated with each cargo tank. The LALL 0.5M LALL IAS IAS IAS
- Spray Valve Close
temperature range of each sensor is: -200 °C to +100 °C. - Filling Valve Close CTS CTS
LAEH LI SI LI SI
99% IHS
CTS CTS FLG CTS
The secondary insulation barrier thermocouples (sensors) are installed
at 8 around the space as shown, all 16 of them in pairs. CTS
Tank Protection LAVH TI TI TI TI TI PI
IHS CTS CTS CTS CTS CTS CTS
For the inner hull temperature measurement there are 11 sensors in 98.5%
End 25% 50% 85% 100% TI
LT LI
each tank. Three (3) are located along the bottom of the tank in the CTS : Custody Transfer System FLG
IHS : Independent High Level Alarm System
pipe duct and two (2) sensors are located in the trunk deck. In the
(15A)
FLG : Float Type Tank Level Gauge System F
cofferdam spaces there are 3 temperature sensors on each of the Vap. Connection Temp.
TE
Back-up
forward and aft bulkheads. 8-TX-13, 14, 15 & 16
Main
(15A)
R
(300A)
In the No.1 cofferdam space there are 2 temperature sensors added on
the forward bulkhead.
Gas
Radar Beam Type Level Gauge

100%
99% Liquid Dome TE TE Dome
In the No.4 cofferdam space there are 2 temperature sensors added on
the aft bulkhead. 98.5%
85%
The temperature measurements are indicated, for each sensor in TE TE
service, in the CCR via the IAS. Recording of these temperatures is
also available via the IAS.
(300A)
50%
The thermocouples for the secondary insulation barrier sensor alarm
TE TE
points are set at -120 °C.
The thermocouples for the inner hull sensor alarm points are set at 0°C.
25%
Trend curves from the received data can be plotted via the IAS in the TE TE
CCR.
(100A)
End
TE TE
Illustration 5.2a Insulation Space Nitrogen Control System
I.B.S. and I.S. Piping

Arrangement on Gas Line
Key I.B.S. and I.S. Piping I.B.S. and I.S. Piping
To N2 Vent Mast
Arrangement on Liquid Dome Arrangement on Gas Dome
N2 Line To Gas Detector To Gas Detector
A - F , J L : N2 distribution of nitrogen at IBS bottom and stripping Q : N2 exhaust, safety vent and gas detection
of the leaked cargo in I.B.S. (Bottom AFT part) and portable gas sampling for I.B.S.
G : Portable liquid level measuring and portable gas R : Pressure sensor connection to controller
sampling for I.B.S. (Low point) and indicator for I.B.S.
Q S
H : N2 distribution at IBS top and portable gas S : N2 exhaust, safety vent and gas detection
sampling for I.B.S. (High point) and portable gas sampling for I.S. R T
I : Safety valve connection for I.B.S. T : Pressure sensor connection to controller

V : N2 distribution & Portable level mesuring in I.S. & indicator for I.S.
W : Sounding and portable gas sampling
for FWD I.S. bilge well
M : Portable gas sampling for I.S. (High point)
N : Safety valve pilot for I.B.S. I.B.S. : Interbarrier space

I.S. : Insulation space
FI PIC PIAHL PIAL
Trunk Deck
FX/FI PI PX TX PX FX/FI PX
NG-92 NG-84
NG-86
NG-85
NG-89
NG-90 NG-88
TX
NG-94 NG-93 NG-91
NG-96
NG-95
NG-87
PI
Near
TX Manifold
NG-39
To Fixed Gas To Fixed Gas To Fixed Gas To Fixed Gas
Detection Detection Detection Detection
# System # System # System # System
NG-81
NG-55
NG-34
NG-16
CR-401
CR-301
CR-201
CR-101
NG-73
NG-46
NG-26
NG-08
NG-82
NG-56
NG-54
NG-35
NG-33
NG-17
NG-15
NC-80
From N2 Buffer Tank
in Engine Room
NG-72
NG-70
NG-45
NG-43
NG-25
NG-23
NG-07
NG-05
NG-79
NG-53
NG-32
NG-14
To No.4 Dome To No.3 Dome To No.2 Dome To No.1 Dome
Gauge Board NG-69 Gauge Board NG-42 Gauge Board NG-22 Gauge Board NG-04 Portable
PI PI PI PI Sampling
NG-71
NG-44
NG-24
NG-06
NG-66 NG-50 NG-29 NG-11
in Cofferdam
CR-304
# # # #
CR-204
CR-104
CR-404
NG-78
NG-77
NG-52
NG-51
NG-31
NG-30
NG-13
NG-12
NG-83
NG-58
NG-57
NG-37
NG-36
NG-19
NG-18
NG-01
NG-68 NG-41 NG-21 LNG Vent NG-03
V K M W V K M W V K M W V K M Master W
NG-65
NG-49
NG-28
NG-10
N2 Master
S S S S
Em'cy Cargo NG-67 Em'cy Cargo NG-40 Em'cy Cargo NG-20 Em'cy Cargo NG-02
NG-64
NG-48
NG-27
NG-09
Pump Column T Pump Column T Pump Column T Pump Column T
I.B.S.
I.B.S.
I.B.S.
I.B.S.
I.B.S.
I.B.S.
I.B.S.
I.B.S.
No.4 Liquid Gas No.3 Liquid Gas No.2 Liquid Gas FWD AFT No.1 Liquid Gas
I.S.
I.S.
I.S.
I.S.
I.S.
I.S.
I.S.
I.S.
Dome Dome Dome Dome Dome Dome I.S. I.S. Dome Dome
NC-406 NC-306 NC-206 NC-106
B/W B/W
NG-63
R R R R
Q Q Q Q
N N N N
I I I I
CR-403
To No.4 To No.3 To No.2 To No.1
CR-203
CR-303
CR-103
H G A-F , J L H G A-F , J L H G A-F , J L H G A-F , J L
NC-412
NC-312
NC-212
NC-112
Dome Dome Dome Dome
Gauge Gauge Gauge Gauge
Board Board Board Board
NC-405 NC-305 NC-205 NC-105
NC-417
NC-414
NC-317
NC-314
NC-217
NC-214
NC-117
NC-114
NC-413 NC-313 NC-213 NC-113
PX To No.4 Dome PX To No.3 Dome PX To No.2 Dome PX To No.1 Dome
PI Gauge Board PI Gauge Board PI Gauge Board PI Gauge Board
NC-401
NC-301
NC-201
NC-101
NC-407 NC-307 NC-207 NC-107
NC-418
NC-415
NC-318
NC-315
NC-218
NC-215
NC-118
NC-115
NC-402
NC-404
NC-302
NC-304
NC-202
NC-204
NC-102
NC-104
NC-408
NC-308
NC-208
NC-108
NC-411
NC-311
NC-211
NC-111
NC-403
NC-303
NC-203
NC-103
NC-409
NC-419
NC-309
NC-319
NC-209
NC-219
NC-109
NC-119
NC-416 Detection NC-316 Detection NC-216 Detection NC-116 Detection
CR-402
System System System System

NC-410
NC-310
NC-210
NC-110
CR-302
CR-202
CR-102
NG-62
NG-38
NG-47

To Spray Line System NG-61 To Spray Line System To Spray Line System To Spray Line System
To Compressor Room
From (N2 Purge Exhaust Line) To Deck Near
Engine Store Manifold
Room
Illustration 5.2b Barrier Space N2 Pressurisation Control
PID
A/B Sensor
Selector
PIC PIAHL
N2 Supply from
N2 Buffer Tank To other tanks
N2 head
IBS/IS head
PRV
press
N2 Exhaust line
Stept=0.01bar Stept=0.015bar
PIAH PID PV PV PID Conout

Reverse Direct
Conout
Control I.B.S Supply I.S Exhaust
Control
Valve Valve
I.S Supply Control
Valve
DPIC
PIAHL
A/B Sensor
Selector Gas
I.B.S
I.B.S
I.S
I.S
Liquid Dome PIAHL
Dome
PIC
PID PV PV PID Conout Control I.B.S Exhaust

Reverse Direct Valve
Stept=0.005bar
Stept=0.01bar
To Vent Mast
5.2 Insulation Space Nitrogen Control System For the insulation space (I.S) the pressure shall be maintained between 10mbar 4. Barrier Space Pressure Control
and 15mbar above atmospheric pressure.
1. General The IAS controls N2 header pressure, Inter Barrier Space (I.B.S) N2 pressure and
The barrier space header control valve NG89 reacts to the demand on the system Insulation Space (I.S) N2 pressure by PID controllers (See Illustration 5.2b –
and maintains the header pressure at 5.0bar. Barrier Space N2 Pressurisation Control).
Nitrogen is produced by nitrogen generators and stored in a pressurised buffer
tank in the E/R. It is supplied to the cargo side pressurisation headers through
High/Low and differential pressure alarms are fitted to the pressure control 1) N2 header pressure control
make-up regulating valves. It is also used for purging gas in the fuel gas line in
the E/R with N2. systems for each primary and secondary insulation space.
The IAS controls N2 header press via a PID controller.
2. Insulated Space Pressure Control
From the headers, branches are led to the insulated spaces of each tank. Excess
2) IBS (Inter Barrier Space) N2 press control
nitrogen is vented through exhaust pressure control valves of each tank vent mast 1) Nitrogen Supply System
from the I.B.S. Also insulation spaces excess nitrogen is vented atmosphere.
The IAS controls each cargo tank IBS N2 pressure via two PID controllers;
Two (2) make-up control valves for each tank, one (1) for each inter barrier one is for the IBS N2 supply valve control, and the other is for the IBS N2
Both I.B.S and I.S of each cargo tank are provided with pressure relief valves and insulation space, shall automatically maintain a minimum pressure for exhaust valve control.
which open at a pressure, sensed in each space, of 30mbar for the I.B.S and each space. A by-pass valve shall be provided to each make-up valve.
The two PID controllers use the same PV (cargo tank inter barrier space N2
35mbar for I.S.
pressure), but the PID controllers are separate from each other.
The control valves shall be designed for the normal make-up flow rate to
In normal operation, the inter-barrier space and insulation space shall be purged the inter barrier and insulation spaces as well as for the make-up flow rate
required for cargo tank loading and cooling down operations. 3) IS/IBS N2 differential pressure control
with nitrogen in relation with atmospheric pressure variation and cooling or
warming of the spaces during loading or unloading. The inter-barrier space
Audible and visual alarms which are duplicated in the wheel house and the The IAS controls each cargo tank IS/IBS N2 pressure via two PID
should be continuously purged with nitrogen if gas is detected through a micro-
IAS and are activated in case of insufficient pressure in the pressurised controllers; one is for the IBS N2 supply valve control, and the other is for
leakage of the membrane.
insulated spaces, shall be provided the IBS N2 exhaust valve control.
Two PID controllers use the same PV (cargo tank inter-barrier space N2
If a gas detector shows a gas concentration above 30% of volume in one (1) 2) Venting system pressure), but the PID controllers are separate from each other.
inter-barrier space through a micro-leakage of the welded parts of a membrane,
this gas concentration should be reduced by continuous nitrogen purging using The venting system shall be consist of two (2) vent control valves for each 4) IS/IBS N2 differential pressure monitoring
the by-pass to the pressure control valve on the nitrogen supply line of this space cargo tank, one (1) for each inter barrier and insulation space and a by-pass
in accordance with the recommendation from GTT. valve shall be arranged for each space. Valve operation shall be indicated in
The IAS calculates each cargo tank IS/IBS N2 differential pressure by
the IAS. Each vent control valve shall be dimensioned to handle the
maximum nitrogen flow rate. comparing the IS N2 pressure and IBS N2 pressure.
The nitrogen is provided as a dry and inert medium for the following purposes:
Monitoring for IS & IBS Pressurisation
- To prevent formation of a flammable mixture in the event of an LNG leak. 3. Nitrogen Barrier Space Header and I.B.S / I.S Alarms
- To permit easy detection of an LNG leak through a barrier.
- To prevent corrosion. y I.B.S pressure
(High pressure alarm: 25mbar, Low pressure alarm: 3mbar)
2. Insulated Spaces
y I.S pressure
(High pressure alarm: 13mbar, Low pressure alarm: 2mbar)
There are two (2) different spaces located between the primary barrier and the
inner hull. y Differential pressure between I.B.S and I.S.
(Very low pressure alarm: 0mbar)
- The inter barrier space (I.B.S) between the primary and secondary barrier. `
- The insulation space (I.S) between the secondary barrier and the inner hull. y Nitrogen main line pressure
(High pressure alarm: 5.0 bar, Low pressure alarm: 1.0 bar)
These two (2) spaces shall be maintained under a dry and inert atmosphere using
nitrogen gas. The pressure in these spaces shall be regulated at a pressure slightly The O2 content shall not exceed 5% by volume.
above atmospheric pressure in order to prevent any air ingress.
Nitrogen shall be used for inerting; O2 content and CH4 concentration shall be
checked at regular intervals.
For the inter barrier space (I.B.S) the pressure shall be maintained between
5mbar and 10mbar above atmospheric pressure.
Illustration 5.3.1a Glycol Water Heater
To be Located
in Safe Aea
CH-106
(65A)
[Motor Room]
(50A)
(65A)
Key
Usual Load Line Desuperheated
CH-105 Glycol Water Stand-by Line Steam Line
Glycol Storage Expansion Condensate Line Air Line
Tank (4.5 m3) Tank Fresh Water Line Drain Line
(1.0 m3) LS
LAL
CH-102
Steam TIAH TIHH
Supply
TIC ZSH
TX TS
TIAL
No.2 Glycol Water CH-080
CH-081
(25A) Air
Circulating Pump TX Separator MS
(22 m3/h x 30 MTH)
(32A)
TX
CH-098 CH-094 CH-090 CH-088 CH-085 CH-075 CH-073 CH-070
D
(65A) (65A) No.2 Glycol B
(25A) Water Heater
CH-100
CH-092
CH-083
CH-079
(65A)
(65A)
TIAL
CH-104
TX
(25A)
(65A)
CA-46
CH-107
From
A Compressor
CH-096
CH-086
CH-071
FW-14 Air PAL
Glycol Water PS
Condensate
Fresh Water (25A)
Transfer Pump
CH-103
Filling (2 m3/h x 10 MTH) PIAL

PX
(65A)
PIAL
PX
CH-101
CH-095
PAL
PS
Steam TIAH TIHH
Water/Glycol Supply
Mixing Tank TIC ZSH
(65A)
(65A)
TX TS
(0.2 m3) TIAL CH-077
CH-078
(25A) Air
CH-091
CH-082
TX Separator MS
TX
CH-108
CH-097 CH-093 CH-089 CH-087 CH-084 CH-074 CH-072 CH-069

(25A)
C
(65A) (65A) No.1 Glycol A
Water Heater
CH-16
No.1 Glycol Water
Circulating Pump
TIAL CH-076
(22 m3/h x 30 MTH) TX
(25A)
(65A)
(25A)
Condensate
(25A) (25A)
CH-109
5.3 Cofferdam Glycol Heating System 4) Ensure the outlet valve CH102 is closed, and then transfer the 200 liters 2. Topping up Procedure
of glycol water into the glycol water expansion tank using the
5.3.1 Glycol Water Heater pneumatic transfer pump. If the level falls in the glycol water expansion tank, it must be replenished by
45% glycol water mixture.
The glycol water heating system is located in the electric motor room. The 5) Repeat until the glycol water expansion tank is full and repeat steps
system heats glycol water which is pumped around the cofferdam system to 1) Ensure that valves CH103 and CH108 at the mixing tank are closed.
1) ~ 4) whenever the glycol water expansion tank level falls low.
maintain the temperature inside those spaces, when loaded, at approximately
+5°C. 2) Calculate the proportion of strong glycol required which, with water
6) Open all the test valves/vents in the starboard passageway to both main
added, produces 200liters of 45% glycol.
and stand-by cofferdam heating systems.
The main and stand-by heating coils are served by main and stand-by steam
heaters. 3) Open valve CH103 on the Glycol Reservoir and run down strong glycol
7) Ensure that the rundown and bypass valves to the stand-by coils are
to this level as observed on the reservoir gauge glass. Close this valve
The system comprises: closed and fill the main system via valves CH102 and CH095 until
glycol water just starts to issue from the test valves. The No.1 glycol and add water to the mixing tank 200liter mark by opening valve FW14.
- 2 x glycol water centrifugal circulating pumps rated at water circulating pump can be used to help the flow. Close each test
4) Ensure the Glycol Water Expansion Tank outlet valve CH102 is closed,
22m3/h x 30 MTH. valve in turn when purged.
and transfer the 200liters of glycol water into the glycol water
- 1 glycol expansion tank of 1000 liter.
8) Check that glycol water is flowing at the flow sight glasses in each expansion tank using the pneumatic transfer pump.
- 1 glycol storage tank of 4500 liter.
- 1 glycol mixing tank of 200 liter. branch to the cofferdams. Force a flow through any stagnant branches
by closing off return valves to the other branches as necessary. 5) Repeat until the glycol water expansion tank is full and repeat steps
- 1 pneumatic operated expansion tank topping up pump rated
1) ~ 4) whenever the glycol water expansion tank level falls low.
at 2.0m3/h x 10 MTH.
9) Open the vent valves on No.1 glycol water heater to vent air from the
There are two (2) steam heaters to heat the glycol water with service steam at system. Continue until no more air is vented. 6) Open the vent valves on No.1 and 2 glycol water heaters to vent any air
9.8bar. The steam flow is controlled by manipulating the steam flow control from the system.
valve in accordance with the measured outlet temperature. Also, the inlet 10) Close rundown valve CH095 to the main coils and fill the stand-by
temperature to the cofferdam is controlled by manipulating a 3-way temperature system via CH102 and CH095 until glycol water just starts to issue
control valve. from the test valves. No. 2 glycol water circulating pump can be used to
help the flow. Close each test valve in turn when purged.
1. Filling Procedure
11) Check that glycol water is flowing at the flow sight glasses in each
The capacity of the system is ** m3 of 45% by volume glycol water mixture. An
initial fill of the glycol reservoir is sufficient for the whole system. If glycol is branch to the cofferdams. Force a flow through any stagnant branches
supplied already mixed then steps 2) and 3) can be omitted. If stronger glycol or by closing off return valves to the other branches as necessary.
neat glycol is supplied, follow steps 2) and 3) to correctly mix 45% glycol water.
12) Open the vent valves on No. 2 glycol water heater to vent air from the
1) With valve CH105 closed, fill the glycol reservoir from drums using a standby system. Continue until no more air is vented. Close the
pneumatic portable pump. expansion tank rundown valve CH096 to the standby system, leaving
the expansion tank rundown valve CH102 open.
2) Ensure that the valves CH103, CH104 and CH108 at the mixing tank
are closed. 13) Set the main system ready for operation by ensuring all rundown and
bypass valves between the main and stand-by systems are closed.
3) Calculate the proportion of strong glycol required which, with water Open the main system valves CH095, CH097 and CH069 and the inlet
added, produces 200liters of 45% glycol. Open valve CH105, CH107 and outlet valves CH093, CH087 on the No.1 Glycol water pump.
and run down strong glycol to this level as observed on the gauge glass. Check that the heater valves CH084, CH072 are open and the
Close this valve and add water to the 200liter mark by opening valve thermostatic control valve CH074 is functioning correctly.
FW14.
14) Open the Standby Glycol system valves in the same way ready for use.
Before starting the standby system, close the expansion tank rundown to
the main system (CH095) and open the valve to the standby system
(CH096).
Illustration 5.3.2a Cofferdam Glycol Heating System
To/From Motor Room

Key
A B D C
Usual Load Line
Stand-by Line
(15A) (15A) (15A) (15A)

Air Separator
CH-113
CH-112
CH-111
CH-110
Isolation
Valve
(40A) No.1 Return (Main) (65A) (40A)
(40A) No.2 Return (Stand-by) (65A) (40A)
(40A) No.2 Supply (Stand-by) (65A) (40A)
Side Passage Way (STBD)

(40A) No.1 Supply (Main) (65A) (40A)
CH-068
CH-067
CH-060
CH-059
CH-056
CH-055
CH-048
CH-047
CH-042
CH-041
CH-034
CH-033
CH-028
CH-027
CH-020
CH-019
CH-014
CH-013
CH-006
CH-005
Portable Temperature Gauge

TIC TIC TIC TIC TIC
CH-065 CH-062 CH-053 CH-050 CH-039 CH-036 CH-025 CH-022 CH-011 CH-008
Boss with Gauge Cock for

Portable Pressure Gauge
ZI ZI ZI ZI ZI
(40A) (40A) (40A) (40A) (40A)
Boss with Plug for

ZI (40A) ZI (40A) ZI (40A) ZI (40A) ZI (40A)
(40A) (40A) (40A) (40A)
(40A)
(40A)
(40A) (40A) (40A) (40A)

CH-058
CH-057
CH-046
CH-045
CH-044
CH-043
CH-032
CH-031
CH-030
CH-029
CH-018
CH-017
CH-016
CH-015
CH-004
CH-003
CH-002
CH-001
(25A) (25A) (25A) (25A) (25A) (25A) (25A) (25A) Pressure(25A) (25A)
Test
(40A)
(40A)
(40A)
(40A)
(40A)
(40A)
(40A)
(40A)
(40A)
(40A)
(65A) (65A) (65A) (65A)
(65A) (65A) (65A) (65A)
(65A)
(65A) (65A) (65A) (65A)
(65A) (65A) (65A) (65A) (65A)
No.5 Cofferdam No.4 Cofferdam No.3 Cofferdam No.2 Cofferdam No.1 Cofferdam
5.3.2 Cofferdam Glycol Heating System Each supply line has a dedicated circulating pump. The pumps may be
The purpose of this system is to ensure that the cofferdam temperature is kept at started locally or from the IAS. Selection of remote or local control is
Description all times at 5 °C or above, when the cargo tanks are in a cold condition. Each local to the pump starter.
cofferdam can be heated by two independent systems; one in service, with the
The purpose of this system is to ensure that the cofferdam temperature is kept at other on stand-by. Glycol water pump discharge pressure is indicated and alarmed if low.
all times at 5°C or above, when the cargo tanks are in a cold condition. Each This will cause the pump to stop after the starting period has passed.
cofferdam can be heated by two independent systems; one in service, with the The five (5) PID controllers are provided to ensure that the cofferdam
Glycol water return line temperature is indicated and alarmed if low.
other on stand-by. temperature is kept constant. According to the measured temperature, each PID
controller manipulates either the main or stand-by 3-way control valve,
The maximum heating condition is determined by the following extreme depending on which coil is in service. The main or stand-by service selection is b) Cofferdams:
operating conditions: done from the schematic display or point detail display in the IAS. In each cofferdam, the selected supply line temperature control valve is
modulated to maintain an average temperature of the related bulkheads.
y LNG against the secondary barrier : -163°C 2. Steam Heater Outlet Temperature Control The other supply line valve is maintained closed.
y External air temperature : -18°C with 5 Knots winds The temperature controllers may be set to automatic or manually
y Sea water temperature : 0°C The IAS provides one (1) controller to control the heater outlet at the required operated from the IAS
temperature. The controller is used to control the heater outlet temperature by Position of the supply line of each temperature control valve is
The requirements for the individual cofferdams are as follows: manipulating two (2) steam flow control valve. indicated and low average temperature of each cofferdam is alarmed.
z No.1 Cofferdam 72146.5 W with a heating coil length of 459m If the glycol temperature from the heater outlet increases to 105 °C, the IAS fully c) Steam glycol water heaters:
No.2 Cofferdam 51552.5 W with a heating coil length of 328 m closes the large and small steam flow control valves automatically and generates
z Each steam heater has a steam pressure indicating controller modulating
z No.3 Cofferdam 62444.8 W with a heating coil length of 398 m an abnormal alarm.
split range pressure control valves.
z No.4 Cofferdam 62444.8W with a heating coil length of 398 m Each steam heater glycol water outlet temperature is controlled by a
z No.5 Cofferdam 38026.7 W with a heating coil length of 242 m 3. Operating
temperature indicating controller modulating a three way control valve.
The system can be operated locally for initial glycol water heater warm-up and The control valve mixes heater glycol water with glycol water by-
Any failure of the cofferdam heating system with cargo on board must be treated
as serious and repairs must be effected immediately. then remotely from the IAS. passing the heater to provide the required temperature.
Any accumulation of water in the cofferdam areas can be pumped out using the Steam pressure and glycol water outlet temperature are also indicated
The Glycol water circulating pumps can be started locally or remotely.
bilge eductor located in the engine room. Main or stand-by lines may be selected. by a separate (redundant) transmitters with low pressure and high/low
temperature being alarmed.
Special valves (Auto Balancing Valve, see Illustration 5.3.2a) combined with 1) Local Operation
ball valve and flow regulator function shall be provided on each inlet line of the A separate glycol water outlet temperature switch will cause the steam
cofferdams as follows: control valves to close if the outlet temperature is high-high.
Normally only for initial start-up.
Position of the condensate drain valve is indicated at the IAS
Cofferdams : Remote/local operation of the circulating pumps is set locally.
z
Main or stand-by glycol water supply line set locally Glycol water circulating pressure is indicated at the inlet of each heater
- No.1 Cofferdam : CH012, CH011 and alarmed if low.
- No.2 Cofferdam : CH026, CH025
- No.3 Cofferdam : CH040, CH039 2) Remote Operation
Differential pressure between the glycol water and the heater steam
The glycol water circulating pump is started related to the heater selected. pressure will cause an emergency shut down of the circulating pump if
steam pressure is lower that the water pressure. This will also cause the
The above valves shall be set based on the most severe condition in the winter steam controller to close the steam supply valve.
Steam heaters:
season and LNG on the primary barrier. Steam heater inlet steam pressure to be established before the
circulating pump can be started.
a) Steam pressure for the glycol heater(s) is set.
NOTE b) Heater outlet temperature of the glycol water is set.
In an emergency case with LNG on secondary barrier, the flow cartridge with An alarm is raised if the open position of all cofferdam temperature
spring should be removed from the dynamic auto balancing valve body to control valves is less than 20%. An alarm is also raised if the open
Cofferdam temperatures:
increase the flow rate of glycol water to the maximum. position of one or more cofferdam temperature control valves is greater
a) Cofferdam temperature control is set for each cofferdam on the than 90.0%.
1. Control of the Heating Coils
temperature indicator controller related to the supply line selected.
Glycol water outlet temperature is indicated at the IAS with high and
There are five (5) temperature controllers in the IAS to manipulate the 3-way
3) Sequence Management, Monitoring low temperatures alarmed. A Glycol water outlet temperature switch
type pneumatic control valves in accordance with the measured temperature at
the cofferdam and liquid dome. Each controller has main and stand-by provides a high-high temperature alarm and trip function for all heater
temperature control valves. a) Main and stand-by supply lines: elements.
2nd Draft / 2006.09.20 5 - 10 Part 5 Cargo Auxiliary and Ballast System

