British Emerald Cargo Operating Manual

Document Title: Cargo Operating Manual
Revision: Final Draft

Document Front Matter: British Emerald Date: September 2008
Cargo Operating Manual Section 2: Properties of LNG 3.2.2d Filter Alarm and Trend Screen Shot
3.2.3a Extension Alarm Panel
List of Contents 3.2.3b Watch Call Screen Shot
2.1 Properties of LNG
Issue and Update CONTROL
2.1.1 Physical Properties and Composition of LNG 3.3 Custody Transfer System (CTS)
mechanical Symbols and Colour Scheme
Illustrations 3.3.1 Saab Radar Primary System (Radar Gauges and
Electrical and Instrumentation Symbols
Custody Transfer System)
Introduction
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2.1.1a Properties of LNG and Methane 3.3.2 Float Level Gauge
2.1.1b Variation of Boiling Point of Methane with Pressure 3.3.3 Omicron EHL and HHL Independent Level Alarms
Section 1: Design Concept of the Vessel 2.1.1c Relative Density of Methane and Air 3.3.4 Trim and List Indicator
3.3.5 Loading Computer
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2.2 Characteristics of LNG Illustrations
1.1 Principal Particulars
2.2.1 Flammability of Methane, Oxygen and Nitrogen 3.3.1a Saab Tank Level Monitor Display
1.1.1 Principal Particulars of the Ship Mixtures 3.3.1b Saab Radar System
1.1.2 Principal Particulars of Cargo Equipment and 2.2.2 Supplementary Characteristics 3.3.1c IAS Custody Transfer Screen Shot
Machinery 3.3.1d Custody Transfer Data
Illustrations
1.1.3 General Arrangement 3.3.1e Certificate of Loading
1.1.4 Tanks and Capacity Plan 2.2.1a Flammability of Methane, Oxygen and Nitrogen 3.3.2a Whessoe Gauge System
Mixtures 3.3.2b Whessoe Float Level Gauge
Illustrations
2.2.2a Structural Steel Ductile to Brittle Transition Curve
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3.3.3a High Level and Overfill Alarm System
1.1.3a General Arrangement 3.3.4a Trim and List Indicators
1.1.3b Cargo Machinery Room Layout 3.3.5a Loading Computer
2.3 Health Hazards
1.1.4a Tank Location Plan 3.3.5b Load Computer (Cargo Screen)
Illustrations 3.3.5c Loading Computer (Load Summary)
1.2 Rules and Regulations 2.3a Methane Safety Card 3.3.5d Loading Computer (Bending Moments)
2.3b Nitrogen Safety Card
Section 4: Cargo and Ballast Systems
1.3

Cargo System Technology
1.3.1
1.3.2
Illustrations
Cargo Containment System Principle
GTT Mark III Cargo Containment
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Section 3: Integrated Automation System (IAS)
3.1 Cargo Control Room Arrangement

4.1

Cargo Manifold
4.1.1
4.1.2
Cargo Manifold System
Cargo Strainers
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Illustrations
1.3.1a Cargo Tank Lining Reinforcement Illustrations
1.3.2a Membrane Cargo Containment (GTT Mark III) 3.1a Cargo Control Room Layout
3.1b Cargo Control Room Console 4.1.1a Cargo Manifold (Port Side)
1.3.2b Interbarrier Space (IBS) Insulation Space (IS) Flat 4.1.1b Drain and Inlet Manifold Pipes and Loading Arms
Panel Junction 4.1.2a Cargo Strainer
1.3.2c IBS IS Section of Longitudinal Corner 3.2 Integrated Automation System (IAS)
1.3.2d Hull Steel Grades
3.2.1 IAS Overview 4.2 Cargo Piping System

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3.2.2 IAS Control Station Operation
1.4 Hazardous Areas and Gas Dangerous Zones 4.2.1 Cargo Piping
3.2.3 Extension Alarm System
Illustrations 4.2.2 Cargo Pipe Insulation
Illustrations Illustrations
1.4a Hazardous Areas and Gas Dangerous Zone Plan 4.2.1a Cargo Piping System
3.2.1a IAS Architecture
3.2.1b Cargo Mimic Index Screen Shot 4.2.1b No.2 Cargo Tank Arrangement
3.2.2a Cargo Plant Overview Screen Shot 4.2.1c Spiral Wound Gasket
3.2.2b Cargo Control Room IAS Annunciator Keyboard
3.2.2c Fuel Gas Network Overview Screen Shot
Issue: Final Draft - September 2008 IMO No. 9333591 Front Matter - Page 1 of 8
Document Title: Cargo Operating Manual Revision: Final Draft
4.3 Cargo Pumps 4.7.2a Natural Boil-Off Mist Separator Screen Shot 4.12.2b IBS and IS Pressure Control Table
4.7.3a Forcing Boil-Off Mist Separator Screen Shot 4.12.2c Cargo Tank Pressure Table
4.3.1 Main Cargo Pumps
4.12.3a Typical Pipeline Relief Valve
4.3.2 Stripping/Spray Pumps

4.3.3 Emergency Cargo Pump 4.8 Nitrogen Generator
4.13 Ballast Level and Ships Draught Gauging System
Illustrations
Illustrations
4.13.1 Ballast Piping System
4.3.1a Main Cargo Pumps
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4.8a Nitrogen Generator 4.13.2 Ballast Level and Draught Indicating System
4.3.1b Main Cargo Pump Start Screen Shot
4.8b Nitrogen Generator Screen Shot 4.13.3 Ballast Exchange System
4.3.2a Stripping/Spray Pumps
4.8c Nitrogen System Screen Shot
4.3.2b Spray Pump Start Screen Shot
Illustrations
4.3.3a Emergency Cargo Pump
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4.9 Inert Gas and Dry-Air Generator 4.13.1a Water Ballast System
4.3.3b Emergency Pump Control Screen Shot
4.13.1b Ballast Pumps Screen Shot
Illustrations 4.13.1c Ballast System Screen Shot
4.4 Cargo Compressors 4.13.2a Pulse Radar Type Draught and Tank Level Indicating
4.9a Inert Gas and Dry-Air Generator
4.4.1 High Duty Compressor System
4.9b Inert Gas Cooler and Dryer System
4.4.2 Low Duty Compressors 4.13.2b Ballast Level Gauge
4.9c Inert Gas System on Deck
4.13.2c Independent Level Alarm System
Illustrations

4.4.1a High Duty Compressor 4.10 Fixed Gas Sampling and Gas Detection Systems
Section 5: Cargo Auxiliary and Deck Systems
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4.4.1b High Duty Compressor Control Screen Shot
4.4.1c High Duty Compressor Monitoring Screen Shot Illustrations
4.4.2a Low Duty Compressor 4.10a Gas Detection System 5.1 Temperature Monitoring System
4.4.2b Low Duty Compressor Control Screen Shot 4.10b Gas Detection Panel
4.4.2c Low Duty Compressor Monitoring Screen Shot 4.10c Gas Detection System Machinery Trip Cause and Illustrations
Effect 5.1a Temperature Sensors in Secondary Barrier, Trunk Deck
4.5 Boil-Off/Warm-Up Heaters and Duct Keel
4.11 Emergency Shutdown System 5.1b Temperature Sensors in Cofferdams
Illustrations

4.5a
4.5b
Boil-Off/Warm-Up Heaters
Boil-Off/Warm-Up Screen Shot
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4.11.1
4.11.2
Illustrations
Emergency Shutdown and Tank Protection System
Ship-Shore Link - Pneumatic
5.1c Temperature Monitoring Screen Shot
5.2 Interbarrier Space and Insulation Space Pressure Control
Illustrations
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4.6 LNG Vaporiser 4.11.1a Emergency Shutdown System Architecture
4.11.1b Fibre-Optic/Electric System Configuration Module 5.2a Nitrogen Pressure Control System Screen Shot
Illustrations 4.11.1c Control Panels 5.2b No.1 Tank Nitrogen Pressure Control System Screen
4.11.1d System Block Shot
4.6a LNG Vaporisers
4.11.2a Emergency Air System
4.6b LNG Vaporisers Screen Shot
4.11.2b ESDS Screen Shot
4.11.2c Control Flow Chart for ESDS 5.3 Cofferdam Heating System
4.7 Forcing Vaporiser and Mist Separator 5.3.1 Glycol Water Heater
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4.7.1 Forcing Vaporiser 4.12 Relief Systems 5.3.2 Cofferdam Heating and Control
4.7 2 Natural Boil-Off Mist Separator 5.3.3 Hull Ventilation
4.12.1 Cargo Tank Relief Valves
4.7.3 Forcing Boil-Off Mist Separator Illustrations
4.12.2 Insulation Space Relief Valves
4.7.4 Spray Pre-Coolers
4.12.3 Pipeline Relief Valves 5.3.1a Glycol Water Heater System in the Cargo Motor Room
Illustrations 5.3.2a Cofferdam Heating Control System Screen Shot
Illustrations
4.7.1a Forcing Vaporiser 5.3.2b Cofferdam Heating System
4.12.1a Pressure Relief Valve Operation 5.3.3a Hull Ventilation
4.7.1b Forcing Vaporiser Screen Shot
4.12.2a Pilot Operated Safety Relief Valve
5.4 Fire Fighting Systems 6.2 Post Dry Dock Operation 6.5 Loaded Voyage with Boil-off Gas Burning
5.4.1 Engine Room Fire Main System 6.2.1 Initial Insulation Space Inerting 6.5.1 Gas Burning Overview
5.4.2 Fire and Deck Wash System 6.2.2 Drying Cargo Tanks 6.5.2 Operational Overview of the Fuel Gas System
5.4.3 Sea Water Spray System 6.2.3 Inerting Cargo Tanks
Illustration
5.4.4 Deck Dry Powder System 6.2.4 Gassing-Up Cargo Tanks
5.4.5 CO2 Fire Extinguishing System 6.2.5 Cooling Down Cargo Tanks 6.5.1a Gas Firing (Tank Pressure Control)
5.4.6 Fire Detection System 6.5.2a Gas Firing with Forcing Vaporiser
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Illustrations
5.4.7 Quick-Closing Valves, Fire Dampers and 6.5.2b Gas Firing with Forcing Vaporiser - Return to Shore
Emergency Stops System 6.2.1a Initial Insulation Space Inerting 6.5.2c Gas Combustion Unit Screen Shot
5.4.8 Engine Room Water Mist Fire Extinguishing System 6.2.2a Drying Cargo Tanks (Summer) 6.5.2d Vent Mast Screen Shot
5.4.9 Galley Deep Fat Fryer Wet Chemical System 6.2.2b Drying Cargo Tanks (Winter) 6.5.2e Fuel Gas Management Overview Screen Shot
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5.4.10 First Aid Fire Fighting System 6.2.3a Inerting 6.5.2f Fuel Gas Management Screen Shot
6.2.4a Gassing-Up (Venting) 6.5.2g LD Start Sequence on GCU Screen Shot
Illustrations
6.2.4b Gassing Up - GCU 6.5.2h Forcing Vaporiser Screen Shot
5.4.1a Engine Room Fire Main System 6.2.4c Gassing-Up (Return to Shore) 6.5.2i Forced Gas Sequence Engines Running
5.4.2a Fire and Deck Wash System 6.2.5a Initial Cooling Down
5.4.3a Water Spray System 6.6 Discharging
5.4.4a Dry Powder System on Deck 6.3 Ballast Passage 6.6.1 Preparations for Discharging
5.4.4b Dry Powder System 6.3.1 Cooling Down Cargo Tanks Prior to Arrival 6.6.2 Liquid Line Cooldown Before Discharging
5.4.5a CO2 Fire Extinguishing System 6.3.2 Spraying During Ballast Voyage, Single Tank 6.6.3 Arm Cooldown Before Discharging
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5.4.6a Fire Detection Panel 6.3.3 Sloshing Inside the Cargo Tanks 6.6.4 Discharging With Vapour Return from Shore
5.4.7a Quick-Closing Valves and Fire Dampers System 6.6.5 Discharging Without Vapour Return from Shore
Illustrations
5.4.8a Water Mist Fire Extinguishing System 6.6.6 Ballasting
6.3a Ballast Voyage
Illustrations
6.3.1a Cooling Down Cargo Tanks Prior to Arrival on Ballast
5.5 Cargo Machinery Fresh Water Cooling System
Voyage 6.6.1a Preparation for Discharging
6.3.2a Cooling Down Single Cargo Tank Prior to Arrival on 6.6.2a Liquid Line Cooldown Before Discharge
Illustrations
Ballast Voyage 6.6.3a Arm Cooldown Before Discharge
5.5a Cargo Machinery Fresh Water Cooling System
5.6 Forward Bilge System
Illustrations ft
6.4 Loading

6.4.1
6.4.2
Preparations for Loading
Cargo Lines Cooldown

6.6.4a
6.6.4b
6.6.4c
6.6.5a
6.6.5b
LNG Discharge With Vapour Return from Shore
Four Step Discharge Screen Shot
Eight Step Discharge Screen Shot
LNG Discharge Without Vapour Return from Shore
Manifold Screen Shot
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6.4.3 Loading Cargo with Vapour Return to Shore via One 6.6.6a Ballasting - Pumping
5.6a Forward Bilge System High Duty Compressor 6.6.6b Ballast Pump Screen Shot
5.6b Bilge System on Deck 6.4.4 Draining and Inerting Manifold Pipes and Loading
Arms
6.7 Pre Dry Dock Operations
Section 6: Cargo Operations 6.4.5 Deballasting
6.7.1 Stripping and Line Draining
Illustrations
6.7.2 Tank Warm-Up
6.1 Insulation Space Pressurising 6.4.1a Preparations for Loading 6.7.3 Gas Freeing
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6.1.1 Insulation Space Inerting 6.4.2a Cargo Line Cooldown 6.7.4 Aerating
6.1.2 In-Service Test 6.4.3a To Load Cargo With Vapour Return to Shore
Illustrations
6.4.3b Cargo Manifold Screen Shot
Illustrations 6.4.3c Loading No.1 and No.2 Tanks Screen Shot 6.7.1a Stripping to No.3 Tank while Maintaining Gas Burning
6.1.1a No.1 Tank Nitrogen Pressure Control System Screen 6.4.3d Loading No.3 and No.4 Tanks Screen Shot 6.7.1b Stripping All Tanks without Maintaining Gas Burning
Shot 6.4.4a Manifold/ Shore Lines Draining 6.7.2a Warming-Up -1st Step with Gas Burning
6.1.1b IBS and IS Piping Arrangement 6.4.5a Deballasting - Running 6.7.2b Warming-Up - 2nd Step
6.1.1c Insulation Space Inerting 6.4.5b Deballasting - Pumping 6.7.3a Gas Freeing the Cargo Tanks
6.1.2a In-Service Test 6.4.5c Ballast System Screen Shot 6.7.3b Inert Gas System Valves
6.7.3c Gas Freeing Liquid Lines 7.4 Emergency Cargo Pump Installation
6.7.3d Gas Freeing Spray Lines
6.7.3e Gas Freeing Machinery Space and Vapour Line Illustrations
6.7.4a Aerating Cargo Tanks 7.4a Emergency Cargo Pump Installation Sequence
6.8 One Tank Operations 7.5 Fire and Emergency Breakaway
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6.8.1 Warm-Up
6.8.2 Gas Freeing 7.6 Ship-to-Ship Transfer
6.8.3 Aerating 7.6.1 General Safety
6.8.4 One Tank Drying/Inerting 7.6.2 Pre-Mooring Preparations
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6.8.5 One Tank Gassing-Up and Cooling Down 7.6.3 Mooring
Illustrations 7.6.4 Transfer Operations
7.6.5 Unmooring
6.8.1a Warming-Up - One Tank
6.8.2a Gas Freeing - One Tank
6.8.3a Aeration - One Tank 7.7 Cold Spots on Inner Hull
6.8.4a Drying - One Tank
6.8.4b Inerting - One Tank
6.8.5a Gassing-Up - One Tank 7.8 LNG Jettison
6.8.5b Cooldown - One Tank
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Illustrations
7.8a LNG Jettison
Section 7: Emergency Procedures
7.9 Vent Mast on Fire
7.1 LNG Vapour Leakage into Barrier Spaces
Illustrations
7.1a Interbarrier Space Purge
7.2 LNG Liquid Leakage into the Interbarrier Spaces (IBS)
Illustrations ft
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7.2a LNG Leakage to IBS
7.2b Portable Liquid Level Gauge
7.3 Water Leakage to Insulation Space (IS)
Illustrations
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7.3a Water Evacuation from Insulation Space
7.3b Water Evacuation from Insulation Space
7.3c Leakage Pipe
Issue and Update Control This manual was produced by:
This manual is provided with a system of issue and update control. WORLDWIDE MARINE TECHNOLOGY LTD.
Controlling documents ensures that: For any new issue or update contact:
Documents conform to a standard format; The Technical Director
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Dee House
Amendments are carried out by relevant personnel; Zone 2
Each document or update to a document is approved before Parkway
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issue; Deeside Industrial Park
CH5 2NS
A history of updates is maintained; UK
Updates are issued to all registered holders of documents;
E-Mail: manuals@wmtmarine.com
Sections are removed from circulation when obsolete.
Document control is achieved by the use of the footer provided on every page
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and the issue and update table below.
In the right-hand corner of each footer are details of the pages section number
and title followed by the page number of the section. In the left-hand corner of
each footer is the issue number.
Details of each section are given in the first column of the issue and update
control table. The table thus forms a matrix into which the dates of issue of the
original document and any subsequent updated sections are located.
The information and guidance contained herein is produced for the assistance
of certificated officers who by virtue of such certification are deemed
competent to operate the vessel to which such information and guidance refers. ft
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Any conflict arising between the information and guidance provided herein and
the professional judgement of such competent officers must be immediately
resolved by reference to the Technical Operations Office.
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Cargo Symbols and Colour Scheme
Sounding Head with

Stop Valve Storm Valve With Hand Wheel Spool Piece Drain Silencer
Screwed Cap
Sounding Head with Self-

LNG Liquid Screw-Down Non-Return Overboard Discharge Centrifugal Fan Bilge Hat
Closing Cap and Sampling
Valve
Cock (Self-Closing)
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LNG Vapour
P1 P2 Float Type Air Pipe Head FI Flow Meter Fusible Plug
Angle Stop Valve Pressure Reducing Valve
(With Insect Screen)
Warm LNG Vapour
S
Inert Gas Angle Screw-Down Non- Float Type Air Pipe Head Thermometer Pocket
Solenoid Valve Drain Trap
Return Valve (With Flame-Proof Screen)
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Domestic Fresh Water
A Air Trap / Deaerating Valve
Lift Check Non-Return Valve Vent Pipe with Boss
Air Motor Valve Flame Screen
High Temperature Cooling Water
Swing Check Non-Return M

Low Temperature Cooling Water Foot Valve Boss and Plug
Valve Electric Motor Valve Vent Pipe
Nitrogen
Suction Bellmouth Needle Valve and V-Port Valve Simplex Auto
Gate Valve Diaphragm Operated Valve
Backflushing Filter
Sea Water Diaphragm Operated Valve Simplex Water Strainer
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Butterfly Valve with Positioner (3-Way Control) Needle Valve Dublex Oil Strainer
Hydraulic Oil
W Wax Expansion
Ball Valve Sea Chest
Type Control Valve Locked Cock Oil Tray Coaming
Lubricating Oil
A Butterfly Valve With

Saturated Steam 2-Way Cock Mud Box Auto Vent Valve Ullage Stand with Cover
Air Actuator
Condensate
3-Way Cock (L-Type) Piston Valve Rose Box Remote Operated Valve Pressure Reducing Device
Feed Water
Fire/Deck Water
3-Way Cock (T-Type)
ft Hose Valve
Pilot Operated Tank

Y-Type Strainer
Observation Glass
Emergency Shut-Off Valve
(Wire Operated)
Cylinder Operated Valve with

Scupper
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CO2 Safety / Relief Valve Positioner (3-Way Control A Air Horn
Relief Valve
Rotary Plug Type)
Fuel Oil
Valve Locked Water Separator Self-Contained Type
Angle Safety / Relief Valve S Steam Horn
Open Closed Control Valve
Marine Diesel Oil
Regulating Valve Orifice Gear or Screw Type Pump Simplex Oil Strainer Discharge/Drain
Sludge/Waste Oil
Normally Open
Air
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Self-Closing Valve Blind (Blank) Flange Centrifugal Pump Hopper Without Cover N.O or N.C or
Normally Closed
Bilges
Quick-Closing Valve Flexible Hose Eductor (Ejector) Hopper With Cover Tank Penetration
(Hydraulic Operated)
Electrical Signal
Quick-Closing Valve Spectacle Flange Hand Pump Hose Coupling

(Air Operated) Open Shut
Instrumentation
Flap Check Non-Return

Valve
Electrical and Instrumentation Symbols

CP Capacitance RI RPM Indicator
A: Ammeter CI Compound Indication RCO RPM Counter
6,600V AC Earth AMC: A series Marine Controller
CO2 CO2 Meter RX Revolution Transmitter
AS: Ammeter Selection Switch
O2 O2 Meter RC Revolution Controller
AVC: Alstom Vessel Control
DP Differential Pressure SAH Salinity Alarm (High)
Battery bank BCS: Emergency Generator ACB Switch
440V AC DPAH Differential Pressure Alarm (High) SI Salinity Indication
BCS-B1: No.1 Bus Tie ACB Control Switch
BCS-B2: No.2 Bus Tie ACB Control Switch DPS Differential Pressure Switch SX Salinity Transmitter
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CB: Circuit-Breaker DPX Differential Pressure Transmitter SM Smoke Indication
220V AC 10M Manual Control
I/O Ethernet Network COS-A: Control Mode Selection Switch DPI Differential Pressure Indicator SMX Smoke Transmitter
COS-BT: Bus Tie Control Mode Key Switch DTAH Differential Temperature Alarm (High) TR Temperature Recorder
COS-M: Control Position Selection Switch (ESB-IAS) EM Electromagnetic Flow Meter TOC Temperature Control
Vacuum Circuit-Breaker Redundant 100M CTT: Current Test Terminals FAL Flow Alarm (Low/Non) TI Temperature Indication
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(Open Position) Ethernet Network ECR: Engine Control Room
FOC Flow Controller TIAH Temperature Alarm/Indicator (High)
ECS: Engine Control Switch - Start/Stop
FX Flow Transmitter TIAL Temperature Alarm/Indicator (Low)
Vacuum Circuit-Breaker 10M Field I/O EGD: Ethernet Global Data
FI Flow/Frequency Indication TIAHL Temperature Alarm High/Low Indicator
(Closed Position) Ethernet Network ETS: Earth Test Switch
F: Frequency Meter FS Flow Switch TS Temperature Switch
FVS: Frequency and Voltmeter Selection Switch FSL Flow Slowdown (Low/Non) TT Temperature Transmitter
Vacuum Circuit-Breaker GCS: Governor Control Switch FLG Float Type Level Gauge TSH Temperature Shutdown (High)
(Closed or Open Position) HM: Run Hour Meter HY Hydrazine Detector/Meter TSL Temperature Shutdown (Low)
IRM: Insulation Resistance Meter H 2O Hydrometer VX Vacuum Transmitter
I/O: Input/Output LAH Level Alarm (High) VS Vacuum Switch
Air Circuit-Breaker LT: Lamp Test Pushbutton LAVH Level Alarm (Very High) VA Vacuum Alarm
MB: Machine Bridge VSH Vibration Shutdown
LAEH Level Alarm (Extremely High)
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NB: Network Bridge
LAHH Level Alarm (High High) VI Viscosity Indication
Moulded Case Circuit- PB: Port Synchroconverter
LAL Level Alarm (Low) VC Valve Control
Breaker PC: Port Propulsion Control Cabinet
PE: Port Propulsion Excitation Cabinet LOC Level Controller VAH Viscosity Alarm (High)
PEC: Power Electronic Controller LCH Level Controller (High Alarm) VAHL Viscosity Alarm (High/Low)
Vacuum Contactor Switch
PHS: Panel Heater Switch LCL Level Controller (Low Level) VAL Viscosity Alarm (Low)
with Fuse
PLC: Programmable Logic Controller LCG Local Content Gauge XA Binary Contact
PLS: Propulsion Power Limitation System LI Level Indication XSH Other Shutdown
Disconnecting Switch PM: Port Propulsion Motor LIAL Level Alarm/Indicator (Low ) XSL Other Slowdown
PMS: Power Management System LIAH Level Alarm/Indicator (High) ZI Position Indication
PSI: Phase Sequence Indicator Meter ZS Limit Switch
LIAHL Level Alarm/Indicator (High/Low)
ST
PD
Starter Panel
Power Distribution Board

ft PST:
PT:
PTM:
PTT:
RPRY:
RTS:
Phase Sequence Test Switch
Port Propulsion Transformer
Port Propulsion Premagnetising Transformer
Potential Test Terminals
Reverse Power Relay (Inside Panel)
Emergency Generator Sequence Test Switch
LR
LS
MS
MC
MI
Level Recorder
Level Switch
Microswitch
Motor Control and Indication
Motor Indication (Run/Normal)
XXX
Function is Locally
Available
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SB: Starboard Synchroconverter OAH Oil Content Alarm (High) XXX Functions are Available
SC: Starboard Propulsion Control Cabinet OI Oil Content / O2 Indicator XXXX in Control Room
LD Lighting Distribution Board SE: Starboard Propulsion Excitation Cabinet PAH Pressure Alarm (High)
SHS: Space Heater Switch PAL Pressure Alarm (Low)
SM: Starboard Propulsion Motor XXX Functions are Available
PIAL Pressure Alarm/Indicator (Low)
Connection Box ST: Starboard Propulsion Transformer XXXX on a Local Panel
PIAH Pressure Alarm/Indicator (High)
STM: Starboard Propulsion Premagnetising Transformer
STR: Short-Circuit Trouble Reset Switch PIAHL Pressure Alarm High/Low Indicator
SY: Synchroscope PICAHL Pressure Alarm High/Low Indicator/Control H
Distribution Transformer SYS: Synchroscope Selection Switch POT Proportional Position Indicator XXX Letters outside the circle
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PX Pressure Transmitter XXXX of an instrument symbol
TIB: Transceiver Interface Board L
TL: Synchro Lamps POC Pressure Controller indicate whether high (H),
V: Voltmeter high-high (HH), low (L)
Propulsion Transformer PR Pressure Recorder
VR: Voltage Regulator or low-low (LL) function
PI Pressure Indication is involved
W: Wattmeter PS Pressure Switch O = Open
WHM: Watt/Hour Meter
DG Diesel Generator PSH Pressure Shutdown C = Closed
PSL Pressure Slowdown
PH PH Detector/Meter
EG Emergency Generator
INTRODUCTION Safe Operation Illustrations
The safety of the ship depends on the care and attention of all on board. Most All illustrations that are referred to in the text are located either in-text where
General safety precautions are a matter of common sense and good housekeeping sufficiently small, or above the text, so that both the text and illustration are
and are detailed in the various manuals available on board. However, records accessible when the manual is laid open. When text concerning an illustration
Although this ship is supplied with shipbuilders plans and manufacturers
show that even experienced operators sometimes neglect safety precautions covers several pages the illustration is duplicated above each page of text.
instruction books, there is no single document which gives guidance on
through over-familiarity and the following basic rules must be remembered at
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operating complete systems as installed on board, as distinct from individual
all times. Where flows are detailed in an illustration these are shown in colour. A key of all
items of machinery. The purpose of this one-stop manual is to assist, inform
colours and line styles used in an illustration is provided on the illustration.
and guide competent ships staff and trainees in the operation of the systems Never continue to operate any machine or equipment which
and equipment on board and to provide additional information that may not appears to be potentially unsafe or dangerous and always report
Details of colour coding used in the illustrations are given in the Mechanical
such a condition immediately.
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be otherwise available. In some cases, the competent ships staff and trainees
Symbols and Colour Scheme which is detailed on earlier pages in this Front
may be initially unfamiliar with this vessel and the information in this manual Make a point of testing all safety equipment and devices Matter section.
is intended to accelerate the familiarisation process. It is intended to be used in regularly. Always test safety trips before starting any equipment.
conjunction with shipyard drawings and manufacturers instruction manuals, In particular, overspeed trips on auxiliary turbines must be Symbols given in the manual adhere to international standards and keys to the
bulletins, Fleet Regulations, the ships Captains and Chief Engineers Standing tested before putting the unit to work. symbols used throughout the manual are also given on previous pages in this
Orders, and in no way replaces or supersedes these publications, all of which
Never ignore any unusual or suspicious circumstances, no Front Matter section.
take precedence over this manual.
matter how trivial. Small symptoms often appear before a major
Information relevant to the operation of this vessel has been carefully collated failure occurs. Notices
in relation to the systems of the vessel and is presented in three on board Never underestimate the fire hazard of petroleum products,
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volumes, a CARGO OPERATING MANUAL, a BRIDGE SYSTEMS AND whether fuel oil or cargo vapour. The following notices occur throughout this manual:
EQUIPMENT OPERATING MANUAL and a MACHINERY OPERATING
MANUAL Never start a machine remotely from the cargo and engine
control room without confirming visually that the machine is WARNING
able to operate satisfactorily. Warnings are given to draw readers attention to operations where
The vessel is constructed to comply with MARPOL 73/78. These regulations
DANGER TO LIFE OR LIMB MAY OCCUR.
can be found in the Consolidated Edition, 1991 and in the Amendments dated
1992, 1994 and 1995. In the design of equipment, protection devices have been included to ensure
that, as far as possible, in the event of a fault occurring, whether on the part of CAUTION
The information, procedures, specifications and illustrations in this manual
have been compiled by WMT personnel by reference to shipyard drawings and
manufacturers publications that were made available to WMT and believed to
be correct at the time of publication. The systems and procedures have been
verified as far as is practicable in conjunction with competent ships staff underft the equipment or the operator, the equipment concerned will cease to function
without danger to personnel or damage to the machine. If any of these safety
devices are bypassed, overridden or neglected, then the operation of any
machinery in this condition is potentially dangerous.
Cautions are given to draw readers attention to operations where
DAMAGE TO EQUIPMENT MAY OCCUR.
Note: Notes are given to draw readers attention to points of interest or to