Illustration 5.4a Auxiliary Fresh Water Cooling System
[Cargo Motor Room] [Cargo Compressor Room]

FC-38
(40A)
No.2 H/D Compressor FC-26
FC-37 (40A)
L.O Cooler (40A) Fresh Water
(125A)
Expansion
(125A)
FC-24
Tank (25A)
FC-36 LAL
LS (1.0 m3)
(40A)
No.1 H/D Compressor FC-35 On Deck
FC-25
L.O Cooler (40A)
(65A)
FC-34 De-aeration
(40A)
(40A)
Chamber
No.2 L/D Compressor FC-33
L.O Cooler (40A) (125A) (125A)
FC-32
(40A) (125A)
No.1 L/D Compressor FC-31
FC-16
FC-14
L.O Cooler (40A)
(110 m3/h x 30 MTH)

Fresh Water Pump
(25A)
Auxiliary Cooling
FC-19
No.2
No.1
No.2 H/D No.2 Cargo Machinery
FC-20 FC-17 Fresh Water Cooler
Compressor Motor FC-30
(125A)
(125A)
(15A)
FC-15 FC-08
FC-13
Chemical (15A)
FC-29
FC-12
FC-11
FC-06
FC-07
Dosage
FC-18
Tank
(50A)
(125A) (125A)
(50A)
No.1 H/D (25A) (125A)

Compressor Motor FC-28
FC-23
FC-27 PIAL
PX
PS
No.1 Cargo Machinery FC-02
(100A)
(100A)
PS Fresh Water Cooler

FC-05
Drain Cooler for
(80A)
(80A)
Control FC-01
Air (15A) Gas Heater
FC-10
FC-09
FC-03
FC-04
FC-22
(125A)
FC-21
(125A)
(100A)
(100A)
(125A)
I
P
(125A)
TIAH TIC
TX TX
IAS IAS
Key
(100A)
From Fresh Water System

(100A)
Fresh Water Line
(100A)
(100A)
(150A)
Fresh Water Cooling Pipe (Supply) From Engine Room
(150A)
Fresh Water Cooling Pipe (Return) To Engine Room

5.4 Cargo Machinery F.W. Cooling System
1. General
The cargo machinery cooling fresh water system is provided by two Auxiliary
cooling fresh water pumps located in the engine room. The Cargo and machinery
fresh water system is cooled by the Central Cooling system in the engine room.
Auxiliary Cooling FW Pump Specification
Maker Shinko Ind. Ltd.
Type Vertical, centrifugal, electric motor driven
Number of sets 2
Rated output 110 m3/h X 30 MTH
Each pump can be started locally or remotely. For the remote control of each
pump, the pump control position should be set to remote on the motor starter
panel. Also, if the control position is not in remote position, the stand-by logic
cannot be activated on the IAS. If the following conditions are met, the IAS
activates the stand-by logic control function:
z Control position of each pump is set to Remote.

z The stand-by control mode is set to AUTO on the schematic display.
The FW cooling system is used to serve the following equipment
z HD compressor Lube. Oil coolers and air cooler of electric motor.

z LD compressor Lube. Oil coolers.
z Cargo compressor room steam drain cooler.
2. Operating Procedures
One auxiliary cooling FW pump is normally required to meet the system cooling
capacity.
1) Open the inlet and outlet valves on both Cargo Machinery cooling FW
pumps.
2) Open the valves on the respective system to be cooled i.e. HD compressor

Lube Oil cooler and motor air cooler, LD compressor Lube Oil cooler,
and steam drain cooler. Check for leaks.
3) Select one of the Cargo Machinery cooling FW pumps on local control

and start the pump. Check that the system pressures are normal.
4) Select the other pump on stand-by.
5) Stop the running pump and ensure that the stand-by pump cuts in.
6) Return the pumps to their original running condition of one pump running
and the other on stand-by.

Illustration 5.5a Ballast System
Engine Room
Low Sea
Chest
From Inert Gas
M
To Main Dry Air System
Condenser
To I.G.G. No.4 Water Ballast Tank (P) No.3 Water Ballast Tank (P) No.2 Water Ballast Tank (P) No.1 Water Ballast Tank (P)
LIAHL LIAHL LIAHL LIAHL
BA-43 (350A)
(200A)
(350A)
(250A)
(200A)
(350A)
(200A)
(350A)
(200A)
(350A)
LX LX LX LX
(200A)
FWD Ballast
BA-38 BA-33 Water Tank (P)
BA-42 (550A)
(350A)
BA-23
BA-21
BA-19
BA-17
BA-15
BA-13
BA-11
BA-09
BA-05
BA-07
LIAHL No.3 Water
BA-32
LX
TV-02
LIAHL
BA-37 Ballast Pump LX
(550A)
(550A)
Bow
Thruster
BA-26 BA-27
BA-39 BA-40
BA-36 BA-31
(40A)
and
BA-25
(250A)
Fore Peak
(550A)
Double O-ring
AFT Peak Em'cy
GRP Sleeve Tank
Tank Fire
BA-03
TV-01
No.2 Water
BA-30 (Void)
BA-24
(40A)
BA-35 Ballast Pump Pump
(550A)
(550A) Room
(200A)
(200A)
BA-41 BA-34 BA-29 LX
LIAHL
BA-22
BA-20
BA-18
BA-16
BA-14
BA-12
BA-10
BA-08
BA-04
BA-06
(550A) BA-46
BA-44
Ballast
Stripping No.1 Water
Ballast Pump BA-28 FWD Ballast
Eductor (200A)
(200A)
(350A)
(200A)
(350A)
(200A)
(350A)
(200A)
(350A)
(3,000 m3/h x 30 MTH) BA-45 LIAHL LIAHL LIAHL LIAHL Water Tank (S)
BA-50
(750A)
(200A) (350A)
No.2 LX LX LX LX
BA-48
(250A)
(200A)
BA-49 No.4 Water Ballast Tank (S) No.3 Water Ballast Tank (S) No.2 Water Ballast Tank (S) No.1 Water Ballast Tank (S)
(200A)
No.1
BA-47 Em'cy Bilge
Suction Line
BA-55
(350A)
(Located at
BA-51 BA-52 BA-53 STBD Side)
Trunk
BA-54
Water Spray Pump

(850 m3/h x 110 MTH)
M
High Sea
Chest
Cargo Tank
Key
Sea Water Line Ballast Main (500A)
(Steel Pipe) Water Ballast Water Ballast
Tank (P) Tank (S)
Sea Water Line
(G.R.P. Pipe) (350A) (350A)
Pipe Duct

5.5 Ballast System The ballast tanks stripping suction are not of the intermediate position controlled when the tank reaches 95% full. The filling valve will be automatic closed when
type, only the driving water valves to eductor are of the throttling type. tank level reaches 98%.
1. General
Three ballast pumps are electric motor driven, mounted at the forward end 2) Automatic Ballast Control
The ballast spaces beneath and around the outboard side of the cargo tanks are bottom platform of the engine room. These pumps take their suction from the
utilized as ballast tanks to optimize draft, trim and heel during the various load sea/sea cross over. The high sea suction is on the port side and the low sea Automatic mode is selected by the operator, from Ballast mimic display.
conditions of the vessel. suction on the starboard side, the latter being the normal operation when loading Port and starboard ballast operations run independently.
ballast. When discharging ballast they take their suction from the ballast
Ballast will be carried during the ballast voyage, when only sufficient gas is crossover main. In automatic mode, the operator selects the tanks to be ballasted, and
carried to maintain the tanks and their insulation at cryogenic temperatures. activates the FILL or EMPTY button. The corresponding line valves will
The ballast pumps are also used to supply sea water to the inert gas system. automatically be set to the required position and the pump started. This
The ballast spaces are divided into 8 tanks, port and starboard under each of the operation is controlled by the respective ballast pump start sequence. The
4 cargo tanks. There are also two small ballast tanks in the engine room, which 2. System Control operator can then set the desired water level (m), volume (m3), volume
are used to give fine list control this gives a total ballast capacity of 55,526.5, percent (percentage filling) or weight if the tank is not to be completely
approximately 56,914.6 tonnes when filled with sea water. Three 3,000m3/h, The ballast system is controlled entirely from the CCR using the IAS in filled or emptied. When the desired tank content is reached the pump stop
vertical centrifugal pumps are fitted, which enable the total ballast capacity to be conjunction with the ballast mimic. sequence is initiated to close the valves and stop the pump automatically.
discharged or loaded in approximately 12 hours for ballasting or de-ballasting.
During cargo loading and unloading two (2) ballast pump sets are used and The ballast pumps are started and stopped using the mimic, provided that the Prior to starting an automatic ballast operation the operator sets alarm
during ballast water exchange, three (3) ballast pump sets are used. The pumps switches on the local control panel are set to remote. The pumps have an auto limits for the estimated trim and heel deviation from even keel. An
are driven by electric motors and are located on the engine room floor, starboard stop sequence control for low and high tank status. When on local control, the audible alarm is generated if the limits are exceeded during the operation.
side forward. pumps can be started and stopped from the local control panel and can be The alarm is suppressed in manual mode.
stopped from this panel regardless of the position of the local/remote switch. The
The 600mm fore and aft ballast main runs through the pipe duct with tank valves local control panels always take priority and can take control from the CCR at The tank throttle valves are controlled by the tank module for opening,
mounted on tank bulkheads. The ballast pumps fill and empty the tanks via the any time. closing and throttling back (to 20% open when the tank content reaches
port and starboard side of this main. The stripping eductor suction is also 98% of the set point). The tank valve position is checked by the running
connected to this main. All hydraulically operated valves in the system are also operated using the on pump start or stop sequence to ensure that it is in the correct position.
screen menu/keyboard in conjunction with ballast mimic. Two basic types of The pump discharge valve is limited to 20% open until the active tank
Each ballast tank from No.1 W.B. tank (P&S) to No.4 W.B. tank (P&S) is valve are fitted, those which can be positioned at the fully closed position or valve or the sum of the active tank valves is greater than 90% open. The
provided with two (2) main suction (350/200A) located at the after part of each fully open, and those which can be positioned at any point between fully open setpoint is then increased to 30%. The operator can then vary the discharge
tank.. and fully closed. The position of all valves is shown on the mimic. valve position via mimic using the “SP” function.
An eductor is fitted for stripping and final educting of the tanks, located on the Provision is made for a portable hand pump to be used to operate each valve in The operator can terminate an automatic ballast operation at any time by
port side with its own discharge valve. the event of hydraulic accumulator failure. The pump discharge valves, and tank operating one of the terminate buttons on the ballast mimic. A terminate
after main suction valves are multi-positional. All other valves are either open or action stops any sequence that is running and initiates a stop sequence to
The driving water for the ballast stripping eductor is from No.2 ballast pump, closed. In addition to being operable from the CCR, the valves can also be close all tank and line valves and stop the duty pump(s).
though it may be driven from any of the three ballast pumps via the discharge operated from the solenoid valve station, using the pushbuttons on the individual If either of the ring main line pressure measurements exceed the high-high
crossover main. solenoids. or low-low limit, all automatic operations are terminated.
Ballast tank stripping is a manual operation, done by starting Ballast Pumps, The on screen ballast menu also shows when the pumps are switched to remote, Pump duty selection is carried out by the operator, from the ballast mimic.
opening the Water Ballast Stripping Eductor Discharge valve and corresponding the pump’s suction and discharge pressures, the position of the manually It should be noted that when pump No. 2 is selected e.g. as port duty pump
valves for the actual tank. Ballast pumps can also be used in manual mode from operated valves and the level in each tank, in terms of image. then the starboard No.2 duty select button on the mimic is blocked. It
the IAS for tank stripping. remains blocked until pump No. 1 is selected as port duty pump. The same
3. Ballast Control Modes applies for the starboard duty selection with pumps No.2 and No.3.
All valves are butterfly valves, hydraulically operated. The tank aft main Pump No.2 is run in manual mode when supplying water to the Inert Gas
suctions, pump discharge valves etc. The ballast control mode can be selected by the operator from the Ballast or System. The ballast system can still be set to automatic mode for ballast
Ballast Exchange mimic. There are two different mode of operation from the IAS. operations with pump No.1 and No.3. The pump No.2 duty select buttons
All ballast pipes in the pipe duct are of GRP with galvanised steel bulkhead - Manual Ballast Control will be disabled when the pump is set to manual mode. The line valves
pieces and suction bell mouths. - Automatic Ballast Control for pump No.2 are also set to manual mode for use with the IGG plant.
Pump duty selection is inhibited when an automatic ballast operation is in
All valves are butterfly valves hydraulically operated. The tank main suctions, progress.
1) Manual Ballast Control
Pump discharge valves and driving water valves to eductor are of the
intermediate position controlled type. In manual mode the operator can start/stop pumps and open/close valves by
operating on the selected pump or valves from the operator station.
There will be automatic filling valve restrictions to a predetermined opening

4. System Capacities and Ratings Monitoring for Ballast System
Ballast pumps
Manufacturer Shinko Ind. Ltd.
GVD 500-3MS (No.1 Pump)

Model
GVD 500-3M (No.2 & 3 Pumps)
Rating 3,000m3/h x 30 MWC
Speed 1200 rpm
Power 355kW
Ballast stripping eductor
Rating 300m3/h
Driving water shall be supplied by the ballast pumps
5. Control and Alarm Settings ( to be modified )
IAS TAG CODE Description
BD007 LIAH Fwd water ballast tank port level low high
BD008 LIAH Fwd water ballast tank port level low high
BD009 LIAH No.1 port ballast tank level low high
BD010 LIAH No.1 starboard ballast tank level low high
BD021 LIAH E.R. water ballast tank port level low high
BD022 LIAH E.R. water ballast tank starboard level low high

5.6 Hull Stress Monitoring System Alternatively a bow pressure transducer reading will reduce to zero
pressure as the bow emerges before a slam.
1. Introduction to SMARTSTRESS
3) Data Recording
In line with IMO recommendations, monitoring guidelines have been introduced
by the Classification Societies of Lloyd’s, ABS and DNV. These all provide Data is recorded on the hard disk in statistical form at a pre-selected
similar specifications for minimum parameters to be monitored but also period between 5 and 30 minutes. This data can be viewed and printed
recognise, through notations the fitting of enhanced and more comprehensive at any time as a time history graph. Stress reversal data is recorded
monitoring systems. every 24 hours for later fatigue analysis ashore.
Data will be displayed to show trends in stress levels over time with audible and To ensure continuity of data the system is fitted with a UPS to allow 40
visual warning of excessive stress levels. The data is also to be recorded for later minutes operation in the event of a power supply failure. An audible
analysis. alarm on the UPS will sound if the power supply fails and also when
there is only a few minutes battery power remaining. Refer to the UPS
Full details relating to the ship and Classification Society notation applicable to manufacturer’s manual for further information on the meaning of the
this ship are to be found in Appendix A warning lights and digital display.
2. Software operation Icon Function

1) Hull Girder Stress
Minimise
A Stress Monitoring system incorporates a global hull girder response 1) Standard Windows operation
indicator to warn ship staff that the hull girder stresses are approaching Intermediate size
a level at which corrective action is advisable. The system will provide The system is configured to automatically start and run when the
confirmation that the corrective action has produced the desired computer is first switched on. If possible the program should not be Maximise
reduction in stress levels. stopped unnecessarily as this will interrupt the continuous recording of
data. The multitasking operating system enables the SMARTSTRESS Close
The major hull girder design loads, depending on ship type, are a program to be minimised while the computer is used for other tasks
combination of vertical bending, horizontal bending, torsion, vertical without losing any data. In minimised form the program appears on the taskbar as a title
shear and horizontal shear. All loads except horizontal bending will with controls to increase the size. It is recommended that all the
have a static component caused by the distribution of weight and Microsoft Windows is an operating environment where programs can be SMARTSTRESS windows are run in maximised view as some of the
buoyancy and a dynamic wave induced component. started and controlled using a mouse to control a pointer on the screen. graphics will degrade at smaller sizes. In the intermediate size the
The screen contains small pictures or icons, which represent programs window can be sized by placing the mouse pointer over the outside
These two components can be of a similar magnitude depending on the or functions within programs. border and when the double headed arrow (↔) appears then hold
cargo loading and sea state. The hull girder response indicator displays down the left button and drag the border to a new location. The
the vertical still water bending moment and wave induced bending The mouse buttons are then used to carry out the action assigned to the whole window can also be moved by holding down the left mouse
moment at selected points along the vessel. The bending moment is particular icon selected. It is usual to make minimal use of the button on the title bar at the top and dragging to a new location.
derived from a measurement of the magnitude of longitudinal extension keyboard although most actions can also be carried out using the
or compression of the hull of the ship. keyboard. The SMARTSTRESS windows should not be closed down. If this is
done accidentally they can be reopened by selecting Default
It is not possible to accurately measure shear forces and these are not A single press or click on the left mouse button will select the item Windows in the Windows menu and the data recording will not be
included in the measurements. under the arrow. A double click will select and activate the function. interrupted.
Finally holding down the button and moving the mouse will often drag
2) Slam Indicator an item to a new location. b) Use of Menus within Windows
The functions of the program can be controlled by using a series of
A slam warning indicator is required to warn the crew that the vessel is 2) SMARTSTRESS overview menus. See Figure 2-2. These are accessed by clicking once on a
operating in conditions that could induce wave slams leading to local or word in the menu bar and then moving the pointer vertically and
hull girder structural damage. This is usually detected by an a) Window format horizontally to find the required function. Alternatively use the
accelerometer measuring vertical acceleration of the bow. A slam is Each of the primary windows in the SMARTSTRESS program has keyboard ALT key in conjunction with the underlined letter of the
detected by recognising a decaying vertical 2-node hull vibration above corner controls for the following functions: word in the menu bar. Then use the arrow keys (Í Ï Î Ð)
a certain magnitude. to move to the required function.

A tick (9) alongside a function indicates that it is a toggle function Monitor window is selected: Arranges windows horizontally in non-
that is already on. Tile Horizontally
Command Function overlapped tiles
Arranges windows vertically in non-overlapped
In the event of a malfunction of the mouse it is possible to access Alter Bending Tile Vertically
Displays the Bending Moments dialog box tiles
most of the features using the keyboard. Moments
Arrange Icons Arranges the icons of closed windows
The Options menu is displayed in place of the Edit menu when in
Minimise All Minimises all open windows
the Bending Moments display window.
Stress Panel Opens or closes the SMARTSTRESS side panel
d) The View Menu
The View menu offers the following commands: Windows 1, 2… Lists the currently open documents and views
Command Function
g) The Help Menu
Toolbars Displays the Toolbars dialog box The Help menu offers the following commands:
3) Menu and Toolbar Options Displays the status bar at the bottom of the
Status Bar screen Command Function
a) The File Menu Activates the on-line help facility within
The File menu offers the following commands: Displays the raw data acquired for the active Help Topics
Raw Data Graph SMART, when available
parameter
Displays version information about
Displays a statistical data graph for the active About SMART
Command Function Statistical Graph SMART
parameter
Open Opens data file
h) The Toolbars
Close Closes an opened document
e) The System Menu The toolbars are displayed across the top of the SMARTSTRESS
The System menu offers the following commands: application window, below the menu bar. The toolbar provides
Export Statistical History Exports Statistical data to a .csv file quick mouse access to many of the tools used in SMARTSTRESS.
To hide or display the toolbars, choose the Toolbars command
Print Command Function
Prints a data file option from the View menu.
Print Preview Displays the data file on the screen, as it Acknowledge Alarm Silences the alarm and resets the visual display
Standard Toolbar
would appear printed
Log Displays the Log dialog box
Print Setup Selects a printer and printer connection
Activates or de-activates the night screen Click To
Night Screen
File 1, 2 List the last four files that have been opened function
Copy the selected data to the clipboard
Exit Statistical Graph Displays the Set Up Statistical Graph dialog box
Exits SMART
Print the active graph
Log Report Displays the Set Up Log Report dialog box
Preview the active graph as it would be printed
b) The Edit Menu
The Edit menu offers the following commands: f) The Window Menu Silence the alarm
The Window menu offers the following commands:
Display the Log dialog box
Command Function
Command Function Show SMARTSTRESS in the night-time view
Copies the selected object or data to the
Copy Creates a new window that views the same
clipboard New Window Show the Graph type dialog box
document
c) Options Menu Cascade Arranges the windows in an overlapped fashion
The Edit menu offers the following commands when the Load

STRESS Toolbar Statistical History Graph (Graph Toolbar) User Limits
These can be used on the primary sensors to make the alarm limit
Click To Click To
more stringent than the class limits (but not less so). They are user-
Show/Hide the SMARTSTRESS side panel Show mean values on the statistical graph. definable and can be set from the Sensor Information dialog box.
This can be activated by right-clicking on the sensor’s bar from the
Show the selected sensor recent history graph Show the range of values on the statistical graph. Primary Sensors window to activate the Properties dialog box.
Show the General Arrangement window Show maxima values on the statistical graph. Continuous Alarm
Show the Bending Moments window (Load Show minima values on the statistical graph. If a sensor has developed a fault, which causes it to alarm
Monitor mode)
continuously, it can be disabled with the Sensor Information dialog
Show standard deviations on the statistical graph.
Show the Bridge View window box. This can be activated by right-clicking on the sensor’s bar
Show periods on the statistical graph. from the Primary Sensors window to activate the Properties dialog
box.
Bending Moment Toolbar Fit the active chart to the recorded data range / class limit
range b) The Night Screen
Click To
4) Special Features
Show/edit the bending Moment dialog box
a) Alarm Functionalities
Use the At Sea Bending Moments limits
The Acknowledge Alarm command from the System menu allows
Use the In Harbour Bending Moments limits the user to silence the alarm and reset the visual display.
SMARTSTRESS enters an alarmed mode when a sensor reading

Recent History Graph (History Toolbar) exceeds either its class limit or user-defined limit. The alarm is
both audible and visual.
Click To
Audible Alarm
Display the sensor recent statistical graph
When a sensor alarms, a continuous ‘beep’ noise is made. This will
Display the sensor recent raw data graph continue until the alarm is silenced by means of the Acknowledge
Alarm command on the Options menu, even if the sensor reading
Fit the active chart to the recorded data range /
falls back beneath its alarm limit. During the 2 minutes after the
class limit range
alarm has been silenced, it will not sound again even if
Show mean values on the recent statistical SMARTSTRESS re-enters an alarmed mode. However, at the end of
graph the 2 minutes, the alarm will sound again if SMARTSTRESS has re-
The Night Screen command may be selected from the System
Show peak values on the recent statistical entered an alarmed mode and has not been acknowledged.
menu or the shortcut button from the Standard toolbar. The night
graph
screen command displays a low contrast colour scheme for night-
Show standard deviations on the recent Visual Alarm
time use as shown below in Figure. This function operates on all
statistical graph screens in use and is de-activated by left-clicking the shortcut
When a sensor alarms, a visual alarm can be seen. This depends
To select Filtered and or Measured Data button again.
upon the current active window as detailed below. All visual alarms
can be cancelled by using the Acknowledge Alarm command on
Set the recent history duration the Options menu, but will reset immediately if the sensor is still
exceeding its alarm limit when acknowledged.

3. Data recording mode If a sensor’s instantaneous value exceeds either the user or class
To view a Recent History Graph, press the button on the
limit, the system alarm is triggered. The class limits are defined
STRESS STRESS toolbar, or select the ‘SMART’ view from the bottom of
1) SMART Panel during installation, however the user limits may be edited using the
the ‘Window’ menu. To change the sensor displayed, left-click on
The SMARTSTRESS information panel gives the Sensor Properties dialog box
the desired sensor’s bar in the STRESS panel; clicking on the
instantaneous data readings of the sensors in the form
LBSG graph will display the stress; clicking on the accelerometer
of vertical blue bars and is shown in Figure.
graph will display the acceleration. The process would be the same
Clicking on will show/hide the SMARTSTRESS for optional sensor as the Speed Log.
side panel
To change between displaying the sensor’s raw data or statistical
a) The Monitoring Status data, click on the History toolbar’s or buttons
The topmost section of the SMARTSTRESS panel displays respectively, or alternatively right click over the sensor in the
information on the monitoring status of the system as Power panel and choose the desired option from the menu that
shown in Figure. To access a sensor’s properties, right-click over the sensor’s bar, appears.
and choose ‘Properties’ from the menu that appears. Along with
Limits: changing the sensor’s User limit, this dialog box allows the user to
There are two types of data signal available, filtered F or
“Standard” is displayed in the sensor’s recent history, change the sensor’s name; permanently disable the alarm (for that
general arrangement and bridge view windows. sensor only); and disable the sensor, so that in the case of a sensor M measured
“Bending M.” is displayed in the bending moment malfunction erroneous data is not stored for analysis.
window. The filtered data has a 100 second time constant to filter out slow
Along with the sensor’s instantaneous value, graphs of the recent varying signals, for example temperature. The mean level of this
Stats: raw data and statistical histories may also be displayed. will correspond to the latest information input from the Loading
“Mean” is displayed when the mean value of the Please note that the Class limit values could be different upon the Computer.
current sensor is selected. selected view in order to reflect the different modes of operation.
“Peak” is displayed when the peak value of the current The measured data is the current actual data coming from the
sensor is selected. Seagoing Limits sensor .
“S.D.” is displayed when the standard deviation of the
current sensor is selected. These are defined by class to be the maximum, still water bending Raw data graph
moment allowable at the location of the strain gauge whilst the ship
LC: is departing for sea. It is not possible to alter these limits. The x-axis timescale for the Recent History Raw Data graph can set
“Link off” no connection between LC and HSM between one and ten minutes using the History toolbar pull-down
computer, data must be entered manually Harbour Limits menu. The y-axis can be set to either auto-scale to the data
“OffLine” connection between LC and HSM but no
data being transferred These are defined by class to be the maximum bending moment displayed, or to fit the sensor’s limit via the History Toolbar’s
“OnLine” connection between LC and HSM and data allowable at the location of the strain gauge whilst the ship is button.
being transferred loading in port. It is not possible to alter these limits.
b) The Sensor Bars The alarm limit is set to the class limit or the user limit if this is
This information panel displays the lower. When the Bending Moments window is active, the strain
instantaneous data recorded for long base gauges‘ alarm limits are set to either their seagoing or harbour
strain gauges, accelerometer or other limits depending on whether At Sea or In Port has been selected
parameters, depending on the sensors from the Options menu. All other sensors continue to work on their
attached to the SMARTSTRESS system. Each class or user limits as described previously.
sensor’s data is shown as a bar chart with the
instantaneous data shown as a blue bar; the 2) Window displays
class limits for the sensor are shown in red,
and user defined limits in green. a) ecent History Graph
In addition to the instantaneous values displayed in the Stress Panel,
recent histories of each sensor’s raw and statistical data can be
plotted in SMARTSTRESS.