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supply supplementary information.
operating conditions. Description
It is impossible to anticipate every circumstance that might involve a potential The concept of this manual is to provide information to technically competent
Safety Notice
hazard, therefore, warnings and cautions used throughout this manual are ships officers, unfamiliar to the vessel, in a form that is readily comprehensible,
provided to inform of perceived dangers to ships staff or equipment. In many It has been recorded by International Accident Investigation Commissions
thus aiding their understanding and knowledge of the specific vessel. Special
cases, the best operating practice can only be learned by experience. that a disproportionate number of deaths and serious injuries occur on ships
attention is drawn to emergency procedures and fire fighting systems.
each year during drills involving lifesaving craft. It is therefore essential that
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all officers and crew make themselves fully conversant with the launching,
If any information in these manuals is believed to be inaccurate or incomplete, The manual consists of a number of parts and sections which describe the
retrieval and the safe operation of the lifeboats, liferafts and rescue boats.
the officer must use his professional judgement and other information available systems and equipment fitted and their method of operation related to a
on board to proceed. Any such errors or omissions or modifications to the schematic diagram where applicable.
ships installations, set points, equipment or approved deviation from published
operating procedures must be reported immediately to the companys Technical The valves and fittings identifications and symbols used in this manual are the
Operations Office, who should inform WMT so that a revised document may be same as those used by the shipbuilder.
issued to this ship and in some cases, others of the same class.
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Section 1: Design Concept of the Vessel
1.1 Principal Particulars
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1.1.1 Principal Particulars of the Ship
1.1.2 Principal Particulars of Cargo Equipment and Machinery
1.1.3 General Arrangement
1.1.4 Tanks and Capacity Plan
Illustrations
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1.1.3a General Arrangement
1.1.3b Cargo Machinery Room Layout
1.1.4a Tank Location Plan
1.2 Rules and Regulations
1.3
1.3.1 ft
Cargo System Technology
Cargo Containment System Principle
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1.3.2 GTT Mark III Cargo Containment
Illustrations
1.3.1a Cargo Tank Lining Reinforcement
1.3.2a Membrane Cargo Containment (GTT Mark III)

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1.3.2b Interbarrier Space (IBS) Insulation Space (IS) Flat Panel Junction
1.3.2c IBS IS Section of Longitudinal Corner
1.3.2d Hull Steel Grades
1.4 Hazardous Areas and Gas Dangerous Zones

Illustrations
1.4a Hazardous Areas and Gas Dangerous Zone Plan
Document Section 1: British Emerald Date: September 2008
British Emerald
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ft
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Issue: Final Draft - September 2008 IMO No. 9333591 Section 1.1.1 - Page 1 of 2
1.1 Principal Particulars Summer Freeboard: 7.696m

Alternative Summer Draught: 11.155m
1.1.1 Principal Particulars of the Ship Alternative Displacement: 105,000 mt
Alternative Deadweight: 73,099mt
Ship Name: British Emerald
Alternative Freeboard: 8,761m
Radio Call Sign: MIBR
Ballast Draught: 9.65m
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IMO No: 9333591
Ballast Displacement: 93,558.3mt
Official No: 739297
Ballast Deadweight: 62,358.3mt
MMSI No: 235050369
Ballast Freeboard: 10.266m
Nationality: British
Height (Keel to Mast Head): 63.89m
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Port of Registry: Douglas (Isle of Man)
Distance Bow to Manifold: 146.47m
Type of Cargo: LNG
Distance Stern to Manifold: 141.96m
Type of Ship: GTlll Membrane Gas Tanker
Distance Bridge to Manifold: 84.0m
Navigation: Worldwide
Distance Manifold to Rail: 3500mm
Class Notation: Lloyds Register of Shipping +100A1, Liquefied
Distance Manifold to Maindeck: 4.938mm
Gas tanker, ShipRight (FDA plus), CM, *IWS,
L1, EP, +LMC, UMS, ICC, CCS, NAV1 with Distance Between Cargo Manifolds: 3000mm
descriptive notes (Pt. HT., BWMP(S), SEA(Hss- Distance Between Bunker/Cargo Manifolds: 2000mm
4), SERS, SCM, MCM, MPMS. Distance Keel to Manifold: 30.938m
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Inmarsat-F77 Tel: 761 114 064 (Bridge) Summer Draught Waterline to Manifold: 18.718m
Inmarsat-F33 Tel: 761 114 038 (Bridge) Ballast Waterline to Manifold: 21.288m
Inmarsat-F77 Fax: 761 114 065
Inmarsat-C (1): 423 500 542 Tonnages
Inmarsat-C (2): 423 500 543 Net Registered: 31,576mt
V-Sat Tel: +44 1932 44 3770 - Bridge Gross Tonnage: 102,064mt
+44 1932 44 3771 - General Office Suez Canal Net: 91,206.94mt

E-mail:
Operator:
+44 1932 44 3772 - Conference Room
+44 1932 44 3773 - Telephone Booth (A deck)
britishemerald@bpfleet.com
BP Shipping Limited ft Suez Canal Gross: 105,467.24mt
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Owner: RBSSAF(19)Limited
Shipbuilder: Hyundai Heavy Industries Ltd
Hull Number: 1777
Date Keel Laid: 03 April 2006
Delivered: 25 July 2007
Length Overall: 288.43m
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Length BP: 275.00m
Moulded Breadth: 44.20m
Moulded Depth: 26.00m
Lightship Displacement: 31,901mt at 3.774m
TPC/FWA: 106.5/273mm
Primary Summer Draught: 12.220m
Summer Displacement: 116,204mt
Summer Deadweight: 84,303mt
1.1.2 Principal Particulars Of Cargo Equipment Accommodation Capacity: 2 Captain class cabins Fast Rescue Boat
And Machinery 4 senior officer cabins Manufacturer: F.R. Fassmer & Co
7 officer cabins No. of sets: 1
Cargo Tanks 1 superintendent cabin Model: FRR 6.5 ID - SF
4 cadet cabins Dimensions: (L x B x H): 6.10m x 2.23m x 2.56m
Tanks: 4 1 pilot cabin (2 berth) Design draught: 0.37m
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Insulation (Primary and Secondary): 279mm thick 3 petty officer cabins Number of persons: 6 -15
Tanks: 38.00 metres width 12 crew cabins Weight: Light load (including loose equipment) 1,700kg
Design Specific Gravity LNG: 470kg/m3 1 suez cabin (6 berth) Hoisting load: (6 persons) 2,150kg
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Maximum Specific Gravity LNG: 500kg/m3 Engine manufacturer: Bukh and Steyr 144VTI, 144bhp with Hamilton 213
Cargo Capacity @ 20C: 155.045.7m3 100% water jet
Lifeboat
Cargo Capacity @ -163C, SG 0.47: 71,778.4mt 98.5% Engine type: Diesel, two circuit water-cooled
Manufacturer: F.R.Fassmer and Co.
Cargo Capacity @ -163C, SG 0.50: 76,360.1mt 98.5% Starting system: Battery
Model: GAR-T 8.8
Maximum Design Pressure: 25kPa Speed: 28 knots with 3 persons, 23 knots with 6 persons
No. of sets: 1
Minimum Working Tank Pressure: 30kPa Fuel tank capacity: 100 litre
Dimensions (L x B x H): 8.82m x 2.70m x 3.35m
Minimum Design Pressure: -10kPa
Number of persons: 40
Cargo Tanks Cargo Tank Safety Valves
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Weight: Light load (including loose equipment) 5,000kg
Manufacturer: Fukui Seisakusho
Cargo Capacity @ 20C: 155,045.70m3 100% Total davit load for
lowering: 8,150kg Type: PORV 10 *12
Cargo Capacity @ -163C, SG 0.47: 71,778.40mt 98.5%
Model: PSL-MD13-131-NS1(B)
Cargo Capacity @ -163C, SG 0.50: 76,360.10mt 98.5% Engine
Tag No: CR105//405,107//407
Cargo Load Rates with Vapour Return Manufacturer: Sabb No. of units: 8
Model: L3.139 LB No. per tank: 2
All Tanks Maximum Loading Rate:
Engine type: Diesel, water-cooled with header tank and external Set pressure: 25kPaG
2 Manifolds; not more than:
3 Manifolds; not more than:
Single Tank Maximum Loading Rate:
8,500m3/h
12,500m3/h
3,000m3/h
ft
Davit
Manufacturer:
No. of sets:
keel cooler
F.R.Fassmer and Co.

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Closing pressure:
Blowdown pressure:
Flow rate per valve:
Vacuum setting
22kPaG
3kPa
26,950Nm3/h
-1kPaG
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Cargo Shore Connections System type: D-FH.85
Blowdown pressure: 1kPa
Liquid: 4 x 16" each side Liferafts
Flow rate per valve: 2,716Nm3/h
Liquid Crossover: ND 400ASA 150 raised face, serrated Manufacturer: Viking Lifesaving Equipment Ltd
Vapour: 1 x 16" each side Type: 4 x 25 person davit launch
Fixed Gas Sampling System
Vapour Crossover: D 400 ASA 150c raised face, serrated 1 x 6 person manual launch
Total weight: 258kg each (20 person davit launch) Manufacturer: Consilium Marine AB
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System: Salwico
85kg each (6 person manual launch)
Bunker Shore Connections Salwico model: SW2020
Davit
Diesel Oil: 2 x 14" each side Type: Sample Draw
Manufacturer: Ilho Marine Tech. Continuous 29 min cycle
Diesel Oil Capacity: 6275.5m3 at 95%
Type: D-RC. 21/4.0 Cargo part: 24 - Infrared detectors
Service Speed: 20.0 knots
SWL: 2.1 tonne Sampling range: 0-100% LEL (0-5% vol) methane
Cruising Range: nm Sampling range: 0-100% Vol (0-5% vol) methane
No. of sets: 2
Working radius: 3m
High Duty Compressors Cargo Pumps No. of sets: 2

Manufacturer: Cryostar SA Manufacturer: Ebara International Corporation Type: 6-8-10 d42
No. of sets: 2 Type: 16EC-24, fixed vertical Capacity: 300m3/h at 6mwc suction lift
Model: CM 400/55 Liquid LNG Driving water: 230m3/h at 11 bar
Type: Centrifugal, single-stage, fixed speed with adjustable Capacity: 1,800m3/h at 155mth
inlet guide vanes BEP flow: 1,879m3/h (best efficiency point)
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Main Machinery
Volume flow: 32,000m3/h Minimum flow: 658m3/h (continuous)
Mass flow: 48,818kg/h Operating temperature: -163C Diesel Electric
Inlet gas pressure: 103kPa (absolute) Design pressure: 9.6 bar(g) Diesel Generator Engines
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Outlet gas pressure: 196kPa (absolute) Power required: 487kW (rated)
Manufacturer: Wrtsil
Inlet gas temperature: -140C 497kW (best efficiency point)
Model: 12V50DF
Outlet gas temperature: -112.2C 256kW (shut off)
No. of Engines: 2
Shaft speed: 11,200 rpm 520kW (maximum, at 120% rated capacity)
Type: Four-stroke, V type, dual fuel, turbocharged
Inlet guide vane setting: +80 to -30 angular rotation No. of stages: 1
Maximum power: 11,400kW (MCR) in gas mode, 11,400kW (MCR) in
Type: Single speed, asynchronous, 3-phase No. of sets: 8 (2 per cargo tank) diesel mode
No. of poles: 2 Motor rating: 6600V, 559.5kW, 60Hz, 4-pole Model: 9L50DF
Protection: IP55 Motor speed: 1,800 rpm No. of engines: 2
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Motor speed: 3,578 rpm Starting time: 5.0 seconds (maximum) Type: Four-stroke, in-line, dual fuel, turbocharged
Shaft speed: 11,200 rpm Current: 61A (full load) Maximum power: 29,126kW at 90.6 rpm
Rated motor power: 900kW, 6,600V, 60Hz 373A (starting)
Starting Method Direct on Line Propeller type: Fixed pitch
Low Duty Compressors No. of blades: 5
Manufacturer: Cryostar Ballast Pumps Diameter: 8,600mm
No. of sets: 2 Manufacturer: Shin Shin Hamworthy Machinery Co. Ltd.
Model:
Type:
Rated motor power:

CM2 200
Centrifugal, two-stage, dual speed with variable
diffusor vanes
650/325kW, 6,600V, 60Hz ft No. of sets:
Type:
Model:
3
Vertical, centrifugal with self-priming of No.3
CAD 450-12 V48 ASN (Nos.1 and 2 pumps)
Pitch (mean):
Direction of rotation:
Steering Gear
7,215.23mm
Right-handed
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CAD 450-12 V48 ASN w/PG (No.3 pump) Manufacturer: Yoowon-Mitsubishi Industries Ltd
Motor speed: 3,578 rpm Capacity: 3,000m3/h at 30m (about 3 bar) Model: YDFT-400-4-(45)
Shaft speed: 29,775 rpm
Torque: 3,432kNm at 35
Motors Main pump model: 3V-FH2B-MK x 4
Inert Gas Generator Manufacturer: Hyundai Motor: 55kW
Manufacturer Aalborg - Smit Gas Systems B.V. No. of sets: 3 Torque motor type: PV008
Model: Gln15000-0.25BUFD
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Type: TEFC, IC411
Type: Inert gas and dry-air Model: HLE5 352-66V Bow Thruster
No. of sets: 1 Maximum power output: 375kW Manufacturer: Brunvoll AS
Inert gas delivery rate: 15,000Nm3/h Speed: 1190 rpm Model: FU-100-LTC-2750
Dry air delivery rate: 15,000Nm3/h Starting Method: DOL (Direct-on-line) Type: Electro-hydraulic
Delivery pressure: 25kPag
No. of sets: 1
Ballast Stripping Eductors Input: 2,000kW at 1,180 rpm
Manufacturer: Teamtec Propeller speed: 256 rpm
Auxiliary Boiler Emergency Generator

Manufacturer: Kangrim Industries Co. Ltd Manufacturer: Stamford
No. of sets: 1 No. of sets: 1
Model: MB0406BS11 Model: PM734C1
Type: Vertical oil-fired water tube Type: Single bearing, brushless, self-excited, 4-pole
Evaporation: 15,000kg/h Speed: 1800 rpm
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Steam condition: 1.0MPa Voltage: 450V
Exhaust Gas Economisers Output: 1,150kW, 1,844A, 1,437.5kVA, 0.8pf
Enclosure: IP23
Manufacturer: Kangrim Industries Co. Ltd
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Heating element: 220-260V, 210-325W
No. of sets: 2
Bearing type: Ball bearing, greased for life
Type: Water tube forced circulation type
Excitation: PMG
Exhaust gas flow: 78,480kg/h at 297C
Evaporation: 1,500kg/h
Safety valve setting: 1.6MPa
Main Generators DG1 and DG4
Manufacturer: Alstom
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No. of sets: 2
Model: B225T14
Type: Two bearing, brushless, self-excited, 14-pole
Speed: 514 rpm, 60Hz
Voltage 6,600V, 3-phase
Output: 902A, 10,312.5kVA, 0.8pf
Enclosure: IP 44
Heating element:
Bearing type:
Excitation:
230V, 3 x 915W
ft
Flange mounted, self-aligning, insulated sleeve
Inboard exciter and outboard shaft mounted
permanent magnet generator (PMG)
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Main Generators DG2 and DG3
Manufacturer: Alstom
No. of sets: 2
Model: B225X14
Type: Two bearing, brushless excitation, 14-pole
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Speed: 514 rpm, 60Hz
Voltage 6,600V, 3-phase
Output: 1,203A, 13,750kVA, 0.8pf
Enclosure: IP 44
Heating element: 230V, 3 x 915W
Bearing type: Flange mounted, self-aligning, insulated sleeve
Excitation: Inboard exciter and outboard shaft mounted
permanent magnet generator (PMG)
1.1.3 General Arrangement
Illustration 1.1.3a General Arrangement
Elevation
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13 12 11 9
10
17
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4
2
15
8 7 6 5 Cargo Tank
3 1
16
14
Cross-Section
Upper Deck
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Key
1 - Fore Peak Tank (Void)

2 - Chain Locker
3 - Bow Thruster Room
4 - Bosuns Store
5 - No.1 Cargo Tank
14 13
6 - No.2 Cargo Tank
7 - No.3 Cargo Tank
8 - No.4 Cargo Tank
9 - Manifold Area
10 - Deck House
Tank Top ft 11
12
13
14
15
16
17
-
-
-
-
-
-
-
Cargo Compressor Room
Motor Room
Accommodation
Engine Room
Steering Gear Room
Aft Peak Tank
Lifeboat
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18 - Pipe Duct
19 - Store Space
20 - Rope Store
19
15 14 18 3 4
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20
Principal Particulars
Length OA - 288.43m Freeboard - A Type Main Diesel Generator Engine - Wartsila
Lenght BP - 275.00m Class - LR, +100AI Liquefied Gas Tanker, ShipRight (FDA Plus), Wartsila 12V50DF (V-Type): 11,400kW x 514 rpm; Two (2) Sets
Breadth (Mld) - 44.20m CM, *IWS, LI, EP, +LMC, UMS, ICC, CCS, NAV1 Wartsila 9L50DF (L-Type): 8,550kW x 514 rpm; Two (2) Sets
Depth (Mld) - 26.00m with Descriptive notes (Pt. HT., BWMP(S), Sea(Hss-4)
Draft (Mld) (Design) - 11.47m SERS, SCM, MCM, MPMS)
Draft (Mld) (Scantg/Summer) - 12.20m Propulsion Power - Maximum Propulsion Power: 29,126kW x 90.6 rpm
Illustration 1.1.3b Cargo Machinery Room Layout
Cooler for NBU Level

Mist Separator Auxiliary Level
Alarm Alarm
Control Panel Bilge Lubricating
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Oil Pump
Gearbox
1st Stage LO Cooler
Engine GCU
After-Cooler After-Cooler No.2 LD Bilge
Control Panel Control Panel Compressor
Escape
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Drain
Pot Hatch 2nd Stage Emergency
Auxiliary Escape
NBO Mist Lubricating Hatch
Separator Oil Pump
Gearbox
1st Stage LO Cooler
No.2 LD
Control No.1 LD
No.2 BOG Panel
No.2 BOG Compressor
Heater
Heater
Control Panel
2nd Stage
Motor Room
Auxiliary
Lubricating
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No.1 BOG
No.1 BOG Oil Pump
Heater No.1 LD
Heater Standby
Control Panel Control LO Cooler
Panel Gearbox No.2 Glycol
Water Heater
No.2 HD Main
LNG Compressor No.1 Glycol
Vaporiser Water Heater
FBO Liquid Control Panel
Auxiliary
Separator
ftForcing
Vaporiser
Compressor Room
Gearbox
Lubricating
Oil Pump
LO Cooler
No.2 Glycol
Water Pump
No.1 Glycol
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LNG
Vaporiser Control Panel Water Pump
No.1 HD
Compressor
Ladder to Glycol Header
Forcing Glycol/Water Tank Situated On Top
Vaporiser Mix Tank of Air-Lock Door
From Fresh
(0.2m)
Water Filling
To Header
Bilge Pump Tank
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Recess
Bilge Level
Drains Reserve Oil No.6 Solenoid Gas Vent Alarm Air-Lock Door
Glycol
Cooler Tank Valve Box Drain Tank Storage Tank
(1.0m3) for Cargo (1.34m3) (4.5m)
Bilge
Compressor Room Motor Room
Illustration 1.1.4a Tank Location Plan
Elevation
10 9
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24
18
27
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19 12 13 14
4 3 2 1 22 Cargo Tank
15 16 25 26
20
8 7 6 5 23
11
17
21
Cross-Section
Key
Upper Deck
1 - No.1 Cargo Tank
2 - No.2 Cargo Tank
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3 - No.3 Cargo Tank
4 - No.4 Cargo Tank
5 - No.1 Water Ballast Tank (Port and Starboard)
11 28
9 - Cargo Compressor Room
10 - Motor Room
11 - Engine Room
12 - Fresh Water Tank (Port and Starboard)
13 - Generator Engine Lubricating Oil Settling Tank
(Port and Starboard)
Tank Top ft 14 -
15 -
16 -
17 -
18 -
Generator Engine Lubricating Oil Storage Tank
Marine Diesel Oil Settling Tank (Port and Starboard)
Marine Diesel Oil Storage Tank (Port and Starboard)
Water Ballast Tank in Engine Room
Aft Marine Diesel Oil Bunker Tank
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17 8 7 6 (Port and Starboard)
5
37 18 38 19 - Steering Gear Room
20 - Aft Peak Tank
23 21 - Cooling Water Tank
30 22 - Forward Marine Diesel Oil Bunker Tank
35 23 - Forward Water Ballast Tank (Port and Starboard)
19 32 33 34 36 4 29 3 2 1 24 - Bosuns Store
24
22
25 - Bow Thruster Room
26 - Fore Peak Tank (Void)
31 27 - Chain Locker
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23
28 - Accommodation
39 29 - Pipe Duct
30 - Store Space
18
8 7 6 5 31 - Rope Store
17 32 - Dirty Grey Water Holding Tank (Centre)
33 - Bilge Holding Tank (Centre)
Principal Particulars
34 - Oily Bilge Tank (Centre)
Length OA - 288.43m Freeboard - A Type Main Diesel Generator Engine - Wartsila
35 - Cooling Fresh Water Drain Tank (Centre)
Lenght BP - 275.00m Class - LR, +100AI Liquefied Gas Tanker, ShipRight (FDA Plus), Wartsila 12V50DF (V-Type): 11,400kW x 514 rpm; Two (2) Sets
36 - Marine Diesel Oil Overflow Tank (Centre)
Breadth (Mld) - 44.20m CM, *IWS, LI, EP, +LMC, UMS, ICC, CCS, NAV1 Wartsila 9L50DF (L-Type): 8,550kW x 514 rpm; Two (2) Sets
37 - Inert Gas Generator Gas Oil Service Tank (Port)
Depth (Mld) - 26.00m with Descriptive notes (Pt. HT., BWMP(S), Sea(Hss-4)
38 - High Sea Chest
Draft (Mld) (Design) - 11.47m SERS, SCM, MCM, MPMS)
39 - Low Sea Chest
Draft (Mld) (Scantg/Summer) - 12.20m Propulsion Power - Maximum Propulsion Power : 29,126kW x 90.6 rpm
1.1.4 Tanks And Capacity Plan
Cargo Tanks Diesel Oil Tanks (SG 0.900)