An example of a raw data graph is shown in Figure below. An example of a statistical data graph is shown in Figure below. b) Load Monitor window
Statistical graph Graph Formats To view the load monitor window, press the button on the
STRESS toolbar.
This view displays the sensor’s mean, peak (absolute) or standard When in either the raw data or statistical graph displays, it is
deviation for the last two to twenty-four hours. As with the Raw possible to format the graphs to the user preferences. By right The Load Monitor view, as shown in Figure, allows the user to set
Data graph, this timescale can be set using the History toolbars clicking the mouse over the graph plot, such that the curve turns tte mean stress at the Long Base Strain Gauge positions to that as
pull-down menu. The y-axis can be set to either auto-scale to the from a solid to a dotted line, a menu appears with the following calculated from the Bending Moments determined by the Loading
data displayed, or to fit to the sensor’s limit via the History options. Computer for the current ship condition.
Toolbar’s button. Maximum bending moment limits in hog and sag conditions for
Option Function both in port and sea-going conditions are authorised by the
Associated with the statistical graph are the following possible Classification Society. These limits are indicated by the upper and
display parameters. Each parameter is calculated from the raw Horizontal Grid Displays horizontal grid lines on the graph area.
lower red lines and are the same as the limits used by the loading
data every five minutes. computer. The values used are listed in Appendix D.
Vertical Grid Displays vertical grid lines on the graph area.
Displays the graph area in a similar manner as the The current ship condition (Sea/Port)is indicated at the bottom
Shortcut Function Dark
night-time screen.
Mean value; displays the mean value of the recorded centre of the screen and can also be changed with the “Sea
Displays the data curve in bold format. (Only
data. Bold
available for the statistical graph) Limits” and “Harbour Limits” icon, or in the Options
Peak value; displays the greatest magnitude of the local Displays the Colour dialog box, allowing the user to pulldown menu.
maximum and minimum values of the sensor’s readings. Colour change the colour of the curve. (Only available for
Standard Deviation; displays the standard deviation of the the statistical graph) The red and green dots represent the port and starboard gauges and
recorded data. they will move up and down as the instantaneous measured values
Hides the active curve on the graph. The graph can
change. The profile of the ship indicates the position of the gauges
Show be re-displayed by left-clicking on the relevant
along the ship.
sensor bar. (Only available for the statistical graph)
The blue line represents the readings from the loading computer.
It is possible to change the chart title by left-clicking over the title
text. You may now type the desired title, then click the mouse on These can either be entered manually with the icon or in the
another part of the screen to accept the new text. Options - Alter bending moments menu, or automatically if the
optional loading computer link is installed and the

Depending upon the shipboard configuration the following Loading 3) Voyage Log
Computer links are possible: The fundamental purpose of the Monitoring system is to determine the
The Log dialog box allows the user to input and define a number of wave induced stresses, these are added to the mean stresses as
LC:Off Line connection between LC voyage specific details in order to allow meaningful analysis of the calculated by the Loading Computer to enable the stresses to be kept at
LC:Link off measured data. safe levels and within the sea-going maximum bending moments.
and HSM but no data being transferred
connection between LC and HSM and
LC:OnLine The Log dialog box consists of four tabs and is shown below in Figure: a) In Port
data being transferred correctly
• Voyage; where the user may input the Voyage number, the route, the
The Bending Moment Screen
The differences between the blue line and the dots forward and aft drafts and the deadweight,
In harbour mode the bending moment readings should remain
are displayed as a percentage of the seagoing hog • Operational; the user may input the vessel speed and course, the within limits indicated by the red lines. An audible alarm will
plus sag and should be within Class limits. If this load condition and other data, sound if the limit is exceeded.
difference for a sensor is above 10%, the
• Environment/Response; the user may input the wind conditions, the
corresponding Sensor Reading box value is If the loading computer readings are entered manually or
sea state, temperature conditions and roll response data,
shown on a blue background as show in Figure. automatically via an electronic link with the loading computer then
• Fuel Parameters; the user may input the specific fuel data and any the HSM will automatically reset its mean values to match those of
The visual alarm is also indicated in the Sensor notes that may be useful in addition to the specific voyage data. the Loading Computer.
Readings boxes. If a sensor is not in an alarmed
mode, then its values are shown on the standard The Recent History Screen & SMARTSTRESS Panel ( with online
background colour; if a sensor is in an alarmed systems)
mode, then its values are is shown on a red
background as shown in Figure. If the HSM is online to the Loading Computer then the bar graphs
will show instantaneous stress levels and the changing mean and
c) Bridge view peak values as the cargo and ballast are moved.
The time history graph should be used in Mean mode as this will
indicate whether the stress is increasing towards unsafe levels or
has started to decrease. Note that the 100% stress level is a value
calculated by the Classification Society and is not the same as
either the sea or harbour limits. It is higher than either of these
still water limits and is for use at sea in heavy weather.
Excessive increasing mean value during port operations, might

Each time the log dialog box is opened, the entries from the previous indicates incorrect loading or ballasting rates causing excess stress.
log entry are displayed.
The Master should use his judgement as to the correct action to
To create a new log entry, simply change or delete any of the existing reduce the stress value. If the gauge is a midships gauge it is
entries, then press the 'Ok' button to save and close the log dialog box. useful to look at the other midships gauge for confirmation of the
stress value which should be similar on both gauges. The probable
The log should be updated at least at the start of each voyage, and causes of this are an inability to transfer ballast to keep up with the
ideally whenever there are significant changes to the ship, loading rate or a departure from the loading plan
environmental or fuel parameters.
To view the load monitor window, press the button on the
STRESS toolbar. 4) Interpretation of Results
The Bridge view offers an alternative pictorial view of the vessel.. This section of the manual is included to give the Master and crew
The sensor bar graph displays indicate the instantaneous sensor guidance on the interpretation of the different trends that will be seen on
readings as in the Stress Panel. the data displays. It cannot cover all the possible combinations of
conditions that will be met with at sea but should explain most of the
usual displays that will be encountered.

b) At Sea 4. Data post analysis Next, select the sensor type to be graphed from the ‘Type’ pull-down
menu. This will list all the possible sensor types that may be connected
The Recent History Screen & SMARTSTRESS Panel Apart from monitoring the ship’s stress and acceleration parameters in real-time, to SMARTSTRESS, and upon selecting one type, a list of connected
When displaying Filtered signals the Mean readings on the time SMARTSTRESS provides several tools to assist in analysing longer term trend sensors of that type will appear in the box below. Now select the
history graph the readings will be constant . data. These tools are described in more detail below, comprising Statistical sensors in this list to display by clicking on the square next to their
History Graphs; Log Report; and the Export Data facility. name so that it becomes ticked. On pressing the ‘OK’ button a graph
When displaying Measured signals the Mean value will be constant such as Figure below will be displayed.
apart from a small daily variation of stress as the temperature All these options are accessed either via the ‘System’ Menu (Export Data
changes. There will also be a gradual change as bunkers are
excepted), or the Standard Toolbar’s Generate Graph button. Pressing
consumed. Large seas will have little or no effect on the mean
the down arrow on the side of the button will reveal a list of the options to select
readings.
from, whilst clicking on the graphic will reproduce the previously selected
option.
Sudden changes in the mean stress ( using measured data) may be
due to :
1) Statistical History graphs
• A structural change
• A shifting bulk cargo or water ingress in a hold These history graphs are similar to the Sensor Recent History Graphs,
but offer an overview of the sensor’s values over a much longer
• A faulty or sticking LBSG sensor timescale. Again, either the sensor’s Raw Data or its Statistical Data
may be displayed.
The peak readings will show an increase in bad weather but the
values should always be below the maximum permissible stress Selecting ‘Statistical Graph’ from either the ‘System’ menu or the
level specified by the Classification Society. The result of any ‘Generate Graph’ button menu will produce the dialog shown in Figure
change in course or speed will be shown after five minutes by a below, and ultimately a graph of any sensor’s statistical data history.
change in peak stress level. This allows the direct visualisation of any increasing or decreasing
trends in the raw data from any of the sensors and may be used to The user can control which Statistical Values are displayed via the
The accelerometer will show increasing peak readings as the sea analyse the performance of a particular part of the propulsion system. Graph toolbar. Any of the mean, maxima, minima, range or standard
state increases. If the acceleration at the predefined frequency of deviation values can be displayed together, or alternatively the period
two node hull vibration is above a fixed ‘Slam limit’ a slam will be may be graphed.
counted. The cumulative number of slams occurring in the last
hour is displayed on the status bar. The default slam level is 0.3g For shore based systems the user also has the option to select the
unless a different limit is listed in the appendix D. relevant ship from the list in the ‘Vessel’ pull-down menu.
If the bow slams it will be possible to see a decaying acceleration 2) Log Report
trace on sensor display which is entered by a mouse click on the
acceleration bar graph. The Log Report allows the voyage log entries to be viewed at a later
date either ashore or aboard. The report may be created by selecting
The Bending Moment Screen ‘Log Report’ from either the ‘System’ menu or the ‘Generate Graph’
button menu to display the ‘Set Up Log Report’ dialog box. Next,
This is not normally used at sea except to reset the HSM readings if simply choose the start and end dates for the data to be displayed, along
there is a change of ballast. with the graph type. For the ‘From’ and ‘To’ dates a calendar will
To create the graphs, start by setting the
appear, clicking on the right arrow will change to the next month;
start and end dates for the data to be
The seagoing limit is for still water only and so any wave action at clicking on the left arrow the previous month; and clicking on the
displayed by clicking the left mouse
sea could cause the bending moment to exceed the limit. This is desired date will select it.
button over the relevant pull-down
normal and acceptable because this limit is set low enough to allow
menu’s down arrow. For the ‘From’ and
a large safety margin for the effects of the sea conditions after
‘To’ dates a calendar will appear,
leaving port. If the loading computer departure values are input on
clicking on the right arrow will change to
this screen the blue line will provide a useful reference point to
the next month; clicking on the left
check for drift of the gauge readings
arrow the previous month; and clicking
on the desired date will select it.

select it. Next, select the sensor type to be graphed from the ‘Type’
pull-down menu. This will list all the possible sensor types that may
be connected to SMARTSTRESS, and upon selecting one type, a list of
connected sensors of that type will appear in the box below. Now
select the sensors in this list to display by clicking on the square next to
their name so that it becomes ticked.
On pressing the ‘OK’ button, a file named ‘Stats.csv’ will be created in

the
On pressing the ‘OK’ button a report of all log entries within the C:\Program Files\Bmt\Smart\exe\ directory, and if Microsoft Excel is
specified time period will be displayed. Any of the text may then be installed on the PC, the file will be opened in this program.
copied to the clipboard for use in any word processing programs.
If a Statistical History Graph is already displayed in SMARTSTRESS selecting the
For shore based systems the user also has the option to select the ‘Export Statistical Data’ will automatically create a output file with the same
relevant ship from the list in the ‘Vessel’ pull-down menu. parameters as for the visible graph.
3) Export statistical data
For more detailed and specialised post analysis of the SMART data, the
Export Statistical Data tool provides the option to output the data in a
format suitable for use in Spreadsheet programs such as Microsoft
Excel. The data exported is essentially that displayed in the Statistical
History Graphs, hence exporting data follows a similar procedure as for
creating these graphs. Firstly, choose the ‘Export Statistical Data’
option from the ‘File’ menu to display the ‘Set Up Statistical History’
dialog box as shown below in Figure.
To export the data, start by setting the start and end dates to be exported
by clicking the left mouse button over the relevant pull-down menu’s
down arrow. For the ‘From’ and ‘To’ dates a calendar will appear,
clicking on the right arrow will change to the next month; clicking on
the left arrow the previous month; and clicking on the desired date will

5.7 Loading Computer level or capacity monitored by on-line function. c) Save Plan: Save the loading current status to disk with a specific file
name.
General 17) Specific gravity, percentage filling, tank level, volume and weight for
d) Save As: Save the loading current status to a disk with a different file
liquid compartments when one of these is given.
name.
Leading the trend of shipboard calculation, data processing, ship-shore
communication and vessel automation, Techmarine Co., Ltd., provides you with 18) The system will be designed for loading calculations on the basis of e) Delete Plan: Delete the loading file saved in the current directory.
modern microprocessor-based loading computer, "SHIP MANAGER", that “on-line” and “off-line” modes; the selected mode can be identified
carries extremely powerful loading calculation and other software for standard easily. f) File Explorer: You can use the File Explorer to format disks, make
computers. backup, get an overall view of your file system and so on.
The whole system is designed to be used by non-computer oriented users such as 19) On-line interface with Hull Stress Monitoring System.(HSMS)
ship's officers and/or shore-based cargo planners with no specific knowledge of g) Print: Print out a selected item.
computer’s system. 20) Alarm function (Audible and visible alarm) for: h) Print Setup: Printer setup.
This section explains the aspects of the "SHIP MANAGER" loading programs, - Excessive bending moment & shearing force
the major functions of which are as follows: - Insufficient stability & filling level i) Exit: Exit 'ShipManager-88' session.
5.7.1 ON-Line and OFF-Line Mode 21) Interface with level gauge (IAS) by on-line for cargo / ballast / F.O / 2) Result Menu
D.O / L.O / draft
1) Displacement/Deadweight/Trim & Draft (aft and fore) Fig. 2 Result Menu
22) Visibility calculation according to SOLAS.Ch.V.reg.22
2) Correction Drafts (aft and fore) due to difference of sea water density
23) Direct damage stability calculation (IGC code)
3) LCG/VCG/TCG/Metacentric height / Angle of heel.
24) Weather stability calculation
4) Display Cargo/ballast/F.O/D.O/L.O/F.W & D.W/tanks level & volume
25) Hull deflection (Hogging/Sagging)
a) Weather Criteria: Data and graph calculated by the IMO.A 562 Criteria.
5) Trim adjusting calculation / Heel adjusting calculation
5.7.2 Software Configuration b) Intact Stability Results: Data and graph calculated by the IMO.A 749
6) Intact stability calculation.
Criteria.
1. Pull Down Menu
7) Shear forces and bending moments at the prescribed frame point
You can manage loading condition files by use of the File menu. this menu c) S.F/B.M. Result: Table of Actual value of shear force/Bending moment
contains several sub menus and each menu function is as follows. on each bulkhead.
8) Shear forces and bending moments at the prescribed frame point
Graph of Actual Shear force/Bending moment on each bulkhead.
1) File Menu
9) Maximum values of shear force and bending moment.
Fig. 1 File Menu - The ratio of actual value of shear force/Bending (allowable Shear
Force/Bending moment on each bulkhead at sea/port and their graph)
10) Propeller immersion.
- Maximum Shear force/bending moment and their position
11) Forward draft limit

d) Damage Stability: Data calculated by the IGC Code Criteria.
12) GM limit: Loading computer will have the function to display the
e) Loading Status : Operator can see the Loading status of vessel which
message that KMT value is used for even keel condition.
consists of ‘profile’, ‘Tank Top plan’, and ‘Midship section’.
13) Cargo tank filling restrictions against sloshing effect.

3) Communication Menu
14) GZ curves for loading conditions.

Fig. 3 Communication Menu
15) Curves of calculated S.F and B.M and maximum allowable values a) New Plan: Create a new loading condition. Lightship condition is
required by Classification Society. created.
16) Automatic Calculation of current loading condition based on tank’s b) Open Plan: Read the loading file (*.LDP) saved in the current directory.

a) OnLine: Select On-Line mode between the ICMS and the Loading i) Visibility: Show visibility of actual status. 6) Help Menu
Computer
j) Hydrostatics View: Shows information at actual condition as below Fig. 6 Help Menu
- DWT, LWT, DISP.
b) OffLine: Select the Off-Line mode between the ICMS and the Loading
- Draft equiv., LCG, LCB, MTC, LCF, TKM, KG.
Computer
- Draft at marks.
- 1 degree heeling moment
c) Strain Gauge: Display Hull Stress situation
- Etc.
5) Option Menu
d) Line Setup: Select menu “ON” and “OFF” in the online status.
Fig. 5 Option Menu

e) Connection: Configure communication characteristics a) General Particulars: Shows information on. LBP, LOA, Breadth, Depth.
Etc.
4) Utility Menu
b) Contents: Click the contents menu to browse through topics by category.
Fig. 4 Utility Menu
c) About ShipManager-88: Gives information about the
SHIPMANAGER-88 version.
5.7.3 Explanation of the Ship Manager Screen
Fig. 7 Loading computer Tank Plan Screen
a) Constants: Inquiry or change the deadweight constant.
b) Sea Water Density: Inquiry or change in Sea Water Density
c) F.S. Moment: Inquiry or change in maximum or actual inertia moment.
a) Calculators: Leads you to the MS-windows Calculator. (See MS- d) Unit Selection: Select the unit of hold and others.
WINDOWS manual)
e) C.G. Calculation: Setting V.C.G., L.C.G., and T.C.G. Calculation is
b) Control Panel: Leads you to the control panel, where it is possible to automatic or manual
change colours, and printer attributes.
f) Configuration: Ship Manager - 88 allows the user to configure menu
c) Shifting: Shifts the load from one compartment to another. items to commands of the users choice.
d) Trim Adjust: Carries out adjustment of trim by adding cargo/ballast g) Damage Case Setting: User can define Damage Case.
water to two designated compartments.
h) Alarm Report: Report alarm information about following items:
- Trim with Cargo add : Controls the trim by adding weight
- Trim with Cargo shift : Controls the trim by moving weight - IMO A 749 criteria (Intact Stability)
1. PULLDOWN MENU
- IMO A 562 criteria (Weather Criteria)
e) Heel Adjust: carries out adjustment in the angle of heel by ballast water - Shear Force and Bending Moment
to two designated compartments. This part controls loading program all main menu is regulated by pull
- Propeller immersion ratio down method.
- Forward draft limit
f) Rolling Period: Shows and Calculates Rolling Period
- Minimum Allowable GoM limit 2. SPEEDBUTTON MENU
g) Propeller Immersion: Shows information on Propeller Immersion - Cargo tank filling restriction against sloshing effect.
Speed button is the fast method to go work than pulldown menu. If you
h) Hydrostatics: Shows the following information: want to go Loading menu, Hydrostatics, Constants, Print menu, just click
Displacement, Draft equiv., LCG, LCB, MTC, LCF, TKM, KG. etc. appropriate speed-button.

3. WARNING PANEL
List Heeling Angle(minus means heeling to the port)
1. Loading status
If each judgment value is over, 'NO' message appears and if not, 'YES'
message appears. If all of CHECK message is 'YES', warning panel will be Prop(%) Propeller immersion ratio
As Fig 8, if you click work tab named ‘LOADING STATUS’, you can see
green colour and if not, a led right to warning panel will be shown on the the loading status of vessel which consist of ‘PROFILE’, ‘TANK TOP
warning panel and turned into a flickering red colour. e Stability
PLAN’, ‘MIDSHIP SECTION’. This loading status divided to three (3)
parts such as Cargo Hold, Ballast Tank, and Hull Shape Only and can see
4. WORK TAB each one at a time. And at Tank Top Plan, can divided and see to ‘Port’ and
LCG Longitudinal Center of Gravity from Midship
‘Starboard’. If you double click Profile, Plan or Section, screens turn wide
If you click named Tanks Plan, Loading Status, Weather Criteria, Intact or narrow
Stability, Longi. Strength, Damage Stability, its window will be shown, KMT Transverse Metacentric height above base line
and then you can do what you want.
KG Vertical Center of Gravity above base line Fig. 9 Loading computer Trend Curve Screen
5. STATUS PANEL
GM Metacentric Height
It is displayed on this area that all sort of calculated value according to GGo Free Surface effects of liquid in tanks
current loading condition each is as follows.
GM corrected for the free surface effects of liquid
GoM
c Displacement in tanks
LWT Lightweight
④ Max. Strength (%)
DWT Deadweight
S.F. Shearing Force maximum percentage.
DISP Displacement B.M. Bending Moment maximum percentage
DWT RE Deadweight remain

Max. Strength (%) value on the summary panel (right below the screen) marks
C.O.T. Cargo Tanks
lowest (most critical) value between allowable S.F. (or B.M.) and actual value.
WBT Water Ballast Tanks
5.7.4 Operation of the Ship Manager Screen
FOT Fuel Oil Tanks
Fig. 8 Loading computer Loading Status Screen 2. Trend Curve
DOT Diesel Oil Tanks
This is to check the variation of Cargo and Ballast condition at once when
LOT Lubricating Oil Tanks it is connected through on-line.
You can select the optional items such as level, Gross Volume, Volume
FWT Fresh Water Tanks Rate, Weight at “Trend Curve Option” box.
Here you can check and see the variation of level, Gross Volume, Volume
ETC.T Extra Tanks(Other Tanks) Rate, Weight, per unit hour.
dDraft and List
Draft (Eq.) Equivalent Draft
Fore (F.P) Draft at fore perpendicular.
Mid Draft at Midship
After (A.P) Draft at After Perpendicular
Trim Trim

5.8 Fuel Oil and Gas oil Systems
Illustration 5.8a Fuel Oil and Gas oil Systems
Key
Fuel Oil Line
Gas Oil Line
(50A)
FO-09
(150A)
Trunk F.O Transfer Pipe (350A)
FO-11
FO-10
FO-26
(350A)
Bosun Store
F.O Filling Pipe (80A) (200A) (200A)
(25A) (25A)
F.O Transfer
F.O & G.O Drain (50A) Pipe (350A) To H.F.O Tank (P)
Bow Thruster &
Em'cy Fire Pump
FWD H.F.O Room
H.F.O Settling
Domestic
Cofferdam
Distilled Water Tank (S)
AFT H.F.O
Cofferdam
(150A)
Tank (S)
Tank (S)
H.F.O Tank (P&S)
Fresh Water
M.D.O Storage
Tank (P&S)
Low Sulphur
Tank (P&S) Engine Room FO-07
Transverse From FWD
Tank
AFT Peak H.F.O Tank (P)
(200A)
Tank Cofferdam
FO-06 FO-04 No.2 FO-03
(200A)
(50A) FO-02 No.1 FO-01
Stern Tube L.O Outlet
(40A)
Stern Tube L.O Inlet Fore Peak
FWD H.F.O Transfer Pump Tank
Tank Top Water Ballast Water Ballast (50 m3/h x 6.0 kg/cm2 G)
(Void)
Tank (P) Tank (S)
Pipe Duct Pipe Duct Pipe FWD Water Ballast
Duct Tank (P&S)
Generator Turbine L.O Filling Boss with Gauge Cock for

Portable Pressure Gauge
Generator Engine L.O Filling Tank Plan
LIAHL LIAHL Boss with Plug for
Main L.O Filling Portable Temperature Gauge
(25A) (25A) (25A) (25A)
IGG G.O LS H.F.O
DO-11
DO-05
FO-22 FWD H.F.O Transfer Pump
FO-16
Service Low Settling
Domestic Tank Sulphur Tank (P) FO-28 FWD Water (50 m3/h x 6.0 kg/cm2 G)
LS (50A)
Fresh H.F.O AFT H.F.O Ballast Tank PI
Tank (P) (150A)
DO-10
DO-04
FO-21 (P&S)
FO-15
Water Bunker
(40A)
(40A)
(40A)
Distilled Water Tank (P)
FO-03
Tank (P) TIAH PX
Tank (P)
(350A) FO-07
FO-08
(100A) LAHH TX
No.2
(200A)
FWD H.F.O
FO-01
LS
D.O Filling Pipe
F.O Filling Pipe
Tank LIAHL
(P&S)
(100A)
(350A)
Cofferdam
Cofferdam
Cofferdam
Cofferdam
Cofferdam
FO-04
Fore Peak
No.1
LX
(100A)
(300A)
Steering Gear Room No.4 Trunk No.3 Trunk No.2 Trunk No.1 Trunk Tank
& Rope Store LAHH
(250A)
(250A)
Blowing Pipe with (Void)
DO-13 FO-24 Hose Coupling LIAHL
LS
FO-02
(100A)
DO-14 (50A) FO-25 (50A)
FO-11
FO-10
(350A) LX FO-06 (150A)
Manual Hyd. Operated TIAH TX
(350A)
at Manifold Area
(100A) (200A)
FO-26
DO-07
DO-01
FO-18
FO-12
Distilled Water Domestic

FO-27
(40A)
(40A)
(40A)
Tank (S) Fresh AFT H.F.O

Low FO-09
Water Sulphur
Bunker
(350A) (350A)
(80A)
(150A)
Tank (S)
Tank (S) H.F.O LS
M.D.O Tank (S) H.F.O
Storage Settling (100A)
DO-08
DO-02
FO-19
FO-13
Tank LS Tank (S)