Capacity Centre of Gravity COMPARTMENT Frame Capacities Centre of Gravity
Frame 100% full 98.5% at -163C LCG from VCG above No. Volume Volume Weight LCG from VCG above
COMPARTMENT No. at 20C Midship B.L. 100% Full 95% Full 95% Full Midship BL
SG = 0.47 SG = 0.50
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m3 Tonnes Tonnes Metres Metres m3 m3 Tonnes Metres Metres
No.1 Cargo Tank 115-126 25,952.9 12,014.9 12,781.8 79.70 17.80 Aft MDO Bunker Tank (P) 52-67 431.2 409.6 368.7 -88.54 19.22
No.2 Cargo Tank 99-114 44,878.7 20,776.6 22,102.8 36.43 16.66 Aft MDO Bunker Tank (S) 45-67 534.5 507.9 457.0 -90.50 19.88
No.3 Cargo Tank 83-98 44,885.0 20,779.5 22,105.9 -13.46 16.66 Forward MDO Bunker Tank (P) 127-151 2,491.1 2,366.5 2,129.9 107.53 12.91
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No.4 Cargo Tank 68-82 39,329.1 18,207.4 19,369.6 -60.47 16.66 Forward MDO Bunker Tank (S) 127-151 2,460.2 2,337.2 2,103.5 107.62 12.91
Total 155,045.7 71,778.4 76,360.1 - - MDO Settling Tank (P) 45-51 144.2 137.0 123.3 -99.10 15.37
MDO Settling Tank (S) 45-51 144.2 137.0 123.3 -99.10 15.37
MDO Service Tank (P) 51-59 200.2 190.2 171.2 -93.44 15.19
MDO Service Tank (S) 51-59 200.2 190.2 171.2 -93.44 15.19
Water Ballast Tanks (SG 1.025) Total 6,605.8 6,275.5 5,648.1 - -
Capacities Centre of Gravity
Frame 100% Full 99% Full LCG from VCG above
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COMPARTMENT No. Midship BL Inert Gas Generator Gas Oil Tank (SG 0.900)
m3 m3 Tonnes Metres Metres COMPARTMENT Frame Capacities Centre of Gravity
Forward Water Ballast Tank (Port) 127-151 2,113.9 2,092.8 2,145.1 108.07 11.89 No. Volume Volume Weight LCG from VCG above
Forward Water Ballast Tank (S) 127-151 2,113.9 2,092.8 2,145.1 108.07 11.89 100% Full 95% Full 95% Full Midship BL
No.1 Water Ballast Tank (Port) 114-127 6,451.1 6,386.6 6,546.3 76.53 10.74 m3 m3 Tonnes Metres Metres
No.1 Water Ballast Tank (Starboard) 114-127 6,451.1 6,386.6 6,546.3 76.53 10.74 IGGGO Service Tank (P) 45-52 103.3 98.1 88.3 -98.70 23.18
No.2 Water Ballast Tank (P) 98-114 6,673.7 6,607.0 6,772.1 34.77 8.81 Total 103.3 98.1 88.3 - -
No.2 Water Ballast Tank (S)
No.3 Water Ballast Tank (P)
No.3 Water Ballast Tank (S)
No.4 Water Ballast Tank (Port)
98-114
82-98
82-98
67-82
6,673.7
6,789.3
6,789.3
5,652.8
6,607.0
6,721.4
6,721.4
5,596.3 ft6,772.1
6,889.4
6,889.4
5,736.2
34.77
-14.83
-14.83
-61.13
8.81
8.69
8.69
9.12 COMPARTMENT Frame
Marine Diesel Oil Overflow Tank
Capacities
(SG 0.900)
Centre of Gravity
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No. Volume Volume Weight LCG from VCG above
No.4 Water Ballast Tank (Starboard) 67-82 5,652.8 5,596.3 5,736.2 -61.13 9.12
100% Full 95% Full 95% Full Midship BL
Engine Room Water Ballast Tank (P) 45-67 1,132.7 1,121.4 1,149.4 -92.09 14.54
m3 m 3 Tonnes Metres Metres
Engine Room Water Ballast Tank (S) 45-67 1,147.4 1,135.9 1,164.3 -92.05 14.41
MDO Overflow Tank (C) 57-61 41.6 39.5 35.6 -90.30 1.76
Aft Peak Tank (Centre) -6.1-17 1,483.0 1,468.2 1,504.9 -131.13 13.25
Total 41.6 39.5 35.6 - -
Total 59,124.7 58,533.7 59,997.0 - -
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Lubricating Oil Tanks (SG 0.900)

COMPARTMENT Frame Capacities Centre of Gravity
No. Volume Volume Weight LCG from VCG above
m3 m3 Tonnes Metres Metres
No.1 G/E LO Sump Tank (P) 25-40 32.8 31.2 28.0 -111.50 9.30
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No.2 G/E LO Sump Tank (P) 25-39 34.4 32.7 29.4 -111.90 9.30
No.3 G/E LO Sump Tank (S) 25-39 34.4 32.7 29.4 -11.90 9.30
No.4 G/E LO Sump Tank (S) 25-40 32.8 31.2 28.0 -111.50 9.30
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G/E LO Storage Tank (P) 37-43 76.9 73.1 65.8 -105.50 17.64
G/E LO Storage Tank (S) 37-43 76.9 73.1 65.8 -105.50 17.64
G/E LO Settling Tank (P) 32-37 64.1 60.9 54.8 -109.90 17.64
G/E LO Settling Tank (S) 32-37 64.1 60.9 54.8 -109.90 17.64
Total 416.4 395.8 356.0 - -
Fresh Water Tanks (SG 1.000)
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COMPARTMENT Frame Capacities Centre of Gravity
No. Volume 100% Weight 100% LCG from VCG above
Full Full Midship BL
m3 Tonnes Metres Metres
Fresh Water Tank (Port) 21-31 181.0 181.0 -116.51 17.75
Fresh Water Tank (Starboard) 21-31 181.0 181.0 -116.51 17.75
Total 362.0 362.0 - -
COMPARTMENT Frame
No. Volume
Other Tanks
Capacities
Volume ft
Weight
(SG 1.000)
Centre of Gravity
LCG from VCG above
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m3 m3 Tonnes Metres Metres
Cooling FW Drain Tank (C) 55-57 20.8 20.4 20.4 -92.70 1.76
Oily Bilge Tank (C) 51-55 41.6 40.8 40.8 -95.10 1.76
Bilge Holding Tank (C) 44-51 72.8 71.3 71.3 -99.50 1.76
Dirty Grey Water Holding Tank (C) 39-44 52.0 51.0 51.0 -104.30 1.76
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CW Tank (C) 8.6-17 89.8 88.0 88.0 -125.77 4.93
Sludge Tank (S) 37-51 33.9 33.2 33.2 -102.30 9.25
Total 310.9 304.7 304.7 - -
1.2 Rules and Regulations Gas Carriers Built Between 1976 and 1986 (the GC Code) Liquefied gas is changed from the codes definition of a product having
a vapour pressure of 2.8 bar abs at 37.8C to the proposed definition of a
The regulations covering gas carriers built after 1976 but before 1st July 1986
product having a vapour pressure of 1.76 bar abs at 37.8C. This is a change
Introduction is the Code for the Construction and Equipment of Ships Carrying Liquefied
in the definition from a Reid vapour pressure of 40 psi abs. to 25 psi abs. The
Gases in Bulk known as the Gas Carrier Code or GC Code and adopted under
change in the Reid vapour pressure includes the certain other substances
Since the introduction of liquefied gas carriers into the shipping field, it was assembly resolution A328 (IX).
referred to in para. 1.2 of the Code, but does not include any product in IMOs
recognised that there was a need for an international code for the carriage of Chemical Code except ethylene, which is presently listed in the Code and the
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liquefied gases in bulk. Since 1975 the MSC has approved four sets of amendments to the GC Code,
Chemical Code. The change in the Reid vapour pressure was proposed by the
the latest in June 1993.
U.S. delegation to the IMO but the change was not adopted, although there was
At the beginning of the 1970s, the Marine Safety Committee (MSC) of the apparently no objection to it. The change, however, does not affect the list of
International Maritime Organisation (IMO), known then as the International Gas Carriers Built Before 1977 (the Existing Ship Code) regulated cargoes.
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Consultative Maritime Organisation (ICMO), started work on a gas carrier
The regulations covering gas carriers built before 1977 are contained in the
code with the participation of the major country delegations representing gas Chapter 4 of the Code includes a provision for the evaluation of the insulation
Code for Existing Ships Carrying Liquefied Gases in Bulk first advertised
carrier owners, the International Association of Classification Societies, the and hull steel assuming, for the purpose of design calculations, that the cargo
under assembly resolution A 329 (IX). Its content is similar to the GC Code,
United States Coast Guard and several other international associations. tanks are at the design temperature and the ambient outside air and sea design
though less extensive.
temperatures as follows:
The result of this work was the Code for the Construction and Equipment of
The existing ship code was completed in 1976 and remains as an IMO
Ships Carrying Liquefied Gases in Bulk introduced under assembly resolution
recommendation for all gas carriers in this fleet of ships. General Worldwide
A328 (IX) in November 1975.
The IGC Code requires that a certificate (International Certificate of Fitness Still air: +5C (41F)
This was the first code developed by the IMO having direct applicability to
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for the Carriage of Liquefied Gases in Bulk) must be issued to all new gas
gas carriers. Sea water: 0C (32F)
carriers. The certificate should comply to a pro-forma, as set out in Model
Form attached as an appendix to the code and should be available on board
The intention was to provide a standard for the safe bulk carriage of liquefied Chapter 4 also provides that each administration may set higher or lower ambient
all new gas carriers.
gases (and certain other substances) by sea by prescribing design and design temperatures. This document proposed the following temperatures:
constructional features of ships and their equipment, so as to minimise risks to
The basic philosophy behind the code is summarised in the International Code
ships, their crew and the environment. Any Waters in the World, Except Alaskan Waters
for the Construction and Equipment of ships Carrying Liquefied Gases in Bulk
which is readily available on board in the ships library.
The GC code has been adopted by most countries interested by the transport Air (at 5 knots): -18C (0F)
of SOLAS.
The USCG have added some extra requirements to the GC Code for ships
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of liquefied gases by sea, as well as all classification societies, and is now part
Preamble
Most of the provisions in the IMO code are covered by the Classification
Societys rules and regulations, however, attention must be drawn to the fact
Still sea water:
Alaskan Waters
0C (32F)
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trading in the USAs waters. that it contains requirements that are not within the scope of classification as
Air (at 5 knots): -29C (20F)
defined in the societys rules, for example, chapter II Ship Survival Capability,
The applicability of the code is as follows: chapter XIV Personnel Protection and chapter XVII Operating Requirements. Still sea water: - 2C (28F)
Gas Carriers Built After June 1986 (the IGC Code) However, where the societies are authorised to issue the International The proposed regulations specify enhanced grades of steel for crack arresting
The code which applies to new gas carriers (built after June 1986) is the Certificate of Fitness, these requirements, together with any amendments or purposes in the deck stringer, sheer strake and bilge strake. The minimum
International Code for the Construction and Equipment of Ships carrying interpretations adopted by the appropriate national authority, will be applied acceptable grade for the deck stringer and the sheer strake is Grade E or an
Liquefied Gases in Bulk known as the IGC Code.
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where applicable. equivalent steel that is specially approved by the Commandant (G-MMT). The
minimum acceptable grades for the bilge strake are Grade D, or Grade E or an
At a meeting of the MSC in 1983 approving the second set of amendments to Since the IMO recommendations defer some matters to the discretion of each equivalent steel that is specially approved by the Commandant (G-MMT).
SOLAS, the requirements of the IGC Code become mandatory with almost administration, and in other matters are not specific enough for Coast Guard
immediate effect. regulatory purpose, several major changes have been introduced from the The Code allows pressure and temperature control of cargoes by venting cargo
code in the proposed Coast Guard rules. These changes are discussed in the vapours to the atmosphere when the vessel is at sea and in port if accepted by
following paragraphs. the receiving administration. It is proposed to prohibit normal venting of cargo
into the atmosphere in many ports.
Issue: Final Draft - September 2008 IMO No. 9333591 Section 1.2 - Page 1 of 2
The Code requires the cargo system to be designed to withstand the full vapour 1991, 1992 and 1994 and 1998. GMDSS amendments including q) OCIMF Standardisation of Manifold for Refrigerated Liquefied
pressure of the cargo under conditions of the upper ambient design temperature, International Code for the Construction and Equipment of Ships Gas Carriers (LNG).
or have other means to maintain the cargo tank pressure below the maximum Carrying Liquefied Gases in Bulk (IGC-code) (herein called
allowable relief valve setting (MARVS) of the tank. These regulations propose SOLAS). r) OCIMF Guidelines and Recommendations for the Safe Mooring
that when the cargo carried is a liquefied gas, the cargo tank pressure must be of Large Ships at Piers and Sea Islands (except special
maintained below the design vapour pressure indefinitely, the pressure on the d) International Convention for the Prevention of Pollution from conditions of the intended terminal).
LNG tank would be maintained below the design pressure for a period of not Ships, 1973 (Annex I, IV &V), as modified by the Protocol
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less than 21 days. Cargo tank pressure may be maintained below the design 1978 relating thereto (herein called MARPOL 73/78) and s) OCIMF Ship to Ship Transfer Guide (Liquefied Gases) 1995.
pressure by several methods including refrigeration systems, burning boil-off amendment 1987, 1989, 1991 and 1992.
in waste heat or catalytic furnaces, using boil-off as fuel, or a combination of t) SIGTTO Recommendations for Emergency Shut Down Systems
these methods. Using the boil-off as a fuel for propulsion is limited to a vessel e) Convention on the International Regulations for Preventing 1997.
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carrying LNG. Collisions at Sea, 1972 with Amendments of 1981, 1987 and
1989 as amended by resolution A493(XII) and A494(XII). u) SIGTTO Recommendations for the Installation of Cargo
The proposed regulations also include the following: Strainers.
f) International Convention on Tonnage Measurement of
1. Transfer requirements for vinyl chloride. Ships, 1969, as amended by IMO Resolution A493(XII) and v) IMO Resolution A708(17) Navigation Bridge Visibility and
A494(XII). Function.
2. Loading requirements for methyl acetylene propadiene mixture.
g) International Telecommunication convention, 1973 with annex w) International Electro-technical Commission (IEC).
3. Additional operating requirements. and revisions 1974, 1982 and 1983/87.
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x) IMO Publication No.978 Performance Standards for Navigational
4. Requirements for inspection or re-inspection of US flag vessels at intervals h) IMO Resolution A343(IX) Recommendation on method of Equipment (1988 edition).
that are the same as for vessels inspected under Sub-chapter D. Inspection measuring noise levels at listening posts.
for certification would be required every 2 years and re-inspection would be y) ISO 8309-1991 Refrigeration Light Hydrocarbon Fluids.
required between the 10th and 14th month following the issue of a Certificate i) IMO Resolution A468(XII) Code on Noise Levels Onboard Measurement of liquid levels in tanks containing liquefied gases
of Inspection. Ships. electric capacitance gauges.
5. Requirements for the initial and periodic inspections and tests of the cargo j) USGG for foreign flag vessels operating in the navigable waters z) IMO Resolution A601(15) Provision and display of manoeuvring
containment system, cargo and process piping, and hull heating and cold of the United States except Alaskan waters (CFR Title 33- information on board ships.
spots.
The proposed Coast Guard regulations and the Classification Societys rules
have cross-references showing the corresponding IMO code numbers to allow ft Navigation and Navigable Waters, Part 155, 156, 159 and 164
and CFR Title 46-Shipping, Part 154) and Public Law 95-474,
1978 Port and Tanker Safety Act 1979.
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identification of the required paragraph. k) ISO draft proposal No.6954 Guidelines for Overall Evaluation
of Vibration in Merchant Ships, 1984.
The latest version of the following regulations and recommendations l) ILO convention concerning crew accommodation on board
incorporating all subsequent additions and amendments currently in force, or ships, No.92 and 133.
agreed between the owner and the builder, but awaiting ratification, enactment
or implementation at the time of signing of the contract shall be applied. m) ILO Guide to Safety and Health in Dock Work, 1977 and
1979.
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a) Maritime Rules and Regulations of Korea, Indonesia, Malaysia,
Oman, Australia, Japan and Qatar for entry into those ports. n) SOLAS 1994 Chapter V, Emergency Towing Arrangements for
Tankers.
b) International Convention on Loadlines, 1966, amendments
1971,1975, 1979 and 1983 and Protocol of 1988 as amended by o) ICS guide to helicopter / ship operations.
Resolution A513(XIII) / A514(XIII).
p) OCIMF Recommendations on Equipment for the Towing of
c) International Convention for the Safety of Life at Sea, 1974 with Disabled Tankers, September 1981.
Protocol of 1978 and Amendments of 1981, 1983, 1989, 1990,
GTT III TANK LAYOUT
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1.3 Cargo System Technology Illustration 1.3.1a Cargo Tank Lining Reinforcement
1.3.1 Cargo Containment System Principle
The Cargo Containment System consists of four double insulated cargo tanks
encased within the inner hull and situated in-line from forward to aft. The Side Passageway
containment system serves two purposes:
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To contain LNG cargo at cryogenic temperature (-160C)
Trunk Void
To insulate the cargo from the hull structure
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Cofferdam
The spaces between the inner hull and outer hull are used for ballast and will
also protect the tanks in the event of an emergency situation, such as collision
or grounding. The ballast spaces around the cargo tanks are divided into two
double bottom wing tanks, port and starboard for each cargo tank. The double
bottom tanks extend to the upper deck level.
The cargo tanks are separated from other compartments, and from each other,
by five transverse cofferdams which are all dry compartments. The LNG to Primary Barrier
be transported is stored in the four cargo tanks numbered 1 to 4, from fore to (304L SS 1.2mm Thick)
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aft. All cargo tanks have an octagonal transverse section matching with the
supporting inner hull.
Between the two transverse bulkheads, each tank is composed of a prism

placed in a direction parallel to the keel plate. Secondary Barrier
(Triplex Scab 0.7mm Thick)
The boundaries of the tanks are as follows:
One flat bottom, parallel to the keel plate raised along the ships
plating by two inclined plates, one on each side.
Two vertical walls each extended at their upper parts by an
inclined plate, in order to limit the liquid free surface effect
when the tanks are full. ft
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One flat top parallel to the trunk bottom.
The materials used for the hull structure are designed to withstand varying
degrees of low temperature. At temperatures below their specified limits, these
steels will crystallise and embrittle. The materials used for the containment
Key Primary Insulation (IBS)
system are required to reduce the heat transfer from the hull structure to
minimise the boil-off gas from the cargo, as well as to protect the hull structure Ballast
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from the effects of cryogenic temperature. The inner hull is lined with the GTT
Void Secondary Insulation (IS)
Mark III integrated tank system, consisting of a thin and flexible membrane,
called the primary barrier, which bears against a supporting insulation structure Cofferdam Ballast Tank
embodying a secondary barrier and further secondary insulation bolted
and glued to the inner hull. This construction ensures that the entire cargo Pipe Duct
hydrostatic load is transmitted through the membrane and insulation to the Pipe Duct
steel plating of the inner hull structure and thereby to the hull plating of the
vessel.
Illustration 1.3.2a Membrane Cargo Containment (GTT Mark III)
Plywood
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Plywood
Corner
ft
Stainless Steel
Plywood
Flat Joint
Primary Barrier
304 SS 1.2mm Thick
Secondary Barrier
(Triplex, 0.7mm Thick) Plywood
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PUF Packing
Glass Wool
R-PU Foam 100mm

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R-PU Foam
170mm
12.5mm
Mastic
Cylindrical Plug Level Wedge
1.3.2 GTT Mark III Cargo Containment Secondary Barrier any reason, the effect may be a lowering of the inner hull steel temperature, ie,
a cold spot and an increase in boil-off from the affected tank. Increased boil-off
is of no direct consequence to the safety of the vessel, as any excess gas may
Membrane or Primary Barrier Material: Composite material made out of a 70 microns aluminium
be burnt as BOG, and as a last resort vented to atmosphere via the forward riser
foil bonded in between two glass cloth layers (overall
at No. 1 tank. The inner hull steel temperature must, however, be maintained
The membrane is an assembly of corrugated sheets 1.2mm thick, made of thickness # 0.7mm)
within acceptable limits to prevent possible brittle fracture.
AISI304L stainless steel. The sheets, lap-welded together, have two sets of
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orthogonal corrugations of ogival shape, where the nominal pitch is equal to The insulation and secondary barrier assembly is composed of the following
Thermocouples are distributed over the surface of the inner hull, but unless a
340mm by 340mm. The corrugations cross each other by means of geometrical elements, as shown in illustrations:
cold spot occurs immediately adjacent to a sensor, these can only serve as a
surfaces which are termed knots. general indication of steel temperature. To date, the only sure way of detecting
Level wedges, fixed to the inner hull and forming a rectangular pattern, serve
cold spots is by frequent visual inspection of the ballast spaces on the loaded
as a support for the insulation panels bonded to them. The plywood panels
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So that the elongation of the sheets in the two directions of the corrugations voyage.
will be the same for the same applied load, it is necessary to give different of the insulation barrier are secured to the inner hull by studs The level
dimensions to the corrugations of the two sets. Consequently there is one set wedge thickness are individually calculated to take into account any slight
The grade of steel required for the inner hull of the vessel is governed by the
of large corrugations, parallel to each other, and one set of small corrugations, irregularities in the inner hull surface.
minimum temperature this steel will reach at minimum ambient temperature,
also parallel to each other but at right-angles to the first set. Each sheet is assuming the primary barrier, the stainless steel membrane, has failed, so that
formed on an automatic folding machine using special tools. Insulating sandwich panels, composed of an outer plywood face, onto which
the LNG is in contact with the secondary barrier.
is bonded the membrane sheets and two layers of insulating foam, form the
On each of the tank walls, the corrugations present a pattern of squares, with actual interbarrier and insulation space barrier. Between the IBS and IS foam
In addition to failure of the membrane, local cold spots can occur due to failure
each set of corrugations being parallel to one of the axes of the vessel. layers there is a triplex membrane (scab) bonded onto the IS foam and forms
of the insulation.
the impervious barrier to the nitrogen circulation, known as the secondary
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Along the edges of the tank the joining of the corrugations on two adjacent barrier.
While the inner hull steel quality has been chosen to withstand the minimum
walls takes place by means of angle pieces, each one formed by folding temperature likely to occur in service, prolonged operation at steel temperatures
corrugation into a specially designed knot. The insulating sandwich panels are assembled by bonding with polyurethane or
below 0C will cause ice build-up on the plating, which in turn will cause a
epoxy glue. Insulation continuity between the panels is assured by glass wool
further lowering of steel temperature due to the insulating effect of the ice. To
The sheets are fixed to the supporting insulation along half their perimeter by (flat joint) which is sandwiched between PVC films. Tightness and continuity
avoid this, glycol heating coils are fitted in each cofferdam space, of sufficient
welding them onto small stainless steel strips solidly fixed in the insulation of the secondary barrier is achieved by means of a bonded scab-splice made of
capacity to maintain the inner hull steel temperature at 5C under the worst
structure. This anchoring has three purposes; it takes up the unbalanced forces prefabricated ridged polyurethane foam with reinforcing glass fibres.
conditions.
set up by non-uniform or transient temperature conditions, it supports the
weight of the sheets on the vertical walls and roof of the tank, and it allows a
small vacuum in the tank. The half perimeter is overlapped by, and lap-welded
to, the adjacent sheet, the overlap being 30mm. Along the edges and corners of
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the tank, the sheets are anchored to rigid stainless steel corner pieces, and the
For the corners of the tank, the sandwich panels are cut and assembled to form
dihedral and trihedral corners, the joints between the panels of these corners
being formed of precompressed expanded PVC.
The insulation dimensions have been determined to ensure that:

If a cold spot is detected either by the inner hull temperature measurement
system, or by visual inspection, the extent and location of the ice formation
should be recorded. Small local cold spots are not critical, and provided a
close watch and record are kept as a check against further deterioration and
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corners in turn are secured onto the insulation by hardwood keys. spreading of the ice formation, no immediate action is required. If the cold spot
The heat flow into the tank is limited to such an extent that the is extensive, or tending to spread rapidly, flooding of the ballast space should be
The welding process is Tungsten Inert Gas (TIG) without filler metal. evaporation, or boil-off rate, is less than 0.15% per day. carried out. The thermal capacity of the water, plus the improved heat transfer
The inner hull steel does not attain a temperature below its from outside, should maintain the steel temperature at, or near, the ambient sea
Insulating Foam minimum design value, even in the case of failure of the primary water temperature. In the unlikely event that this remedy is insufficient and it
barrier. is considered unsafe to delay discharge of cargo until arrival at the discharge
Material: Load bearing fibreglass reinforced polyurethane
port, the final recourse will be to jettison the cargo via a portable nozzle fitted
foam (RPUF) Any deflections resulting from applied strains and stresses are
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to one of the midships liquid manifolds, using a single main cargo pump.
Density: Approximately 120kg/m3 (10% fibreglass) acceptable by the primary barrier.
Close cell content: 95%
Thickness: 170mm below the secondary barrier In addition to these requirements, the insulation acts as a barrier to prevent any
contact between ballast water and the primary barrier, in the event of leakage
100mm above the secondary barrier
through the inner hull.
The insulation system is designed to maintain the boil-off losses from the
cargo at an acceptable level and to protect the inner hull steel from the effect of
excessively low temperature. If the insulation efficiency should deteriorate for
Illustration 1.3.2b Interbarrier Space (IBS) Insulation Space (IS) Flat Panel Junction
Fitting Components
For Flat Panel
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Cylindrical Plug
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Top Bridge Pad
Nut HM 10
Cylindrical Plug
C
Washer LL 10 Stud
Secondary Barrier Flat Panel

Mastic Strip Level Wedge (Triplex Scab)
Secondary Barrier
Inner Hull
Anchoring Strip
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Flat Joint
Illustration 1.3.2c IBS IS Section of Longitudinal Corner
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Flat Panel
Mastic
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PUF Packing
Stainless Steel
Corner Flat Panel
Flat Joint Primary Barrier Knot

Temperature 304 SS 1.2mm Thick
Sensor Pocket Teflon Block
Flat Panel
Plywood
ft Plywood
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R-PU Foam 100mm
R-PU Foam 170mm
Glass Wool
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12.5mm
Sensor
Secondary Barrier
Level Wedge Mastic (Triplex, 0.7mm Thick)
Cylindrical Plug
Flat Panel
Illustration 1.3.2d Hull Steel Grades
12
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29
28 11
38
22
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Item Temperature th 15 15th 20 20th 25
37
21
C mm mm mm
1 0 / A B
33 10
2 0 / A /
3 0 / A /
27 9 4 0 / D /
36 5 to 8 0 / A /
20
9 and 10 0 E / /
C
32
11 and 12 0 A A /
13 -7 / B D
Ambient conditions for determining material grade of the hull structures are 14 -7 / BZ DZ
based on the worldwide service except Alaskan water as follows: 35 26 15 to 17 -7 / B /
- Air temperature (at 5 knots) : -18 degrees C 19
8 18 -14 E E /
- Sea water temperature : 0 degrees C
19 -24 E E /
- LNG supposed on secondary barrier
20 -27 E E /
The hull structure complies with requirements from Class Society, IGC- code
Statement of Compliance issued).
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requirements and USCG regulation for worldwide use except Alaska (46 CFR 154,
31
25 7
21 and 22
23
24
25
-29
-4
-3
-12
E
A
A
D
E
B
B
D
B
B
/
/
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26 -20 D / /
18 34
27 -23 E / /
6 28 -25 E / /
29 -25 E / /
30 30 -7 EZ / /
17
31 -16 D / /
32 -22 EZ / /
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16
33 -24 E / /
5
15 34 -14 E / /
13 14 24
35 -24 E / /
36 -27 E / /
37 and 38 -29 E / /
23
4
1 2 3
Illustration 1.4a Hazardous Area and Gas Dangerous Zone Plan
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re Cross-Section
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Vent s Sp
diu
Elevation Vent Mast Vent Mast Vent Mast Mast Ra
m
25
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Cargo
Compressor
Room
Cargo Cargo Gear

Compressor Cargo Tank
Locker
Room
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Key
Area Within This Boundary Is

Considered a Gas Dangerous Zone
1.5m Radius
ft 3m Radius
10m Radius
Air Intakes and Openings To Gas-Safe

Spaces Are Not Allowed Within This Boundary Is
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25m Radius
Air Intakes and Openings To Gas-Safe
Upper Deck
Spaces Are Not Allowed Within This Boundary Is
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Cargo Gear
Locker
Cargo Compressor
Room
1.4 Hazardous Areas and Gas Dangerous

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

portable, is certified safe type equipment. This includes intrinsically safe
electrical equipment, flame-proof type equipment and pressurised enclosure
type equipment. Exceptions to this requirement apply when the zones have
been certified gas free, eg, during refit.
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Section 2: Properties of LNG
2.1 Properties of LNG
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2.1.1 Physical Properties and Composition of LNG
Illustrations
2.1.1a Properties of LNG and Methane
2.1.1b Variation of Boiling Point of Methane with Pressure
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2.1.1c Relative Density of Methane and Air
2.2 Characteristics of LNG
2.2.1 Flammability of Methane, Oxygen and Nitrogen Mixtures
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2.2.2 Supplementary Characteristics
Illustrations
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2.2.1a Flammability of Methane, Oxygen and Nitrogen Mixtures
2.2.2a Structural Steel Ductile to Brittle Transition Curve
2.3 Health Hazards

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Illustrations
2.3a Methane Safety Card
2.3b Nitrogen Safety Card

Illustration 2.1.1a Properties of LNG and Methane

Physical Properties of LNG Properties of Methane
Methane CH4 Ethane C2H4 Propane C3H8 Butane C4H10 Pentane C5H12 Nitrogen N2 Boiling point at 1 bar absolute -161.5 0C
Molecular Weight 16.042 30.068 44.094 58.120 72.150 28.016 Liquid density at boiling point 426.0 kg/m3
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Boiling Point at 1 bar absolute (C) -161.5 -88.6 -42.5 -5 36.1 -196 Vapour SG at 150C and 1 bar absolute 0.554
Liquid Density at Boiling Point (kg/m3) 426 544.1 580.7 601.8 610.2 0.8086 Gas volume /liquid volume ratio at -161.50C at 1 bar absolute 619
Vapour SG at 15C and 1 bar absolute 0.554 1.046 1.540 2.07 2.49 0.97 Flammable limits in air by volume 5.3 to 14%
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Gas Volume/Liquid Ratio at
619 413 311 311 205 649
Boiling Point and 1 bar absolute Auto-ignition temperature 595 0C
Non-
Flammable Limits in AIr by Volume (%) 5.3 to 14 3 to 12.5 2.1 to 9.5 2 to 9.5 3 to 12.4
flammable Higher Specific Energy (Gross Heating Value) at 150C 5550 kJ/kg
Auto-ignition Temperature (C) 595 510 468 365/500

Critical temperature -82.5 0C
Gross Heating Normal: 55559 51916 50367 49530 49069
Value at 15C (kJ/kg) Iso: 49404 48944 Critical pressure 43 bar a
Vaporisation Heat at Boiling Point (kJ/kg) 510.4 489.9 426.2 385.2 357.5 199.3
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Composition of Typical LNG
Methane CH4 Ethane C2H4 Propane C3H8 Butane C4H10 Nitrogen N2 C5+ Density (kg/m3)
Arzew 87.4 8.6 2.4 0.05 0.35 0.02 466
Bintulu 91.23 4.3 2.95 1.4 0.12 0 457
Bonny
Das Is
90.4
84.83
5.2
13.39
2.8
1.34
ft
1.5
0.28
0.07
0.17
0.02
0
453
465
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Badak 91.09 5.51 2.48 0.88 0.03 0 N/A
Arun 89.33 7.14 2.22 1.17 0.08 0.01 N/A
Kenai 99.8 0.1 0 0.1 0.1 0 421
Lumut 89.4 6.3 2.8 1.3 0.05 0.05 463

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Marsa el Brega 70 15 10 3.5 0.9 0.6 531
Point Fortin 96.2 3.26 0.42 0.07 0.008 0.01 433
Ras Laffan 90.1 6.47 2.27 0.6 0.25 0.03 457
Skikda 91.5 5.64 1.5 0.5 0.85 0.01 451
Withnell Bay 89.02 7.33 2.56 1.03 0.06 0 460
2.1 Properties of LNG The auto-ignition temperature of methane, ie, the lowest temperature to which
the gas needs to be heated to cause self-sustained combustion without ignition
2.1.1 Physical Properties and Composition of by a spark or flame, is 595C.
LNG
Natural gas is a mixture of hydrocarbons which, when liquefied, form a

clear colourless and odourless liquid; this LNG is usually transported and
y
stored at a temperature very close to its boiling point at atmospheric pressure
(approximately 160C).
The actual composition of LNG will vary depending on its source and on the
op
liquefaction process, but the main constituent will always be methane; other
constituents will be small percentages of heavier hydrocarbons, eg, ethane,
propane, butane, pentane, and possibly a small percentage of nitrogen. A typical
composition of LNG and the physical properties of the major constituent gases
are given in Table 2.1.1a.
For most engineering calculations (eg, piping pressure losses) it can be assumed
that the physical properties of pure methane represent those of LNG. However,
for custody transfer purposes when accurate calculation of the heating value
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and density is required, the specific properties based on actual component
analysis must be used.
During a normal sea voyage, heat is transferred to the LNG cargo through
the cargo tank insulation, causing part of the cargo to vaporise, ie, boil-off.
The composition of the LNG is changed by this boil-off because the lighter
components, having lower boiling points at atmospheric pressure, vaporise first.
Therefore, the discharged LNG has a lower percentage content of nitrogen and
methane than the LNG as loaded, and a slightly higher percentage of ethane,
propane and butane, due to methane and nitrogen boiling-off in preference to
the heavier gases.
The flammability range of methane in air (21% oxygen) is approximately 5.3 ft

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to 14% (by volume). To reduce this range the oxygen content is reduced to 2%,
using inert gas from the inert gas generators, prior to loading after dry dock.
In theory, an explosion cannot occur if the O2 content of the mixture is below
13% regardless of the percentage of methane, but for practical safety reasons,
purging is continued until the O2 content is below 2%. This safety aspect is
explained in detail later in this section.
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The boil-off vapour from LNG is lighter than air at vapour temperatures above
-110C or higher depending on LNG composition, therefore when vapour is
vented to atmosphere, the vapour will tend to rise above the vent outlet and will
be rapidly dispersed. When cold vapour is mixed with ambient air the vapour-
air mixture will appear as a readily visible white cloud due to the condensation
of the moisture in the air. It is normally safe to assume that the flammable range
of vapour-air mixture does not extend significantly beyond the perimeter of the
white cloud.
Illustration 2.1.1b Variation of Boiling Point of Methane with Pressure
TEMPERATURE (OC)
-165 -160 -155 -150 -145 -140 -135 -130 -125 -120 -115 -110 -105 -100 -95 -90 -85 -80 -75 -70 -65 -60 -55 -50 -40 -30 -20 -10 0 25 50 75 100
60
50
y
40
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30
20
Propane
2mol % Ethane
C
10
9
8
7
Methane Ethylene Ethane Propylene Propane bar
6
5
Butadrene N. Butane
1.3
4
ft 3
ata
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2
1
D
0.9
0.8
0.7
0.6
-165 -160 -155 -150 -145 -140 -135 -130 -125 -120 -115 -110 -105 -100 -95 -90 -85 -80 -75 -70 -65 -60 -55 -50 -40 -30 -20 -10 0 25 50 75 100
TEMPERATURE (OC)
Variation of Boiling Point of Methane with Pressure Illustration 2.1.1c Relative Density of Methane and Air
See illustration 2.1.1b, which shows the vapour pressure diagram of liquid
cargoes.
+20
The boiling point of methane increases with pressure and this variation is
shown in the diagram for pure methane over the normal range of pressures on 0
board the vessel. The presence of the heavier components in LNG increases the
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Lighter than air
boiling point of the cargo for a given pressure. - 20
The relationship between boiling point and pressure of LNG will approximately - 40
follow a line parallel to that shown for 100% methane.
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Methane Vapour - 60
Temperature
C - 80
-100
-120
Heavier than air
-140
C
-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
ft Ratio =
Density of Air
(Density of air assumed to be 1.27kg/m3 at 15C)

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

represented by a single point can be read off the diagram. Theoretically, therefore, it is only necessary to add nitrogen to air when inerting 16
Y
M
until the oxygen content is reduced to 13%. However, the oxygen content is 15
Mixtures of air and methane
For example, at point D: reduced to 2% during inerting because, in practice, complete mixing of air and N
14 cannot be produced above
G X line BEFC
Methane: 6.0% (read on axis A-C) nitrogen may not occur. 13
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12
Oxygen: 12.2% (read on axis A-B)
When a tank full of methane gas is to be inerted with nitrogen prior to aeration, 11
Nitrogen: 81.8% (remainder)
The diagram consists of three major sectors:
1. The Flammable Zone Area EDF. Any mixture whose composition ft a similar procedure is followed. Assume that nitrogen is added to the tank
containing methane at point C until the methane content is reduced to about
14% at point H. As air is added, the mixture composition will change along line
HDB, 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
%
O
x
y
g
e
10
9
8
7
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n 6
is represented by a point which lies within this area is air, when inerting a tank full of methane it is necessary to go well below the 5
flammable. theoretical figure to a methane content of 5% because complete mixing of Area HDFC
4
methane and nitrogen may not occur in practice. Capable of forming flammable
3 mixtures with air, but containing
2. Area HDFC. Any mixture whose composition is represented too much methane to explode
2
by a point which lies within this area is capable of forming a The procedures for avoiding flammable mixtures in cargo tanks and piping are
1
flammable mixture when mixed with air, but contains too much summarised as follows:
Z C
methane to ignite. A0 10 H 20 30 40 50 60 70 80 90 100
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1. Tanks and piping containing air are to be inerted with nitrogen as Methane %
3. Area ABEDH. Any mixture whose composition is represented inert gas from the N2 generator before admitting methane until all Area ABEDH
Not capable of forming
by a point which lies within this area is not capable of forming sampling points indicate 5% or less oxygen content. flammable mixture with air
a flammable mixture when mixed with air.
2. Tanks and piping containing methane are to be inerted with
nitrogen as inert gas from the N2 generator before admitting air
until all sampling points indicate 5% methane.
2.2.2 Supplementary Characteristics 2. The major danger from an LNG vapour cloud occurs when
it is ignited. The heat from such a fire is a major problem. A
deflagrating (simple burning) is probably fatal to those within
LNG Spilled on Water
the cloud and outside buildings but is not a major threat to those
1. Boiling of LNG is rapid, due to the large temperature difference beyond the cloud, though there will be burns from thermal
between the product and water. radiation.
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2. LNG continuously spreads over an indefinitely large area,
Reactivity
and it results in a magnification of its rate of evaporation until
vaporisation is complete. Methane is an asphyxiant in high concentrations because it dilutes the amount
of oxygen in the air below that necessary to maintain life. Due to its inactivity,
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3. No coherent ice layer forms on the water. methane is not a significant air pollutant and, due to its insolubility, inactivity,
and volatility, it is not considered a water pollutant.
4. Under particular circumstances, with a methane concentration
below 40%, flameless explosions are possible when the LNG Cryogenic Temperatures
strikes the water. It results from an interfacial phenomenon in
which LNG becomes locally superheated at a maximum limit Contact with LNG or with materials chilled to its temperature of about -160C
until a rapid boiling occurs. However, commercial LNG is far will damage living tissue.
richer in methane than 40% and would require lengthy storage
before ageing to that concentration. Most metals lose their ductility at these temperatures; LNG may cause the
brittle fracture of many materials. In case of LNG spillage on the ships
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5. The flammable cloud of LNG and air may extend for large deck, the high thermal stresses generated from the restricted possibilities of
distances downward (only methane when warmer than -100C contraction of the plating will result in the fracture of the steel.
is lighter than air) because of the absence of topographic
features which normally promote turbulent mixing. Behaviour of LNG in the Cargo Tanks
6. When Agitated By Water When loaded in the cargo tanks, the pressure of the vapour phase is maintained
For example, if a flange drip tray becomes filled with LNG as substantially constant, slightly above atmospheric pressure.
a result of a leaking flange, under no circumstances should a
water jet be directed into the drip tray. Such action will cause
a severe eruption and a rapid expansion/boiling of the LNG
within the tray, resulting in LNG and ice particles being blasted
outwards. The LNG should be allowed to boil-off naturally or ft
The external heat passing through the tank insulation generates convection
currents within the bulk cargo, causing heated LNG to rise to the surface and
is then boiled-off.
The heat necessary for vaporisation comes from the LNG. As long as the
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the drip tray warmed with water spray on the sides or base.
vapour is continuously removed by maintaining the pressure as substantially
constant, the LNG remains at its boiling temperature.
Vapour Clouds
1. If there is no immediate ignition of an LNG spill, a vapour cloud If the vapour pressure is reduced by removing more vapour than is generated, the
may form. The vapour cloud is long, thin, cigar-shaped and, under LNG temperature will decrease. In order to make up the equilibrium pressure
certain meteorological conditions, may travel a considerable corresponding to its temperature, the vaporisation of LNG is accelerated,
distance before its concentration falls below the lower flammable resulting in an increased heat transfer from LNG to vapour.
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limit. This concentration is important, for the cloud could ignite
and burn, with the flame travelling back towards the originating LNG is a mixture of several components with different physical properties,
pool. The cold vapour has a higher density than air and thus, particularly the vaporisation rates; the more volatile fraction of the cargo
at least initially, hugs the surface. Weather conditions largely vaporises at a greater rate than the less volatile fraction. The vapour generated
determine the cloud dilution rate, with a thermal inversion greatly by the boiling of the cargo contains a higher concentration of the more volatile
lengthening the distance travelled before the cloud becomes non- fraction than the LNG.
flammable.
The properties of the LNG, ie, the boiling point and density have a tendency to
increase during the voyage.
Properties of Nitrogen and Inert Gas Hazards

Nitrogen
WARNING
Nitrogen is used on board for the pressurisation of the cargo tank wedge
Due to the absence or to the very low content of oxygen, nitrogen is an
and insulation spaces, the purging of cargo pipelines and heaters, boiler gas
asphyxiant.
lines and Whessoe gauges, and for the sealing of the LNG compressors. It is
produced by the nitrogen generators whose principle is based on hollow fibre
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In a liquid state, its low temperature will damage living tissue and any spillage
membranes to separate air into nitrogen and oxygen.
of liquid nitrogen on the ships deck will result in metal failure (as for LNG).
Physical Properties of Nitrogen

Inert Gas
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Nitrogen is the most common gas in nature since it represents 79% in volume
Inert gas is used to reduce the oxygen content in the cargo system, tanks,
of the atmospheric air.
piping, void spaces and compressors. This is in order to prevent an air/CH4
mixture prior to aeration post warm-up, before refit or repairs and prior to the
At room temperature, nitrogen is a colourless and odourless gas. Its density is
gassing-up operation post refit before cooling down.
near that of air, 1.25kg/m3 under the standard conditions.
Inert gas is produced on board using an inert gas generator supplied by Smit
When liquefied, the temperature is -196C under atmospheric pressure, density
Gas System, which produces inert gas at 15,000Nm3/h with a -45C dew point
of 810kg/m3 and a vaporisation heat of 199kJ/kg.
burning low sulphur content gas oil. This plant can also produce dry-air at
15,000Nm3/h and -45C dew point (see Section 4.9 for more details).
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Properties of Nitrogen
The inert gas composition is as follows:
Molecular weight: 28.016
Nitrogen: 85% by volume
Boiling point at 1 bar absolute: 196C
Carbon dioxide: 14% by volume
Liquid SG at boiling point: 0.8086
Oxygen: <0.5% by volume
Vapour SG at 15C and 1 bar absolute: 0.97
Carbon monoxide: 100 ppm by volume
Gas volume/liquid volume ratio at 196C: 649

Flammable limits:
Dew point of 100% pure N2:
None
Below 80C
ft

Nitrogen oxides (NOx):
Sulphur oxides (SOx):
Dew point:
100 ppm by volume
10 ppm by volume
< -45C
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Chemical Properties Soot: Complete absence
Nitrogen is considered as an inert gas; it is non-flammable and without The inert gas is 5% denser than air: 1.3kg/m3 at 70mb and 30C. (Air weighs
chemical affinity. However, at high temperatures, it can be combined with other 1.25kg/m3 at 70mb and 30C.)
gases and metals.
WARNING
Due to its low oxygen content, inert gas is an asphyxiant.
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Avoidance of Cold Shock to Metal In the event of a major leakage or spillage, the cargo operations must be
stopped immediately, the general alarm sounded and the emergency deck water
Structural steels suffer brittle fracture at low temperatures. Such failures can be spray system put into operation.
catastrophic because, in a brittle steel, little energy is required to propagate a
fracture once it has been initiated. Conversely, in a tough material, the energy
necessary to propagate a crack will be insufficient to sustain it when it runs into
sufficiently tough material.
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Plain carbon structural steels have a brittle to ductile behaviour transition
which occurs generally in the range -50C to +30C. This, unfortunately, Illustration 2.2.2a Structural Steel Ductile to Brittle Transition Curve
precludes their use as LNG materials (carriage temperature -162C). The effect
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is usually monitored by measuring the energy absorbed in breaking a notched
bar and a transition curve, as shown in illustration 2.2.2a, is typical for plain
carbon steels.
For this reason, materials which do not show such sharp transition from ductile
to brittle fracture as the temperature is lowered, have found obvious application
Brittle Fracture transition Ductile
for use in cryogenic situations in general and particularly in liquid methane fracture range (mixed fracture fracture
carriers, for example, invar (36% nickel-iron alloy), austenitic stainless steel, appearance)
9% nickel steel and some aluminium alloys such as 5083 alloy. All of these
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materials behave in a ductile manner at -162C, so that the chance of an
unstable brittle fracture propagating, even if the materials were overloaded, is
negligible.
In order to avoid brittle fracture occurring, measures must be taken to ensure For a typical mild steel:
Notched
that LNG and liquid nitrogen do not come into contact with the steel structure bar test
T1 might be -30;
T2 might be +15.
of the vessel. In addition, various equipment is provided to deal with any energy
Although this depends
absorbed
leakages which may occur. on composition, heat
treatment etc. the curve
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 from the deck and down the ships side with water
supplied from the fire and wash deck main. The deck fire main must always ft can shift to left or right.
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be available and the manifold water curtain in operation when undertaking any
cargo operation. Additionally, fire hoses must be laid out to each liquid dome
to deal with any small leakages which may develop at valves and flanges.
Permanent drip trays are fitted underneath the items most likely to cause
problems and portable drip trays are available for any other requirements.
During any type of cargo transfer, and particularly whilst loading and
T1 T2
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discharging, constant patrolling on deck must be conducted to ensure that no
leakages go undetected.
In the event of a spillage or leakage, water spray should be directed at the

spillage to disperse and evaporate the liquid and to protect the steelwork. The
leak must be stopped, suspending cargo operations if necessary.
2.3 HEALTH HAZARDS

FIRE AND EXPLOSION DATA
Illustration 2.3a Methane Safety Card
Flash Point -175C approx. Explosive Hazards
Auto-Ignition Temperature -175C approx. Vapour can form a flammable mixture with air which, if ignited,
METHANE/LNG SYNONYMS may release explosive force causing structural damage.
Flammable Limits -5-16% by volume.
Appearance: Colourless Carburetted Hydrogen
THE MAIN HAZARD Firedamp
Colour: Very faint, nearly
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Hydrogen Bicarbide
odourless FLAMMABLE. Liquefied Natural Gas
UN Number: 1972/1971 LNG CHEMICAL DATA
Marsh-Gas
MFAG table: 620
Methyl-Hydride Formula - CH4. Chemical Family - Hydrocarbon.
MTH
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EMERGENCY PROCEDURES
STOP GAS SUPPLY. Do not extinguish flame until gas or liquid supply has been shut off, to avoid
Fire possibility of explosive re-ignition. Extinguish with dry powder, halon or carbon dioxide. REACTIVITY DATA
Cool tanks and surrounding areas with water.
Water, Fresh or Salt - No dangerous reaction; Other Liquids or Gases
Liquid DO NOT DELAY. Flood eye gently with clean fresh water. Force eye open if necessary. Do not rub may freeze to form ice or hydrates. No dangerous reaction; may freeze to form ice or hydrates.
in Eye the affected area. Continue washing for at least 15 minutes. Obtain medical advice as soon as possible.
Air - No reaction.
DO NOT DELAY. Remove contaminated clothing. Flood affected area with water. Handle patient gently.
Liquid
Do not rub affected area. Immerse frost-bitten area in warm water until thawed. Obtain medical advice or
on Skin
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assistance as soon as possible.
REMOVE VICTIM TO FRESH AIR. Remove contaminated clothing. If breathing has stopped or is weak
PHYSICAL DATA
Vapour or irregular, give mouth to mouth/nose resuscitation or oxygen as necessary. Obtain medical advice or
Inhaled assistance as soon as possible.
Boiling Point at Coefficient of Cubic Expansion Enthalpy (KJ/Kg)
Atmospheric Pressure -161C. 0.0026 per C -165C. Liquid 29.3 at -165C 285.5 at -100C.
STOP THE FLOW. Avoid contact with liquid or vapour. Extinguish sources of ignition. Flood with large
Vapour 545.1 at -165 588.3 at -100C
Spillage amounts of water to disperse spill, and to prevent brittle fracture. Inform port authorities or coastguard Vapour Pressure Bar (A)
Freezing Point -182C.
of spill. Relative Vapour Density Latent Heat of Vaporisation
See graph in Figure A1.2.
0.55. (KJ/Kg)
Specific Gravity See graph in Figure A1.2.
Molecular Weight
See graph in Figure A1.2.
HEALTH DATA
ON EYES.Tissue damage due to frost-bite.
ft
TVL 1000 ppm ODOUR THRESHOLD 200 ppm
16.04kg/Kmole. Electrostatic Generation
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Effect of ON SKIN. Tissue damage due to frost-bite. CONDITIONS OF CARRIAGE
Liquid BY SKIN ABSORPTION. Not absorbed through skin.
BY INGESTION. Not pertinent. No hazard in normal industrial use. Normal Carriage Condition Control of Vapour within Vapour Detection
Fully refrigerated. Cargo Tank Flammable.
ON EYES. No hazard in normal industrial use. May be tissue damage due to frost-bite. Fully inerted with zero oxygen
Ship Type 2G Gauging Closed or Indirect.
content.
ON SKIN. No hazard in normal industrial use. May be tissue damage due to frost-bite.
Effect of Independent Tank Required No.
WHEN INHALED
Vapour Acute Effect. Vapour has narcotic effect. Because of very rapid evaporation rate,there is possibility
of total air replacement and danger of asphyxiation.
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Chronic Effect. No chronic effect known.
Personal Protection MATERIALS OF CONSTRUCTION

Protective clothing covering all parts of the body, gloves, boats, goggles or face shield,
all insulated against cold temperature attack.
Unsuitable Mild Steel Suitable Stainless steel, aluminium, copper, 9% or 36% nickel steel.
Illustration 2.3b Nitrogen Safety Card

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

Safety glasses or face shield, insulated gloves and boots. Long sleeves worn outside boots to
shed spilled liquid. Self-contained breathing apparatus where insufficient air is present.
Unsuitable Mild Steel Suitable Stainless steel, copper, aluminium.
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Section 3: Integrated Automation System (IAS)
3.1 Cargo Control Room Arrangement
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Illustrations
3.1a Cargo Control Room Arrangement
3.1b Cargo Control Room Console
C
ft
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Illustration 3.1a Cargo Control Room Layout
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2 2 2
3 4 5 6
1 1
7
7 Key
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1. Release Cabinet Powder Monitors
18
2. Window
3. Cargo Tank Layout Plan
Cargo Control Room Console 4. Inclinometer
5. White Board
1 2
12 3
11
4
10
6. Capacity Plan
9 5
8 6
7
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8
7. Bookshelf
8. Drawer Units and Cupboards
9. Photocopier
10. Wolf Lamps
9 11. UHF Radio Charger
17
ft 10
12.
13.
14.
15.
Cupboard
Water Fountain
Network Computer
Desk
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16. Laserjet Printer
11
17. 5kg CO2 Fire Extinguisher
18. Sounding Board
16
12 14 15 14 12
13
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3.1 Cargo Control Room Arrangement Buzzer Stop

Emergency Stop Pushbuttons
Introduction Flicker Stop
Test Switch
The cargo control room (CCR) is situated in the centre of deck level C on the
forward side of the accommodation block and has a forward facing view over Public Telephone
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the cargo tanks. Here all the necessary equipment and controls are located to PABX Telephone
permit the centralised supervision of the cargo operations during the loading
and discharging of a cargo. Sound Powered Telephone
Auto Telephone
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The main control console is shown in illustration 3.1b and contains a number
of workstations which are used for the operation of the cargo machinery and No.1 LCD for Custody Transfer System
associated equipment through the IAS. The workstations are complete with Workstation No.4 LCD Monitor
keyboard, trackball and colour flat screen monitors.
Keyboard and Mouse for Custody Transfer System
The console also contains the following equipment: Keyboard for Workstation No.4
MLM PC LCD Monitor, Keyboard and Mouse Workstation No.5 LCD Monitor
Loading Computer, Keyboard and Mouse Workstation No.6 LCD Monitor
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Omicron Level Alarm Panel Keyboard for Workstation No.5
Independent Ballast Tank High Level Alarm System Keyboard for Workstation No.6
Cargo Pump Discharge Pressure/Current Gauges Workstation No.7 LCD Monitor
Water Ballast Discharge Pressure Gauges No.2 LCD for Custody Transfer System
Tank Spray Pump Ammeters Keyboard for Workstation No.7
No.3 VHF Telephone Keyboard and Mouse for Custody Transfer System
No.2 UHF Remote Controller
Public Address Controller
General Emergency Alarm
ft Auto Telephone
CTS Report Printer
Alarm Printer
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Fire Alarm Loading Printer
CCTV Control Panel Hard Copy Printer
Sound Powered Telephone Alarm Event Printer
Hotline Telephone Data Log Printer
Wind Direction Indicator
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Trim Indicator
List Indicator
Float Type Cargo Tank Level Indicating Panel
Wind Speed Indicator
ESD Selectors
ESDS Alarm Lamps
ESD Pneumatic Set Point Panel
Illustration 3.1b Cargo Control Room Console
No.1 No.2 No.3 No.4