(25A) (25A) (25A) (25A)
LIAHL LIAHL

5.9 Steam Condensate System
Illustration 5.9a Fuel Oil Heating and Cargo Steam System
PIC PIAHL PIC PIAHL [Cargo CS-34

Key
CS-06
(25A)
[Cargo Motor Room] Compressor Desuperheated
No.2 H/D Compressor CS-33 CS-31
PX PX PX PX Room] (25A) Low Duty Steam Line
Lubricating Oil Tank CS-18 Heater
(50A)
CS-32 Condensate Line
LS
CS-68 CS-67 (25A) CS-17 CS-16 LI LS
TSLL TI Fresh Water Line
CS-30 (50A)
(25A)
(50A)
(25A) (25A)
Air Line
(50A)
(50A)
CS-66
CS-63
CS-69
(150A)
ZSH No.1 H/D Compressor CS-29 CS-27 Drain Line
(25A)
Lubricating Oil Tank
CS-05
(50A)
(25A)
(50A)
(40A)
Min. Level MS CS-28
No.2 Glycol (25A)
Heater High Duty
CS-60 CS-58 CS-15 Heater
CS-26
HC-66
(25A)
CS-55 CS-54 (25A)
(80A)
LS
CS-59 CS-14 CS-13 LI LS
HC-57
CS-25 CS-23 (80A) TSLL
(25A)
(25A) (25A) No.2 L/D Compressor TI
(50A)
(50A)
(25A)
CS-53 Lubricating Oil Tank (80A)
CS-50
ZSH CS-24 (125A)
CS-56 (25A) (25A)
Min. Level MS
CS-04
CS-03
No.2 Glycol CS-22
Heater (25A)
CS-47 CS-45
HC-52 (25A) CS-21 CS-19
No.1 L/D Compressor LNG
(100A)
(25A)
CS-46 Lubricating Oil Tank CS-12 Vaporuizer
(40A)
HC-44
(25A) (80A)
CS-20 LS
(25A) CS-11 CS-10 LI LS
(100A) (80A) TSLL TI
(100A)
(80A)
CS-36
CS-35
Fresh FC-10 FC-09 Fresh
(100A)
Drain Cooler for
(50A)
(25A)
Water Water
CS-02
CS-01
Gas Heater
Outlet Inlet
CS-37
HC-71
(100A)
(100A)
Forcing
CS-70
CS-09 Vaporuizer
(50A)
LAH LS LS
Gas Vent CS-08 CS-07 LI
CS-39
LS
CS-38 TSLL
CS-72
(50A)
HC-43 Drain Tank TI
(1.0 m3) CS-40 (50A)
LAL LS
(150A)
CS-41 HC-24
(25A)
(15A)
(100A)
CS-42
HC-08
HC-16
(40A)
HC-23
(25A)
(P-Side Unit)
HC-07
HC-15
(40A)
Hot Foam/ HC-22
(25A)
(25A)
CO2 Room
HC-06
HC-14
(40A)
HC-21
(25A)
HC-32 HC-05
HC-13
HC-28
(65A) (40A)
HC-31
HC-27
Cofferdam
Cofferdam
Cofferdam
Cofferdam
Cofferdam
(80A)
FWD H.F.O Fore Peak
Engine Casing No.4 Trunk No.3 Trunk No.2 Trunk No.1 Trunk Tank (P &S) Tank
HC-20
(25A) (Void)
HC-04
HC-12
(40A)
HC-09
(25A)
HC-03
(S-Side Unit)
HC-11
(40A)
HC-18
(25A)
(25A)
HC-02
(150A)
(100A)
HC-10
To Engine Room
(50A)
(25A)
(40A)
Paint Deck Incinerator HC-17
Atmospheric Drain
Store Store Room Tank (100A)
(25A)
HC-30 HC-01
HC-09
Condensate Return (80A) Condensate Return (80A) (65A) (40A)
To Engine Room Motor Compressor HC-39 HC-38
HC-26
Drain Cooler Room Room HC-29
(200A) (125A) Steam Supply (125A) (80A)
Steam Supply Main
HC-25
5.10 Bilge and Scupper System
Illustration 5.10a Bilge System
Sewage Shore Connection

Bilge Shore Connection
LAH LAH LAH
(65A)
(65A)
(65A)
LS LS LS
BG-35 BG-33 BG-31 FWD Water
Domestic Fire Water Deck Main
Fresh BG-20 BG-18 BG-16 Ballast Tank Bow
BF-63
BF-40
BF-18
(25A)
(P)
(50A)
(50A)
(50A)
Distilled Water (50A)
(65A)
Water Drain Plug Thruster
Tank (P) Tank (P) (40A) (40A) (40A) Room
To Overboard
FWD H.F.O Discharge (80A)
Rope (50A)
No.4 Trunk No.3 Trunk No.2 Trunk No.1 Trunk Tank (P) BG-03 From Fire Main (50A)
Store Exp. Metal
Wall
Cofferdam
Cofferdam
Cofferdam
Cofferdam
Cofferdam
Fore Peak
(50A)
Steering Gear Recess for Pipe Duct (65A) Tank

Drain Tank
Room (Void)
LAH LAH BG-02 BG-01※
LAH
(50A)
FWD H.F.O
LS LS Cargo Gear Tank (S) LS
LS Locker
(40A) LS LAH
BG-19 Motor Compressor BG-17 BG-15
Distilled Water Domestic (40A) (40A)
(50A)
(65A)
Room Room LAH

(50A)
(50A)
(50A)
BF-62
BF-37
BF-15
(25A)
Tank (S) Fresh FWD Water

Water Bilge Well
Ballast Tank
Tank (S) Fire Water Deck Main
BG-34 BG-32 BG-30 (S)
(65A)
(65A)
(65A)
LS LS LS LS
(25A)
To Engine Room Bilge Well
LAH LAH LAH LAH
Fire Main Drain Plug
Trunk
To Overboard (65A) (65A)

(40A) (40A)
Discharge
(50A) (50A)
B.W. B.W.
Transverse
Cofferdam
Key
Water Ballast Water Ballast
Bilge Line Tank (P) Tank (S)
Fire Line
Pipe Duct

Illustration 5.10b Bilge System
(50A)
Top
Key
Motor Room Compressor
Bilge Line Room Bilge
Fire Line Tank
Hand Pump
BG-28
BG-22
BG-25 BG-23
BG-27
To be Disconnected
(25A)
(25A)
Bottom BG-24 When Not in Use.
B.W. (C) B.W. LAH Recess for Drain Tank
(P&S)
(25A)
(25A)
(25A)
(25A)
(25A)
LS
BG-21
BG-29 BG-26
(40A)
(25A)
(25A)
To Engine Room Side

Bilge Well Passage
Way
LAH
BG-14 LS
Bosun Store BG-14
(80A)
From Fire
(50A)
BG-11 BG-06 BF-10 Main
BG-10 (80A)
BG-10
(50A)
BG-13
(50A)
Bilge ※ BF-108
Hat From Fire
(65A)
(50A) BG-07 Main
(50A)
BG-11
(65A)
C.L.
(80A)
BG-12 BG-08 BG-09
(65A)
BF-108 BF-09
(50A)
(80A)
LAH BG-06 BF-10 C.L.
(50A)
2nd Deck
(80A) (50A)
(50A)
Distilled Domestic LS
(50A)
BG-09
BG-07
Water Fresh Water BG-13
Cofferdam
Tank (P&S) Tank (P&S)

(50A) (65A)
B.W
AFT Peak 3rd Deck BG-04
(50A)
※ Water Coaming for
Tank Heating Coil Unit
(50A)
BG-08
BG-05
(50A)
Engine Room
(50A) FWD H.F.O
(50A)
Tank (P&S)
4th Deck Bosun Store
(80A)
C.L.
(65A)
LAH
Cooling Fore Peak
Water Tank
BG-03 LS
Tank (Void) BG-12
BG-02 BG-01
(65A) ※ (65A)
Pipe FWD W.B (50A)
Duct Tank (P&S)

Illustration 5.10c Scupper System
Detail of Scupper Pipe for Detail of Scupper Pipe for Typical Section for Cargo
Passing Through Water Ballast Tank After / Sunken Deck Machinery Room Top Scupper
Mechanical Mechanical
Rubber Plug Rubber Plug
Cargo Machinery Room Top
Upper Deck Upper Deck
Scupper Pipe (50A)

Cargo Machinery Room
ABT. 400 mm
Side Shell
Trunk
Scupper
Side Shell
Pipe (125A)
ABT. 500 mm
Upper Deck
Scupper
Pipe (150A) Typical Section for
Trunk Deck Gscupper Pipe
2nd Deck
L.W.L.
Trunk Deck
Cofferdam
Distilled Water
Tank (P&S) Domestic Fresh Engine Room Typical Section for
Water Tank (S)
Manifold Deck Scupper
AFT Peak 3rd Deck
Tank Manifold Deck (P&S)
Detail of Cargo
Spill Coaming Drain
4th Deck
Cargo Spill Coaming
(50A)
(50A)
(P&S)
Cooling
Water
Tank Tank Top (100A)
Pipe Duct Upper Deck Upper Deck
Side Shell
(150A)
Scupper Pipe for

Scupper Pipe for Scupper Pipe (50A)
ABT. 30 m Upper Deck (150A)
AFT Deck & Sunken Deck
Cargo Spill Coaming

Domestic SC-02
Fresh Cargo Manifold (P) Gutter way Pipe for
Distilled Water Water Hot Foam/CO2 Room Trunk Deck (100A)
Tank (P) Tank (P)
Cofferdam
Cofferdam
Cofferdam
Cofferdam
Cofferdam
Steering Gear Room Engine Accommodation
No.4 Trunk No.3 Trunk No.2 Trunk No.1 Trunk Bosun Store
& Rope Store Casing Area
Scupper Pipe (50A) Scupper Pipe (50A)
Cargo Gear
Locker
Domestic Motor Compressor
Distilled Water Fresh Paint Deck Incinerator
Room Room Room
Tank (S) Water Store Store Drain Plug Cargo Manifold (S)
Tank (S) SC-01
Cargo Spill Coaming
Scupper Pipe for
Access Platform(50A)

5.11 Instrument Air System
Illustration 5.11a Compressed Air System
CA-69
CA-68
Key
Compressed Air Line
(25A)
To Air Horn on Radar Mast
For Em'cy Cargo Pump Trunk CA-03
For Em'cy Handling Davit
CA-76
Generator Room Trunk
(15A)
(15A)
For CA-02 CA-01
(25A) Trunk Bosun Store
Incinerator (40A)
(15A) (15A)
CA-71
CA-70
Room (25A) (15A)
(15A)
Compressed Air (15A)
Main Line
(15A)
(15A)
C.L.
(15A)
CA-79 CA-77
2nd Deck
(25A)
(15A) (25A)
CA-80 From
CA-78 E/R
Cofferdam
(25A)
Engine Room
Cofferdam
S/G Room & Rope Store
B.W
AFT Peak 3rd Deck Transverse FWD H.F.O
Cofferdam
(15A)
Tank Tank (P&S) Bow Thrust
Room &
CA-05
Em'cy Fire
Pump Room
(15A)
4th Deck
(15A)
CA-04
Sea (40A)
Chest
Cooling Fore Peak
Water Water Ballast Water Ballast Tank
Tank Tank Top CA-64 Tank (P) Tank (S) (Void)
CA-63 Pipe CA-08 FWD W.B
Pipe Duct Pipe Duct Duct Tank (P&S)
For Accommodation Ladder Pilot Ladder Reel

For Upper Deck CA-54 For Air Capstan For Air Capstan
CA-53
CA-59
CA-44
CA-90
CA-88
CA-37
CA-29
CA-82
CA-21
CA-15
For Hot Foam CA-43 CA-87 CA-28 CA-14
CA-71
Domestic For CO2

CA-59
(15A)
(40A) (40A) (40A)

Fresh For Fire
Distilled Water CA-58 CA-36 CA-20
CA-75
CA-74
Water Hot Foam/ CA-72 Wire Reel

Tank (P) Tank (P) CO2 Room For Side Passage Way
CA-62
(40A) Bosun Store

From
CA-10
(15A)
(15A) (25A)
For Fire CA-77 E/R (15A)
For Trunk Deck
CA-06
CA-03 CA-02
CA-39
CA-32
CA-24
CA-80
Wire Reel
(25A)
Air Cond. To Pipe Duct CA-60 No.4 Trunk CA-45 CA-86 No.3 Trunk CA-38 CA-30 No.2 Trunk CA-22 No.1 Trunk CA-16
CA-78
(15A) (25A) Room Bilge Pump CA-61 For Em'cy Cargo Pump To Pipe Duct
To No.4 Cofferdam To No.3 Cofferdam To No.2 Cofferdam
CA-09
CA-64
Cofferdam
Cofferdam
Cofferdam
CA-01
(25A) (AFT) Bilge Pump (25A)
(15A)
Handling Davit Bilge Pump Bilge Pump Bilge Pump
Engine Casing (FWD) CA-08
(25A)
Pipe Duct
Accommodation CA-63 To No.5 Cofferdam
For Em'cy On the For F.O & G.O For FWD Pump Duct
Area (15A)
Bilge Pump To Glycol Transfer Pump
Towing Sys. Top of Manifold Air
To Bow Thrust Room &
Cofferdam
Cofferdam
CA-79 Engine (15A)
For After Pipe Duct CA-57 CA-48 CA-42 CA-83 Blowing CA-35 CA-27 For Em'cy Cargo Pump CA-19 CA-13 Em'cy Fire Pump Room
(15A)
(15A)
CA-31
CA-23
Steering Gear Room CA-47 Handling Davit
Casing From
& Rope Store (40A)
To No.1 Cofferdam
E/R CA-84
CA-55 CA-40 CA-33 Bilge Pump
CA-73
Paint
Distilled Water Domestic Store CA-46 (40A) (40A) (40A)
Tank (S) Fresh
CA-50 Motor Compressor
CA-66
Water Deck Incinerator

CA-70
Tank (S) Store Room Room Room

CA-84 CA-25 CA-17 CA-11
CA-56
CA-41
CA-89
CA-85
CA-34
CA-26
CA-81
CA-18
CA-12
CA-51
For Air Capstan For Air Capstan

Illustration 5.11b Inert Gas and Dry Air System
IG-02
Spool Piece Vapour
1. To be disconnected, when Main
not in use.
2. When connected, ensure
Liquid
IG-07
IG-08
igg at dry air mode. Main
To Vapour
Motor Compressor (450A) Return
Room Room
IG-01
(300A) Gas Main (300A)
(300A) (300A) (300A) (300A)

(450A)
IG-06

IG-05
IG-04 IG-03
From Inert Gas

& Dry Air Plant
2nd Deck
Cofferdam
Cofferdam
Cofferdam
Cofferdam
To Ballast Tank
Ventilation
3rd Deck F.W.D

H.F.O
Engine Room Tank
(P&S)
4th Deck
Cofferdam
No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
Tank Top
F.W.D W.B
No.4 Water Ballast Tank (P&S) No.3 Water Ballast Tank (P&S) No.2 Water Ballast Tank (P&S) No.1 Water Ballast Tank (P&S) Tank (P&S)
Flexible Hose for

IG-04 IG-03 Dry Air Supply
(450A) To Cofferdam (Port Only)
From Inert Gas
(450A)
& Dry Air Plant IG-06
M/H (450A) M/H M/H M/H
IG-02
(200A)
(250A)
IG-05 (300A) (300A) Gas Main (300A) (300A)

IG-07
Manhole M/H
Vapour
Vapour
Vapour
Vapour
(300A)
(300A)
(300A)
(300A)
Main
Main
Main
Main
IG-01
For No.5 IG-08 For No.1

Cofferdam Cofferdam
For No.4
For No.3
For No.2
Cofferdam
Cofferdam
Cofferdam
Bosun
Store
Vapour
Main
Main
Liquid
No.4 Liquid No.4 Gas No.3 Liquid No.3 Gas No.2 Liquid No.2 Gas No.1 Liquid No.1 Gas
H Dome No.4 Trunk Dome H Dome Dome H Dome Dome H Dome Dome Hatch H
No.1 Trunk
Motor Compressor No.3 Trunk No.2 Trunk
Room Room
Vapour
Main

Part 6 : Cargo Operations 6.4.2a Forced Boil-Off Gas Burning ......................................................6 - 35

6.1 Post Dry Dock Operation................................................................... 6 - 2 6.5.1a Inerting Manifold Connections ....................................................6 - 37
6.1.1. Procedure for Normal Insulation Space Inerting ................... 6 - 2 6.5.2a Liquid Line and Arm Cool Down before Discharging.................6 - 39
6.1.2 Drying Cargo Tanks................................................................ 6 - 4 6.5.3a Discharging with Gas Return from Shore ....................................6 - 41
6.1.3 Inerting Cargo Tanks............................................................... 6 - 6 6.5.3b Discharging without Gas Return from Shore...............................6 - 43
6.1.4 Gassing-up Cargo Tanks ......................................................... 6 - 8 6.5.4a Ballasting by Gravity ...................................................................6 - 44
6.1.5 Cooling Down Cargo Tanks.................................................. 6 - 12 6.5.4b Ballasting by Pump......................................................................6 - 45
6.2 Ballast Passage ................................................................................ 6 - 13 6.6.1a Stripping.......................................................................................6 - 47
6.2.1 Cooling Down Tanks Prior to Arrival ................................... 6 - 16 6.6.1b Drainage of Cross-over Piping....................................................6 - 48
6.2.2 Spraying During Ballast Voyage........................................... 6 - 18 6.6.1c Typical Section for Cross-over Piping ........................................6 - 49
6.3 Loading............................................................................................ 6 - 19 6.6.2a Tank Warm Up ............................................................................6 - 51
6.3.1 Preparations for Loading ...................................................... 6 - 19 6.6.3a Inerting ........................................................................................6 - 53
6.3.2 Cargo Lines Cool Down ....................................................... 6 - 22 6.6.4a Aeration...................................................................................... 6 – 55
6.3.3 To Load Cargo with Vapour Return to Shore........................ 6 - 26
6.3.4 Nitrogen Set-up during Loading ........................................... 6 - 28
6.3.5 De-Ballasting ........................................................................ 6 - 32
6.4 Loaded Voyage with Boil-Off Gas Burning..................................... 6 - 34
6.4.1 Normal Boil-Off Gas Burning .............................................. 6 - 34
6.4.2 Forced Boil-Off Gas Burning ............................................... 6 - 36
6.5 Discharging with Gas Return from Shore........................................ 6 - 38
6.5.1 Preparations for Unloading................................................... 6 - 38
6.5.2 Liquid Line and Arm Cool Down before Discharging.......... 6 - 40
6.5.3 Discharging with Gas Return from Shore............................. 6 - 42
6.5.4 Ballasting .............................................................................. 6 - 46
6.6 Pre-Dry Dock Operations ................................................................ 6 - 48
6.6.1 Stripping and Line Draining ................................................. 6 - 48
6.6.2 Tank Warm Up ...................................................................... 6 - 52
6.6.3 Inerting.................................................................................. 6 - 54
6.6.4 Aeration ................................................................................ 6 - 56
Illustration
6.1.1a Insulation Space Inerting ............................................................... 6 - 1
6.1.2a Drying Cargo Tanks ...................................................................... 6 - 3
6.1.3a Inerting Cargo Tanks ..................................................................... 6 - 5
6.1.4a Gassing-up Cargo Tanks (Stage-1)................................................ 6 - 7
6.1.4b Gassing-up Cargo Tanks (Stage-2)................................................ 6 - 9
6.1.5a Cooling Down Cargo Tanks ........................................................ 6 - 11
6.2.1a Cooling Down Tanks Prior to Arrival ......................................... 6 - 15
6.2.2a Cooling Down One Tank Prior to Arrival on Ballast Voyage . 6 - 17
6.3.2a Cargo Lines Cool Down .............................................................. 6 - 21
Part 6
6.3.3a Loading with Vapour Return to Shore......................................... 6 - 25
6.3.4a Nitrogen Set-up During Loading ................................................. 6 - 27
6.3.5a De-Ballasting by Gravity ............................................................. 6 - 29
6.3.5b De-Ballasting by Pump................................................................ 6 - 30
6.3.5c De-Ballasting by Eductor............................................................. 6 - 31
Cargo Operations
6.4.1a Normal Boil-Off Gas Burning ..................................................... 6 - 33
Part 6 Cargo Operations

Illustration 6.1.1a Insulation Space Inerting
FI PIC PIAHL PIAL
Trunk Deck
NG-92 NG-84
NG-86
NG-85
NG-89
NG-90 NG-88
TX
NG-94 NG-93 NG-91
NG-96
NG-95
NG-87
PI
Near
TX Manifold
NG-39
NG-81
NG-55
NG-34
NG-16
CR-401
CR-301
CR-201
CR-101
NG-73
NG-46
NG-26
NG-08
NG-82
NG-56
NG-54
NG-35
NG-33
NG-17
NG-15
NC-80
From N2 Buffer Tank
in Engine Room
NG-72
NG-70
NG-45
NG-43
NG-25
NG-23
NG-07
NG-05
NG-79
NG-53
NG-32
NG-14
NG-71
NG-44
NG-24
NG-06
NG-66 NG-50 NG-29 NG-11
in Cofferdam
CR-304
# # # #
CR-204
CR-104
CR-404
NG-78
NG-77
NG-52
NG-51
NG-31
NG-30
NG-13
NG-12
NG-83
NG-58
NG-57
NG-37
NG-36
NG-19
NG-18
NG-01
NG-65
NG-49
NG-28
NG-10
N2 Master
S S S S
NG-64
NG-48
NG-27
NG-09
I.B.S.
I.B.S.
I.B.S.
I.B.S.
I.B.S.
I.B.S.
I.B.S.
I.B.S.
I.S.
I.S.
I.S.
I.S.
I.S.
I.S.
I.S.
I.S.
NC-406 NC-306 NC-206 NC-106
B/W B/W
NG-63
R R R R
Q Q Q Q
N N N N
I I I I
CR-403
CR-203
CR-303
CR-103
NC-412
NC-312
NC-212
NC-112
Dome Dome Dome Dome
NC-405 NC-305 NC-205 NC-105
NC-417
NC-414
NC-317
NC-314
NC-217
NC-214
NC-117
NC-114
NC-413 NC-313 NC-213 NC-113
NC-401
NC-301
NC-201
NC-101
NC-407 NC-307 NC-207 NC-107
NC-418
NC-415
NC-318
NC-315
NC-218
NC-215
NC-118
NC-115
NC-402
NC-404
NC-302
NC-304
NC-202
NC-204
NC-102
NC-104
NC-408
NC-308
NC-208
NC-108
NC-411
NC-311
NC-211
NC-111
NC-403
NC-303
NC-203
NC-103
NC-409
NC-419
NC-309
NC-319
NC-209
NC-219
NC-109
NC-119
CR-402
NC-410
NC-310
NC-210
NC-110
CR-302
CR-202
CR-102
NG-62
NG-38
NG-47

To Spray Line System To Spray Line System To Spray Line System To Spray Line System
Room CG-613
Boil-off
NG-61
Gas Line ESD

From NG-76 NG-75 NG-74
Engine I.B.S. and I.S. Piping I.B.S. and I.S. Piping
Room (N2 To B.O.G Line) Arrangement on Liquid Dome Arrangement on Gas Dome
NG60 A - F , J L : N2 distribution of nitrogen at IBS bottom and stripping Q : N2 exhaust, safety vent and gas detection
* NC-OOO valves to be cryogenic type of the leaked cargo in I.B.S. (Bottom AFT part) and portable gas sampling for I.B.S.
No.1 H/D
Compressor * Safety valve (# marked) for I.S. barrier G : Portable liquid level measuring and portable gas R : Pressure sensor connection to controller
to be cryogenic type sampling for I.B.S. (Low point) and indicator for I.B.S.
No.2 H/D
Compressor sampling for I.B.S. (High point) and portable gas sampling for I.S.
N : Safety valve connection for I.B.S. T : Pressure sensor connection to controller
No.1 L/D
Compressor W : Sounding and portable gas sampling
Key for FWD I.S. bilge well
N2 Line M : Portable gas sampling for I.S. (High point)
No.2 L/D
Compressor
I.B.S. : Interbarrier space
NG-59
Motor Room Comressor Room I.S. : Insulation space
2nd Draft / 2006.09.20 6-1 Part 6 Cargo Operations

Part 6 : Cargo Operations In the event of cargo gas leakage into insulation spaces, this can be swept with a
continuous feed of nitrogen by opening the exhaust from the space, allowing a
6.1 Post Dry Dock Operation controlled purge. Close monitoring of the gas analyser on this space will be
necessary during purging.
6.1.1. Procedure for Normal Insulation Space Inerting
In cases where other consumers reduce the availability of nitrogen for the
insulation spaces, the pressure may temporarily fall below the atmospheric
pressure.
The I.B.S and I.S are filled with dry nitrogen gas which is automatically
maintained by alternate relief and make-up as the atmospheric pressure or the
When put in communication, and therefore subjected to the same nitrogen
temperature rises and falls, under a pressure of between 5mbar and 15mbar
pressure, the inter barrier space and insulation spaces can withstand a large
above atmospheric.
depressurization without any damage.
The nitrogen provides a dry and inert medium for the following purposes:
It should be noted that, even with the tanks fully loaded, a pressure lower than
atmospheric pressure in the primary insulation spaces is not harmful to the
- To prevent formation of a flammable mixture in the event of an LNG leak. primary membrane. In this respect, it should be noted that this membrane is
- To permit easy detection of an LNG leak through a barrier. subjected to a -800mbar vacuum pressure, both during global testing and at the
- To prevent corrosion. construction stage.
.
Nitrogen, produced by the two N2 generators and stored in a pressurized buffer
tank of 30m3, is supplied to the pressurization headers through a make-up CAUTION
regulating valve. With the cargo system out of service and during inerting, always maintain the
inter barrier space pressure at, or below, tank pressure and always maintain the
From the headers, branches are led to the inter barrier space and insulation insulation space pressure at or above the inter barrier space pressure.
spaces of each tank. Excess nitrogen from the inter barrier space is vented to
each N2 vent mast through the exhaust regulating valves.
The inter barrier space and insulation spaces of each tank are provided with a
pair of pressure relief valves CR101/102, 201/202, 301/302, 401/402 which open
at a pressure of 30mbar and 35mbar above the atmospheric level in each space.
A manual bypass with a cut out valve (NC104, 204, 304, 404 / NG05, 23, 43, 70)
is provided from the inter barrier and insulation spaces to the N2 vent mast for
local venting and sweeping of a space if required.
1) Adjust the set point of the nitrogen supply regulating valves NC109,
209, 309, 409 to the inter barrier space header and NG15, 33, 54, 80 to
the insulation space header at 5 and 10mbar gauge respectively.
2) Adjust the set point of the nitrogen exhaust regulating valves NC102,
202, 302, 402 inter barrier space and NG 07, 25, 45, 72 insulation space
at 10 and 15mbar gauge respectively.
NOTE
Ensure that the manual isolating valves situated each side of the control valve,
both supply and exhaust on each tank are open, e.g. NC110 and CN108 for NO.1
tank IBS supply control valve NC109.
3) Open the manual isolating valves NG90 and NG88 on the insulation
space pressurization header and set the control valve NG89 to 20mbar,
to allow the supply of nitrogen to the headers from the nitrogen buffer
tank in the engine room.