Port Centre Console Centre Console Centre Console Centre Console Starboard
Corner Corner
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Console Console
9 10 11 12 17 18 19 33 34 35 36
8
38 39 50 51 54 55 58 59
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4 20 21 22 23
37 Starboard Console
13 14 15 16
1 2
12
Port Console
3
24
11
3
116
41
4
10
9 5
8 6
7
27 28 40 42 63
25 5 5
OM
IC
RO
N
26 FIRE
29 44 45
43 52 53 56 57 60 61
2 64
1 30 31 66
7 32 46 47 48 49 62 65
67
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6
5
68
Key
1
2
3
-
-
-
MLM PC LCD Monitor
Loading Computer
Omicron Level Alarm Panel
ft
18
19
20
-
-
-
No.2 Water Ballast Discharge Pressure Gauge
No.3 Water Ballast Discharge Pressure Gauge
1C Tank Spray Pump Ammeter
35
36
37
-
-
-
List Indicator
Float Type Cargo Tank Level Indicating Panel
Wind Speed Indicator
52
53
54
-
-
-
Keyboard and Mouse for Custody Transfer System
Keyboard for Workstation No.4
Workstation No.5 LCD Monitor
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4 - Ships Clock 21 - 2C Tank Spray Pump Ammeter 38 - ESD Selectors 55 - Workstation No.6 LCD Monitor
5 - Dimmer 22 - 3C Tank Spray Pump Ammeter 39 - ESDS Alarm Lamps 56 - Keyboard for Workstation No.5
6 - MLM PC LCD Keyboard 23 - 4C Tank Spray Pump Ammeter 40 - Indicator Lamps 57 - Keyboard for Workstation No.6
7 - Loading Computer Keyboard and Mouse 24 - No.3 VHF Telephone 41 - ESD Pneumatic Set Point Panel 58 - Workstation No.7 LCD Monitor
8 - Independent Ballast Tank High Level Alarm System 25 - No.2 UHF Remote Controller 42 - Buzzer Stop 59 - No.2 LCD for Custody Transfer System
9 - 1C Tank - No.1 Cargo Pump Discharge Pressure/Current Gauges 26 - Public Address Controller 43 - Emergency Stop Pushbuttons 60 - Keyboard for Workstation No.7
10 - 2C Tank - No.1 Cargo Pump Discharge Pressure/Current Gauges 27 - Handset for No.3 VHF Telephone 44 - Flicker Stop 61 - Keyboard and Mouse for Custody Transfer System
11 - 3C Tank - No.1 Cargo Pump Discharge Pressure/Current Gauges 28 - General Emergency Alarm 45 - Test Switch 62 - Auto Telephone
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12 - 4C Tank - No.1 Cargo Pump Discharge Pressure/Current Gauges 29 - Fire Alarm 46 - Public Telephone 63 - CTS Report Printer
13 - 1C Tank - No.2 Cargo Pump Discharge Pressure/Current Gauges 30 - CCTV Control Panel 47 - PABX Telephone 64 - Alarm Printer
14 - 2C Tank - No.2 Cargo Pump Discharge Pressure/Current Gauges 31 - Sound Powered Telephone 48 - Sound Powered Telephone 65 - Loading Printer
15 - 3C Tank - No.2 Cargo Pump Discharge Pressure/Current Gauges 32 - Hotline Telephone 49 - Auto Telephone 66 - Hard Copy Printer
16 - 4C Tank - No.2 Cargo Pump Discharge Pressure/Current Gauges 33 - Wind Direction Indicator 50 - No.1 LCD for Custody Transfer System 67 - Alarm Event Printer
17 - No.1 Water Ballast Discharge Pressure Gauge 34 - Trim Indicator 51 - Workstation No.4 LCD Monitor 68 - Data Log Printer
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3.2 Integrated Automation System (IAS)
3.2.1 IAS Overview
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3.2.2 IAS Control Station Operation
3.2.3 Extension Alarm System
Illustrations
3.2.1a IAS Architecture
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3.2.1b Cargo Mimic Index Screen Shot
3.2.2a Cargo Plant Overview Screen Shot
3.2.2b Cargo Control Room IAS Annunciator Keyboard
3.2.2c Fuel Gas Network Overview Screen Shot
3.2.2d Filter Alarm and Trend Screen Shot

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3.2.3a Extension Alarm Panel
3.2.3b Watch Call Screen Shot

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Illustration 3.2.1a IAS Architecture

Wheelhouse
WS08 AVC WS09 AVC Integrated WP17
AMC FS01 AVC Fieldstation
Shipboard Navigation Watcall
Time from GPS Workstation Workstation Management VDR
Fire and (Interface Controller No.1)
or Master Clock Gas 1 System Panel
System
Navigation Deck
Accommodations
Officers Mess Junior Engineer 4th Engineer 3rd Engineer Chief Engineer 2nd Engineer Cargo Engineer ETO
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Duty Mess Officers Lounge Library Lounge Gymnasium Central Office Cadet (D) Chief Officers Room Captains Cabin
Room Room Room Room State Room Room Room Room
WP16 WP15 WP14 WP13 WP12 WP11 WP10 WP09 WP08 WP07 WP06 WP05 WP04 WP03 WP02 WP01
Watchcall Panel Watchcall Panel Watchcall Panel Watchcall Panel Watchcall Panel Watchcall Panel Watchcall Panel Watchcall Panel Watchcall Panel Watchcall Panel Watchcall Panel Watchcall Panel Watchcall Panel Watchcall Panel Watchcall Panel Watchcall Panel
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D Deck
Cargo Control Room WS04 AVC WS05 AVC WS06 AVC WS07 AVC WS11 Programming CTS CC02 CC03 FS01 AVC Fieldstation NS02
NS01 PR05 PR06 UPS 2 (Interface Controller No.1)
PR01 Alarm and Workstation Workstation Workstation Workstation Workstation Interface FS16 AVC Controller AVC Controller Network
Network Hard Copy Data Log
Events Printer AVC (PMS A) (GMS A) Switch Box
Switch Box Printer (Screen Print) Printer Field
Station AMC AMC AMC
Fire and Emergency
Loading AMC Gas 2 Shutdown
Computer System
C Deck
B Deck
A Deck
C
Cargo I/O Cabinet Room-Port Cargo I/O Cabinet Room-Starboard NS04
NS03
FS09 FS10 FS11 FS12 FS13 FS14 Network
Network FS15 IS IS IS
AVC AVC GCU 2 AVC AVC AVC AVC Switch Box
Switch Box AVC
Field Field Field Field Field Field Field
IS IS IS
Station Float Station Station Station Station Station Station
Level Emergency Level
GCU 1 AMC Gauging AMC AMC AMC AMC AMC AMC
Shutdown Gauging
Interface System 2 Interface
Upper Deck
Engine Control Room
PR04 Alarm and
Events Printer
WS01 AVC WS02 AVC
Workstation Workstation
ft
WS03 AVC WS10 AVC
Workstation Workstation
PR02
Hard Copy
Printer (Screen Print)
UPS 1
PR03
Data Log
Printer
CC01 AVC
Controller (PMS A)
AMC
CC04 AVC
Controller (GMS B)
AMC
FS17
AVC
Field
Station
AMC
Hot Redundant
Field Station
AMC AMC
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2nd Deck
Main FS04 FS08 Performace
FS03 FS07 FS06 FS05
NS05 Switchboard AVC AVC
Monitoring
AVC N2 AVC System AVC AVC
Network Room GEN A Field Field
Field Field Field Field NS05
Switch Box Alarms and Alarms and
Station Station Station Station Station Station Network
Monitoring Monitoring
NS07 Diesel Gen 1 Diesel Gen 3 Switch Box
AMC IGG AMC AMC AMC N2 AMC Diesel Gen 4 AMC
Network Diesel Gen 2
GEN B NS07
Switch Box
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Network
Switch Box
3rd Deck
Propulsion Room Motor I/O Propulsion Converters Motor I/O

Switch Converter I/O Switch Converter I/O
AMC
Control I/O Starboard Control I/O
Port Thruster PEC Switch PEC Starboard
Control Port Thruster
Switch Control
4th Deck
3.2 Integrated Automation System (Ias) For watchkeeping purposes, the duty officers cabins are fitted with IAS monitor System Operator IDs
screens. Senior officers and gas engineer cabins are fitted with IAS monitoring
screens and computer workstations. Login User ID Privilege
3.2.1 IAS Overview
Machinery Operator 1
IAS Equipment Cargo Operator 1
System Main Components
Manufacturer: Alstom/Converteam Wheelhouse Operator 2
Senior Operator 2
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Model: Integrated Automation System B The IAS is manufactured by Alstom/Converteam, and has an open architecture
that is fault tolerant. The system incorporates a redundant bus control network Supervisor 3
that interconnects various stations such as control processors, application ALSTOM 3
Introduction processors and application workstations. The redundant bus is used to provide
high speed, redundant communications between each of the stations. The main
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The workstations are installed in the locations listed and include the following
The IAS system is a machinery monitoring and control system which covers all the components of the IAS system are as follows. equipment:
important plant on board the vessel, such as propulsion, power generation, boilers,
auxiliary machinery and cargo/ballast systems, fire systems monitoring etc.
Workstations Engine Control Room
The basic functions include: The workstations are the main interface between the operator and the processes
Each workstation includes a colour monitor, control computer,
under the operators control. The system consists of 10 workstations, with 2
Process and system monitoring an operator keyboard with buttons and trackball
configured as alarm servers, these being the ECR and the CCR. The remaining
Event logging and monitoring 8 workstations are alarm clients. One workstation, WS01 is configured as the alarm server
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Control functions (motor control, valve control and PIDs) Three workstations, WS02, WS03, WS10 are configured as
Note: Alarm servers are responsible for control of the alarm system, and alarm clients
The main applications to which these functions are applied are: work in an on-line/standby arrangement with only one being on-line at any
one time. Alarm clients must be connected to an alarm server, through which One alarm and event printer PR04
Power management all displayed alarm information is received and control commands are sent. One hard copy printer for screen prints PR02
Propulsion plant
One data logger printer PR03
There are 4 levels of login privilege at each workstation, and only an operator
Cargo and ballast control
who has logged-in and has taken control at his workstation can control plant or
Watch call system acknowledge alarms. Each workstation must be individually logged-in for an Cargo Control Room
Fire and gas alarm monitoring
The system architecture is as shown in illustration 3.2.1a above, and is made

up of two distinct parts, one of which provides the operator with display and ft operator to have control.
Login Privileges
an operator keyboard with buttons and trackball
One workstation, WS04 is configured as the alarm server
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operating facilities, and one that is used for the processing of the collected Login Level User Privilege
Three workstations, WS05, WS06, WS07 are configured as
information. 0 Monitor Without login only monitoring of the system alarm clients
permitted.
1 Control Normal login gives control access, which allows One alarm and event printer PR01
Main Components
control actions for most plant devices. One hard copy printer for screen prints PR05
The IAS system is made up of workstations connected by a dual bus to the 2 Supervisor This privilege gives access to key operations One data logger printer PR06
network switch boxes, and the process field stations. The process field stations such as alarm editing, time zone adjustment,
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contain the input/output cards to and from the equipment controlled and/or and the ability to grab control of a control group
irrespective of location. Wheelhouse
monitored.
3 Marine This privilege is only for use by manufacturers
service engineer during commissioning or fault
Workstations an operator keyboard with buttons and trackball
finding on board.
The workstations are the main interface between the operator and the processes Two workstations, WS08, WS09, are configured as alarm
under the operators control. Each workstation includes a colour monitor, clients
control computer, an operator keyboard with buttons and trackball. These are
installed in the engine control room, cargo control room and the wheelhouse.
Illustration 3.2.1b Cargo Mimic Index Screen Shot
11:10:36 20/03/07 Cargo Main Menu avc7

Version
20 Mar 2007 11:10:04:072 AVC 4 Ethernet Network A (Port) Communications Failed RESET HMI: Duplex
20 Mar 2007 11:10:04.072 AVC 7 Ethernet Network A (Port) Communications Failed RESET
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PMS: Duplex
20 Mar 2007 11:09:15.756 FS15 Rail 1 Communications Failed RESET
Ack: 611 Unack: 1,046 Ack: 387 Inhib: 6,118 ? I/O Ack Alarm Ack Banner Alarm Mute Mimic Call GMS: Duplex TKS: Duplex
Cargo Fuel Gas Auxiliary Systems
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Cargo Plant Glycol Water Fuel Gas NBO Mist
101 109 102 129 134 CTS Communication
Overview Heating Management Overview Separator
LNG Vaporiser LD Compressor

103 Cargo Tank 1 110 Vent Mast 122 130 121 ESD
Control Aft Coolers
104 Cargo Tank 2 117 Cargo Tank 123 FBO Liquid 131 Gas Heaters
Temperature Separator HD
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Cargo Loading Gas Combustion HD Compressor 1
105 Cargo Tank 3 136 124 Forcing Vaporiser 132 118
Tank 1 and 2 Unit Monitoring
Cargo Loading LD Compressor 1 Fuel Gas 119 HD Compressor

106 Cargo Tank 4 137 125 133
Tank 3 and 4 Monitoring Network Control
Cargo Unloading LD Compressor 1 HD Compressor 2

107 Cargo Manifold 138 126 140 NBO Calculator 120
Tank 1 and 2 Control Monitoring
108
299
Cofferdam Heating
System
Individual Pump
Start/Stop Sequences
139
300
ft Cargo Unloading
Tank 3 and 4
Cargo Unloading
Sequence Master
127
128
LD Compressor 2
Monitoring
LD Compressor 2
Control
141
142
Fuel Gas & BOG
Management
Gas Line Purging

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Nitrogen System LD Compressor Gassing Up
280 287
Sequences Sequences
111 Nitrogen 114 Nitrogen Barrier

Pressurising System Pressuring Tank 2 290 Purge Sequences
Nitrogen Barrier Nitrogen Barrier

112 115
Pressuring System Pressuring Tank 3
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Nitrogen Barrier Nitrogen Barrier
113 116
Pressuring Tank 1 Pressuring Tank 4
Memorise System Prop. Cargo Machinery PMS Emerg. ECR Attended Control ADMIN
Trends Alarms Health Control Control Control Control Call Transfer
Recall Menu Menu Menu Menu Menu CCR Attended Logout
The annunciator keyboard consists of an array of red, green and yellow The process stations are interface and processing units in the locations listed The Operator Interface
pushbuttons and an audible annunciator. Each button is labelled and allows below. They are related to particular pieces of equipment, or plant, and provide
The graphic displays are shown on the monitor of the IAS workstations, and
access to the system mimic labelled on the button. the interface between the IAS and the actual plant or equipment. Process
further details on these have been provided in Section 3.2.2 that follows.
stations also contain the operating software for the associated equipment.
Note: Workstation WS11 located in the cargo control room is the one that
can be used to modify the system software, but this must only be performed The IAS on board is called a distributed processing system, because the System Peripheral Equipment
by an authorised person. process control functions are defined locally in the process stations and not
Printers
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in the operator stations. The operator stations function independently, so they
can be located at the ship control centres. This also means that each station is Certain workstations are connected directly to a dedicated printer for printing
Fieldbus Modules capable of controlling any process, provided it has control of the appropriate out alarms and events, and may be interfaced to one or more network printers
The fieldbus modules (FBMs) are fitted in IAS cubicles and provide the command group and the user is logged-on with the correct access code. for event and report printing.
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necessary conversion of all of the digital and analogue input and output (I/O)
signals to allow the corresponding signal values to be communicated to the Each station computer has a hard disk containing the software files for the A workstation may also have the facility to print to the network colour printer,
control processor. fitted equipment. Process values to be displayed at the operator stations are providing colour screen dumps.
generated in the process stations and transferred to each station as required.
A wide range of FBMs have been fitted to perform the different types of signal Wheelhouse: FS01 - voyage data recorder, integrated navigation Monitoring and Control
conversion and to interface the control processor with the engine room sensors system and fire and gas alarms.
and actuators. The location of the FBMs and their external interfaces are as Monitoring and control is performed by software modules. The basic modules
follows: Electrical equipment room on C deck level: FS02 - fire and are:
gas alarms and emergency shutdown system. FS16 - custody Buttons
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transfer system, time for master clock and loading computer.
Communication Network Analogue measurement modules
Port cargo switchboard room on upper deck level: FS09 -
The workstations communicate to the redundant bus network. No.1 gas combustion unit. FS10 - float level. FS15 - starboard Digital measurement modules
ethernet. Pulse measurement modules
Power Supply Starboard cargo switchboard room on upper deck level: FS11 Motor/pump control modules
- No.2 gas combustion unit and emergency shutdown system.
FS12 - level gauging. FS13 - starboard ethernet. FS14 - Valve control modules
The IAS system is supplied from two independent uninterruptible power
supplies (UPSs). UPS1 in the ECR, and UPS2 is located in Cargo Control starboard ethernet. PID controller modules
Room. Each UPS has batteries fitted that supply two hours of back-up in the
event of power failure, and each is provided with protected output terminals.
The UPSs have two electrical supplies, one from the main switchboard and a
second supply from the emergency switchboard. The details of these supplies
ft Engine control room on 2nd deck level: FS17 - port ethernet.
FS18 and 19 redundant spares.
Port main switchboard on 3rd deck level: FS03 - alarms and
monitoring of No.1 and No.2 diesel generators. FS04 - Inert gas
All display views are made up from a set of standard modules. The symbols
on the screen are the symbols associated with these modules, valves, motors,
measurements etc.
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are as detailed in the electrical Section 2.2 of the Machinery Operating
Manual. generator and nitrogen generator A. FS07 - starboard ethernet.
Symbols
Starboard main switchboard on 3rd deck level: FS05 - alarms
The supply to the fieldbus module enclosures is 230V, 60Hz from the UPS units and monitoring of No.3 and No.4 diesel generators. FS06 - The symbols indicate the operational mode, and status of the represented
and each fieldbus cubicle is fitted with two power supply modules that run in nitrogen generator A and and performance monitoring system. equipment (motor/pump etc) by means of tag mark characters, and changes in
parallel with each other in case one supply develops a fault and fails. This FS08 - starboard ethernet. colour and appearance. Illustration 3.2.1b shows the common module symbols
ensures the supply to the modules is safeguarded and remains uninterrupted. used within the system.
The supply to each of the modules is from one UPS unit.
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Alarm Servers
The power supply to the operator workstations in the control rooms is split into
An alarm server is a specific computer on the network which runs the operator
two sections, with each section being supplied from separate UPS units. In the
station software. It also contains the historical database, storing an historical
event that one UPS fails, the power supply to both sections will be provided by
(time/date) series of process (samples). These series are used to produce trends
the one remaining UPS.
and reports at the operator and alarm server stations. There are two alarm
servers fitted, one in the ECR (WS01), and one in the CCR (WS04).
Illustration 3.2.2a Cargo Plant Overview Screen Shot
Cargo Overview avc7

Version
20 Mar 2007 11:12:44:178 Generator 3 Power Cross Fail HMI: Duplex
20 Mar 2007 11:12:15.465 AVC 4 Ethernet Network A (Port) Communications Failed
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PMS: Duplex
395.9 kPa Vapour Return Port

CL-041 CL-031 CL-001 CL-021 CL-011
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7.3 C 124.31 kPa
650.4 kPa CG-550
FG Overview
40 C 511.4 C
CG-526 HD1 UnLoading
7497 kg/hr Inhibited 21.627 t/hr
CG-519 CG-532
Unloading Loading
Htr 1
Sequence On
Fuel Gas 798.5 kPa
Line After HD2 LD
Cooler Inhibited Pre- 579.8 C
697.6 kPa CG-518 CG-512 CG-533
Cooler
-7.7 C CG-526 0 kPa
CG-511
C
CG-569 530.3 C
CG-527 LD1 -271.4 C
CG-521 CG-570 Running CG-534 Forcing
Vap
Htr 2 CL-042 CL-032 CL-002 CL-022 CL-012 Stbd
GCU Line CG-501 LNG

After LD2 Vap
9.55 kPa 125.89 kPa
CG-712
CG-613 Cooler Inhibited
CG-520 CG-513 CG-535 577.5 C 601.5 C
62 C CG-601 15.194 t/hr
Engines & GCU
523.5 C
ft Vapour Main CG-504

CS-601
530.1 C
631.5 C
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CG-404 CG-304 CG-204 CG-104
Tank 4 Tank 3 Tank 2 Tank 1 CG-702
HH HH HH HH
CL-406 CS-401 CL-306 CS-301 CL-206 CS-201 CL-106 CS-101
H H H H
123.93 kPa
575.8 C
CL-407 CL-408 CL-409 CS-402 CS-404 CL-307 CL-308 CL-309 CS-302 CS-304 CL-207 CL-208 CL-209 CS-202 CS-204 CL-107 CL-108 CL-109 CS-102 CS-104 81.44 t/hr
R R R R R R R R R R R R
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Port Stbd Spray Port Stbd Spray Port Stbd Spray Port Stbd Spray
Vent Mast SP
Fault Fault Fault L Fault Fault Fault L Stopped Inhibited Inhibited L Fault Fault Fault L L M
0 kPa 0 kPa 0 kPa LL 0 kPa 0 kPa 0 kPa LL 0 kPa 0 kPa 0 kPa LL 0 kPa 0 kPa 0 kPa LL
0 %
3.2.2 IAS Control Station Operation 3=Marine - This level of access is reserved for the use of Each mimic displays all of the essential parameters and the safety information
the manufacturers service engineers, and can be used to alter related to the operation of that system and where applicable it is possible to
process values inside the system during commissioning or fault enter a sub-mimic which will display more detailed information on the system.
The Operator Interface
finding. The pipelines are shown in varying thicknesses, with the heavy lines showing
the main lines and the narrower lines the smaller secondary pipelines.
The graphic displays are shown on the monitor of the workstations. These
displays show all or part of a system or process using standard symbols to Screen Displays and Alarm Treatment
represent the actual plant, equipment, valves, motors etc. Events such as alarms The graphic components used in the mimics are as follows:
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Modes of Operation
and messages are also shown on the displays. - This symbol displays a manual system valve. If the valve
When operating any equipment through the IAS the normal method of control has been fitted with limit switches it will be coloured green
The operator panel is used to interact with the display and control the process. is the REMOTE mode, so when switched to this it will not be indicated as such when open and white when closed. If there are no limit switches
This is achieved by the use of the trackball and buttons to point and click on on the screen. The indication has been left off for clarity on the screen, but if an the valve will be coloured grey. If the valve has a critical alarm
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symbols and menus. item has been switched to something other than the remote mode it will show the symbol will have a red blinking square around it, which
one of the following: when acknowledged will go to a steady state red light. If the
Displays and Views Unavailable - This will be shown as a capital letter U on the alarm is non-critical the flashing square will be yellow in colour,
screen. and when acknowledged will go to a steady state yellow.
The system is made up of the following types of views:
Manual mode - This will be shown as a capital letter M on the
Process screen.
- This displays a regulating valve which is proportional,
Event Interlocked - This will be shown as a capital letter I on the will show the percentage the valve is open (XX%) on the control
Trends screen. window. The control window allows the valve to fully close,
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fully open or go to a fixed position. The valve will be coloured
The Display and Control of System Processes Annunciator Keyboard Operation green when open and white when closed. If the valve is opening
or closing, it will be flashing green when either opening or
The number of views in a system depends upon the equipment under system The annunciator keyboard is a shown in illustration 3.2.2b and provides a closing until the movement has stopped.
control. The operator can select views with varying levels of detail. When a short-cut method of accessing system screen mimics. The keyboard eleven F
view is selected showing an overall process, there may not be enough room keys will provide access to the relevant screen from where the system details
to display all the details on a single view. To account for this, the system will can be seen or access to a systems sub-menus provided.
- This displays a hydraulic remote controlled valve which
therefore have a number of views, accessed from the main view, that show
The keyboard is also used in the conventional way to changing the parameters will be coloured green when open and white when closed.
these details.
Access Level
There are four levels of access provided in the IAS system and the operator ft of the control valves.
Screen Mimics
When the valve is moving the valve symbol will be flashing
green when either opening or closing until the movement has
stopped.
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can log on at a workstation by means of a password for each level. These are There are two other alternative methods of accessing the system screen mimics.
detailed as follows: The first one is to use the trackball and to left click over the MACHINERY - This symbol displays a non-return valve which will have
1, MACHINERY 2, COMMON or CARGO coloured screen buttons on the the white part coloured grey when open.
0=Monitor - Without login, only monitoring of the system
opening screen shot as shown in illustration 3.2.2a. This will take the operator
is permitted. At this level of access, all of the system mimics
to a sub-menu where clicking with the trackball will take the operator into - This displays an ejector and will be coloured grey.
can be displayed but the operator will have no control over the
that system. The second method is to use the toolbar located at the very top of
information or parameters displayed.
the opening screen shot and to click on to the MACHINERY, COMMON or
1=Control - Normal login gives control access, which allow CARGO symbols. From here a number of flyouts will appear and by clicking Mimic Colour Guide
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control actions for most plant devices. The operator level of onto one of them and then following the file path will provide the operator with
access is the one used for the day-to-day operations of the on The different piping systems on board are each colour-coded on
the mimic or screen shot required.
board systems and can be accessed from the ECR and CCR. the mimic screens, and categorised as main or secondary systems.
The colours utilised are as follows and the differentiation
2=Supervisor - Supervisor privilege gives accesss to key Screen Mimic Symbols between the main and secondary lines is made by the thickness
operations such as alarm editing, time-zone adjustments, and of the line:
The design of the mimic screens for the various systems are such that wherever
the ability to grab control of a control group irrespective of
possible, the starboard side of the vessel is shown at the bottom of the screen
location. This level is used to modify the parameters preset
and the port side on the top. Similarly, the forward end of the vessel is shown
in the IAS such as alarm threshold values, and time delays on
on the right-hand side of the screen and the aft end on the left.
shutdowns and alarms.
Illustration 3.2.2b Cargo Control Room IAS Annunciator Keyboard
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Esc F1 F2 F3 F4 F5 F6 F7 F8 F9 F10 F11
! $ % ^ & * ( ) _ + Print Screen

Pause
Screen Lock
` 3 2 3 4 5 6 7 8 9 0 - =
C
} } Insert Home Page
Tab Q W E R T Y U I O P [ ] Up
Page
Caps : @ ~ Del End
Lock A S D F G H J K L ; #
Down
| < > ? Caps

Shift
\ Z X C V B N M , . / Lock
Ctrl Alt Space Alt Ctrl
ft
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Note that the mimic background colour is light grey. Alarms will be displayed in the alarms display until they are acknowledged and By selecting the appropriate pushbutton FILTER on the alarms
reset, ie, returned to normal. page, a window is presented to the operator to enable filters to
Condition Colour be applied for browsing.
Running/Energised/Open Green Events are not shown on the current alarm list.
The operator may filter on Priority, Status, Group, Mimic
Changing Status Flashing Green
No., Time Date, or by using a test search in the Contains
Not Running or Not Energised White Note: Operators are always alerted to alarms when they occur. This is field. The window lists all the relevant facilities, and allows the
Fault Alarm/Closed Red achieved by use of a dedicated alarms banner present in the header, which user to select the filters he wishes to apply.
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Warning Alarm Amber is visible at the top of the mimic displays, irrespective of the system that is
being displayed. The header also displays the total number of active alarms, Options are provided on the filter window which control the
Bad Data Blue order of alarms, resulting in the list being presented in either
total number of unacknowledged alarms, and total number of inhibited
alarms. ascending or descending order, sorted by date/time or priority.
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Mimic Colour Palette The Period start and end date/time can be typed in.
Note that the mimic background colour is light grey. Alarm States The user can also enter a test string, and choose whether to filter
for all alarms containing that text string in their description, or
System Colour Main Secondary 1) Alarm Selection/Scroll to filter for all alarms which do not contain that text string in
Ballast Black their description.
The scroll bar to the right of the alarm list supports navigation
Bilge, fire and wash deck system Black through the list of alarms. The alarm screen will display FILTERED at the top of the
Sea water Green alarm list display if a filter has been applied.
The scroll bar indicates the position of the current page relative
Fresh water Medium Blue to the full list.
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Lubricating oil systems Orange Current Alarms Display
A highlight box is used to indicate the selected alarm
Marine diesel oil and gas oil Brown The current alarms display (alarms page) is viewed as a full screen after
Starting air Dark violet clicking on the corresponding function key in the bottom banner. For current
2) Alarm Acknowledgement and Status alarms the presentation order is chronological, either latest first or latest last.
Service and control air Dark violet
Domestic fresh water system Light blue Alarm acknowledgement is performed by:
Each alarm message within this display has the following format:
Feed water system Light blue
Using the ACK ALARM button which will acknowledge the
Exhaust gas Grey System Alarm Number (SAN) - which is a unique identity for
selected alarm, or
Nitrogen system
Inert gas
Waste water system
LNG vapour
Yellow
Grey
Black
Yellow ft Using the ACK PAGE button which will acknowledge
current displayed alarm page, or
Using the ACK RESET button which will acknowledge all
each alarm in the system. This has 7 characters.
Date in DD/MMMM/YYYY format. This has 10 characters.
Time in hh:mm:ss:uuu format. This has 12 characters.
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RESET alarms in the system, or Alarm group. This has 22 characters.
LNG liquid Light blue
On the banner, ACK ALARM acknowledges the alarm Main alarm description. This has 80 characters.
LNG spray liquid Cyan
selected in the banner, and ACK BANNER acknowledges Alarm State, eg, ACTIVE, RESET, ACKLGE, NORMAL. This
all 3 alarms displayed in the banner. has 6 characters.
Alarm Treatment Note: An operator must be logged-in, and have the control baton for a control
group before any alarm from that control group may be acknowledged. Note: NORMAL is only displayed on logged alarms page and on alarms
The IAS gives two levels of alarm that are categorised by priority. VITAL and
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print-out, not on current alarms page.
NON - VITAL. The text on each line, other than the state column, has a colour
scheme based on priority, ie, white on red for VITAL alarms, and black on 3) Filtering
amber for NON - VITAL alarms. Alarm Configuration
To reduce the amount of information the operator has to The system allows an operator with appropriate access rights to reconfigure
The state column has a blinking text if the alarm needs to be acknowledged, and browse through in order to get an overview of the process, a each alarm. Alarm parameters may be viewed and changed via an alarm
its colour depends on the alarm state, ie, white on red for active alarms, black comprehensive filtering facility is available. configuration window that is accessed from any alarm display, or from a mimic
on yellow for acknowledged alarms, and black on green for reset alarms. showing the variable that is alarmed. The following alarm parameters may be
changed on-line:
Illustration 3.2.2c Fuel Gas Network Overview Screen Shot
11:27:14 20/03/07 Fuel Gas Management Overview avc7

Version
20 Mar 2007 11:26:15.465 AVC 4 Ethernet Network A (Port) Communications Failed HMI: Duplex
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PMS: Duplex
798.8 kPa -101.1 C 645.1 kPa 5340 kg/hr

Vaporiser in FG Ctrl FG Ctrl Ref
8.9 C 33.17 kPa
op
-148.3 C LDC in NBO Control NBO Ctrl Ref 0 kg/hr
LDC 1 80.6 C
CG-534 CG-567 Heater 1
LDC in FG Ctrl
Forcing Vaporiser
Running 395.9 kPa Vapour Main 802.7 kPa
CG-565
29.1 C 62 C 995.3 kPa
14.7 C 40 C 7.3 C CG-526
CG-530
5715 kg/hr 21.5 C G/E

CG-569
CS-507 7497 kg/hr 3&4
CS-512
FBO CG-531
Mist CG-613 CG-617
CS-501 Sep CG-509 CG-510 CG-511 CG-512
CG-571
CS-511 CG-566 Heater 2
84.3 C CG-616 G/E
C
514.1 kPa 1&2
LNG Vaporiser -134.7 C CG-620
16.5 C CG-572
0 %
LDC 2 697.6 kPa CG-527
GCU
CG-535 CG-568 Stopped
-7.7 C
NBO Inhibited CG-513 CG-615 Comp Start Mode
Mist
Sep 802.9 kPa Normal Mode
-271.4 C CG-619
11.7 C Standby
HH Level Absolute Pressure Gauge Pressure CG-570
Standby Eco
CG-528 111.25 kPa 15 kPa Freeflow
CS-601
Liquid
Main CG-404 ftSpray Main
CG-304 CG-204
Vapour Main
22.4 %
CG-104 CG-703
CG-712
CG-618 CG-614
Voyage Mode
987.3 kPa
GCU
957.6 kPa
60.7 C
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CL-601
Tank 4 Tank 3 Tank 2 Tank 1
Ballast
Stopped Engine 1
Spray Disch Press. Spray Disch Press. Spray Disch Press. Spray Disch Press. CG-001 Laden
0 kPa 0 kPa 0 kPa 0 kPa Load Sharing Engine 2
BOG Disposal
0 % Vent Load Sharing Engine 3
CPP CPS SP CPP CPS SP CPP CPS SP CPP CPS SP
CG-702 None Load Sharing Engine 4
GCU
Volume 7074 m3 Volume 8328 m3 Volume 1027 m3 Volume 9081 m3 GMS Control Active
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Liquid -143.3 C Liquid 109.4 C Liquid 193.5 C Liquid 136.3 C CG-002
IS 2.125 kPa IS 2.125 kPa IS 2.125 kPa IS 4 kPa Vent Mast SV Total LNG Consumption kg/hr
IBS 1.593 kPa IBS 1.593 kPa IBS 1.593 kPa IBS 2.999 kPa 15 kPa
Alarm group - attach any alarm to a group. A maximum of 16 The chart is capable of operating in either real-time or in historical mode. Auxiliary Equipment Control
alarm groups may be defined, which contain all the configured
Single Speed Equipment
alarms. Trending will log all signals received from the controller and signals will be
stored for 24 hours Single speed auxiliary equipment that can be viewed through the system mimics
Alarm thresholds - each analogue signal can generate up to
can be switched between START, STOP and STANDBY modes of operation
4 alarms (High/High; High; Low; Low/Low) which can be
via the IAS workstation. The equipment can only be switched between these
switched on/off. Each of the 4 alarms has their trigger threshold. Trend Drawings
modes if the local starter or control panel has been turned to the REMOTE
This makes easy the configuration of warning and shutdown
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Chart position. If the local switch has been turned to the LOCAL position, control
alarms.
of the equipment via the IAS will not be possible and the UNAVAILABLE
Hysteresis offset - the amount by which a signal must fall below The chart is configured for trend logged data, and is time-based condition will be indicated on the screen.
the threshold before the alarm will reset. rather than event based. The recorder defaults to 10 minutes
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worth of data displayed, but the operator may zoom in or out to
Alarm delay - a delay time in seconds can be added to any alarm Note: Switching over the mode of operation of the equipment from local to
show more or less data.
to delay its activation. This facility is most useful to prevent remote or from remote back to local does not change the running or stopped
nuisance alarms from level switches etc. Signal List status of that equipment. It should also be noted that by switching the
Below the chart itself is an area where details of the signals equipment to LOCAL control at the switchboard control panel will override
Alarm priority - alarms may be allocated a Priority.
selected for trending are displayed. Each signal is listed in the the IAS and transfer control immediately to the local position.
Alarm description - message text up to a maximum of 80
same colour used for its trace.
characters. If switched to REMOTE, the machine will be started and stopped by the IAS
To select a new signal to a pen, the tag button can be clicked to in accordance with the associated control loops which can, if applicable,
Signal blocking (on/off), and its block expiry delay - an alarm
bring up a signal selection window. include an automatic restart after an electrical blackout. If the equipment fails
generated from a single signal can be blocked for a time period
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(block expiry delay). Once the block expiry delay has timed-out Time Selection to start or stop within a set period of time after receiving a signal, an alarm
the alarm is enabled again. will be generated and displayed on the screen to notify the duty engineer of
A button below the chart shows the current mode: historical, the situation.
or real-time. When clicked, this button switches to the opposite
Alarm Suppression/Blocking mode. The IAS mimic will also display information on the total running hours of
This feature can be performed in 2 ways: In real time, the chart shows the last 10 minutes data updated the equipment, the running/standby status and if the machine has any active
live as new values are logged. interlocks.
1) Manually In historical mode, the operator can select the time frame being
By using the alarm configuration window the operator, with the appropriate
access rights, is given on-line facility to:
Suppress alarms from being detected as long as the alarm is
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viewed using the zoom and pan controls, or by typing in the
required end time of the trend.
The buttons with the magnifying glass icons, double or half the
time frame, zooming in or out from the chart.
The restart of the equipment after a blackout is only available if it was running
in REMOTE mode before the blackout. If after a preset time delay the duty
equipment has not restarted, the IAS releases the standby machine (where
applicable) to start.
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switched to the off state.
Saved Pen Selections Dual Speed Equipment
Block signals from generating alarm(s) for a period of time.
To avoid having to set up the pen selections anew every time Dual speed auxiliary equipment that can be viewed through the system
a particular set is required, the Pens Load/Save button gives mimics can be switched between START/STOP and STANDBY modes of
2) Automatic
access to a facility to store and retrieve pen selections to/from a operation and START LOW SPEED/START HIGH SPEED/STOP via the
The vessels alarm system caters for alarms that require automatic blocking global cache. IAS workstation. The equipment can only be switched between these modes,
based on a particular machinery state. however, if the local starter or control panel has been toggled to the REMOTE
From this pop-up, current pen set-ups may be saved by entering
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a template name and clicking Save, or a pre-saved template position. If the local switch has been toggled to the LOCAL position, control of
Trending may be loaded by clicking on its name, then clicking load. the equipment and its speed via the IAS will not be possible. If this is the case,
the UNAVAILABLE condition will be indicated on the screen.
Any signal available in the monitoring system, either Analogue or Digital is
continuously logged, and may be called up on the trending pages. The system
provides the facility to:
Select either of 2 chart recorder pages each displaying up to 8
trends at any one time.
Save / Load up to 20 charts of 8 pens set up data at any time.
Illustration 3.2.2d Filter Alarm and Trend Screen Shot
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06:29:55 07/06/08 Current Alarms avc10 06:29:55 07/06/08 Trend avc10
Version Version
02 Jun 2008 03:54:57.558 Echo Sounder Abnormal ACKLGE HMI: Duplex 02 Jun 2008 03:54:57.558 Echo Sounder Abnormal ACKLGE HMI: Duplex
op
25 May 2008 05:37:34.398 Cargo Tank High Level Alarm System Failure ACKLGE 25 May 2008 05:37:34.398 Cargo Tank High Level Alarm System Failure ACKLGE
PMS: Duplex PMS: Duplex
23 May 2008 05:29:20.900 No.1 HD Compressor Common Trip Alarm ACKLGE 23 May 2008 05:29:20.900 No.1 HD Compressor Common Trip Alarm ACKLGE
Act: 17 Unack: 0 Ack: 17 Inhib:6,111 ? I/O Ack Alarm Ack Alarm Ack Banner Alarm Mute Mimic Call GMS: Duplex TKS: Duplex Act: 17 Unack: 0 Ack: 17 Inhib:6,111 ? I/O Ack Alarm Ack Alarm Ack Banner Alarm Mute Mimic Call GMS: Duplex TKS: Duplex
SAN Date/Time Group Description State 2 35
31751 02 Jun 2008 03:54:57.558 Navigation Systems Echo Sounder Abnormal ACKLGE
1.8
Fire Alarms 30
Priority Group Mimic Numbers
Undefined Power Generation 1.6
EVENT URGENT Alarms not on a Mimic
NON-VITAL OTHER Power Distribution Propulsion Common Alarms on Mimic Nos 25
VITAL 1.4
Steering Gear System Cooling Water Systems 0
States Lube Oil Diesel Oil 20
0 1.2
NORMAL ACKLGE
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Boiler Systems Air Systems 0
RESET ACTIVE
N2 Generator System Inert Gas Generator 0 1 15
Ballast System Misc Vessel Systems 0
Bilge Control Engine Room Gas 0.8
10
Time/Date
Cargo Area Bilge Levels Cargo Instrumentation
AFTER 0.6
Cargo Storage Cargo Handling
07 Jun 2008 05:28:05 5
Fuel Gas Management Engine Room Bilge Levels
0.4
BEFORE
Cargo / Accom Gas Glycol Water System
07 Jun 2008 06:28:05 0
Fire Pump Navigation Systems 0.2
Port Propulsion Starboard Propulsion
ESDS Ship
Fire Detection System
Description
Contains Does Not Contain
ft
ESDS Shore
Internal AVC System
0
07 Jun 06:19:55
Load/Save
Visible Axis1
07 Jun 06:20:55
Tag
Select Pen 1
Select Pen 2
07 Jun 06:21:55
Duration: 0
07 Jun 06:22:55
h 0 m 04 Jun 2008
07 Jun 06:23:55
23:34:34
Signal Description
AMC1:ActPowMes :Valve Activ Power propulsion
SD:MesN :Value Speed measurement
07 Jun 06:24:55
GO MODE:
07 Jun 06:25:55
REAL TIME
07 Jun 06:26:55
HISTORIC
Axis1
35
95
07 Jun 06:27:55 07 Jun 06:28:55
Cursor: 04/06/08 23:20:30
Min
-5
-70
Value at Cursor
21.40
81.68
Unit
MW
Rpm
-5
07 Jun 06:29:55
Axis2
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Select Pen 3 SD:WhILever :Speed Reference Wheelhouse Lever 95 -70 80.41 rpm
Select Pen 4 AMC1:PLSFctC2 :Torque limitation value PLS function CS 150 0 100.00 Undef
Reset Filter Apply Close
Select Pen 5 SD:RghSea :On status Rough sea mode 2 0 1.00 Undef
Select Pen 6 PD:RghSea :On status Rough sea mode 2 0 0.00 Undef
Select Pen 7 Main 6.6KV Port SWBD (MS1) Bus Section Frequency 65 55 59.98 Hz
Current Logged Potential Print Print Mimic Clear Ack Ack 2 0f 17
Edit ? I/O Search Filter
Alarms Alarms Alarms Page All Call Filter Alarm Page Select Pen 8 SD:FreqLim :Motor limitation by frequency Flt 0 0 0.00 Undef
Memorise System Prop. Cargo Machinery PMS 2nd Engineer MACHINE Memorise System Prop. Cargo Machinery PMS 2nd Engineer MACHINE
Emerg. Control Emerg. Control
Trends Alarms Health Control Control Control Control Trends Alarms Health Control Control Control Control
Call Transfer Call Transfer
Recall Menu Menu Menu Menu Menu Cargo Engineer Logout Recall Menu Menu Menu Menu Menu Cargo Engineer Logout
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Note: Switching over the mode of operation of dual speed equipment from
local to remote or from remote back to local does not change the running
or stopped status or the speed of that equipment. Changing the mode of
operation from low to high speed or vice versa can also be achieved by
giving the appropriate order to the equipment without having to stop it
first. Switching the equipment to LOCAL control at the local control panel
overrides the IAS and transfers control immediately to the local position.
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If switched to REMOTE, the machine will be started at the required speed and
stopped by the IAS in accordance with the associated control loops which can,
if applicable, include an automatic restart after an electrical blackout. If the
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equipment fails to start or stop within a set period of time or fails to change
speed when requested, an alarm will be generated and displayed on the screen
to notify the duty engineer of the situation.
In addition to the duty/standby indication being displayed, the IAS mimic will
also provide information on the total running hours of the equipment at the
two speed ratings, the running/standby status of the equipment and if it has
any active interlocks.
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Single and Double-Acting Valves
Single or double-acting valves can be selected for AUTOMATIC or MANUAL
operation via an IAS workstation. If switched to automatic, the valve position
is controlled by the system control loop, but if switched to manual the operator
can provide open/close instructions through the mimic. On signal failure the
valve will either stay at its final position or fully open/close as indicated by the
direction arrow on the stem of the valve symbol.
If a valve fails to respond to a signal from the IAS within a set period of time,
an alarm will be generated and displayed on the screen to notify the duty
engineer of the situation. An alarm will also be generated if the valve position
alters, so registering a discrepancy if it has not been given a signal to move. ft
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The IAS mimic also provides information on the automatic/manual status of
the valve and also the safety closing status of the valve.
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Illustration 3.2.3a Extension Alarm Panel
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op
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ALARM ENGINEER ALARM DEADMAN UNATTENDED ON DUTY
Power Generation Cargo Storage
Power Distribution Cargo Handling
Propulsion Fuel Gas System

ACK/
MENU F1 F2
ENTER
ftVessel Machinery
Fire Detection
AVC System
Cargo Misc
Fire & Gas System
ESD System
CALL LIGHT DIMMER SILENCE
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3.2.3 Extension Alarm System Officers mess: This panel has an on indication and provides
an alarm lamp and buzzer, local alarm acknowledge and test
functions for the lamps and the buzzer.
Introduction
Officers lounge: This panel has an on indication and provides
In addition to the operator and engineering workstations, the IAS has the an alarm lamp and buzzer, local alarm acknowledge and test
facility for advising duty engineers of the occurrence of new alarms through functions for the lamps and the buzzer.
an extension alarm system, so making it possible to operate the vessel with an
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unmanned machinery space (UMS). The advising of the duty engineers takes Central office: This panel has an on indication and provides
place through the alarm panels which are located in the engineers cabins and an alarm lamp and buzzer, local alarm acknowledge and test
in the public rooms. The alarms are sorted depending on whether they are functions for the lamps and the buzzer.
cargo or engine room related, and sent to the extension alarm panel as defined Gymnasium: This panel has an on indication and provides
op
in the IAS. At the appearance of a new alarm the IAS will provide selective, an alarm lamp and buzzer, local alarm acknowledge and test
automatic call (duty call) in the accommodation area. Selective means that it functions for the lamps and the buzzer.
is possible to select one engineer as the duty engineer, but that this engineer
Library lounge: This panel has an on indication and provides
officer can still move freely around the ships accommodation area while being
an alarm lamp and buzzer, local alarm acknowledge and test
on call.
When a duty engineer is selected, the accommodation alarm panels in the In addition to the above, access to the extension alarm system can be gained
public rooms also give an alert when the alarms occur. In response to a duty via the IAS screen mimic in the ECR, the CCR and in the wheelhouse. The
call the duty engineer must perform the same actions as for a normal alarm functions in each of these locations is as follows:
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announcement, first silence the horn/buzzer and then acknowledge the alarm at
the watch station. The final alarm acknowledgement must always be performed Engine control room: From the IAS mimic it is possible to
from the operator workstation in the ECR or in the CCR. select the duty engineer(s), to transfer operations to UMS duty
and to display the alarm groups. A buzzer for transfer indication
The duty selection itself must also be acknowledged, but this is simply done from is also provided.
the cabin of the engineer on duty. If an alarm call has been acknowledged from Cargo control room: From the IAS mimic in the CCR it is
the cabin of the duty engineer, the horns and buzzers in the accommodation and possible to view the duty engineer(s) and to display the 12 alarm
in the wheelhouse will be silenced, but the alarms must still be acknowledged groups. A buzzer for alarm indication is also provided.
from the watch station.
The horn/buzzer can be stopped locally in the public rooms, but this will not
be interpreted as an acknowledgement of the duty call.
ft Wheelhouse: From the IAS mimic in the wheelhouse it is
possible to view the duty engineer(s), to transfer to/from UMS
duty and to display the alarm groups. A buzzer for alarm
indication and an alarm acknowledgement have also been
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The location and make-up of each of the extension alarm panels is as follows: provided.
Chief Engineers cabin: This panel indicates the on duty In the case that an extension alarm is not acknowledged by the duty engineer
engineer, and provides indication of 12 system alarm groups, within a 3 minute timescale, an ENGINEERS CALL will be automatically
and has an alarm buzzer, local alarm acknowledge, and test generated and go through to all of the extension alarm panels in the
functions for the lamps and the buzzer. accommodation.
2 Senior officers cabins: These panels indicate the on duty
engineer, and provides indication of 12 system alarm groups,
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and has an alarm buzzer, local alarm acknowledge, and test
7 officers cabins: These panels have an on duty indication
and have a transfer responsibility button, an alarm buzzer, an
alarm acknowledge and a visual alarm indication.
Duty mess: This panel indicates the on duty indication and
has a transfer responsibility button, an alarm buzzer, an alarm
acknowledge and a visual alarm indication.
Illustration 3.2.3b Watch Call Screen Shot
06:29:55 07/06/08 161 Watchcall avc10

Version
02 Jun 2008 03:54:57.558 Echo Sounder Abnormal ACKLGE HMI: Duplex
25 May 2008 05:37:34.398 Cargo Tank High Level Alarm System Failure ACKLGE
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PMS: Duplex
23 May 2008 05:29:20.900 No.1 HD Compressor Common Trip Alarm ACKLGE
Act: 17 Unack: 0 Ack: 17 Inhib:6,111 ? I/O Ack Alarm Ack Alarm Ack Banner Alarm Mute Mimic Call GMS: Duplex TKS: Duplex
op
Status Status Panal Alarm Groups
Mode: Unattended Mode: Unattended Machinery Alarms

Vital Nonvital
Duty: 2nd Engineer Duty: Chief Officer
Power Generation
ECR Duty Engineer CCR Duty Engineer
Power Distribution
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Attended Attended
Bridge to Acknowledge Bridge to Acknowledge Propulsion
ETO Stateroom Chief Officers Room

Vessel Machinery
2nd Engineer Stateroom Cargo Engineer Room
Fire Detection
Chief Engineer Stateroom Chief Engineer Stateroom
3rd ENgineer Stateroom Cadet (D) Room AVC System

4th Engineer Stateroom
Junior ENgineer Room
Cadet (D) Room
ft Emergency Call
Harbour Mode
Cargo Alarms
Vital Nonvital
Cargo Storage
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Test Cargo Alarm
Cargo Handling
Test MAchinery Alarm
Fuel Gas System
Cargo Misc
Fire Detection
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ESD System
Memorise System Prop. Cargo Machinery PMS 2nd Engineer MACHINE

Emerg. Control
Trends Alarms Health Control Control Control Control
Call Transfer
Recall Menu Menu Menu Menu Menu Cargo Engineer Logout
Selection of Duty Engineer for Unattended Condition (UMS) This alarm automatically goes through to all of the extension panels, and
operates whether the engine room is manned or not. The alarm buzzer cannot
When the ECR or CCR is to be operated in the UMS condition, and engineer be silenced at any panel. Silencing of the alarm will only be possible from the
with the correct privilege must select unattended mode at the alarm server ECR or CCR workstation, and can be done by acknowledging all currently
workstation. This is done by selecting one of the duty engineers from the watch unacknowledged fire alarms.
call mimic, or from the bottom banner. As a result of this action, a command
is sent to the watch call controller, which is used to action the following WARNING
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sequence: Any Watch Call Alarm Group containing a fire alarm CANNOT be
a) Display the Duty Engineer status in the ECR or CCR in all blocked.
watch call panels, and flash the Unattended LED.
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b) Sound buzzer and display the text Wheelhouse To Acknowledge
on wheelhouse panel only.
c) Whilst waiting for ACK/ENTER to be pushed on the

wheelhouse panel, the bottom banner on the workstation will
display Bridge to Ack.
d) When ACK/ENTER is received from the wheelhouse panel,
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then this cancels the buzzer and removes the text Bridge to Ack
on the wheelhouse panel. On the workstation, the bottom banner
will change from Wheelhouse to Acknowledge to the identity
of the duty engineer. The watch call mimic shows the identity
of the duty engineer. If Manned Operation is selected on the
watch call mimic before the wheelhouse has acknowledged,
then selection of unattended mode is aborted.
e) ECR or CCR status will display Unattended and Duty
f)
Engineer Information.
The UNATTENDED LED in the watch call panel will be

turned on. ft
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g) The Alarms Printer records the event that the duty engineer has
changed.
Note: Only one engineer at a time can be selected as duty engineer.
If Harbour Mode is selected, then unattended mode can be entered without