Illustration 6.1.2a Drying Cargo Tanks
(400A)
(400A)
(400A)
(400A)
(400A)
[Cargo Compressor Room] (25A) Key Symbol Description
CG-513
CG-552 (150A) Dry Air
CG-002
CG-008
CL-040
CL-028
CL-016
CL-004
CG-544 Orifice
ESD
ESD
ESD
ESD
ESD
(700A)
CG-529 CG-525 CG-501
Atmospheric Air
No.1 L/D Butterfly Valve (Flanged Type)
Low Duty Compressor
Heater (250A)
CG-514
CL-039
CS-012
CL-027
(80A) CS-010
(80A) CS-004
CL-015
(80A) CS-002
CL-003
(Flanged, Open/Shut Type)
(300A)
CG-613 CG-545 CG-538 (150A)
(300A)
(300A)
CG-530 CG-526
(350A)
ESD No.2 L/D
CG-557
(80A)
(80A)
CG-553 (250A) Mist
CG-536
CG-546 Separator
(250A) (300A) (Flanged, Open/Shut Type)
(700A)
Stripping Crossover
Vapour Crossover
Heater
Liquid Crossover
Liquid Crossover
(300A)
(450A)
Compressor (600A)
CG-547 CG-539 M
CG-516
(250A)
(650A)
(600A)
(650A)
(100A)
CG-532 CG-528 CG-504
Compressor
(450A) (600A)
(600A) (600A)
CS-705

(300A)
CG-558
(750A)
(Manual Handle, Flanged Type)
(80A)
(80A)
(600A)
Forcing
CS-009 (80A)
CS-003 (80A)
CS-001 (80A)
CS-502 CS-509
CL-038
CS-011
CL-026
CL-014
CL-002
(50A) (50A)
(25A) Y-type Strainer
(600A)
SP9
Flow Meter
CG-001
CG-007
CL-037
CL-025
CL-013
CL-001
(700A) CG-607
ESD
ESD
ESD
ESD
ESD
CG-711
CG-608 CG-601
CG-605
CG-604
(400A)
(400A)
(400A)
(400A)
(400A)
(80A)
CG-606
SP7
From Engine Room Duct
(300A)
SP8
Keel (300A) (300A) Gas Main (300A) (300A)
SP6
CL-601
To Cofferdam
(650A)
CL-701 SP5
CG-703
CG-701
(450A) (650A) Liquid Main (450A) (400A)
(450A)
(450A)
(450A)
CS-704
(300A)
(400A)
(300A)
(400A)
(300A)
(400A)
(300A)
(400A)
CG-702
(100A) (100A) (65A)
(300A)
(65A) (80A)
M
M
CS-406
CS-306
CS-206
CS-106
CL-417
CL-317
CL-217
CL-117
CS-412 CS-313 CS-212 CS-112
(400A)
(50A) (50A) (50A) (50A)
(50A) CS-413 (50A) CS-314 (50A) CS-213 (50A) CS-113

CL-407
CL-307
CL-207
CL-107
CS-410
CS-310
CS-210
CS-110
CL-415
CL-416
CL-315
CL-316
CL-215
CL-216
CL-115
CL-116
CG-404
CG-304
CG-204
CG-104
CS-411
CS-311
CS-211
CS-111
CL-406
CL-306
CL-206
CL-106
CS-409
CS-309
CS-209
CS-109
CR-408 CR-308 CR-208 CR-108
M
M
M
M
(40A)
(40A)
(40A)
(40A)
(300A) (300A) (300A) (300A)
M
M
M
M
SA-405 SA-406
SA-403 SA-404
SA-401 SA-402
SA-305 SA-306
SA-303 SA-304
SA-301 SA-302
SA-205 SA-206
SA-203 SA-204
SA-201 SA-202
SA-105 SA-106
SA-103 SA-104
SA-101 SA-102
(300A)
(300A)
(300A)
(300A)
(300A)
(300A)
(300A)
(300A)
F F F F
CL-414
CL-314
CL-214
CL-114
CS-401
CS-301
CS-201
CS-101
CS-402
CS-302
CS-202
CS-102
CG-401
CG-301
CG-201
CG-101
FL-401
FL-301
FL-201
FL-101
R R R R
(8A)
(8A)
(8A)
(8A)
(8A)
(8A)
(8A)
(8A)
(8A)
(50A)
(50A)
(50A)
(50A)
(50A)
(50A)
(50A)
(50A)
(8A)
Radar Beam Type
Radar Beam Type
Radar Beam Type
Radar Beam Type

Level Gauge Pipe
Level Gauge Pipe
Level Gauge Pipe
Level Gauge Pipe

(8A)
(8A)

(300A)
(600A)
(400A)
(400A)
(400A)
(300A)
(600A)
(400A)
(400A)
(400A)
(300A)
(600A)
(400A)
(400A)
(400A)
(300A)
(600A)
(400A)
(400A)
(400A)
(50A)
(65A)
(50A)
(50A)
(65A)
(50A)
(50A)
(65A)
(50A)
(50A)
(65A)
(50A)

CL-402
CL-403
CL-302
CL-303
CL-202
CL-203
CL-102
CL-103
(80A)
(80A)
(80A)
(80A)
Foot Valve 1 2 Foot Valve 1 2 Foot Valve 1 2 Foot Valve 1 2
(CL-401)
S (CL-301)
S (CL-201)
S (CL-101)
S
Spray Pump No.4 Cargo Tank Spray Pump No.3 Cargo Tank Spray Pump No.2 Cargo Tank Spray Pump No.1 Cargo Tank

6.1.2 Drying Cargo Tanks Wet air which may be contained in the discharge lines from the cargo pumps,
float level piping and any associated pipe work in the cargo compressor room
During a dry-docking or inspection, cargo tanks which have been opened and must be purged with dry air.
contained humid air must be dried to avoid primarily the formation of ice when
they are cooled down and secondly, the formation of corrosive agents if the 9) When all the tanks are dried, stop the IG PLANT. Close the supply
humidity combines with the sulphur and nitrogen oxides which might be valve CL601 to the liquid header and close valve CG703 to the venting
contained in excess in the inert gas. The tanks are inerted in order to prevent the system at the No.1 vent mast riser.
possibility of any flammable air/LNG mixture. Normal humid air is displaced by
dry air from IG PLANT. Dry air is displaced by inert gas produced from the IG
NOTE
PLANT.
It is necessary to lower the tank dew point by dry air to at least -20 °C before
feeding tanks with inert gas in order to avoid formation of corrosive agents.
Dry air is introduced at the bottom of the tanks through the filling piping. The air
is displaced from the top of each tank through the dome and the vapour header,
and is discharged from the No.1 vent mast riser.
The operation, carried out from shore or at sea, will take approximately 20 hours
to reduce the dew point to less than -20°C.
During the time that the inert gas plant is in operation for drying and inerting the
tanks, the inert gas is also used to dry (dew point below -45°C ) and to inert all
other LNG and vapour pipe-work. Before the introduction of LNG or vapour,
any pipe-work not purged with inert gas must be purged with nitrogen.
Operating Procedure for Drying Tanks
Dry air, with a dew point of -45 °C, is produced by the IG PLANT at a flow rate
of 15,000 Nm3/h.
1) Prepare the inert gas/dry air generator for use in the dry air mode.
2) Install the spool piece SP08 to connect the inert gas/dry air feeder line
to the liquid header.
3) Open the valve CL601 to supply dry air to the liquid header.
4) Open the tank filling valves CL414/417, CL314/317, CL214/217,

CL114/117.
5) Open the tank vapour valves CG401/404, CG301/304, CG201/204,

CG101/104.
6) Open the valve CG703 to vent through the No.1 vent mast. Eventually,
tank pressure is controlled via the regulating valve CG702, set at
100mbar by the inching control, manually set on the IAS.
7) Start the IG PLANT (dry air production). When dew point is -45°C,
open the delivery valve and close the purge valve on the IAS.
8) Monitor the dew point of each tank by taking a sample at the vapour
domes. When the dew point is -20°C or less, close the filling and
vapour valves of the tank.

Illustration 6.1.3a Inerting Cargo Tanks
(400A)
(400A)
(400A)
(400A)
(400A)
CG-513
CG-552 (150A) Inert Gas
CG-002
CG-008
CL-040
CL-028
CL-016
CL-004
CG-544 Orifice
ESD
ESD
ESD
ESD
ESD
(700A)
CG-529 CG-525 CG-501 Dry Air
Low Duty Compressor
Heater (250A)
CL-039
CL-027
CL-015
CL-003
CS-012
CS-010
CS-004
CS-002
(300A)
CG-613 CG-545 CG-538 (150A)
(300A)
(300A)
CG-530 CG-526
(80A)
(80A)
(80A)
(350A)
ESD No.2 L/D
CG-557
(80A)
(80A)
CG-553 (250A) Mist
CG-536
CG-546 Separator
(700A)
Stripping Crossover
Vapour Crossover
Heater
Liquid Crossover
Liquid Crossover
(300A)
(450A)
Compressor (600A)
CG-547 CG-539 M
CG-516
(250A)
(650A)
(600A)
(650A)
(100A)
CG-532 CG-528 CG-504
Compressor
(450A) (600A)
(600A) (600A)
CS-705

(300A)
CG-558
(750A)
(80A)
(80A)
(600A)
Forcing
CS-009 (80A)
CS-003 (80A)
CS-001 (80A)
CS-502 CS-509
CL-038
CS-011
CL-026
CL-014
CL-002
(50A) (50A)
(600A)
SP9
Flow Meter
CG-001
CG-007
CL-037
CL-025
CL-013
CL-001
(700A) CG-607
ESD
ESD
ESD
ESD
ESD
CG-711
CG-608 CG-601
CG-605
CG-604
SP7
(400A)
(400A)
(400A)
(400A)
(400A)
(80A)
CG-606
From Engine Room
(300A)
Duct
SP8
SP6
CL-601
To Cofferdam
(650A)
CL-701 SP5
CG-703
CG-701
(450A) (650A) Liquid Main (450A) (400A)
(450A)
(450A)
(450A)
CS-704
(300A)
(400A)
(300A)
(400A)
(300A)
(400A)
(300A)
(400A)
CG-702
(100A) (100A) (65A)
(300A)
(65A) (80A)
M
M
CS-406
CS-306
CS-206
CS-106
CL-417
CL-317
CL-217
CL-117
CS-412 CS-313 CS-212 CS-112
(400A)
(50A) (50A) (50A) (50A)
(50A) CS-413 (50A) CS-314 (50A) CS-213 (50A) CS-113

CL-407
CL-307
CL-207
CL-107
CS-410
CS-310
CS-210
CS-110
CL-415
CL-416
CL-315
CL-316
CL-215
CL-216
CL-115
CL-116
CG-404
CG-304
CG-204
CG-104
CS-411
CS-311
CS-211
CS-111
CL-406
CL-306
CL-206
CL-106
CS-409
CS-309
CS-209
CS-109
CR-408 CR-308 CR-208 CR-108
M
M
M
M
(40A)
(40A)
(40A)
(40A)
(300A) (300A) (300A) (300A)
M
M
M
M
SA-405 SA-406
SA-403 SA-404
SA-401 SA-402
SA-305 SA-306
SA-303 SA-304
SA-301 SA-302
SA-205 SA-206
SA-203 SA-204
SA-201 SA-202
SA-105 SA-106
SA-103 SA-104
SA-101 SA-102
(300A)
(300A)
(300A)
(300A)
(300A)
(300A)
(300A)
(300A)
F F F F
CL-414
CL-314
CL-214
CL-114
CS-401
CS-301
CS-201
CS-101
CS-402
CS-302
CS-202
CS-102
CG-401
CG-301
CG-201
CG-101
FL-401
FL-301
FL-201
FL-101
R R R R
(50A)
(50A)
(50A)
(50A)
(50A)
(50A)
(50A)
(50A)
(8A)
(8A)
(8A)
(8A)
Radar Beam Type
Radar Beam Type
Radar Beam Type
Radar Beam Type

Level Gauge Pipe
Level Gauge Pipe
Level Gauge Pipe
Level Gauge Pipe

(8A)
(8A)
(8A)
(8A)
(8A)
(8A)
(8A)
(8A)

(300A)
(600A)
(400A)
(400A)
(400A)
(300A)
(600A)
(400A)
(400A)
(400A)
(300A)
(600A)
(400A)
(400A)
(400A)
(300A)
(600A)
(400A)
(400A)
(400A)
(50A)
(65A)
(50A)
(50A)
(65A)
(50A)
(50A)
(65A)
(50A)
(50A)
(65A)
(50A)

CL-402
CL-403
CL-302
CL-303
CL-202
CL-203
CL-102
CL-103
(80A)
(80A)
(80A)
(80A)
(CL-401)
S (CL-301)
S (CL-201)
S (CL-101)
S

6.1.3 Inerting Cargo Tanks NOTE

Until the ship is ready to load LNG for gas filling, the tanks may be maintained
Inert gas, with an oxygen content of less than 1% and a dew point of -45°C, is under inert gas as long as necessary. If required, pressurise the tanks to 20mbar
produced by the IG PLANT with a flow rate of 15,000 Nm3/h. above atmospheric pressure and, to reduce leakage, isolate all the valves at the
forward venting system.
Emergency pump wells have to be inerted with nitrogen before inerting the cargo
tanks. Air is purged and replaced by inert gas to attain O2 content less than 2% by the
volume and dew point lower than -40°C. This operation will be completed in 20
CAUTION hours.
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 CAUTION
operation using inert gas of any description in order to avoid asphyxiation due to All pump discharge valves must remain shut in order to protect the pump from
oxygen depletion. high speed revolution without lubricant.
1) Prepare the IG PLANT for use in the inert gas mode.
2) Install the spool piece SP08 to connect the inert-gas/dry-air feeder line
to the liquid header.
3) Open the valve CL601 to supply inert gas to the liquid header.
4) Open the tank filling valves CL414/417, CL314/317, CL214/217 and

CL114/117.
5) Open the tank vapour valves CG401/404, CG301/304, CG201/204 and

CG101/104.
.
6) Open the valve CG703 to vent through the No.1 vent mast riser.
Eventually, tank pressure is controlled via the regulating valve CG702
set at 100mbar by inching control, manually set on the IAS.
7) When oxygen content is less than 1% and dew point is -45°C, open
delivery valve and close purge valve on the IAS.
8) By sampling at the vapour dome, check the atmosphere of each tank by

means of the portable oxygen analyser. O2 content is to be less than 2 %
and the dew point less than -40°C.
9) During tank inerting, purge the air contained in the lines and equipment
for about 5 minutes by using valves and purge sample points.
10) When the inerting of the tanks, lines and equipment is completed, set
the regulating valve CG702 to 150mbar in order to pressurise all the
tanks to this pressure.
11) When the operation is completed, stop the supply of inert gas and close
valves CL601, CL414/417, CL314/317, CL214/217 CL114/117.,
CG401/404, CG301/304, CG201/204, CG101/104., and CG702.

Illustration 6.1.4a Gassing-up Cargo Tanks (Stage-1)
(400A)
(400A)
(400A)
(400A)
(400A)
CG-513
CG-552 (150A) Warm Natural Gas
CG-002
CG-008
CL-040
CL-028
CL-016
CL-004
CG-544 Orifice
ESD
ESD
ESD
ESD
ESD
(700A)
CG-529 CG-525 CG-501
No.1 L/D Liquid Natural Gas Butterfly Valve (Flanged Type)
Low Duty Compressor
Heater (250A) Inert Gas Hyd. Remote Operated Butterfly Valve
CL-039
CL-027
CL-015
CL-003
CS-012
CS-010
CS-004
CS-002
(300A)
CG-613 CG-545 CG-538 (150A)
(300A)
(300A)
CG-530 CG-526
(80A)
(80A)
(80A)
(350A)
ESD No.2 L/D
CG-557
(80A)
(80A)
CG-553 (250A) Mist
CG-536
CG-546 Separator
(700A)
Stripping Crossover
Vapour Crossover
Heater
Liquid Crossover
Liquid Crossover
(300A)
(450A)
Compressor (600A)
CG-547 CG-539 M
CG-516
(250A)
(650A)
(600A)
(650A)
(100A)
CG-532 CG-528 CG-504
Compressor
(450A) (600A)
(600A) (600A)
CS-705

(300A)
CG-558
(750A)
(80A)
(80A)
(600A)
Forcing
CS-009 (80A)
CS-003 (80A)
CS-001 (80A)
CS-502 CS-509
CL-038
CS-011
CL-026
CL-014
CL-002
(50A) (50A)
(600A)
SP9
Flow Meter
CG-001
CG-007
CL-037
CL-025
CL-013
CL-001
(700A) CG-607
ESD
ESD
ESD
ESD
ESD
CG-711
CG-608 CG-601
CG-605
CG-604
(400A)
(400A)
(400A)
(400A)
(400A)
(80A)
CG-606
SP7
(300A)
SP8
SP6
CL-601
To Cofferdam
(650A)
CL-701 SP5
CG-703
CG-701
(450A) (650A) Liquid Main (450A) (400A)
(450A)
(450A)
(450A)
CS-704
(300A)
(400A)
(300A)
(400A)
(300A)
(400A)
(300A)
(400A)
CG-702
(100A) (100A) (65A)
(300A)
(65A) (80A)
M
M
CS-406
CS-306
CS-206
CS-106
CL-417
CL-317
CL-217
CL-117
CS-412 CS-313 CS-212 CS-112
(400A)
(50A) (50A) (50A) (50A)
(50A) CS-413 (50A) CS-314 (50A) CS-213 (50A) CS-113

CL-407
CL-307
CL-207
CL-107
CS-410
CS-310
CS-210
CS-110
CL-415
CL-416
CL-315
CL-316
CL-215
CL-216
CL-115
CL-116
CG-404
CG-304
CG-204
CG-104
CS-411
CS-311
CS-211
CS-111
CL-406
CL-306
CL-206
CL-106
CS-409
CS-309
CS-209
CS-109
CR-408 CR-308 CR-208 CR-108
M
M
M
M
(40A)
(40A)
(40A)
(40A)
(300A) (300A) (300A) (300A)
M
M
M
M
SA-405 SA-406
SA-403 SA-404
SA-401 SA-402
SA-305 SA-306
SA-303 SA-304
SA-301 SA-302
SA-205 SA-206
SA-203 SA-204
SA-201 SA-202
SA-105 SA-106
SA-103 SA-104
SA-101 SA-102
(300A)
(300A)
(300A)
(300A)
(300A)
(300A)
(300A)
(300A)
F F F F
CL-414
CL-314
CL-214
CL-114
CS-401
CS-301
CS-201
CS-101
CS-402
CS-302
CS-202
CS-102
CG-401
CG-301
CG-201
CG-101
FL-401
FL-301
FL-201
FL-101
R R R R
(50A)
(50A)
(50A)
(50A)
(50A)
(50A)
(50A)
(50A)
(8A)
(8A)
(8A)
(8A)
Radar Beam Type
Radar Beam Type
Radar Beam Type
Radar Beam Type

Level Gauge Pipe
Level Gauge Pipe
Level Gauge Pipe
Level Gauge Pipe

(8A)
(8A)
(8A)
(8A)
(8A)
(8A)
(8A)
(8A)

(300A)
(600A)
(400A)
(400A)
(400A)
(300A)
(600A)
(400A)
(400A)
(400A)
(300A)
(600A)
(400A)
(400A)
(400A)
(300A)
(600A)
(400A)
(400A)
(400A)
(50A)
(65A)
(50A)
(50A)
(65A)
(50A)
(50A)
(65A)
(50A)
(50A)
(65A)
(50A)

CL-402
CL-403
CL-302
CL-303
CL-202
CL-203
CL-102
CL-103
(80A)
(80A)
(80A)
(80A)
(CL-401)
S (CL-301)
S (CL-201)
S (CL-101)
S

6.1.4 Gassing-up Cargo Tanks There are exceptional cases where it may be necessary to undertake the purging No.3 Tank CG301/304
of one or more tanks at sea using LNG liquid already on board. In this case the
1. Introduction liquid will be supplied to the LNG vaporizer via the stripping/spray header by No.4 Tank CG401/404
using the stripping/spray pump of a cargo tank containing LNG liquid. Due to
After lay-up or dry-dock, the cargo tanks are filled with inert gas or nitrogen. If local regulations on venting methane gas to the atmosphere, some port
the purging has been done with inert gas, the cargo tanks have to be purged and authorities may require the entire operation to be carried out with the exhaust For safety reasons, ensure that the hull water curtain on the
cooled down before loading. This is because, unlike nitrogen, inert gas contains gases being returned to shore facilities. connected side is in operation.
14 % carbon dioxide (CO2), which will freeze at around -60 °C and produces a
white powder which can block valves, filters and nozzles. 3. Operating Procedures to Purge the Cargo Tanks with LNG Vapour l) Open the valve CS002 (if using the fwd liquid manifold on the port
side), the isolating valve to the stripping/spray header.
During purging, the inert gas in the cargo tanks is replaced with warm LNG 1) Stage One
vapour. This is done to remove any gases liable to freezing such as carbon (See Illustration 6.1.4a) m) Using the IAS, open the individual tank loading valves.
dioxide, and to complete the drying of the tanks. It is assumed, though unlikely in practice, that all valves are closed prior
to use.
2. Description No.1 Tank CL114/117
a) Install the following spool pieces: No.2 Tank CL214/217
LNG liquid is supplied from the terminal to the liquid manifold where it passes Liquid header to No.1 vent mast (SP05).
to the stripping/spray header via the appropriate shore connection liquid valve. It No3 Tank CL314/317
Liquid header to compressor (SP08) (only if compressor is
is then fed to the LNG vaporizer and the LNG vapour produced is passed at
+20 °C to the vapour header and into each tank via the vapour domes. required) No.4 Tank CL414/417
At the start of the operation to fill the cargo tanks, the piping system and LNG b) Prepare the LNG vaporizer for use.
vaporizer are vapour locked. The stripping/spray header can be purged into the
cargo tanks via the vapour dome through the arrangement of spray valves n) Using the IAS, open CL004, the liquid manifold valve on the port
c) Adjust the set point of the LNG vaporizer temperature control
containing the control valve until liquid reaches the LNG vaporizer. The LNG side, and request the terminal to commence supply of LNG liquid
valve to +20 °C.
vapour is lighter than the inert gas, which allows the inert gases in the cargo to the ship at a constant pressure of 2bar or as required.
tanks to be exhausted up the tank filling line to the liquid header. The inert gas
d) Using the IAS, adjust the set point of the pressure control valve
then vents to the atmosphere via the No.1 vent mast. o) Adjust No.1 vent mast pressure with CG702 to 200mbar or as
CG702 to 60mbar (or required value) by using the inching control required.
When 5 % methane (the percentage figure will be specified by the particular port (remote manual).
authority) is detected at No.1 vent mast, the exhaust gas is directed ashore via the p) Monitor the inert exhausting gas at each liquid dome (use the mid
HD compressors bypass line, or to the boilers through the gas burning line. e) Open the valve CL701 at the No.1 vent mast. cargo tank sample cock initially, followed by the sample cock at
the top of the loading line). Also monitor the inert exhausted gas at
This operation can be done without the compressors, subject to existing back f) Open the valve CS702, the stripping/spray header crossover valve No.1 vent mast riser, using the sample cock.
pressure, or with one or both HD compressors in service. If possible, it is better to the manifold.
not to use compressors to avoid creating turbulence inside the tanks. q) When 5 % methane, (or the quantity the port authority will allow) is
g) Open valve CS704 on the stripping/spray header to enable supply detected at No.1 vent mast and each vapour dome, request
The operation is considered complete when the CH content, as measured at the
to reach the LNG vaporizer. permission from the terminal personnel to direct exhaust gas to the
top of the cargo filling pipe, exceeds 98 % by volume.
terminal facilities.
The target values for N2 gas and inert gas CO2 is equal to or less than 1 %. These h) Open the valve CS507, the inlet valve to the LNG vaporizer.
values should be matched with the LNG terminal requirements.
i) Open the outlet valve CG556 from the LNG vaporizer in cargo
This normally entails approximately one point eight (1.8) changes of the volume compressor room.
of the atmosphere in the cargo tank.
On completion of purging, the cargo tanks will normally be cooled down. j) Open the valve CG606 to allow supply to the vapour header.
k) Open the header valves at the vapour domes.
No.1 Tank CG101/104
No.2 Tank CG201/204

Illustration 6.1.4b Gassing-up Cargo Tanks (Stage-2)
(400A)
(400A)
(400A)
(400A)
(400A)
CG-513
CG-552 (150A) Warm Natural Gas
CG-002
CG-008
CL-040
CL-028
CL-016
CL-004
CG-544 Orifice
ESD
ESD
ESD
ESD
ESD
(700A)
CG-529 CG-525 CG-501
Low Duty Compressor
Heater (250A) Inert Gas Hyd. Remote Operated Butterfly Valve
CL-039
CL-027
CL-015
CL-003
CS-012
CS-010
CS-004
CS-002
(300A)
CG-613 CG-545 CG-538 (150A)
(300A)
(300A)
CG-530 CG-526
(80A)
(80A)
(80A)
(350A)
ESD No.2 L/D
CG-557
(80A)
(80A)
CG-553 (250A) Mist
CG-536
CG-546 Separator
(700A)
Stripping Crossover
Vapour Crossover
Heater
Liquid Crossover
Liquid Crossover
(300A)
(450A)
Compressor (600A)
CG-547 CG-539 M
CG-516
(250A)
(650A)
(600A)
(650A)
(100A)
CG-532 CG-528 CG-504
Compressor
(450A) (600A)
(600A) (600A)
CS-705

(300A)
CG-558
(750A)
(80A)
(80A)
(600A)
Forcing
CS-009 (80A)
CS-003 (80A)
CS-001 (80A)
CS-502 CS-509
CL-038
CS-011
CL-026
CL-014
CL-002
(50A) (50A)
(600A)
SP9
Flow Meter
CG-001
CG-007
CL-037
CL-025
CL-013
CL-001
(700A) CG-607
ESD
ESD
ESD
ESD
ESD
CG-711
CG-608 CG-601
CG-605
CG-604
SP7
(400A)
(400A)
(400A)
(400A)
(400A)
(80A)
CG-606
(300A)
SP8
SP6
CL-601
To Cofferdam
(650A)
CL-701 SP5
CG-703
CG-701
(450A) (650A) Liquid Main (450A) (400A)
(450A)
(450A)
(450A)
CS-704
(300A)
(400A)
(300A)
(400A)
(300A)
(400A)
(300A)
(400A)
CG-702
(100A) (100A) (65A)
(300A)
(65A) (80A)
M
M
CS-406
CS-306
CS-206
CS-106
CL-417
CL-317
CL-217
CL-117
CS-412 CS-313 CS-212 CS-112
(400A)
(50A) (50A) (50A) (50A)
(50A) CS-413 (50A) CS-314 (50A) CS-213 (50A) CS-113

CL-407
CL-307
CL-207
CL-107
CS-410
CS-310
CS-210
CS-110
CL-415
CL-416
CL-315
CL-316
CL-215
CL-216
CL-115
CL-116
CG-404
CG-304
CG-204
CG-104
CS-411
CS-311
CS-211
CS-111
CL-406
CL-306
CL-206
CL-106
CS-409
CS-309
CS-209
CS-109
CR-408 CR-308 CR-208 CR-108
M
M
M
M
(40A)
(40A)
(40A)
(40A)
(300A) (300A) (300A) (300A)
M
M
M
M
SA-405 SA-406
SA-403 SA-404
SA-401 SA-402
SA-305 SA-306
SA-303 SA-304
SA-301 SA-302
SA-205 SA-206
SA-203 SA-204
SA-201 SA-202
SA-105 SA-106
SA-103 SA-104
SA-101 SA-102
(300A)
(300A)
(300A)
(300A)
(300A)
(300A)
(300A)
(300A)
F F F F
CL-414
CL-314
CL-214
CL-114
CS-401
CS-301
CS-201
CS-101
CS-402
CS-302
CS-202
CS-102
CG-401
CG-301
CG-201
CG-101
FL-401
FL-301
FL-201
FL-101
R R R R
(50A)
(50A)
(50A)
(50A)
(50A)
(50A)
(50A)
(50A)
(8A)
(8A)
(8A)
(8A)
Radar Beam Type
Radar Beam Type
Radar Beam Type
Radar Beam Type

Level Gauge Pipe
Level Gauge Pipe
Level Gauge Pipe
Level Gauge Pipe

(8A)
(8A)
(8A)
(8A)
(8A)
(8A)
(8A)
(8A)

(300A)
(600A)
(400A)
(400A)
(400A)
(300A)
(600A)
(400A)
(400A)
(400A)
(300A)
(600A)
(400A)
(400A)
(400A)
(300A)
(600A)
(400A)
(400A)
(400A)
(50A)
(65A)
(50A)
(50A)
(65A)
(50A)
(50A)
(65A)
(50A)
(50A)
(65A)
(50A)

CL-402
CL-403
CL-302
CL-303
CL-202
CL-203
CL-102
CL-103
(80A)
(80A)
(80A)
(80A)
(CL-401)
S (CL-301)
S (CL-201)
S (CL-101)
S

3) Stage Two When the cargo tank CH content reaches 99.0%, throttle in the h) Remove spool pieces after purging with nitrogen and testing the
(See Illustration 6.1.4b) individual tank loading valve until it is only just cracked open. gas content.
Inert gas condition CO2: equal to or less than 1 % by vol. During the change of atmosphere, purge the following sections for i) Prepare the cargo system for cool down.
Nitrogen gas condition N2: equal to or less than 1 % by vol. about 5 minutes each:
When 5 % CH content (or the quantity the port authority will allow) is
a) All sections of the stripping/spray header and tank connections, via This operation will be completed in 20 hours.
detected at No.1 vent mast and each vapour dome, request permission
the valves at each vapour dome:
from the terminal personnel to direct exhaust gas to the terminal
facility’s flare stack.
No.1 Tank CS101, 102, 106
a) Prepare both HD compressors for use.
No.2 Tank CS201, 202, 206
b) Install the spool piece connecting the liquid line to the suction for
the HD compressors (SP08). No3 Tank CS301, 302, 306
c) Adjust the set point of the HD compressor flow controller. No.4 Tank CS401, 402, 406
d) On the HD compressors open the following valves:

b) Purge manual and ESD valves. The manifold bypass valves are not
CG503 inlet to No.1 HD compressor
in use.
CG527 outlet from No.1 HD compressor
CG504 inlet to No.2 HD compressor
The operation is considered complete when all four cargo tanks have at
CG528 outlet from No.2 HD compressor
least a 99 % CH content and the acceptable CO2 content and/or N2
e) Open the following valves: content is as requested by the terminal.
CL601/CG607 liquid header vapour supply to the HD compressors
and CG537 HD compressor supply to the manifold c) Purge the following lines and equipment for five minutes each:
f) Open the vapour manifold valve CG002 (port side). This will i) HD and LD heater and forcing vaporizer, venting via the
enable a free flow of gas to the terminal and is a check that the sampling cocks.
pipeline layout on board has been arranged correctly.
ii) HD and LD compressors with the compressor inlet and outlet
g) Once the flow to the terminal has been established, close the valve valves. Make sure to thoroughly purge each compressor in turn.
CL701 at No.1 vent mast. Using the IAS, adjust the set point of
No.1 vent mast control valve CG702 to the required value (for iii) Vapour crossover and manifolds CG001 and CG002, venting
example 230mbar, so that this valve will remain closed during through the manifold flanges CG008 (P) and CG007(S).
normal running of the compressors, but would act in a safety iv) Cargo pump lines, stripping/spray pump lines and emergency
capacity if necessary), and re-open the valve CL701. cargo pump well via the appropriate line valve and purge
h) If the tank pressure increases too much, using the IAS, start one or sample point.
both of the HD compressors as necessary. v) Extremities of vapour header via sample points.
i) Using the IAS, monitor the pressure inside of the tanks.
d) Request the terminal to stop the supply of LNG liquid.
If the pressure increases, request the terminal to reduce the supply
of LNG or increase the flow through the HD compressors by e) Stop both HD compressors, if operated.
adjusting the set point on both HD compressors’ flow rate by IGV
adjusting. f) Close the valve CS002, the manifold isolating line to the
stripping/spray lines.
If the pressure decreases, reduce the flow through the HD
compressors by adjusting the set point of both HD compressors’ g) Do not shut down the LNG vaporizer until it has been warmed
flow rates. Alternatively, shut down one of the compressors as through to the ambient temperature.
necessary, or request the terminal to increase the LNG liquid
supply to the LNG vaporizer.
2nd Draft / 2006.09.20 6 - 10 Part 6 Cargo Operations

Illustration 6.1.5a Cooling Down Cargo Tanks
(400A)
(400A)
(400A)
(400A)
(400A)
CG-513
CG-552 (150A)
Cold Natural Gas
CG-002
CG-008
CL-040
CL-028
CL-016
CL-004
CG-544 Orifice
ESD
ESD
ESD
ESD
ESD
(700A)
CG-529 CG-525 CG-501
Low Duty Compressor
Heater (250A)
CL-039
CL-027
CL-015
CL-003
CS-012
CS-010
CS-004
CS-002
(300A)
CG-613 CG-545 CG-538 (150A)
(300A)
(300A)
CG-530 CG-526
(80A)
(80A)
(80A)
(350A)
ESD No.2 L/D
CG-557
(80A)
(80A)
CG-553 (250A) Mist
CG-536
CG-546 Separator
(700A)
Stripping Crossover
Vapour Crossover
Heater
Liquid Crossover
Liquid Crossover
(300A)
(450A)
Compressor (600A)
CG-547 CG-539 M
CG-516
(250A)
(650A)
(600A)
(650A)
(100A)
CG-532 CG-528 CG-504
Compressor
(450A) (600A)
(600A) (600A)
CS-705

(300A)
CG-558
(750A)
(80A)
(80A)
(600A)
Forcing
CS-009 (80A)
CS-003 (80A)
CS-001 (80A)
CS-502 CS-509
CL-038
CS-011
CL-026
CL-014
CL-002
(50A) (50A)
(600A)
SP9
Flow Meter
CG-001
CG-007
CL-037
CL-025
CL-013
CL-001
(700A) CG-607
ESD
ESD
ESD
ESD
ESD
CG-711
CG-608 CG-601
CG-605
CG-604
(400A)
(400A)
(400A)
(400A)
(400A)
(80A)
CG-606
SP7
(300A)
SP8
SP6
CL-601
To Cofferdam
(650A)
CL-701 SP5
CG-703
CG-701
(450A) (650A) Liquid Main (450A) (400A)
(450A)
(450A)
(450A)
CS-704
(300A)
(400A)
(300A)
(400A)
(300A)
(400A)
(300A)
(400A)
CG-702
(100A) (100A) (65A)
(300A)
(65A) (80A)
M
M
CS-406
CS-306
CS-206
CS-106
CL-417
CL-317
CL-217
CL-117
CS-412 CS-313 CS-212 CS-112
(400A)
(50A) (50A) (50A) (50A)
(50A) CS-413 (50A) CS-314 (50A) CS-213 (50A) CS-113

CL-407
CL-307
CL-207
CL-107
CS-410
CS-310
CS-210
CS-110
CL-415
CL-416
CL-315
CL-316
CL-215
CL-216
CL-115
CL-116
CG-404
CG-304
CG-204
CG-104
CS-411
CS-311
CS-211
CS-111
CL-406
CL-306
CL-206
CL-106
CS-409
CS-309
CS-209
CS-109
CR-408 CR-308 CR-208 CR-108
M
M
M
M
(40A)
(40A)
(40A)
(40A)
(300A) (300A) (300A) (300A)
M
M
M
M
SA-405 SA-406
SA-403 SA-404
SA-401 SA-402
SA-305 SA-306
SA-303 SA-304
SA-301 SA-302
SA-205 SA-206
SA-203 SA-204
SA-201 SA-202
SA-105 SA-106
SA-103 SA-104
SA-101 SA-102
(300A)
(300A)
(300A)
(300A)
(300A)
(300A)
(300A)
(300A)
F F F F
CL-414
CL-314
CL-214
CL-114
CS-401
CS-301
CS-201
CS-101
CS-402
CS-302
CS-202
CS-102
CG-401
CG-301
CG-201
CG-101
FL-401
FL-301
FL-201
FL-101
R R R R
(50A)
(50A)
(50A)
(50A)
(50A)
(50A)
(50A)
(50A)
(8A)
(8A)
(8A)
(8A)
Radar Beam Type
Radar Beam Type
Radar Beam Type
Radar Beam Type

Level Gauge Pipe
Level Gauge Pipe
Level Gauge Pipe
Level Gauge Pipe

(8A)
(8A)
(8A)
(8A)
(8A)
(8A)
(8A)
(8A)

(300A)
(600A)
(400A)
(400A)
(400A)
(300A)
(600A)
(400A)
(400A)
(400A)
(300A)
(600A)
(400A)
(400A)
(400A)
(300A)
(600A)
(400A)
(400A)
(400A)
(50A)
(65A)
(50A)
(50A)
(65A)
(50A)
(50A)
(65A)
(50A)
(50A)
(65A)
(50A)

CL-402
CL-403
CL-302
CL-303
CL-202
CL-203
CL-102
CL-103
(80A)
(80A)
(80A)
(80A)
(CL-401)
S (CL-301)
S (CL-201)
S (CL-101)
S

6.1.5 Cooling Down Cargo Tanks Cooling down the cargo tanks from +40 °C to -130 °C, over a period of 10 hours 5) Open CS002 to supply LNG from the liquid manifold.
will require a total of about 800 m3 of LNG to be vaporised. Cool down rate in
1. Introduction the cargo tank and insulation spaces is dependant on the amount of LNG 6) At each liquid dome open the spray valves CS101, 102, 106, 201, 202,
spraying. 206, 301, 302, 306, 401, 402, 406.
Arriving at the loading terminal to load the first cargo after refit, or when repairs
require the vessel to be gas free, the cargo tanks will be inert and at ambient 2. Preparation for Tank Cool Down 7) Open vapour valves CG101/104, 201/204, 301/304, 401/404 on each
temperature. After the cargo system has been purge-dried and gassed up, the tank.
headers and tanks must be cooled down before loading can commence. The cool Prepare the heating system for the cofferdams.
down operation follows immediately after the completion of gas filling, using 8) At No.1 vent mast, open CG703. Set pressure control valve CG702 at
LNG supplied from the terminal. 1) Prepare the records for the tank, secondary barrier and hull temperatures. 200mbar to avoid venting except for safety.
The rate of cool down is limited for the following reasons: 2) Check that the nitrogen pressurisation system for the insulation spaces 9) Open the HD compressors suction and discharge valves CG503, 504,
is in automatic operation and lined up to supply the additional nitrogen 527 and CG 528.
- To avoid excessive pump tower stress. necessary to compensate for the contraction from cooling of the tanks.
Prior to the cooling down, the nitrogen pressure inside the I.B.S will be 10) Open the HD compressors suction from the vapour header CG604 and
- Vapour generation must remain within the capabilities of the HD
raised to 10mbar. Pressurise the buffer tank at near the maximum discharge valve CG537 to the vapour manifold.
compressors to maintain the cargo tanks at a pressure of 50mbar (about
pressure.
1060mbar). 11) Open the vapour manifold valve CG002.
3) Check that the gas detection system is in normal operation.
- To remain within the capacity of the nitrogen system to maintain the I.B.S
12) When shore is ready to supply LNG, open the manifold valve CL004.
and I.S at the required pressures.
4) Prepare the nitrogen generators for use.
13) After cooling down the lines, request the terminal to supply a pressure
- Unlike rigid cargo tank designs, vertical thermal gradients in the tank
5) Prepare both HD compressors for use. of 2 bar at the ship’s rail. Monitor the tank pressure and the cooling
walls are not a significant limitation on the rate of cool down. down rate.
LNG is supplied from the terminal to the manifold the cool down line and from 3. Operating Procedure - Gas Return through Vapour Header
(See Illustration 6.1.5a) 14) Adjust the flow to the spray bars in order to obtain an average
there directly to the spray header which is open to the cargo tanks. Once the
temperature fall of 20°C per hour in the first five hours and then
cargo tank cool down is nearing completion, the liquid manifold cross-over,
liquid header and loading lines are cooled down. Assume that the ship is ready to prepare for cool down after the completion of 10/15 °C per hour thereafter.
gas filling.
Cool down of the cargo tanks is considered complete when the mean temperature 15) Start one HD compressor (or both as necessary) in order to maintain the
of the five (5) sensors in each tank indicate temperatures of -130 °C or lower. As reported by several ship operators, it seems accepted that the vapour return tank pressure at about 50mbar.
When these temperatures have been reached, and the CTS registers the presence through the liquid header instead of the vapour header, makes the cool down
of liquid, bulk loading can begin. (GTT defined that target LNG loading is operation more efficient and prevents liquid droplets in the vapour stream. 16) Check the nitrogen pressure inside the insulation spaces. If it has a
possible when the mean temperature of the cargo tank is lower than -80 °C, but Alternatively, the procedure for cooling down cargo tanks with gas return via the tendency to fall, reduce the cooling down rate.
recommended continuation of the cooldown operation of the cargo tank to vapour header is as follows:
-130 °C as per LNG terminal requirement) 17) When the average of the temperatures shown by the sensors installed on
1) Arrange the nitrogen piping to preferentially feed the inter barrier the pump towers is -130 °C, request the terminal to stop LNG supply,
Vapour generated during the cool down of the tanks is returned to the terminal space.(I.B.S) and close CL004. The other valves should remain open until the lines
via the HD compressors (or free flow) and the vapour manifold, as in the normal have warmed up.
manner for loading. 2) Adjust the set point of the inter barrier space nitrogen supply regulating
valves at 10mbar and the insulation space at 15mbar 18) Stop the HD compressor(s) if loading does not take place after cool
During cool down, nitrogen flow to the inter barrier space and insulation space
down.
will significantly increase. It is essential that the rate of cool down is controlled
3) Adjust the set point of the inter barrier space nitrogen exhaust
so that it remains within the limits of the nitrogen system to maintain the the
inter barrier space and insulation space pressures between 5mbar and 15mbar. regulating valves at 13mbar and the insulation space at 17mbar.
Once cool down is completed and the build up to bulk loading has commenced, 4) Open the valves CS702 connecting the stripping/spray header with the
the tank membrane will be at, or near to, liquid cargo temperature and it will take forward manifold and CS701/703 on the stripping/spray header.
some hours to establish fully cooled down temperature gradients through the
insulation. Consequently boil-off from the cargo will be higher than normal.

6.2 Ballast Passage c) Maintain the cargo tanks cold during the ballast voyage by
periodically spraying the LNG so that the average temperature
A characteristic of the cargo tanks of the Gaz Transport membrane type is that as inside the tanks does not exceed -130 °C. As before, a LNG heel is
long as some quantity of LNG remains at the bottom of the tanks, the kept in one of the tanks, provided that the level does not exceed
temperature at the top will remain below -50 °C. 10 % of the tank length (see sloshing). On top of the quantity to be
sprayed, the amount of the LNG heel that needs to be retained will
However, if the ballast voyage is too long, the lighter fractions of the liquid will
be calculated by assuming a boil-off equivalent of 45 % of the boil-
evaporate. Eventually most of the methane disappears and the liquid remaining
in the tanks at the end of the voyage is almost all LPG with a high temperature off under laden conditions and heel ageing in long ballast voyage
and a very high specific gravity, which precludes pumping. Thus the operator cases.
should consider heel quantity for coolant when a ballast voyage is too long.
Whichever method is used, cooling down is carried out by spraying LNG inside
Due to the properties of the materials and to the design of the membrane cargo the tanks. Each tank is provided with two spray rings, each capable of the same
containment, cooling down prior to loading is, theoretically, not required for the flow rate.
tanks. However, to reduce the generation of vapour and to prevent any thermal
shock on the heavy structures, e.g. the pump tower, loading takes place when the NOTE
tanks are in a ‘cold state’. The quantity of LNG to be retained on board will have to be calculated with
enough margin to avoid the situation at mid-voyage where the residual is too
1. Cold Maintenance during Ballast Voyage heavy for the pump to operate.
Different methods are used to maintain the cargo tanks in a cold condition Conservation of bunkers is important; consequently, the cooperation of all
during ballast voyages: members of the management team is essential to ensure as much boil-off gas as
possible is used to supply boiler fuel demand, thus keeping fuel oil consumption
1) For short voyages a sufficient amount of LNG is retained in each tank at to a minimum.
the end of discharge. The level must never be above 10 % of the length
The LD compressor is used for gas burning on the ballast voyage in the same
of the tank and the quantities can be calculated by considering a boil-off
way as on a loaded voyage, with control of the compressor from vapour header
of approximately 45 % of the boil-off rate under laden voyage condition
pressures.
and the need to arrive at the loading port with a minimum layer of 10
cm of liquid spread over the whole surface of the tank bottom (with the Gas burning during ballast passages can be done with gas to boiler on free flow.
ship even keel). The LD compressor need not be operated.
LNG terminal requirement If a long delay at the loading port is experienced, the remaining heel will slowly
boil-off and the gas available for burning will reduce. Therefore, care must be
ATR (Arrival Temperature Requirement) ≤ -130 °C. taken to stop gas burning as the tank system pressures continue to drop as the
temperature rises. The degree of natural warm-up will depend on the time factor,
Additional cool down should be carried out at the LNG terminal, when voyage and weather conditions.
the cargo tank temperature is higher than ATR.
After refit, the first ballast voyage will have to be made using fuel oil only.
2) Three methods of cooling down are possible, and the one selected will
depend on the operating conditions of the ship. Due to the different calorific values of fuel oil and gas, engine power will require
controlling to prevent overloading the boilers.
a) Cool down the tanks with LNG supplied from shore.
NOTE
b) Cool down the tanks just before arrival at the loading terminal. At The pressure in the insulation spaces shall be maintained between 5 mbar and
15 mbar as per GTT recommendation.
the previous cargo discharge, a LNG heel is retained in one of the
tanks, provided that the heel does not exceed 10 % of the tank
During the cooling down and loading operation, the set point of the N2 exhaust
length (see sloshing). On top of the quantity to be sprayed, the regulating valve may be adjusted to 15 ~ 17mbar to allow a safety margin against
amount of the LNG heel to be retained will be calculated by the possibly insufficient N2 supply rate.
assuming a boil-off equivalent of 45 % of the boil-off under laden
conditions.

Blank Page

Illustration 6.2.1a Cooling Down Tanks Prior to Arrival
(400A)
(400A)
(400A)
(400A)
(400A)
CG-513
CG-552 (150A)
Warm Natural Gas
CG-002
CG-008
CL-040
CL-028
CL-016
CL-004
CG-544 Orifice
ESD
ESD
ESD
ESD
ESD
(700A)
CG-529 CG-525 CG-501
Cold Natural Gas
Low Duty Compressor
Heater (250A) Liquid Natural Gas Hyd. Remote Operated Butterfly Valve
CL-039
CL-027
CL-015
CL-003
CS-012
CS-010
CS-004
CS-002
(300A)
CG-613 CG-545 CG-538 (150A)
(300A)
(300A)
CG-530 CG-526
(80A)
(80A)
(80A)
(350A)
ESD No.2 L/D
CG-557
(80A)
(80A)
CG-553 (250A) Mist
CG-536
CG-546 Separator
(700A)
Stripping Crossover
Vapour Crossover
Heater
Liquid Crossover
Liquid Crossover
(300A)
(450A)
Compressor (600A)
CG-547 CG-539 M
CG-516
(250A)
(650A)
(600A)
(650A)
(100A)
CG-532 CG-528 CG-504
Compressor
(450A) (600A)
(600A) (600A)
CS-705

(300A)
CG-558
(750A)
(80A)
(80A)
(600A)
Forcing
CS-009(80A)
CS-003(80A)
CS-001(80A)
CS-502 CS-509
CL-038
CL-026
CL-014
CL-002
CS-011
(50A) (50A)
(600A)
SP9
Flow Meter
CG-001
CG-007
CL-037
CL-025
CL-013
CL-001
(700A) CG-607
ESD
ESD
ESD
ESD
ESD
CG-711
CG-608 CG-601
CG-605
CG-604
(400A)
(400A)
(400A)
(400A)
(400A)
(80A)
CG-606
SP7
(300A)
SP8
SP6
CL-601
To Cofferdam
(650A)
CL-701 SP5
CG-703
CG-701
(450A) (650A) Liquid Main (450A) (400A)
(450A)
(450A)
(450A)
CS-704
(300A)
(400A)
(300A)
(400A)
(300A)
(400A)
(300A)
(400A)
CG-702
(100A) (100A) (65A)
(300A)
(65A) (80A)
M
M
CS-406
CS-306
CS-206
CS-106
CL-417
CL-317
CL-217
CL-117
CS-412 CS-313 CS-212 CS-112
(400A)
(50A) (50A) (50A) (50A)
(50A) CS-413 (50A) CS-314 (50A) CS-213 (50A) CS-113

CL-407
CL-307
CL-207
CL-107
CS-410
CS-310
CS-210
CS-110
CL-415
CL-416
CL-315
CL-316
CL-215
CL-216
CL-115
CL-116
CG-404
CG-304
CG-204
CG-104
CS-411
CS-311
CS-211
CS-111
CL-406
CL-306
CL-206
CL-106
CS-409
CS-309
CS-209
CS-109
CR-408 CR-308 CR-208 CR-108
M
M
M
M
(40A)
(40A)
(40A)
(40A)
(300A) (300A) (300A) (300A)
M
M
M
M
SA-405 SA-406
SA-403 SA-404
SA-401 SA-402
SA-305 SA-306
SA-303 SA-304
SA-301 SA-302
SA-205 SA-206
SA-203 SA-204
SA-201 SA-202
SA-105 SA-106
SA-103 SA-104
SA-101 SA-102
(300A)
(300A)
(300A)
(300A)
(300A)
(300A)
(300A)
(300A)
F F F F
CL-414
CL-314
CL-214
CL-114
CS-401
CS-301
CS-201
CS-101
CS-402
CS-302
CS-202
CS-102
CG-401
CG-301
CG-201
CG-101
FL-401
FL-301
FL-201
FL-101
R R R R
(8A)
(8A)
(8A)
(8A)
(8A)
(8A)
(8A)
(8A)
(8A)
(50A)
(50A)
(50A)
(50A)
(50A)
(50A)
(50A)
(50A)
(8A)
Radar Beam Type
Radar Beam Type
Radar Beam Type
Radar Beam Type

Level Gauge Pipe
Level Gauge Pipe
Level Gauge Pipe
Level Gauge Pipe

(8A)
(8A)

(300A)
(600A)
(400A)
(400A)
(400A)
(300A)
(600A)
(400A)
(400A)
(400A)
(300A)
(600A)
(400A)
(400A)
(400A)
(300A)
(600A)
(400A)
(400A)
(400A)
(50A)
(65A)
(50A)
(50A)
(65A)
(50A)
(50A)
(65A)
(50A)
(50A)
(65A)
(50A)

CL-402
CL-403
CL-302
CL-303
CL-202
CL-203
CL-102
CL-103
(80A)
(80A)
(80A)
(80A)
(CL-401)
S (CL-301)
S (CL-201)
S (CL-101)
S

6.2.1 Cooling Down Tanks Prior to Arrival 10) On completion of cool down leave the spray header valves open to
allow the spray line to warm up to the ambient temperature before
It is assumed all valves are closed prior to use and heel for cool down has been closing them.
retained in No.4 cargo tank. All other tanks have been allowed to warm up
owing to the length of the voyage. 1. Cargo Line Cooling Down
Set the forward vent mast set point CG702 to 150mbar and put the LD Normally, cooling down operations for cargo lines on membrane type LNG
compressor(s) on line to supply the engine room with boil-off gas for the boilers vessels may not be required before arrival alongside the terminal.
Operators should review the “implementation procedure” agreed between the
Check the nitrogen system for high flow operation. seller and the buyer.
Set supply valve NG89, nitrogen to insulation space header, at 5bar. 2. Cargo Spray Nozzle
Confirm the set point of inter barrier space nitrogen supply regulating valves at
10mbar and the insulation space at 15mbar.
Confirm the set point of the inter barrier space nitrogen exhaust regulating valves
at 15mbar and the insulation space at 20mbar.
1) Open the vapour dome outlet valves to the vapour header CG101/104,
201/204, 301/304 and 401/404.
2) Open the valves on the stripping/spray header CS106, 206, 306, 406,
701 and 703.
3) Open the spray nozzle inlet valve of all tanks CS101, 201, 301, and 401.
4) Open the spray pump discharge valve of No.4 cargo tank CS409, 5%. Nozzle Body Cap
CAPACITY (Liters / Minule) SPRAY ANGLE
Inlet Capacity Orifice Orifice
Diam. Diam. MATERIAL
Connection Size
Nom Nom
5) Start No.4 stripping/spray pump and adjust the spray discharge valve NPT
mm mm
0.5 1 1.5 2 3 6 0.5 1.5 6
bar bar bar bar bar bar bar bar bar
CS409 to allow minimum flow and to cool down the spray header.
3/4 BD
2.5 7.1 7.5 8.1 11.4 14.0 16.1 19.7 28 63" 70" 74" SUS316L
Pressure in stripping/spray main line shall be controlled by throttling the - 316LSS25
valve CS411.
Care should be taken to maintain control of vapour pressure by use of gas in the
boilers as fuel, or in the case of an emergency, vented to atmosphere via No.1
vent mast.
6) Once all spray headers are cool, increase flow by adjusting the spray
pump discharge valve and flow to cargo tanks to maintain an even cool
down and control of vapour pressure.
7) When all the tanks have attained the required temperature, (ATR:
Arrival Temperature Requirement) either continue to spray tanks until
required heel is transferred or as follows:
ATR ≤ -130 °C
8) Transfer the required amount of heel to each tank, to maintain cool

down condition in the tank.
9) Open valve CS111, CS211 and CS311 for draining the line.

Illustration 6.2.2a Cooling Down One Tank Prior to Arrival on Ballast Voyage
(400A)
(400A)
(400A)
(400A)
(400A)
CG-513
CG-552 (150A)
Warm Natural Gas
CG-002
CG-008
CL-040
CL-028
CL-016
CL-004
CG-544 Orifice
ESD
ESD
ESD
ESD
ESD
(700A)
CG-529 CG-525 CG-501
Cold Natural Gas
Low Duty Compressor
CL-039
CL-027
CL-015
CL-003
CS-012
CS-010
CS-004
CS-002
(300A)
CG-613 CG-545 CG-538 (150A)
(300A)
(300A)
CG-530 CG-526
(80A)
(80A)
(80A)
(350A)
ESD No.2 L/D
CG-557
(80A)
(80A)
CG-553 (250A) Mist
CG-536
CG-546 Separator
(700A)
Stripping Crossover
Vapour Crossover
Heater
Liquid Crossover
Liquid Crossover
(300A)
(450A)
Compressor (600A)
CG-547 CG-539 M
CG-516
(250A)
(650A)
(600A)
(650A)
(100A)
CG-532 CG-528 CG-504
Compressor
(450A) (600A)
(600A) (600A)
CS-705

(300A)
CG-558
(750A)
(80A)
(80A)
(600A)
Forcing
CS-009(80A)
CS-003(80A)
CS-001(80A)
CS-502 CS-509
CL-038
CL-026
CL-014
CL-002
CS-011
(50A) (50A)
SP9
(600A)
Flow Meter
CG-001
CG-007
CL-037
CL-025
CL-013
CL-001
(700A) CG-607
ESD
ESD
ESD
ESD
ESD
CG-711
CG-608 CG-601
CG-605
CG-604
(400A)
(400A)
(400A)
(400A)
(400A)
(80A)
CG-606
SP7
(300A)
SP8
SP6
CL-601
To Cofferdam
(650A)
CL-701 SP5
CG-703
CG-701
(450A) (650A) Liquid Main (450A) (400A)
(450A)
(450A)
(450A)
CS-704
(300A)
(400A)
(300A)
(400A)
(300A)
(400A)
(300A)
(400A)
CG-702
(100A) (100A) (65A)
(300A)
(65A) (80A)
M
M
CS-406
CS-306
CS-206
CS-106
CL-417
CL-317
CL-217
CL-117
CS-412 CS-313 CS-212 CS-112
(400A)
(50A) (50A) (50A) (50A)
(50A) CS-413 (50A) CS-314 (50A) CS-213 (50A) CS-113

CL-407
CL-307
CL-207
CL-107
CS-410
CS-310
CS-210
CS-110
CL-415
CL-416
CL-315
CL-316
CL-215
CL-216
CL-115
CL-116
CG-404
CG-304
CG-204
CG-104
CS-411
CS-311
CS-211
CS-111
CL-406
CL-306
CL-206
CL-106
CS-409
CS-309
CS-209
CS-109
CR-408 CR-308 CR-208 CR-108
M
M
M
M
(40A)
(40A)
(40A)
(40A)
(300A) (300A) (300A) (300A)
M
M
M
M
SA-405 SA-406
SA-403 SA-404
SA-401 SA-402
SA-305 SA-306
SA-303 SA-304
SA-301 SA-302
SA-205 SA-206
SA-203 SA-204
SA-201 SA-202
SA-105 SA-106
SA-103 SA-104
SA-101 SA-102
(300A)
(300A)
(300A)
(300A)
(300A)
(300A)
(300A)
(300A)
F F F F
CL-414
CL-314
CL-214
CL-114
CS-401
CS-301
CS-201
CS-101
CS-402
CS-302
CS-202
CS-102
CG-401
CG-301
CG-201
CG-101
FL-401
FL-301
FL-201
FL-101
R R R R
(8A)
(8A)
(8A)
(8A)
(8A)
(8A)
(8A)
(8A)
(8A)
(50A)
(50A)
(50A)
(50A)
(50A)
(50A)
(50A)
(50A)
(8A)
Radar Beam Type
Radar Beam Type
Radar Beam Type
Radar Beam Type

Level Gauge Pipe
Level Gauge Pipe
Level Gauge Pipe
Level Gauge Pipe

(8A)
(8A)

(300A)
(600A)
(400A)
(400A)
(400A)
(300A)
(600A)
(400A)
(400A)
(400A)
(300A)
(600A)
(400A)
(400A)
(400A)
(300A)
(600A)
(400A)
(400A)
(400A)
(50A)
(65A)
(50A)
(50A)
(65A)
(50A)
(50A)
(65A)
(50A)
(50A)
(65A)
(50A)

CL-402
CL-403
CL-302
CL-303
CL-202
CL-203
CL-102
CL-103
(80A)
(80A)
(80A)
(80A)
(CL-401)
S (CL-301)
S (CL-201)
S (CL-101)
S

6.2.2 Spraying During Ballast Voyage 1. Sloshing
Assuming a single tank is to be cooled down using heel in that cargo tank. From the experience gained on the first LNG ships put into service and from a
large number of model tests and computer analyses, GTT have designed new
It is assumed all valves are closed prior to use and it is No.4 cargo tank that is to tanks which are reasonably free from any sloshing risk.
be cooled down.
The ship’s cargo tanks are designed to limit the impact forces and the safety
Set the forward vent mast set point to 150mbar and LD compressor(s) on line to margin has been considerably enlarged. However, operators should always be
supply the engine room with boil-off gas for the boilers. aware of the potential risks to the cargo containment system and also on the tank
equipment due to sloshing.
Check the nitrogen system for high flow operation.
2. Precautions to Avoid Damage due to Sloshing
Set supply valve NG89, nitrogen to insulation space header, at 5bar.
1) Filling limit for cargo tank level
Confirm the set point of inter barrier space nitrogen supply regulating valves at
10mbar and the insulation space at 15mbar. The first precaution is to maintain the level of the cargo tanks within the
required limits i.e.:
Confirm the set point of the inter barrier space nitrogen exhaust regulating valves
at 15mbar and the insulation space at 20mbar. Lower than a level corresponding to 10% of the length of the tank
or
1) Open the vapour dome outlet valves to the vapour header CG101/104,
201/204, 301/304 and 401/404.
Higher than a level corresponding to normally 70% of the height of the
tank.
2) Open the spray nozzle inlet valve to No.4 cargo tank CS401.
Partially open isolating valve CS406 to the spray line.
2) Ship’s movement:
3) Open spray discharge valve of No.4 cargo tank CS409, 5%
The second precaution is to try to limit the ship’s movement, which
would generate sloshing in the tanks.
4) Start No.4 stripping/spray pump and adjust the spray pump discharge
valve CS409 to allow minimum flow inlet pressure of the spray nozzle
The amplitude of sloshing depends on the sea condition (wave pattern),
valves shall be controlled by throttling CS411.
the trim and the speed of the ship.
5) Once cool down of the spray line and spray nozzle valves of No.4 cargo
tank is complete, increase the flow rate by adjusting the spray pump
discharge valve and return valve to allow an even cool down and
control of vapour pressure.
Care should be taken to maintain control of vapour pressure either by use of gas
in the boilers as fuel, or venting to atmosphere via the forward vent mast.
6) On completion of cool down leave the spray header valves open to

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

6.3 Loading The cargo tanks must be maintained in conjunction with the vapour header on
deck, with the vapour valve on each tank dome open.
6.3.1 Preparations for Loading
If the tanks have not been previously cooled down, LNG spraying is carried out.
It is assumed that all preparatory tests and trials have been carried out as per
section 6.2 on the ballast voyage prior to arrival at the loading terminal. Alongside the Terminal
All operations for the loading of cargo are controlled and monitored from the 1) Connect and bolt up the shore ground cable.
ship’s CCR. The loading of LNG cargo and simultaneous de-ballasting are
carried out in a sequence to satisfy the following: 2) Connect and test the shore communication cable.
1) The cargo tanks are filled at a uniform rate. 3) Test the telephone for normal communication with the terminal.
2) List and trim are controlled by the ballast tanks. 4) Test the back-up communication arrangements with the terminal.
3) The cargo tanks are to be topped off at the fill heights given by the 5) Change over the blocking switch for the shut down signal from the
loading tables (98.5%). terminal, from the blocked to the terminal position.
4) During topping off, the ship should be kept on an even keel. 6) Connect the terminal loading arms to the four LNG crossovers and one
vapour crossover. This operation is done by the terminal personnel.
5) During loading, the ship may be trimmed in accordance with the
terminal maximum draught, in order to assist in emptying the ballast 7) Check that the coupling bolts are lubricated and correctly torque and
tanks. check QCDC (Quick Connect Disconnect) gasket for damage (if
applicable).
6) The structural loading and stability, as determined by the loading
computer, must remain within safe limits. 8) In the CCR, switch on the cargo tank level alarms and level shutdowns
which are blocked at sea.
An officer responsible for the operation must be present in the Cargo Control
Room CCR) when cargo is being transferred. A deck watch is required for 9) Switch the independent level alarms from blocked to normal on each
routine checking and/or any emergency procedures that must be carried out on
tank.
deck during the operation.
During the loading operations, communications must be maintained between the 10) Switch the derived level alarms from blocked to normal on each tank.
ship’s CCR and the terminal: telephone and signals for the automatic actuation
of the Emergency Shutdown from or to the ship are to be in operation. 11) Verify that alarms for level shut downs blocked are cleared.
At all times when the ship is in service with LNG and mainly during loading, the 12) Connect the nitrogen purge hoses to the crossover connections and
following are required: purge the air from each loading arm using N2 gas from shore.
- The pressurisation system of the insulation spaces must be in operation 13) Pressurise each loading arm with full nitrogen pressure through the
with its automatic pressure controls. purge valve, and soap test each coupling for tightness.
- The secondary Float Level Gauge system should be maintained ready for 14) Bring the ship to a condition of no list and trim, and record the arrival
operation. conditions for custody transfer documentation. Official representatives
- The temperature recording system and alarms for the cargo tank, barriers of both buyer and seller are to be present when the printouts are run
and double hull structure should be in continuous operation.
- The gas detection system and alarms must be in continuous operation.
Normally when loading the cargo, vapour is returned to the terminal by means of
the HD compressors or shore compressor. The pressure in the ship’s vapour
header is maintained by adjusting the compressor flow.

Blank Page

Illustration 6.3.2a Cargo Lines Cool Down
(400A)
(400A)
(400A)
(400A)
(400A)
CG-513
CG-552 (150A)
Cold Natural Gas
CG-002
CG-008
CL-040
CL-028
CL-016
CL-004
CG-544 Orifice
ESD
ESD
ESD
ESD
ESD
(700A)
CG-529 CG-525 CG-501
Low Duty Compressor
Heater (250A)
CL-039
CL-027
CL-015
CL-003
CS-012
CS-010
CS-004
CS-002
(300A)
CG-613 CG-545 CG-538 (150A)
(300A)
(300A)
CG-530 CG-526
(80A)
(80A)
(80A)
(350A)
ESD No.2 L/D
CG-557
(80A)
(80A)
CG-553 (250A) Mist
CG-536
CG-546 Separator
(700A)
Stripping Crossover
Vapour Crossover
Heater
Liquid Crossover
Liquid Crossover
(300A)
(450A)
Compressor (600A)
CG-547 CG-539 M
CG-516
(250A)
(650A)
(600A)
(650A)
(100A)
CG-532 CG-528 CG-504
Compressor
(450A) (600A)
(600A) (600A)
CS-705

(300A)
CG-558
(750A)
(80A)
(80A)
(600A)
Forcing
CS-009 (80A)
CS-003 (80A)
CS-001 (80A)
CS-502 CS-509
CL-038
CS-011
CL-026
CL-014
CL-002
(50A) (50A)
(600A)
SP9
Flow Meter
CG-001
CG-007
CL-037
CL-025
CL-013
CL-001
(700A) CG-607
ESD
ESD
ESD
ESD
ESD
CG-711
CG-608 CG-601
CG-605
CG-604
(400A)
(400A)
(400A)
(400A)
(400A)
(80A)
CG-606
SP7
(300A)
SP8
SP6
CL-601
To Cofferdam
(650A)
CL-701 SP5
CG-703
CG-701
(450A) (650A) Liquid Main (450A) (400A)
(450A)
(450A)
(450A)
CS-704
(300A)
(400A)
(300A)
(400A)
(300A)
(400A)
(300A)
(400A)
CG-702
(100A) (100A) (65A)
(300A)
(65A) (80A)
M
M
CS-406
CS-306
CS-206
CS-106
CL-417
CL-317
CL-217
CL-117
CS-412 CS-313 CS-212 CS-112
(400A)
(50A) (50A) (50A) (50A)
(50A) CS-413 (50A) CS-314 (50A) CS-213 (50A) CS-113

CL-407
CL-307
CL-207
CL-107
CS-410
CS-310
CS-210
CS-110
CL-415
CL-416
CL-315
CL-316
CL-215
CL-216
CL-115
CL-116
CG-404
CG-304
CG-204
CG-104
CS-411
CS-311
CS-211
CS-111
CL-406
CL-306
CL-206
CL-106
CS-409
CS-309
CS-209
CS-109
CR-408 CR-308 CR-208 CR-108
M
M
M
M
(40A)
(40A)
(40A)
(40A)
(300A) (300A) (300A) (300A)
M
M
M
M
SA-405 SA-406
SA-403 SA-404
SA-401 SA-402
SA-305 SA-306
SA-303 SA-304
SA-301 SA-302
SA-205 SA-206
SA-203 SA-204
SA-201 SA-202
SA-105 SA-106
SA-103 SA-104
SA-101 SA-102
(300A)
(300A)
(300A)
(300A)
(300A)
(300A)
(300A)
(300A)
F F F F
CL-414
CL-314
CL-214
CL-114
CS-401
CS-301
CS-201
CS-101
CS-402
CS-302
CS-202
CS-102
CG-401
CG-301
CG-201
CG-101
FL-401
FL-301
FL-201
FL-101
R R R R
(50A)
(50A)
(50A)
(50A)
(50A)
(50A)
(50A)
(50A)
(8A)
(8A)
(8A)
(8A)
Radar Beam Type
Radar Beam Type
Radar Beam Type
Radar Beam Type

Level Gauge Pipe
Level Gauge Pipe
Level Gauge Pipe
Level Gauge Pipe

(8A)
(8A)
(8A)
(8A)
(8A)
(8A)
(8A)
(8A)

(300A)
(600A)
(400A)
(400A)
(400A)
(300A)
(600A)
(400A)
(400A)
(400A)
(300A)
(600A)
(400A)
(400A)
(400A)
(300A)
(600A)
(400A)
(400A)
(400A)
(50A)
(65A)
(50A)
(50A)
(65A)
(50A)
(50A)
(65A)
(50A)
(50A)
(65A)
(50A)

CL-402
CL-403
CL-302
CL-303
CL-202
CL-203
CL-102
CL-103
(80A)
(80A)
(80A)
(80A)
(CL-401)
S (CL-301)
S (CL-201)
S (CL-101)
S

6.3.2 Cargo Lines Cool Down 6) On the HD compressors open the following valves
Assuming the ship is port side alongside.

Valve Description Position
1) Check the connection of the liquid / vapour arms, communications with CG604 Vapour header to compressor supply line Open
shore, ship-shore electrical and pneumatic connection and ESDS safety
CG503/527 No.1 HD compressor inlet/ outlet valves Open
devices.
CG504/528 No.2 HD compressor inlet/ outlet valves Open
2) Set up the tank valves:
CG537 Compressor supply valve to vapour manifold Open

7) Open the vapour manifold vale CG002. This will enable a free flow of
CL117 No.1 tank liquid branch valve Open gas to the terminal and is a check that the pipeline layout on board has
been arranged correctly.
CL217 No.2 tank liquid branch valve Open
CL317 No.3 tank liquid branch valve Open 8) Open the liquid manifold valves CL003, 015, 027 and the liquid
manifold ESD valves CL004, 016, 028.
CL417 No.4 tank liquid branch valve Open
CG101/104 No.1 tank vapour valve Open 9) Request shore to supply LNG at a slow rate through all three loading
arms.
CG201/204 No.2 tank vapour valve Open
CG301/304 No.3 tank vapour valve Open NOTE

In order to avoid the possibility of pipe sections hogging, the liquid header and
CG401/404 No.4 tank vapour valve Open crossovers must be cooled down.
CL114 No.1 tank filling valve (10%) Open
CL214 No.2 tank filling valve Closed 10) Adjust the cargo tank filling valves CL114 and 414 to maintain an even
cool-down, nearing the end of the cool-down operation, crack open
CL314 No.3 tank filling valve Closed
cargo tank filling valves CL214 and 314 to cool-down this section.
CL414 No.4 tank filling valve (10%) Open
11) When the temperature at the liquid header has fallen to -100°C, ship
cool-down is complete.
3) Open the following valves if necessary for additional cool-down the
cargo tanks.
Other methods of line up for cooling liquid may be utilized for ship / shore
requirements.
CS002 Port manifold No.1 stripping crossover valve Open
CS702 Spray main crossover valve Open
CS701/703 Spray header block valves Open
(LNG to the spray nozzle: CS101, 102, 106, 201, 202, 206, 301, 302,
306, 401, 402 and 406.)
4) Prepare both HD compressors for use.
5) Adjust the set point of both HD compressor’s pressure control valve to

50mbar (or the required value).

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

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

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

FINAL GAUGING (CLOSING CTMS)
Start Gas Burning
LIQUID ARM COOL DOWN
PURGING THE LIQUID LOADING ARM
TRIP TEST
DISCONNECTING LIQUID LOADING ARM
INERT GAS PURGING STARTED

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

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

COOL DOWN REMAINING LOADING ARMS
UNBERTHING

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

ESD PNEUMATIC HOSE
SHIP/SHORE PRE-LOADING MEETING

DRAINING THE LIQUID LOADING ARM
START WATER CURTAIN

FINAL GAUGING (CLOSING CTMS)
Start Gas Burning
CONNECTING LOADING ARM
PURGING THE LIQUID LOADING ARM
O2 PURGING WITH N2 & LEAK TEST

DISCONNECTING LIQUID LOADING ARM
Stop Gas Burning
INITIAL GAUGING (OPENING CTMS)
PURGING THE VAPOUR ARM
RETURNING BOIL-OFF VAPOUR TO SHORE

DISCONNECTING VAPOUR ARM
ESD TEST UNDER WARM CONDITION

STOP WATER CURTAIN
LOADING ARM COOLING-DOWN

MEETING AFTER LOADING
REMOVAL OF
ESD TEST UNDER COLD CONDITION
WARNING BUOYS
DISCONNECTING THE ESD PNEUMATIC HOSE,
COMMUNICATION SYSTEM (F/O CABLE)
START LOADING
SAMPLING
REMOVING THE SHORE GANGWAY
FINISH LOADING
UNBERTHING

Illustration 6.3.3a Loading with Vapour Return to Shore
(400A)
(400A)
(400A)
(400A)
(400A)
CG-513
CG-552 (150A) Cold Natural Gas
CG-002
CG-008
CL-040
CL-028
CL-016
CL-004
CG-544 Orifice
ESD
ESD
ESD
ESD
ESD
(700A)
CG-529 CG-525 CG-501 Liquid Natural Gas
Low Duty Compressor
Heater (250A)
CL-039
CL-027
CL-015
CL-003
CS-012
CS-010
CS-004
CS-002
(300A)
CG-613 CG-545 CG-538 (150A)
(300A)
(300A)
CG-530 CG-526
(80A)
(80A)
(80A)
(350A)
ESD No.2 L/D
CG-557
(80A)
(80A)
CG-553 (250A) Mist
CG-536
CG-546 Separator
(700A)
Stripping Crossover
Vapour Crossover
Heater
Liquid Crossover
Liquid Crossover
(300A)
(450A)
Compressor (600A)
CG-547 CG-539 M
CG-516
(250A)
(650A)
(600A)
(650A)
(100A)
CG-532 CG-528 CG-504
Compressor
(450A) (600A)
(600A) (600A)
CS-705

(300A)
CG-558
(750A)
(80A)
(80A)
(600A)
Forcing
CS-009 (80A)
CS-003 (80A)
CS-001 (80A)
CS-502 CS-509
CL-038
CS-011
CL-026
CL-014
CL-002
(50A) (50A)
(600A)
SP9
Flow Meter
CG-001
CG-007
CL-037
CL-025
CL-013
CL-001
(700A) CG-607
ESD
ESD
ESD
ESD
ESD
CG-711
CG-608 CG-601
CG-605
CG-604
(400A)
(400A)
(400A)
(400A)
(400A)
SP7
(80A)
CG-606
(300A)
SP8
SP6
CL-601
To Cofferdam
(650A)
CL-701 SP5
CG-703
CG-701
(450A) (650A) Liquid Main (450A) (400A)
(450A)
(450A)
(450A)
CS-704
(300A)
(400A)
(300A)
(400A)
(300A)
(400A)
(300A)
(400A)
CG-702
(100A) (100A) (65A)
(300A)
(65A) (80A)
M
M
CS-406
CS-306
CS-206
CS-106
CL-417
CL-317
CL-217
CL-117
CS-412 CS-313 CS-212 CS-112
(400A)
(50A) (50A) (50A) (50A)
(50A) CS-413 (50A) CS-314 (50A) CS-213 (50A) CS-113

CL-407
CL-307
CL-207
CL-107
CS-410
CS-310
CS-210
CS-110
CL-415
CL-416
CL-315
CL-316
CL-215
CL-216
CL-115
CL-116
CG-404
CG-304
CG-204
CG-104
CS-411
CS-311
CS-211
CS-111
CL-406
CL-306
CL-206
CL-106
CS-409
CS-309
CS-209
CS-109
CR-408 CR-308 CR-208 CR-108
M
M
M
M
(40A)
(40A)
(40A)
(40A)
(300A) (300A) (300A) (300A)
M
M
M
M
SA-405 SA-406
SA-403 SA-404
SA-401 SA-402
SA-305 SA-306
SA-303 SA-304
SA-301 SA-302
SA-205 SA-206
SA-203 SA-204
SA-201 SA-202
SA-105 SA-106
SA-103 SA-104
SA-101 SA-102
(300A)
(300A)
(300A)
(300A)
(300A)
(300A)
(300A)
(300A)
F F F F
CL-414
CL-314
CL-214
CL-114
CS-401
CS-301
CS-201
CS-101
CS-402
CS-302
CS-202
CS-102
CG-401
CG-301
CG-201
CG-101
FL-401
FL-301
FL-201
FL-101
R R R R
(50A)
(50A)
(50A)
(50A)
(50A)
(50A)
(50A)
(50A)
(8A)
(8A)
(8A)
(8A)
Radar Beam Type
Radar Beam Type
Radar Beam Type
Radar Beam Type

Level Gauge Pipe
Level Gauge Pipe
Level Gauge Pipe
Level Gauge Pipe

(8A)
(8A)
(8A)
(8A)
(8A)
(8A)
(8A)
(8A)

(300A)
(600A)
(400A)
(400A)
(400A)
(300A)
(600A)
(400A)
(400A)
(400A)
(300A)
(600A)
(400A)
(400A)
(400A)
(300A)
(600A)
(400A)
(400A)
(400A)
(50A)
(65A)
(50A)
(50A)
(65A)
(50A)
(50A)
(65A)
(50A)
(50A)
(65A)
(50A)

CL-402
CL-403
CL-302
CL-303
CL-202
CL-203
CL-102
CL-103
(80A)
(80A)
(80A)
(80A)
(CL-401)
S (CL-301)
S (CL-201)
S (CL-101)
S

6.3.3 To Load Cargo with Vapour Return to Shore 9) Check: 23) Stop loading when the final cargo tank reaches a capacity according to
Optical fibre system. the filling chart, minus an allowance for line draining and leave No.4
It is assumed for clarity of the description that all valves are closed prior to use Connection of liquid and vapour arms. cargo tank filling valve open (CL414).
and that the ship is port side alongside. Communications with shore.
Ship/shore electrical and pneumatic connection and safety devices 24) Liquid lines, including the horizontal part of the crossover, will
1. Checks to be made before Cargo Operation ESDS. automatically drain to No.4 cargo tank. The inclined parts of the
manifold are purged inboard with nitrogen.
1) Test the remote operation of all cargo tank valves and manifold ESD 10) Carry out safety inspections.
valves.
25) On completion of draining loading arms, close the liquid manifold
11) Complete the relevant ship/shore safety checklist.
2) Test the remote operation of ballast valves. Test the HD compressors, double shut valves. The shore lines are now pressurised at 2bar to 3bar
water ballast pumps, safety systems and glycol heating systems. 12) Open liquid filling valves for each tank CL114, CL214, CL314 and with nitrogen.
CL414.
2. Safety Precautions 26) Open the liquid manifold bypass valves to allow the nitrogen to flush
13) Monitoring the tank pressures in order to achieve a pressure of about the liquid into No.4 cargo tank. Close the bypass valves when the
1) Ensure that the hull water curtain is in operation on the loading side (in 80mbar. Open the valves CG604, CG537 and CG002 for vapour return nitrogen pressure has fallen to 0bar.
this case the port side). to shore. Start one or both HD compressors as necessary. Repeat the operation 3 times, or until no liquid remains in the manifold
lines.
2) Prepare the fire fighting equipment, water hoses and protective clothing
14) Start shore loading pumps in accordance with terminal sequence.
for use. In particular, the manifold dry powder monitors should be 27) The purging of the liquid lines should be carried out one at a time.
correctly aligned ready for remote operation. Ensure the water spray
15) Increase to full loading rate gradually.
system on deck is ready for operation, filters installed and off-shore 28) When gas readings obtained from an explosimeter are less than 50%
blanks removed. 16) Adjust the opening of the each tank filling valve to maintain an even LEL at the vent cocks, all valves are closed and the loading arms are
distribution. ready to be disconnected.
3) Prepare both HD compressors for use with seal gas and LO systems in
operation.
17) Start the de-ballasting sequence. Keep draught, trim and hull stresses 29) Leave loading valve of tank No.4 (CL414) open until the piping has
3. Cargo Loading Operation within permissible limits by controlling de-ballasting. returned to the ambient temperature.
18) Start bulkhead heating in the cofferdams. This should already be In CCR
1) Ensure that the nitrogen buffer tank is at maximum pressure. running in automatic.
30) Tank level alarms.
2) Arrange nitrogen piping to preferentially feed the primary insulation 19) Ease in the filling valve of each tank as the tank approaches full Inhibit independent level alarms prior to proceeding to sea.
spaces. capacity.
31) Complete the de-ballasting operation to obtain an even keel situation for
3) Check the Inter barrier spaces additional supply valves NC#11, #15 for 20) High level alarms. When any tank approaches 98.5 % capacity (signal final measurement. When measurement is completed, adjust the ballast
each tanks as standby. from radar level gauge) inform the shore. tank levels for sailing condition.
High/High level alarms. Standby valve before level approaches about
4) Adjust the set-point of the nitrogen supply pressure control valves; inter
99 % (signal from radar level gauge). 32) Stop the HD compressors just prior to sailing, before closing vapour
barrier space 5 ~ 10mbar and insulation space, 10 ~ 15mbar.
Close valve at correct filling limit capacity. manifold ESD valve CG002 (Ship is loading from portside) for nitrogen
5) Adjust the set point of the nitrogen exhaust pressure control valves; purging and disconnecting the loading arms. If departure is delayed, the
WARNING
inter barrier space, 10 ~ 15mbar and insulation space, 15 ~ 20mbar. Extreme and very high level alarms and shut downs are emergency devices only vapour return to shore should be continued. Close CTMS by
and should on no account be used as part of the normal topping-off operation. independent surveyor
6) Switch on the unblocking level alarms in the Custody Transfer System
and run the custody transfer print-out for official tank gauging. The 21) Before topping-off the first cargo tank, request shore to reduce loading 33) Disconnect the vapour arms.
CTMS should be open before the loading arm cool down operation. rate and continue reducing when topping off each following tank.
7) Open the gas outlet valves on each cargo tank vapour dome (normally 34) Prepare the cargo system for gas burning at sea.
22) When a tank is at its required level, close the corresponding filling valve
these valves are left open), CG101/104, CG201/204, CG301/304 and
and request shore to stop corresponding loading pump: No.1 cargo tank 35) Open valves necessary to allow warming up. These are normally the
CG401/404.
CL114, No.2 cargo tank CL214, No.3 cargo tank CL314. It is filling valves and spray valves on the tank domes.
convenient to finish loading by No.4 cargo tank; for ease of line
8) Open the inlet/outlet valves CG503, 527, 504, 528 on the HD
draining, leave space for 50m3 available in the tank.
compressors.

Illustration 6.3.4a Nitrogen Set-up During Loading
FI PIC PIAHL PIAL
Trunk Deck
NG-92 NG-84
NG-86
NG-85
NG-89
NG-90 NG-88
TX
NG-94 NG-93 NG-91
NG-96
NG-95
NG-87
PI
Near
TX Manifold
NG-39
NG-81
NG-55
NG-34
NG-16
CR-401
CR-301
CR-201
CR-101
NG-73
NG-46
NG-26
NG-08
NG-82
NG-56
NG-54
NG-35
NG-33
NG-17
NG-15
NC-80
From N2 Buffer Tank
in Engine Room
NG-72
NG-70
NG-45
NG-43
NG-25
NG-23
NG-07
NG-05
NG-79
NG-53
NG-32
NG-14
NG-71
NG-44
NG-24
NG-06
NG-66 NG-50 NG-29 NG-11
in Cofferdam
CR-304
# # # #
CR-204
CR-104
CR-404
NG-78
NG-77
NG-52
NG-51
NG-31
NG-30
NG-13
NG-12
NG-83
NG-58
NG-57
NG-37
NG-36
NG-19
NG-18
NG-01
NG-65
NG-49
NG-28
NG-10
N2 Master
S S S S
NG-64
NG-48
NG-27
NG-09
I.B.S.
I.B.S.
I.B.S.
I.B.S.
I.B.S.
I.B.S.
I.B.S.
I.B.S.
I.S.
I.S.
I.S.
I.S.
I.S.
I.S.
I.S.
I.S.
NC-406 NC-306 NC-206 NC-106
B/W B/W
NG-63
R R R R
Q Q Q Q
N N N N
I I I I
CR-403
CR-203
CR-303
CR-103
NC-412
NC-312
NC-212
NC-112
Dome Dome Dome Dome
NC-405 NC-305 NC-205 NC-105
NC-417
NC-414
NC-317
NC-314
NC-217
NC-214
NC-117
NC-114
NC-413 NC-313 NC-213 NC-113
NC-401
NC-301
NC-201
NC-101
NC-407 NC-307 NC-207 NC-107
NC-418
NC-415
NC-318
NC-315
NC-218
NC-215
NC-118
NC-115
NC-402
NC-404
NC-302
NC-304
NC-202
NC-204
NC-102
NC-104
NC-408
NC-308
NC-208
NC-108
NC-411
NC-311
NC-211
NC-111
NC-403
NC-303
NC-203
NC-103
NC-409
NC-419
NC-309
NC-319
NC-209
NC-219
NC-109
NC-119
CR-402
NC-410
NC-310
NC-210
NC-110
CR-302
CR-202
CR-102
NG-62
NG-38
NG-47

To Spray Line System To Spray Line System To Spray Line System To Spray Line System
Room CG-613
Boil-off
NG-61
Gas Line ESD

From NG-76 NG-75 NG-74
Engine I.B.S. and I.S. Piping I.B.S. and I.S. Piping
Room (N2 To B.O.G Line) Arrangement on Liquid Dome Arrangement on Gas Dome
NG60 A - F , J L : N2 distribution of nitrogen at IBS bottom and stripping Q : N2 exhaust, safety vent and gas detection
* NC-OOO valves to be cryogenic type of the leaked cargo in I.B.S. (Bottom AFT part) and portable gas sampling for I.B.S.
No.1 H/D
Compressor * Safety valve (# marked) for I.S. barrier G : Portable liquid level measuring and portable gas R : Pressure sensor connection to controller
to be cryogenic type sampling for I.B.S. (Low point) and indicator for I.B.S.
No.2 H/D
Compressor sampling for I.B.S. (High point) and portable gas sampling for I.S.
N : Safety valve connection for I.B.S. T : Pressure sensor connection to controller
No.1 L/D
Compressor W : Sounding and portable gas sampling
Key for FWD I.S. bilge well
N2 Line M : Portable gas sampling for I.S. (High point)
No.2 L/D
Compressor
I.B.S. : Interbarrier space
NG-59
Motor Room Comressor Room I.S. : Insulation space

6.3.4 Nitrogen Set-up during Loading
The operating procedure for normal inerting is as follows.
1) Start one nitrogen generator to pressurise the buffer tank. The pressure
drop in the buffer tank actuates the starting of the generator. In the case
of a large nitrogen demand, the stand-by generator will automatically
start.
2) Adjust the set point of the nitrogen supply pressure control valves; inter
barrier space 5 ~ 10mbar insulation space, 10 ~ 15mbar.
3) Adjust the set point of the nitrogen exhaust pressure control valves;
inter barrier space, 10 ~ 15mbar and insulation space, 15 ~ 20mbar.
In cases where other consumers reduce the availability of nitrogen for the
insulation spaces, the pressure may temporarily fall below the atmospheric
pressure.
When put in communication and therefore subjected to the same nitrogen

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

800mbar vacuum pressure both during global testing and at the construction
stage.

Illustration 6.3.5a De-Ballasting by Gravity
Engine Room
Low Sea
Chest
From Inert Gas Freeing of
M
To Main Ballast Tank
Condenser
BA-43 (350A)
(200A)
(350A)
(250A)
(200A)
(350A)
(200A)
(350A)
(200A)
(350A)
LX LX LX LX FWD Ballast
(200A)
BA-42 (550A)
(350A)
BA-23
BA-21
BA-19
BA-17
BA-15
BA-13
BA-11
BA-09
BA-05
BA-07
LIAHL No.3 Water
BA-32
LX
TV-02
LIAHL
(550A)
(550A)
Bow
Thruster
BA-26 BA-27
BA-39 BA-40
BA-36 BA-31
(40A)
and
BA-25
(250A)
Fore Peak
(550A)
Double O-ring
AFT Peak Em'cy
GRP Sleeve Tank
Tank Fire
BA-03
TV-01
No.2 Water
BA-30 (Void)
BA-24
(40A)
(550A)
(550A) Room
(200A)
(200A)
LIAHL
BA-22
BA-20
BA-18
BA-16
BA-14
BA-12
BA-10
BA-08
BA-04
BA-06
(550A) BA-46
BA-44
Ballast
Eductor (200A)
(200A)
(350A)
(200A)
(350A)
(200A)
(350A)
(200A)
(350A)
(3,000 m3/h x 30 MTH) BA-45 LIAHL LIAHL LIAHL LIAHL
Water Tank (S)
BA-50
(750A)
(200A) (350A)
No.2 LX LX LX LX
BA-48
(250A)
(200A)
(200A)
No.1
BA-47 Em'cy Bilge
Suction Line
BA-55
(350A)
(Located at
Trunk
BA-54
Water Spray Pump

(850 m3/h x 110 MTH)
M
High Sea
Chest
Cargo Tank
Key
Ballast Main (500A)
Sea Water Line
Tank (P) Tank (S)
Inet Gas
(350A) (350A)
Pipe Duct

Illustration 6.3.5b De-Ballasting by Pump
Engine Room
Low Sea
Chest
M
Condenser
BA-43 (350A)
(200A)
(350A)
(250A)
(200A)
(350A)
(200A)
(350A)
(200A)
(350A)
(200A)
BA-42 (550A)
(350A)
BA-23
BA-21
BA-19
BA-17
BA-15
BA-13
BA-11
BA-09
BA-05
BA-07
LIAHL No.3 Water
BA-32
LX
TV-02
LIAHL
(550A)
(550A)
Bow
Thruster
BA-26 BA-27
BA-39 BA-40
BA-36 BA-31
(40A)
and
BA-25
(250A)
Fore Peak
(550A)
Double O-ring
AFT Peak Em'cy
GRP Sleeve Tank
Tank Fire
BA-03
TV-01
No.2 Water
BA-30 (Void)
BA-24
(40A)
(550A)
(550A) Room
(200A)
(200A)
LIAHL
BA-22
BA-20
BA-18
BA-16
BA-14
BA-12
BA-10
BA-08
BA-04
BA-06
(550A) BA-46
BA-44
Ballast
Eductor (200A)
(200A)
(350A)
(200A)
(350A)
(200A)
(350A)
(200A)
(350A)
Water Tank (S)
BA-50
(750A)
(200A) (350A)
No.2 LX LX LX LX
BA-48
(250A)
(200A)
(200A)
No.1
BA-47 Em'cy Bilge
Suction Line
BA-55
(350A)
(Located at
Trunk
BA-54
Water Spray Pump

(850 m3/h x 110 MTH)
M
High Sea
Chest
Cargo Tank
Key
Ballast Main (500A)
Sea Water Line
Tank (P) Tank (S)
Inet Gas
(350A) (350A)
Pipe Duct

Illustration 6.3.5c De-Ballasting by Stripping Eductor
Engine Room
Low Sea
Chest
M
Condenser
BA-43 (350A)
(200A)
(350A)
(250A)
(200A)
(350A)
(200A)
(350A)
(200A)
(350A)
(200A)
BA-42 (550A)
(350A)
BA-23
BA-21
BA-19
BA-17
BA-15
BA-13
BA-11
BA-09
BA-05
BA-07
LIAHL No.3 Water
BA-32
LX
TV-02
LIAHL
(550A)
(550A)
Bow
Thruster
BA-26 BA-27
BA-39 BA-40
BA-36 BA-31
(40A)
and
BA-25
(250A)
Fore Peak
(550A)
Double O-ring
AFT Peak Em'cy
GRP Sleeve Tank
Tank Fire
BA-03
TV-01
No.2 Water
BA-30 (Void)
BA-24
(40A)
(550A)
(550A) Room
(200A)
(200A)
LIAHL
BA-22
BA-20
BA-18
BA-16
BA-14
BA-12
BA-10
BA-08
BA-04
BA-06
(550A) BA-46
BA-44
Ballast
Eductor (200A)
(200A)
(350A)
(200A)
(350A)
(200A)
(350A)
(200A)
(350A)
Water Tank (S)
BA-50
(750A)
(200A) (350A)
No.2 LX LX LX LX
BA-48
(250A)
(200A)
(200A)
No.1
BA-47 Em'cy Bilge
Suction Line
(350A)
BA-55
(Located at
Trunk
BA-54
Water Spray Pump

(850 m3/h x 110 MTH)
M
High Sea
Chest
Cargo Tank
Key
Ballast Main (500A)
Sea Water Line
Tank (P) Tank (S)
Inet Gas
(200A) (200A)
Pipe Duct

6.3.5 De-Ballasting NO.4 W.B. TK (S) BA-20 NO.2 W.B. TK (P) BA-15
1. Operating Procedures A.P.TK BA-43 NO.2 W.B. TK (S) BA-14
NO.3 W.B. TK (P) BA-19

It is assumed that the main sea water crossover pipe is already in use, supplying
3. When It Becomes Necessary to Start the Ballast Pumps
other sea water systems (e.g. the main circulating system, the sea water service NO.3 W.B. TK (S) BA-18
system) and that the cargo and ballast valve hydraulic system is also in service.
1) Open the valves BA-29, BA-31 and BA-33 (Ballast pump suctions). NO.4 W.B. TK (P) BA-23
2. To De-Ballast by Gravity NO.4 W.B. TK (S) BA-22
2) Close the valves BA-35 and BA-37.
CAUTION
3) Check that the ballast tank valves are open. 4) Open the No.1 eductor suction valve BA-44.
Mal-operation of the ballast system will cause damage to the GRP pipework.
Damage is generally caused by a pressure surge due to sudden changes in the
4) Start the ballast pump(s). 5) Start the water spray pump and open the discharge valve BA-52.
flow rates. During the de-ballasting operation this can be caused by the opening
of a full or partly full tank into the main lines when under vacuum
5) Open the pump(s) discharge valve BA-34 (No.1), BA-36 (No.2), BA-38 6) When one tank has been stripped, ensure the next tank valve is opened
.
(No.3). before closing the previous tank.
Under no circumstances should a vacuum be drawn on closed ballast main.
Before starting de-ballasting operations, the main lines must be purged of any air
6) As the tank reaches the required level, open the valves on the next tank 7) When all tanks have been stripped, close the eductor suction valve BA-
pockets in the following manner.
before closing the valves on the first tank. 44 and close the discharge valve BA-52 and stop the pump.
1) Open the overboard discharge crossover line valves BA-41, BA-42 and
7) When suction has been lost on all tanks, close the discharge valves on 8) Close the eductor drive water valve BA-47.
BA-39, BA-40, BA-35, BA-37, BA-26 and BA-27 on the ballast water
the pumps BA-34 (No.1), BA-36 (No.2), BA-38 (No.3) and stop the
crossover line.
pumps. 9) Close the eductor overboard discharge valve BA-49.
2) Open overboard discharge valve BA-55.
8) Close tank valves, ballast crossover valves BA-26, BA-27, discharge
crossover valves BA-39, BA-40, BA-41, BA-42 and the overboard
3) Open the forward ballast tank valves port and starboard BA-04, BA-05
discharge valve BA-55.
or No.1 ballast tank port and starboard BA-09, BA-08, if the forward
ballast tanks do not have sufficient head of water to gravity flow.
9) Strip the ballast tanks as required (see below).
The above operations can be carried out using the sequential program in
A flow will now be established
the IAS.
4) Open the following valves on the tank(s) to be emptied as per the de-
4. To Strip the Ballast Tanks Using the Ballast Eductor
ballasting plan.
Using the Water Spray Pump and No.1 Eductor
FWD W.B. TK (P) BA-05
1) Open the eductor drive water overboard discharge valve BA-49 and
FWD W.B. TK (S) BA-04
BA-54.
2) Open the drive water supply from the water spray pump, valve BA-47.
NO.1 W.B. TK (S) BA-08
NO.2 W.B. TK (P) BA-13 10) Open the following valves on the first tank to be stripped.

FWD W.B. TK (P) BA-07
FWD W.B. TK (S) BA-06

Illustration 6.4.1a Normal Boil-Off Gas Burning
(400A)
(400A)
(400A)
(400A)
(400A)
CG-513
CG-552 (150A)
Warm Natural Gas
CG-002
CG-008
CL-040
CL-028
CL-016
CL-004
CG-544 Orifice
ESD
ESD
ESD
ESD
ESD
(700A)
CG-529 CG-525 CG-501
Cold Natural Gas
Low Duty Compressor
CL-039
CL-027
CL-015
CL-003
CS-012
CS-010
CS-004
CS-002
(300A)
CG-613 CG-545 CG-538 (150A)
(300A)
(300A)
CG-530 CG-526
(80A)
(80A)
(80A)
(350A)
ESD No.2 L/D
CG-557
(80A)
(80A)
CG-553 (250A) Mist
CG-536
CG-546 Separator
(700A)
Stripping Crossover
Vapour Crossover
Heater
Liquid Crossover
Liquid Crossover
(300A)
(450A)
Compressor (600A)
CG-547 CG-539 M
CG-516
(250A)
(650A)
(600A)
(650A)
(100A)
CG-532 CG-528 CG-504
Compressor
(450A) (600A)
(600A) (600A)
CS-705

(300A)
CG-558
(750A)
(80A)
(80A)
(600A)
Forcing
CS-009 (80A)
CS-003 (80A)
CS-001 (80A)
CS-502 CS-509
CL-038
CS-011
CL-026
CL-014
CL-002
(50A) (50A)
(600A)
SP9
Flow Meter
CG-001
CG-007
CL-037
CL-025
CL-013
CL-001
(700A) CG-607
ESD
ESD
ESD
ESD
ESD
CG-711
CG-608 CG-601
CG-605
CG-604
(400A)
(400A)
(400A)
(400A)
(400A)
(80A)
CG-606
SP7
From Engine Room
(300A)
Duct SP8
SP6
CL-601
To Cofferdam
(650A)
CL-701 SP5
CG-703
CG-701
(450A) (650A) Liquid Main (450A) (400A)
(450A)
(450A)
(450A)
CS-704
(300A)
(400A)
(300A)
(400A)
(300A)
(400A)
(300A)
(400A)
CG-702
(100A) (100A) (65A)
(300A)
(65A) (80A)
M
M
CS-406
CS-306
CS-206
CS-106
CL-417
CL-317
CL-217
CL-117
CS-412 CS-313 CS-212 CS-112
(400A)
(50A) (50A) (50A) (50A)
(50A) CS-413 (50A) CS-314 (50A) CS-213 (50A) CS-113

CL-407
CL-307
CL-207
CL-107
CS-410
CS-310
CS-210
CS-110
CL-415
CL-416
CL-315
CL-316
CL-215
CL-216
CL-115
CL-116
CG-404
CG-304
CG-204
CG-104
CS-411
CS-311
CS-211
CS-111
CL-406
CL-306
CL-206
CL-106
CS-409
CS-309
CS-209
CS-109
CR-408 CR-308 CR-208 CR-108
M

CLEN FORCE Cargo Operating Manual

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CLEAN ENERGY Cargo Operating Manual

2nd Draft / 2006.09.20 1 Index

2nd Draft / 2006.09.20 2 Index

Issue and Update Control 2. General 4. Illustrations

1) Never continue to operate any machine or equipment which appears to be NOTE

2nd Draft / 2006.09.20 3 Issue and Update Control

Cargo Machinery Symbols and Colour Scheme

Symbol Description Symbol Description Symbol

Reducer Pressure Control Valve Steam Trap

Screw Down Non-return Valve (Globe)

Hand Operated Pressure Gauge

2nd Draft / 2006.09.20 4 Symbols and Colour Scheme

Abbreviations C CARGO/CONTROL DP DIFFERENTIAL PRESSURE G/S GENERAL SERVICE

2nd Draft / 2006.09.20 5 Abbreviation

LIQ LIQUID O2 OXYGEN SC SEA CHEST TPS TANK PROTECTION SYSTEM

2nd Draft / 2006.09.20 6 Abbreviation

Part 1 : Design Concept of the Vessel

2nd Draft / 2006.09.20 1-1 Part 1 Design Concept of the Vessel

Starting Air Compressor Hose Handling Crane

2nd Draft / 2006.09.20 1-2 Part 1 Design Concept of the Vessel

1.1.2 Principal Particulars of Cargo Machinery

Main Cargo Pump Emergency Cargo Pump BOG/WARM-UP Heater

Motor Motor LNG Vapouriser

2nd Draft / 2006.09.20 1-1 Part 1 Design Concept of the Vessel

2nd Draft / 2006.09.20 1-2 Part 1 Design Concept of the Vessel

1.1.3 Maker List (Not supplied Final data.)

C.O TANK LEVEL

8F, U1-DONG POST OFFICE, TEL. +82-51-731-7162

TEL.+82-51-601-3000 AUX. S.W. CIRC. 5-7-21, OHZU, MINAMI-KU, TEL.+81-82-508-1000

CARGO MACH. 5-7-21, OHZU, MINAMI-KU, TEL.+81-82-508-1000

5-7-21, OHZU, MINAMI-KU, TEL.+81-82-508-1000

TEL. +82-51-970-1070 BALLAST STRIPPING

2nd Draft / 2006.09.20 1-3 Part 1 Design Concept of the Vessel

NITROGEN GLYCOL WATER

TEL. +755-356-2796 VALVE REMOTE

TEL. +755-356-2796 CRYOGENIC CARGO

TEL. +755-356-2796 CRYOGENIC NEEDLE

CARGO TK, IBS/IS

INERT GAS CARGO

HIGH EXPANSION EXPANSION

DRY CHEMICAL LIFTING GEAR FOR

2nd Draft / 2006.09.20 1-4 Part 1 Design Concept of the Vessel

NO. EQUIPMENT MAKER MAKER ADDRESS & TELEPHONE

58 LIFE BOAT DAVIT

CRANE FOR CARGO

61 FIRE WIRE REEL

2nd Draft / 2006.09.20 1-5 Part 1 Design Concept of the Vessel

2nd Draft / 2006.09.20 1-6 Part 1 Design Concept of the Vessel

1.1.4 General Arrangement

Tank (P&S) M.L.O M.L.O G/E M.D.O

Bunker Tank (S)

C.W. Tank M.L.O Sump Tank L.S.C

HOT FOAM & CHANGE LOB NO.2 CARGO

2nd Draft / 2006.09.20 1-7 Part 1 Design Concept of the Vessel

1.1.5 Tanks and Capacity Plan

Cargo Tanks S.G.=0.47 Water Ballast Tanks S.G.=1.025

Centre of Gravity Centre of Gravity

FWD W.B. TK (P) 130.0-154.0 2009.7 2060.0 107.08 12.198 1361

Total - 55526.5 56914.6 13.43 9.792

Cargo Tanks SG=0.50

Capacities Centre of Gravity

Total 931.1 931.1 -131.31 18.909

2nd Draft / 2006.09.20 1-8 Part 1 Design Concept of the Vessel