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acknowledgement from the wheelhouse. All watch call panels will display
Harbour Mode.
The same procedure is to be used when changing from one engineer to another,
with the exception that the ECR status field will display the new duty engineer
instead of the previous one.
In the event of the engine room fire alarm system being activated, a different
buzzer tone to that used on the other alarms will be heard.
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3.3 Custody Transfer System (CTS)
3.3.1 Saab Radar Primary System (Radar Gauges and Custody Transfer System)
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3.3.2 Float Level Gauge
3.3.3 Omicron EHL and HHL Independent Level Alarms
3.3.4 Trim and List Indicator
3.3.5 Loading Computer
Illustrations
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3.3.1a Saab Tank Level Monitor Display
3.3.1b Saab Radar System
3.3.1c IAS Custody Transfer Screen Shot
3.3.1d Custody Transfer Data

ft
3.3.1e Certificate of Loading
3.3.2a Whessoe Gauge System

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3.3.2b Whessoe Float Level Gauge
3.3.3a High Level and Overfill Alarm System
3.3.4a Trim and List Indicators
3.3.5a Loading Computer

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3.3.5b Loading Computer (Cargo Screen)
3.3.5c Loading Computer (Load Summary)
3.3.5d Loading Computer (Bending Moments)

Illustration 3.3.1a Saab Tank Level Monitor Display
DATE
Saab TankRadar TM
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Help Close All
Window Cargo Overview CT 1 CT 2 CT 3 CT 4 System Overview
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Tr i m F - 0 . 7 5 m B y S t e r n
L i s t S 1 . 0 0 < > To S t b d
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Cargo Level Cargo Level Cargo Level Cargo Level
Alarm Block Alarm Block Alarm Block Alarm Block
Grade Grade Grade Grade

LNG LNG LNG LNG
ft CT 4 CT 3 CT 2 CT 1
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Cargo Level 1.573 m 1.938 m 0.207 m 0.478 m
Va p o r P r e s s u r e 1151 m b a r 1151 m b a r 1150 m b a r 1151 m b a r Avg 1151 m b a r
Va p o r Te m p -87.72 C - 11 7 . 7 1 C -79.34 C -74.14 C Avg -89.73 C
L i q u i d Te m p -159.42 C -159.30 C -159.20 C -159.30 C Avg -159.31C
L i q u i d Vo l u m e 2002.540 m3 2890.815 m3 207.331 m3 159 300 m3 Sum: 3 4 5 6 . 7 5 4 m 3
Vo l u m e R a t e -312.0 m3/h -520.3 m3/h -19.2 m3/h -747.6 m3/h Sum: -399.8 m3/h
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Alarm
3.3 Custody Transfer system (CTS) workstation. The data from the spare terminal can only be accessed from the As all the operations are normally done on the workstation, the back-up
workstation. The vapour pressure sensor is situated inside the gauge housing. display is only needed when servicing the system or if there is a failure on the
3.3.1 Saab Radar Primary System (Radar Gauges workstation.
and Custody Transfer System) Workstation
Note: No alarm handling on measured values (except for the extreme IG
The workstation is used by the operator for monitoring the tank liquid levels pressure alarm) is done in the level unit. All such alarm handling is done in
Saab Tank Level Measurement System (ullage), liquid and vapour average temperatures, cargo volumes at average the workstation.
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temperatures and all the other data that is handled by the Saab Tank Radar.
Manufacturer: Emerson Saab Rosemount Marine The workstation takes care of the alarm handling of the measured values and
Type: Saab Tank Radar the transfer of all requested data to the IAS. Temperature and pressure within the tanks for use in the CTS calculations
is obtained from the Saab temperature and pressure monitoring system as
System No. G1128
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The workstation is operated with a trackball and keyboard to activate various described in Section 5.1.
functions.
General Description of the Saab Tank Radar System Failure of the CTS Equipment
The display works under the QNX Windows environment. Different windows
can be opened up and displayed simultaneously. The windows can be moved on If the CTS equipment should fail during custody transfer, the levels would have
The radar transmitters on the top of the tank emit microwaves, directed by an the screen by pointing at the top, on the title bar, of the window and dragging
antenna, towards the surface of the tank contents. The antenna picks up the to be measured using the Whessoe float gauges. The volume calculations and
them to a new position. corrections have to be made by hand, using the hard copy of the tank gauge
echo from the surface. The difference in frequency between the transmitted and
reflected signal is directly proportional to the measured distance, ie, ullage. tables.
The overview window is the main window to work from, as it shows the layout
of the tanks of the vessel. If the overview window is not displayed select the
C
The Saab Tank Radar system, which is the main part of the cargo tank control The float gauges must be kept blocked at their top stored position when at sea,
EXIT ALL button or the OVERVIEW button. Select a tank area on the mimic with their respective isolating valves in the closed position.
system, is made up of the following units: figure to open the tank data window, which displays the basic information on
Level unit one tank. When loading or discharging, the tank data windows of all the active In port, during cargo operations, the floats should be manually lowered to the
tanks can be opened and placed beside each other. liquid level. The float will automatically rise and lower with the liquid level.
Transmitters
Workstation To display the channel menu select a value (for example an ullage value). After the cargo operations have been completed the floats should be returned
Select one of the items on the menu or touch outside the menu to close it. The to their raised stored position before the vessel leaves port.
Level Unit tank set-up window shows more information on one tank than the tank data
The level unit contains terminals for the intrinsically safe connection of the
ft
transmitters. It contains the electronics used for processing the signals from the
transmitters for calculating the tank parameters, average cargo temperature and
for communicating with the workstation.
window.
Back-up CPU
In this case a Cargo Record Report Sheet is manually completed using the
gauging tables. These contain the correction figures for trim, list, and thermal
value (level gauge) of each individual tank in order to give the corrected level
and volume in each cargo tank.
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If the CPU in the Saab workstation in the CCR should fail, the standby CPU
can be activated by the manual switch next to the two CPUs located below the
The system automatically measures the ullage more frequently on cargo tanks Alarms
monitor.
that are either being loaded or discharged.
High high level alarm 98% volume
High level alarm 97% volume
Gauges Back-up Display on the Saab Level Unit
Low level alarm 370mm
The gauges measure the distance to the product surface, using a frequency If the workstation and the standby CPU should fail, level indication can be Low low level alarm 200mm.
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modulated continuous wave (FMCW) radar signal, and have an electronic box obtained from the level unit located in the electrical equipment room on C
that generates and processes the radar signal. deck.
The gauges used for LNG incorporates a cone antenna as an adaptor for a full The back-up display is located in the calculation unit in the top part of the
length stainless steel pipe in the tank. level unit cabinet. The back-up display serves only as a back-up for the
workstation. The display can show each tank with its tank name and relevant
Additional equipment for each tank, such as temperature sensors and a vapour tank values. The display can also show other information such as the mode of
pressure sensor are connected to a wire terminal inside the gauge housing. the Processor Memory Board (LCM), communication parameters and versions
The spare temperature sensors are connected via field bus terminals to the of the software.
Illustration 3.3.1b SAAB Radar System

Omicron Cabinet Alarm
Panet Mounted in Cabinet
HIGH LEVEL AND OVERFILL ALARM SYSTEM
98.5% TANK NO. 1
98.5% TANK NO. 2

99.0% TANK NO. 1
99.0% TANK NO. 2 4 Relay Output, 99.0% Override Indication Sensor/Communication OK

4 Relay Output, 99.0% Level Alarm Activation of ESD
98.5% TANK NO. 3 99.0% TANK NO. 3
98.5% TANK NO. 4 99.0% TANK NO. 4
LOOP FAILURE HIGH LEVEL LOOP FAILURE HIGH LEVEL
SYST./POWER FAIL. HIGH LEVEL
ALARM
SYST./POWER FAIL. HIGH LEVEL
ACCEPTED
4 Relay Output, 98.5% Override Indication Sensor/Communication Fail
LOOP FAILURE ACCEPTED
ACCEPT
ALARM
RESET
ALARM BUZZER
ALARM
HOLD
LAMP
TEST ON/OFF
4 Relay Output, 98.5% Level alarm Filing Valve Close
OMICRON
y
TONSBERG - NORWAY
Cargo Tank No. 1 - 4
Standby Ships 24V DC

Radar Level Gauge
with Pressure Transmitter HH Level 230V AC
VHH Level 230V AC DOT Alarm Printer Laser CTS Printer
op
UPS Printer Switch Printer Switch 230V
Verification
Pin
Level Unit UPS UPS
C
UPS Networked WS UPS
UPS
I/O Box I/O Box
UPS UPS
ft Relay Output System Failure

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Master Clock Interface NMEA 0183
Field Bus Serial Interface to IAS
UPS A1 A2
2.0m Low Level Alarm

SIOX Cabinet
Array Attenuator
UPS A1 A2
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}
4 Relay Output, 98% volume for high high level alarm
4 Relay Output, 97% volume for high level alarm
4 Relay Output, 2.0 metre for low level alarm To IAS
4 Relay Output, 0.5 metre for low low level alarm
Analog Inputs from Trim/List Sensor
Operation Alarm Row The alarm limits are shown as lines beside the bar graph. The shorter lines
indicate the high and low limits, while the longer lines indicate the high high
Trackball At the bottom of the screen there is an alarm row. On the alarm row there is:
and low low limits. The values in the window that are underlined can be
a) Move the trackball (mouse) pointer to the area on the screen to An ALARM button for opening the alarm summary window changed.
be activated. An alarm text with the oldest accepted alarm, status, channel
name, current value and the past alarm limit Channel Data Window
b) At the area to be activated, click on with the left-hand button.
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An indication of how many more unaccepted alarms there are The Channel Data window looks similar to the tank data window. The channel
This registers a hit and activates the function where the cursor
was positioned. A red ACCEPT button for accepting the alarm displayed on the data window is used to obtain a quick overview of the data of a single channel.
alarm row A new channel can be selected directly from this window by pressing the
CHANNEL button.
c) If the trackball should fail, it is possible to move the cursor with A buzzer stop button for silencing the workstations alarm
op
the arrow keys on the keyboard. buzzer, until there is a new alarm
Tank Set-Up Window
d) Press an arrow key once to move it just slightly, or keep it The Tank Set-Up window will give all the data on one tank. Alarm limits
pressed to move the cursor quickly. When there is an alarm, the alarm row is shown on top of the other windows
on the screen, if there is no alarm, only the ALARM button is shown on the and other data can be changed from this window. It is also possible to block
alarm row. individual channels from this window by pressing the check boxes at the right
e) To activate a function, once it has positioned the cursor end of the window. A check mark in a box indicates that the channel is blocked.
correctly, press the CONTROL key and the RETURN key at the Select a new tank by pressing the TANK button.
When the workstation is switched on, a mimic of the vessel is shown in an
same time, this corresponds to a hit by the trackball.
overview window.
It is possible to press a field in the Mode column to set a manual value to the
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The Base Window The overview window is made specifically for each ship. The information in channel. The value of delay is entered in seconds.
the overview window will change for different ships.
The base window is always at the background of the screen. The tank set-up window can contain more information than can fit sideways.
Each tank is shown with its tank name and sounding. In this case there is a scroll bar at the bottom of the window for scrolling the
At the top of the window there is row with the Tank Radar name, the date and window sideways.
time, the HELP button and a CLOSE ALL button. There can also be fixed areas on the overview window with information on, for
example, draught, sea water density, trim and list.
Channel Set-Up Window
By pressing the HELP button the help texts can be read about the various parts
By pressing a tank area, the tank data window for that tank is opened. If the Use the Channel Set-Up window to enter a manual value. Just press the CHECK
of the software.
Clear the screen by pressing the CLOSE ALL button. All the windows that are
open on the screen are closed down and the overview window is opened.
ft
sounding value is pressed, the channel menu is opened.
Tank Data Window

BOX for manual, and then press the VALUE and type the manual value. Some
channels do not allow manual entries and the word Manual is then dimmed. It
is also possible to disconnect a channel, by pressing the disconnect check
box so that a check mark shows.
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Below the top row there is the row of buttons, of which the first button is The Tank Data window is a small window displaying basic data of one tank for
always the WINDOW button. The other buttons can be as follows (depending each window. The ullage for a cargo tank is shown in a numeric form below the Alarm limits can be changed as well as blocking a channel.
on system configuration): bar graph. In the bar graph, the ullage is indicated by the empty space above the
coloured bar in the bar graph. Open the tank data window by pressing the area Select a new channel by pressing the CHANNEL button.
OVERVIEW of the tank in the overview window. The tank data window for that specific
CT1 tank will open. If the value of the ullage in the overview window is hit, the
channel menu will be displayed instead. Alarm Window
CT2 The Summary window contains four summaries; Sysfail, Warning Summary,
D
CT3 A number of tank data windows can be opened (a maximum of 20 windows can Alarm Summary and the Event Log.
be displayed at one time) and placed wherever required on the screen. Touch
CT4 the title bar and move the track ball. Open the Summary window by pressing one of the two ALARM buttons, either
SYSTEM OVERVIEW at the lower left corner of the screen or at the row of buttons at the top part of
It is possible to switch to a new tank in a window by pressing the TANK button the screen.
These buttons are used to open the corresponding windows. However, both and selecting a new tank from the list.
the WINDOW button and the SETUP button are MENU buttons, which means Press the Summary button to display one of the following summaries:
they open up menus from which a selection can be made. An arrow pointing down beside the bar graph indicates that the tank is being
discharged, and conversely if the arrow points up the tank is being loaded. Sysfail to display any system failure
Illustration 3.3.1c IAS Custody Transfer Screen Shot
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op
C
ft
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Warning to display the Warning Summary Event Log Then press the SET UP button and select EDIT GROUP. The look of the
window changes slightly when it is in the edit mode.
Alarm to display the Alarm Summary The Event Log lists the latest 200 events for channels of the alarm classes
Event log to display a log of all events (up to the 200 latest Sysfail, Warning and Alarm. An event is recorded when a channel status goes
The column and row headings turn into buttons that are used for defining the
events in the system) into or out of alarm, block or disconnect.
contents of each row or column. To change a row, press the button containing
the heading of the row. A small menu, with the options EDIT, NEW and
On the right side of the window there are four buttons for scrolling the list. Group Window DELETE, is displayed.
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Use the intermediate buttons to scroll the list one page at a time, or use TOP or Use the Group window to group information, such as measured values, status,
BOTTOM buttons to go to the beginning or to the end of the list. When selecting EDIT or NEW, the Edit Member window is opened, see figure
alarm limits, into one or more tables. It could, for example, be the ullage values
below. If selecting NEW, first make the selection whether the new row will be
of a number of tanks with the same cargo or it could be a group with all the
When the ACCEPT PAGE button is pressed, all the channels seen on the screen placed before or after the active row.
at the moment are accepted. ballast tanks. It is possible to change a group or add new groups as follows:
op
Press the MEMBER button to select another channel to be displayed on that
a) Press the GROUP button to display a list of the available row. The new channel is displayed on the Member row in the window. In the
Sysfail Window groups. Label input field the label can be changed so that it fits in the Group window.
The Sysfail window contains a list of any serious system failures within
the tank radar system. The following failures can be included in the Sysfail b) Select the group required. The columns are changed in a similar way. Instead of the Member window, the
window: Infopost window is opened. In addition to the functions described above, it is
c) Press the SET UP button to select one of the following modes: possible to define the width of the column.
Level unit communication failed
1. Edit Group mode to change the group
Level unit sysfail Use the LOG SET UP button to open the Group and Log Set-up window where
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2. Add Group mode to create a new group the period, start time or stop time of the groups log can be set up. It is also
Level unit power failure
3. Delete Group to delete a whole group possible to define whether the log should be printed or saved on a file. The
Level unit LI communication failed option of saving a file to a log is used only for service purposes.
Input/output box relay communication failed d) Press the BLOCK button to block all the channels in the
group that are possible to block. Unblock them by pressing Trend Window
Warning Summary Window UNBLOCK.
The Trend window is used to view the historical data of up to four channels in
The Warning Summary window lists all the failures that normally do not a window, with different colours for each channel.
e) Press the LOG button to start or stop a logging of the group. It is
seriously affect the tank radar system.
The following messages can be included in the Warning Summary window:

Level unit ground failure
Level unit memory failure ft also possible to order it to make a single logging of the group.
Adding a New Group

Add a new group by pressing the ADD GROUP ACTION under the SET UP
A number of trends can be configured and selected by pressing the TREND
button. The minimum sample rate is ten seconds. The latest 1,000 samples are
stored and can be displayed using the scroll bar.
Each channel is displayed with its actual value and with its maximum and
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button. The Group and Log Set-up window is displayed. Enter the name of the minimum settings for the diagram. The trends are shown in a window, these
Master communication failed
group. can be scrolled one page at a time using the intermediate left or right buttons,
Level datic communication failed or they can be scrolled to the end of the trend using the outermost left and right
SIOX communication failed Select whether the group will be based on tanks or on channels. Normally it is buttons. The window shows 180 samples at a time.
best to have groups that are based on tanks. There will be one row for each tank.
Level unit restarted The columns can contain data such as ullage value, status, and unit for each There is a time ruler for viewing historical data. Use the buttons described
tank. The logging of the group can be set up directly, but these parameters can above to move to the trend area that is required, then switch the ruler on by
D
See the service manual for more information on how to find the failures and also be defined at a later time, see instructions next on how to edit a group. pressing the RULER button. When the ruler is on the values of the channels
how to fix them. corresponding to the time where the ruler is placed, the values are displayed
under the heading Ruler Value. The time and date, corresponding to the
Editing a Group
Alarm Summary Window position of the ruler, are shown above the grey window containing the trend
Note: Do not edit a group with a log started. Stop it first, edit it and save the lines. The ruler can be moved one sample at a time using the left and right
The Alarm Summary window displays all the channels that are in alarm at the
changes, then start it again. single arrow buttons, or five samples at a time using the left and right double
moment. They are displayed with their status, value, the limit that caused the
arrow buttons. To move quickly to another part of the Trend, switch the ruler
channel to go into alarm and the unit with which the channel is presented. The
To edit a group, first select the group from the list under the GROUP button. off and use the buttons to move one whole window at a time, or to go to one
alarm summary can contain an unlimited number of rows. The alarms for each
end of the trend.
tank are grouped together in the summary.
Illustration 3.3.1d Custody Transfer Data
Saab TankRadar G
3 CUSTODY TRANSFER DATA
Before Loading
Saab TankRadar G
3 CUSTODY TRANSFER DATA
After Loading
SHIP NAME THIS SHIP SHIP NAME THIS SHIP
y
DATE (DD/MM/YYYY) 05-05-2008 DATE (DD/MM/YYYY) 06-05-2008
LOCAL TIME (HH:MM) 10:55 LOCAL TIME (HH:MM) 12:20
PORT NAME DAMIETTA PORT NAME DAMIETTA
BERTH SEGAS BERTH SEGAS
VOYAGE 0805E VOYAGE 0805E
CARGO NO. 08003/2008-019 CARGO NO. 08003/2008-019
CHIEF OFFICER A.N.OTHER CHIEF OFFICER A.N.OTHER
op
TRIM (METERS) 0.00 (M) Even Keel TRIM (METERS) 0.00 (M) Even Keel
LIST (DEGREES) 0.00 (M) Upright LIST (DEGREES) 0.07 (M) to Port
SHIP AVG VAPOR TEMP 31.08 DEG C SHIP AVG VAPOR TEMP -134.45 DEG C
SHIP AVG LIQUID TEMP -------- DEG C SHIP AVG LIQUID TEMP -159.77 DEG C
SHIP AVG VAPOR PRESS 1,153 mbar(a) SHIP AVG VAPOR PRESS 1,142 mbar(a)
TANK 4 TANK 3 TANK 2 TANK 1 TANK 4 TANK 3 TANK 2 TANK 1

LEVEL MEASUREMENT (m) No.1 0.010 0.010 0.010 0.010 LEVEL MEASUREMENT (m) No.1 26.902 26.869 26.887 27.020
No.2 0.010 0.010 0.010 0.010 No.2 26.904 26.870 26.887 27.018
No.3 0.010 0.010 0.010 0.010 No.3 26.901 26.870 26.888 27.021
No.4 0.010 0.010 0.010 0.010 No.4 26.900 26.870 26.889 27.021
No.5 0.010 0.010 0.010 0.010 No.5 26.902 26.871 26.889 27.020
C
AVERAGE LEVEL(m) 0.010 0.010 0.010 0.010 AVERAGE LEVEL(m) 26.902 26.870 26.888 27.020
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) -0.001 -0.001 -0.001 -0.001
CORRECTED LEVEL (m) 0.010 0.010 0.010 0.010 CORRECTED LEVEL (m) 26.901 26.869 26.887 27.019
TEMPERATURE (DEG C) TEMPERATURE (DEG C)

99.5% 19.30 V -4.03 V 19.34 V 19.93 V 99.5% -142.31 V -132.74 V -132.03 V -130.73 V
75% 19.29 V -4.84 V 19.31 V 19.92 V 75% -159.81 L -159.82 L -159.76 L -159.81 L
50% 19.23 V -5.52 V 19.24 V 19.87 V 50% -159.80 L -159.77 L -159.79 L -159.79 L
25% 19.14 V -5.60 V 19.12 V 19.83 V 25% -159.80 L -159.84 L -159.84 L -159.79 L
TANK AVG VAPOR TEMP (DEG C)

TANK AVG LIQUID TEMP (DEG C)
TANK VAPOR PRESS (mbar(a)

0% 19.11
19.21
--------
1,154
V -9.39
-5.88
ft
--------
1,153
V 18.93
19.19
--------
1,153
V 19.59
19.83
--------
1,153
V

TANK VAPOR PRESS (mbar(a)

0% -159.74 L
-142.31
-159.79
1,142
-159.59 L
-132.74
-159.76
1,141
-159.59 L
-132.03
-159.75
1,141
-159.74 L
-130.73
-159.78
1,142
ra
TANK VOLUME (M3) 0.0 0.0 0.0 0.0 TANK VOLUME (M3) 38,766.354 44,215.946 44,206.934 25,475.076
VOLUME SUMMED (M3) 0.0 (A) VOLUME SUMMED (M3) 152,764.310 (B)
Company Name Company Name
SHIP'S MASTER SHIP'S MASTER

D
BUYER(S) BUYER(S)
SELLER(S) SELLER(S)
SURVEYOR SURVEYOR
When the ruler is on, it is possible to press a point on a trend and the Ruler Custody Transfer System Quantity Value Displays During Loading
moves to this point. Then the position of the ruler can be adjusted more exactly The values displayed in the following fields will show the corrected liquid
with the single arrow left and right buttons. The CTS process image can be accessed via the drop-down menu by selecting volume according to the following rules:
WINDOW, then CTS DATA. The display has the following main purposes:
Quantity on board on arrival.
Edit, Add or Delete a Trend To display the measured values relating to the CTS
Quantity on board on departure.
To change a trend, add a new one or delete one, press the SET UP button to To enable the operator to generate reports at the start and end of
y
open a menu with these choices. When selecting Add Trend or Edit Trend, the cargo loading Quantity loaded.
Edit Trend window opens up. Before loading, all the values are frozen at the quantity present
To enable the operator to generate reports at the start and end of
cargo discharging in the tanks after the previous unloading operation.
Another way to open the Edit Trend window is by pressing one of the numbered
During loading, the quantity on board on arrival value is frozen
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channel buttons or anywhere on a channel row. To enable the operator to enter values manually
at the quantity present in the tank when the BEFORE LOADING
Change the name of the trend by typing the new name in the input field. button was pressed. The quantity loaded value is dynamically
Change the sample period by entering the time between each sampling in
CTS Operation updated to show how much has been loaded at all times. The
hours, minutes and seconds. The minimum sample rate is ten seconds. quantity on board on departure value is frozen at 0.0.
The CTS reporting operation is manual. The operator uses the buttons in the
After loading, the quantity on board on arrival value remains
CTS display image to print CTS reports at the following 4 different stages:
It is also possible to activate or deactivate the trend by pressing the ACTIVE frozen. The quantity on board on departure value is frozen at
box. A check mark indicates that the trend is active and is storing samples. the quantity present in the tanks when the AFTER LOADING
Before Loading:
button was pressed.
The state and content of the cargo tanks immediately before the
Select up to four channels that are included in the trend by pressing the
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loading operation is started.
numbered buttons at the bottom of the window. The total gross number of cubic metres of cargo in the tanks before and after
loading or discharging is calculated using the corrected level. The corrected
After Loading:
When pressing one of these buttons the Edit Channel window opens up. level is the measured level +/- the trim and list corrections.
The state and content of the cargo tanks immediately after
loading. This includes the difference in volume from before
Editing a Channel in a Trend loading. Quantity Value Displays During Unloading
By pressing one of the numbered buttons for the channels in either the Trend The values displayed in the following fields will be set according to the
window or in the Edit Trend window, the Edit Channel window is opened. Before Unloading:
following rules:
In this window it is possible to select the channel for that trend line and also
specify the maximum and minimum range for the trend graph. As a guidance,
the maximum and minimum of that range for the channel are printed in the
window. Select the colour by pressing the box with the correct colour.
ft The state and content of the cargo tanks immediately before the
unloading operation is started.
After Unloading:
The state and content of the cargo tanks immediately after the
Quantity on board on arrival.
Quantity on board on departure.
Quantity unloaded.
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unloading operation is completed. This includes the difference Before unloading, all the values are frozen at the quantity
in volume from before unloading. present in the tanks after the previous loading operation.
Note: Maximum and minimum ranges can be changed without losing the
historical data of the trend. When any channel is added or deleted, the During unloading, the quantity on board on arrival value is
Certificate of Loading is accessed when After Loading/Discharging is selected.
historical data for the other channels in that trend window is lost. To avoid frozen at the quantity present in the tank when the BEFORE
The reports generated from the display will be sent to file on disk so that all
losing historical data, make a new trend with the new channel or channels UNLOADING button was pressed. The quantity unloaded value
CTS reports will be available if required at a later stage. They will also be sent
included or deleted. The original trend will still contain the historical data. is dynamically updated to show how much has been unloaded at
to the printer for a hard copy upon request.
all times. The quantity on board on departure value is frozen at
D
Changing the Sampling Period of a Trend 0.0.
The initial report (before loading and after unloading) will be printed manually
from the Report System operation dialogue. Before printing, the operator will After unloading, the quantity on board on arrival value remains
Note: All historical data of the trend will be lost when the sampling period be prompted for the name of: The Port and the Chief Officer. At the loading frozen. The quantity on board on departure value is frozen at the
is changed. To avoid this, make a new trend with the new sampling period. port the voyage number will also be requested and then automatically included quantity present in the tanks when the AFTER UNLOADING
Press the SET UP button in the Trend window and press EDIT TREND on for all reports relevant to that cargo. button was pressed.
the menu. Enter a new sampling period in the Edit Trend window. Select OK
to start the trend with the new sampling period.
CTS Reports Illustration 3.3.1e Certificate of Loading
CTS reports will be generated:

Before Loading After Loading Saab TankRadar G
3 CERTIFICATE OF LOADING
Before Unloading After Unloading SHIP NAME
PORT NAME
THIS SHIP
DAMIETTA
BERTH SEGAS
y
VOYAGE NO. 0805E
The report will be generated and printed on paper when the operator activates CARGONO. 08003
one of the four buttons and one copy will be saved to disk. If more paper CHIEF OFFICER A.N.OTHER
copies of the report are required they can be printed using the standard report BEFORE LOADING
mechanism (window/CTS report). The historic report function can be used to DATE (DD/MM/YYYY) 05-05-2008
op
LOCAL TIME (HH:MM) 10:55
view previous cargoes. TRIM (METERS) 0.00 (M) Even Keel
LIST (DEGREES) 0.00 (M) Upright
SHIP AVG VAPOR TEMP 13.08 DEG. C
Overview values are highlighted in yellow. The status of the modules (from SHIP AVG LIQUID TEMP -------- DEG. C
which all the values are read) will be checked and each value with a status SHIP AVG VAPOR PRESS 1,153 mbar(a)
other than OK will be marked with a hash mark (#). TANK 4 TANK 3 TANK 2 TANK 1
AVG LEVEL MEASUREMENT (M) 0.010 0.010 0.010 0.010
TRIM CORRECTION (M) 0.000 0.000 0.000 0.000
Failure of the CTS Equipment LIST CORRECTION (M) 0.000 0.000 0.000 0.000
CORRECTED LEVEL (M) 0.010 0.010 0.010 0.010
TANK AVG VAPOR TEMP (DEG C) 19.21 -5.88 19.19 19.83
If the CTS equipment should fail in one tank during custody transfer, the levels ------- ------- ------- -------
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for that tank would have to be measured using the Whessoe float gauge. The TANK VAPOR PRESS (mbarA) 1,154 1,153 1,153 1,153
TANK VOLUME (M3) 0.000 0.000 0.000 0.000
volume calculations and corrections have to be made by hand, using the hard SHIP TOTAL VOLUME (M3) 0.000 (A)
copy of the tank gauge tables. AFTER LOADING
DATE (DD/MM/YYYY) 06-05-2008
LOCAL TIME (HH:MM) 12:20
The float gauges must be kept blocked at their top stored position when at TRIM (METERS) 0.00 (M) Even Keel
sea. LIST (DEGREES) 0.07 to Port
SHIP AVG VAPOR TEMP -134.45 DEG. C
SHIP AVG LIQUID TEMP -159.77 DEG. C
In port, during cargo operations, the floats should be manually lowered to the SHIP AVG VAPOR PRESS 1,142 mbar(a)
After the cargo operations have been completed the floats should be returned
to their raised stored position before the vessel leaves port.
ft
liquid level. The float will automatically rise and lower with the liquid level.
AVG LEVEL MEASUREMENT (M)
TRIM CORRECTION (M)
LIST CORRECTION (M)
CORRECTED LEVEL (M)
TANK 4
26.902
0.000
-0.001
26.901
TANK 3
26.870
0.000
-0.001
26.869
TANK 2
26.888
0.000
-0.001
26.887
TANK 1
27.020
0.000
-0.001
27.019
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-142.31 -132.74 -132.03 -130.73
TANK AVG LIQUID TEMP (DEG C) -159.79 -159.76 -159.75 -157.78
In this case a Cargo Record Report Sheet is manually completed using the TANK VAPOR PRESS (mbarA) 1,142 1,141 1,141 1,142
gauging tables. These contain the correction figures for trim, list, and thermal TANK VOLUME (M3) 38,766.354 44,215.946 44,206.934 25,575.076
value (level gauge) of each individual tank in order to give the corrected level SHIP TOTAL VOLUME (M3) 152,764.310 (B)
and volume in each cargo tank. VOLUME LOADED (M3) 152,764.310 (B-A)
Company Name
SHIP'S MASTER
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BUYER(S)
SELLER(S)
SURVEYOR
Illustration 3.3.2a Whessoe Gauge System
1084 Receiver
Hazardous Area
y
1084 Receiver
WHESSOE
Transmitter Fig. 2047MT Transmitter Fig. 2047MT VAREC
(Tank 1) (Tank 2)
MAIN MENU
op
Control Room
OPERATION
CONFIGURATION
PRINTER
Output to Ships IAS / Host Computer
HELP
3304 Gauge 3304 Gauge
IAS
MAINTENANCE
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Transmitter Fig. 2047MT Transmitter Fig. 2047MT
(Tank 4) (Tank 3)
ft Key
This is the enter or validate key and is used to confirm a selection, command an action or to
validate data.
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Move cursor right key. In user mode this is used to continue to the next screen. In configuration
3304 Gauge 3304 Gauge mode it is used to continue to the next tank.
Move cursor left key. In user mode this is used to return to the previous screen. In configuration
mode it is used to return to the previous tank.
Junction
Box
Move cursor down key. This is used to select a line or to scroll through available choices.
In user mode it is used to continue to the next tank.
D
Move cursor up key. This is used to select a line or to scroll through available choices.
In user mode it is used to return to the previous tank.
110/220V AC 50Hz
Exit without validating key. This is used to quit a menu or to return to a higher level.
3.3.2 float level gauge The accurately perforated tape transmits float movement to a sprocket wheel, A float lock-up arrangement provides removal of the level gauge float from the
which in turn drives a counter mechanism providing local digital read-out, tank when in the stored position. It also provides a gauge datum reference and
Manufacturer: Whessoe visible through a window in the counter housing. a means of locking the float in the storage position.
Type: Figure 3304
The shrinkage of the float invar tape in LNG vapour at -140C is about 1mm
Quantity: 4 (1 per tank)
when the tank is full and about 8mm when the tank is empty. The stillwell is Operation: Gauging
Accuracy: 7.5mm installed 120mm above the tank bottom and the minimum level which can be
a) Open the gauge isolating valve fully (it is normally left open),
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Repeatability: 4.0mm read from the gauge is 120mm.
then put the crank handle in the STORED position, ie, with the
Operating range: 0 to 44 metres handle towards the gauge cover.
Ambient temperature to -200C CAUTION
22.5 angle to the vertical (maximum) To reduce the risk of tape failure and wear on the gauging mechanism, b) Put the spring-loaded automatic float lock-up and the datum
op
the floats should be fully stowed when the ship is at sea. Care should plunger up to release the float and allow it to descend at a
Transmitter type: 2047MT
be taken when stowing the float as excessive tension may cause tape controlled rate to the liquid level.
breakage.
Introduction To Return the Gauge to the Stored Position
The float descends under control to the liquid surface. The rate of descent is an
Each of the four cargo tanks is provided with an approved secondary level automatic function made possible by the inclusion of a viscous damper within a) Put the crank to the CRANKING position, ie, with the handle
measurement system via a Whessoe gauge as shown in illustration 3.3.2a. This the gauge head. The tank sounding may then be taken by observation of the facing outwards.
secondary system provides an alternative means of cargo level measurement local mechanical read-outs to provide level indication. The Whessoe gauges
in the event of the failure of the primary radar gauges system. During cargo should be checked against the Custody Transfer System (CTS) during each Note: The cranking handle is designed to drive in one direction only and is
C
loading or discharge operations, it is normal to lower the float to the product alternate loading. spring-loaded by a cam arrangement so that it is not in motion during normal
level and allow the float to follow the changing liquid level during these gauging.
operations. At the completion of the operation, and before the vessel departs 12" Float Well
the terminal, the float has to be stored in the gauge head to prevent the gauge b) Carefully raise the float by turning the crank slowly in a
The float well comprises a 12" (305mm) nominal bore float well tube installed
spring, float and tape being damaged by the rapid level changes that would counter-clockwise direction, as indicated by the arrow on the
vertically within the cargo pump tower. The upper end of the float well
occur when the vessel is at sea. main cover inspection plate. Watch the read-out counter, which
penetrates the top of the tank dome where it terminates in a flange.
will indicate when the float nears the top. When resistance is felt
The Whessoe Figure 3304 Marine Liquid level gauge has been designed and by the float touching the cushion spring, continue cranking until
The lower end extends to within 120mm of the bottom of the tank in the warm
developed specifically for low temperature liquefied gas carriers to measure
accurately and continuously liquid levels in marine cargo tanks during loading
and discharging. The float in each gauge should be lowered to the liquid level
after the ship is securely moored at the LNG terminal. The levels obtained from
the floats and from the Saab radar gauges should be recorded in the Cargo Log ft condition, where it is closed by a perforated plate. The lower end of the float
well is provided with a bolted inspection cover. To avoid level errors caused
by the till well effect, there is a 25mm diameter hole spaced every 300mm
below the sliding connection.
c)
the plunger is seated and the automatic float lock-up and datum
plunger spring fully inward, securing the float.
Check that the counter reads exactly the same before and after
use, then put the crank handle in its STORAGE position.
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at the start and completion of each cargo loading or unloading operation. Any
deviation over 10mm should be investigated during the voyage. Isolating Valve and Float Inspection Chamber CAUTION
A 300mm gate valve, bolted to the top of the float well, allows the gauge head Do not attempt to turn the crank clockwise or to interfere with the free
Each gauge is fitted with a 2047MT type transmitter connected to a 1084 to be isolated for maintenance. A stainless steel inspection chamber is mounted fall of the float. To do so will severely damage the tape or the tensator
mini receiver located in the CCR. The receiver functions as a mini tank above the isolating valve to provide access to the float and for the connection spring.
gauging system and the data is displayed on an LCD panel on the front of the of special float recovery tools in the event of tape breakage. The isolating vale
instrument. Command entry is by means of a splash-proof membrane keypad. is normally closed when the gauges are stowed.
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The Whessoe gauge panel is interfaced with the IAS workstation and the tank Maintenance
levels are displayed on the IAS tank screen. The levels displayed on the LCD
Level Gauge Assembly The gauge head is sealed with locking wire and lead seals by a Sworn Measurer,
and IAS have not been corrected for tape shrinkage.
The level gauge assembly comprises the gauge head and float assembly. The therefore it is important to avoid damaging these seals. In the event of the seals
The Whessoe gauge is float actuated and employs a tensator spring as a counter- float is clamped to an accurately perforated tape manufactured from stainless being broken, the companys head office should be informed immediately so
balancing mechanism which maintains a constant tape tension at the float. This steel, a viscous damper to control the rate of descent of the float to the cargo that arrangements can be made for the attendance of a Sworn Measurer to
ensures that the float maintains the same level of immersion irrespective of the level, a crank for raising the float to the storage position, and a mechanical check and re-seal the gauges.
amount and weight of the tape paid-out. read-out which is observed through the counter window, plus a transmitter for
continuous read-out on the IAS during loading and discharging operations. The float must be raised and secured whenever the vessel is at sea.
An inspection housing is provided between the gauge head and the closure Illustration 3.3.2b Whessoe Float Level Gauge
valve on each unit. The closure valve is used to cut-off vapour flow to the Read-Out Window Transmitter
inspection housing. The inspection housing is provided with a pipe connection
for inerting the space with nitrogen before inspection or renewal of the tape or
float. The nitrogen is supplied from the nitrogen purge valve available at each
tank dome area and is introduced by means of a flexible hose from an outlet
valve to the Whessoe unit.
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Loss of Float
Handle To Raise
The Float
In the event of a float becoming detached, Whessoe supply a magnetic retrieval
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device that will attach to the metal plates on the top or bottom of the float so
that it can be recovered without the need for gas freeing.
To retrieve a detached float, first ensure the tape and plunger are stored in the
gauge housing, then fully close the gate valve.
Cushion Spring
Open the inspection hatch and attach the magnetic retrieval device. Close the
inspection hatch.
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Open the gate valve and lower the retriever to the liquid level to pick up
the float. Raise and store the float, close the gate valve, open the inspection
chamber hatch and remove the float. Disconnect the retrieval device.
If the float has simply become detached and the tape remains in good condition, Cylindrical Float Inspection Hatch
simply re-attach the float to the tape and check the store position setting. If the
readings are accurate there will be no need to remove the main gauge cover.
If the tape has been damaged or cut, it will be necessary to rectify the tape and
hence rectify the gauge readings. In order to rectify the readings it is necessary
to remove the main cover to adjust the gauge read-out and gain access to the
tape.
ft
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Removal of the main cover will mean the custody seal will be broken. The
300mm Closure Valve
custody seal is there to prevent removal of the main cover and adjustment to
the gauge after accuracy tests have been carried out with the surveyor.
On completion of repairs and readjustment it is good practice to have a surveyor

re-verify the gauge readings and reseal the main cover. This will ensure no
problems are encountered by surveyors at future loading or discharge ports.
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Illustration 3.3.3a High Level and Overfill Alarm System
230V AC Supply HIGH LEVEL AND OVERFILL ALARM SYSTEM

Float Switch Arrangement High Level System
98.5% TANK NO. 1 99.0% TANK NO. 1
Protective Cap
98.5% TANK NO. 2 99.0% TANK NO. 2
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230V AC Supply
Overfill System 98.5% TANK NO. 3 99.0% TANK NO. 3
Test Lift Button 98.5% TANK NO. 4 99.0% TANK NO. 4
LOOP FAILURE HIGH LEVEL LOOP FAILURE HIGH LEVEL
op
SYST./POWER FAIL. HIGH LEVEL SYST./POWER FAIL. HIGH LEVEL
Connection ALARM ACCEPTED

Box
LOOP FAILURE ACCEPTED
ACCEPT RESET ALARM LAMP

Cargo Tank Dome Shell ALARM ALARM BUZZER HOLD TEST ON/OFF
OMICRON
C
TONSBERG - NORWAY
99% 99% 99% 99%

OVERRIDE OVERRIDE OVERRIDE OVERRIDE
CT1. CT2. CT3. CT4.
Float Guide AT
SEA
High High 98.5% 98.5% 98.5% 98.5%

OVERRIDE OVERRIDE OVERRIDE OVERRIDE
Low Density Float CT1. CT2. CT3. CT4.
Sensor Switch
ft Intrinsically Safe Inputs

SAFE AREA
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Level Sensor Level Sensor Level Sensor Level Sensor
High Tank No.4 Tank No.3 Tank No.2 Tank No.1 HAZARDOUS AREA
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3.3.3 Omicron EHL and HHL Independent High Level Operation Override
Alarms Independent Alarm and Shutdown Override
When a cargo tank float moves upwards and activates the alarm, the buzzer on
Manufacturer: Omicron the CTS workstation will start. The corresponding alarm will also be raised via During the loaded voyages it will be necessary to override the High Level
Type: HHL - 8903A the IAS system. alarms and shutdowns, during the ballast voyage the Low Level alarm override
is engaged to prevent the sloshing LNG liquid from constantly activating the
Pressing the SILENCE ALARM pushbutton on the IAS control panel will alarms.
The vessels cargo tank high level alarm system is fitted to comply with the
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cause the common alarms to stop.
IMO, DNV and USCG etc, societies requirements. To comply with these The following alarms can be overridden from the CTS workstation on the CCC.
requirements the Very High Level alarm, activated by the Saab radar and the To override these levels, depress the ESDS button on top of the Saab monitor
The common alarm unit is configured to raise alarms for either the 98.5%
Extreme High Level alarms are completely separate. and select all of these alarms and shutdowns to be overridden. Confirmation
HIGH HIGH LEVEL or 99.% EXTREME HIGH LEVEL alarm.
op
will be given by the check mark appearing in the small square in the Figure
Both the High High Level (HHL) and Extreme High Level (EHL) level below and by red indicating lamps being displayed in the centre of the cargo
When the level in the tank reaches the 97% alarm limit the filling valve for that
switches are of the float-type and can be tested independently from the top of Tank and ESDS mimics on the IAS.
tank should be throttled-in to 25% or less.
the tank.
Independent EHL alarm and ESD activation
In addition to the normal alarm function the system also has an Alarm Hold
All the inputs from the level switches are connected directly to the input side Saab CTS VHL alarm and fill valve close
function.
of the ESD control panel, then by relay to the ESD override (99% level), the
common alarm system and the IAS cargo system. Independent HHL alarm
The Alarm Hold operates in the following manner:
The 98.5% capacity float will activate the HHL alarm and will close the tank CAUTION
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If prior to loading the Alarm Hold button is already activated, it must be
filling valve. The 99% capacity EHL alarm will activate the ESD system,
released and then reactivated; this is done to clear any previous alarms. None of the High and Low Level alarms and overrides should be in the
which closes the manifold valves.
override mode during loading and unloading operations of the cargo
When the Alarm Hold is activated, the first alarm from each tank and level tanks.
The level switch has two floats with built-in permanent magnets in each float.
will activate the buzzer on the control panel in the CCR, also the appropriate
As the float moves upwards, a reed switch inside the housing is deactivated
LED will flash.
and an alarm is raised. When the float moves downward, the reed switch is
closed again.
If one of the level switches, that is already in alarm condition, should be
deactivated and then reactivated because of the movement of the cargo surface,
and one is in parallel with the switch contacts. This enables the detection of
broken or shorted alarm circuits. If necessary it is possible to replace a faulty
sensor without taking the cargo tank out of service, see the manufacturers
information instructions for full details. ft
Two resistors are connected to the reed switch inside the sensor. One is in series
the alarm will not sound again due to the alarm hold function.
When the alarm hold button is deactivated, all alarms and alarm LED will
return to the normal working condition according to signal inputs from the
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level switches in the tank.
Testing Tank 4 Tank 3 Tank 2 Tank 1

Each level switch is equipped with a mechanical testing device. The testing 100.0% Liquid height mm 27.940 27.952 27.952 27.923
device is located under a protective screw cap on top of the level switchs 99% Liquid height - mm 27.095 27.095 27.095 27.178
junction box. By lifting the testing device slowly, the HIGH HIGH LEVEL Extreme High Level
alarm (98.5%) for that particular tank will be raised. Lifting the device further
98.5% Liquid height mm 26.882 26.882 26.882 27.004
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up will cause the EXTREME HIGH LEVEL alarm (99%) to be raised.
98.0% Liquid height - mm 26.673 26.673 26.673 26.833
When testing is complete, the test device should be pressed back down and the High High Level
protective screw cap replaced. 97.0% Liquid height mm 26.265 26.265 26.265 26.497
Note: The EHL and HHL alarms are to be tested prior to each cargo loading Note: The Omicron floats for the EHL and HHL are located 1.8 metres
and discharge operation. forward of the Saab Radar and Whessoe Float Level Gauges in the liquid
dome. Therefore, if the ship is not on an even keel during the topping-up of
the tanks the EHL and HHL alarms will not activate at the correct levels.
Illustration 3.3.4a Trim and List Indicators

Analog Indicator
for Wheelhouse and CCR
Sensor (Inclinometer)
Inclinometer Cuircuit Unit Installed in the Motor
Box Installed in Electrical Room
Equipment Room
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op
Wheelhouse
Electrical Equipment Room

Motor Room
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Forward List Indicator Trim Indicator
AC220V
Port Starboard
Power Supply % %
+ - + -
Aft
INCLINOMETER
Inclination
Detector in
Electric Motor Room
ft
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Cargo Control Room
List Indicator Trim Indicator
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% %
+ - + -
Hazardous Area
Custody Transfer System
For List
For Trim
Key
Electrical Signal
Safety Area
3.3.4 trim and List indicator Electronic Circuit Unit

The voltage signal transmitted from the linear transformer is amplified by
Manufacturer: Utsuki Keiki Co. Ltd a high impedance amplifier to minimise the voltage loss suffered in the
conductor. The amplified output is used to give an analogue output signal.
Detector:
Direction: 2 Indicator Panel
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Type: CSM-2DD The indicator panel is formed by two circular gauges. The trim gauge has a
Measuring: 0~2, 0~5 range of +/- 2 with an minimum scale reading of 0.1. The list gauge has a
Measure for: Trim and List range of +/- 5 with a minimum scale reading of 0.2.
Accuracy: 0.3% FS
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Response time: 0.5 sec Set-up Procedure
Circuit Unit Box: The detector should be installed at a time when the heel and trim are at a
minimum such as dry dock. The place of installation should be free from
Type No: CB-2S
vibration, secure from impacts and horizontal.
Type: Wall mount
Power: Ac 220V 1 60Hz Once the detector is mounted the adjusting bolts can be moved to set the scale
Dissipation: 40VA reading on each instrument to the correct figure.
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Output: TRIM
Before the indicator panel is switched on check that each of the gauges reads
Aft Fore zero. When the power is switched on allow readings to settle, then adjust the
4mA ~ 12mA ~ 20ma readings by turning the adjusting bolts/nuts to the actual trim or list.
-3V ~ 0V ~ +3V
LIST
Port Stbd
4mA ~ 12mA ~ 20ma

Introduction
-3V ~ 0V ~ +3V
ft
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The trim and list indicator system consists of the following parts:
Inclination Detector
Essentially the detector is a core suspended by a leaf spring to form a pendulum.
As the core moves to maintain the vertical its position changes according to the
degree of inclination caused by either trim or list. This movement of the core is
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transferred into an electrical signal by the linear transformer (LVDT).
The detector is filled with silicon oil to give protection against impact and
vibration.
Illustration 3.3.5a Loading Computer
Active Loading Condition CURRENTCONDITION [2008-07-27-07:21]
File Mode Task Cargo&Ballast Results Tools View Loads Help 03:59:00 DRAFT ERROR: ERROR WH Ack. Log. ONline
94 m
y
Mode
Monitoring
Planning
op
Task
Bunkers
Cargo&Ballast
Stores
Emergency
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Show Cargo tanks Show Ballast tanks Show totals
Column Selection: Standard M3 Bbls
WBT4P
WBT4S
WBTERP
WBTERS ft Tank
WBT4P
WBT4S
WBTERP
WBTERS
Load id
BW
BW
BW
BW
Capacity
[m3]
5652.8
5652.8
1132.7
1147.4
FILL
[%]
96.4
97.4
96.0
96.1
Sound
[m]
25.25
25.24
22.58
22.50
Radar
[m]
8.49
8.49
1.30
1.32
Volume
[m3]
5449.87
5508.32
1087.89
1102.51
Target/TOV
[m3]
5428.7
5422.2
1091.0
1101.9
Dens
[t/m3]
1.0250
1.0250
1.0250
1.0250
Weight
[t]
5586.1
5646.0
1115.1
1130.1
Frsm
[tm]
509
593
32
32
RATE
[m3/h]
0 -
0 -
0 -
0 -
READY Onli
ON
ON
ON
ON
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WBTAP WBTAP BW 1483.0 944.4 5.37 0.59 1400.34 1404.7 1.0250 1435.4 37635 0 - ON
59084.9 97.2 57221.62 56653.9 58652.2 40574 0
Floating position according to Mode Online Aft 9.04 m Mid 10.42 m Fwd 9.74 m Trim F 1.20 m Heel S 0.57
Dens 1.025 t/m3 n/a Heel S 0.14 deg GMo 9.66 m DW 63411 t Strength Limit Sea
10.72 At perp. Mean 10.20 9.68 Trim A 1.05 m GMcor -1.85 m UnkDWT -0.6 % BMmax 68% at fr. 73
Below keel
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Defl. 0 m GM 7.59 m Disp 95342 t SFmax 68% at fr. 45
Prop. immersion 123 % n/a
3.3.5 loading computer Monitoring and Planning Modes When the user changes from one mode to the other, the current loading
condition is stored temporarily. Depending on the mode in use, the loading
The program has two main running modes. The user can utilise both modes condition is saved either with the name Monitoring or Planning respectively.
Introduction simultaneously. The two modes are in fact two different loading conditions.
In this way, the ongoing cargo operation can be kept active and connected to When the program is started again, the loading condition last in use will be
Manufacturer: NAPA Oy Ltd read, and if an old load condition is opened, then default mode monitoring is
the on-line monitoring mode, while the next voyage is being planned in the
Type: Onboard-NAPA for LNG 2006.1 planning mode. on.
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The ships loading computer is situated in the cargo control room incorporated Hydrostatic Information
Planning
in the cargo console.
The fields at the bottom of all the primary menus contain the hydrostatic
Open a default loading condition, or rename an existing loading
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The Onboard-NAPA is an advanced computer programme for the calculation information of the active loading condition. Every time the loading condition
condition. is changed the hydrostatic values are immediately updated. The following
of the ship loading, damage stability, analysis and the ship performance
prediction. All of the calculations are based on a real 3D geometric model of Choose the grades to be loaded. information is available:
the vessel created by the Naval Architectural Package (NAPA) and conforms Enter cargo quantities in tanks. Mean Draft, Draft Forward, Draft Aft, calculated extreme
to the requirements of IMO Res.A749 and MARPOL 73/78. draughts located at the draught marks.
Adjust with ballast if required.
Trim is the difference of the draughts at the perpendiculars.
There is an on-line link between the NAPA program and the tank measuring Estimate the bunkers on departure/arrival.
system (TMS) which consists of two distinct parts. The hardware interface and Heel is the heeling angle in degrees.
Check the stores weights.
the software interface that is used to convert the protocol to obtain data from GMcorr is the total effect of free surface in the active loading
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the Foxboro tank measuring system; the hardware interface is defined by the Check the stability and stresses. condition.
TMS manufacturer, while the software part of the interface which includes the Check the direct damage results.
on-line reading program, is a separate background programme taking care of GM is the metacentric heights.
the communication with the TMS. The data is sent from the TMS to the on-line Modify if required. MBmax, SFmax are the maximum hogging and sagging
reading program which then converts it and sends it to the Onboard-NAPA. Save the condition. bending moment and shear force relative to the SEA condition.
Where these forces exceed 100% they are displayed in red.
The computer also has an ullage input from the TMS for the cargo, ballast and
Monitoring Dens is the current specific gravity of the sea water, which can
the fuel oil tanks that enables the computer to be used in on-line mode during
be manually changed by typing a new value.
loading or discharging.
Starting the Programme
a) Power-up the PC, monitor and printer.

ft Open the planned departure condition.
Choose the monitor tool.
Target values are the departure values for the loading
condition.
Defl is the deflection of the hull obtained from the draft survey.
A positive sign indicated hogging and a negative sign indicates
sagging.
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Choose the book-folder Standard Features anchor Monitor File Menu
b) The message Press Ctrl-Alt-Delete to log on appears. Tool >Areas to be viewed.
Book-folder Standard Features anchor Monitoring Areas The purpose of the file menu is to display all the loading conditions saved
c) Press the keys Ctrl, Alt and Delete simultaneously. on the hard disk. In the file menu it is possible to change the active loading
>Customise the areas.
condition or save the current condition. Loading conditions can also be deleted
d) Enter the correct user name and password as requested. Without saving the view it is only available until the loading using this menu.
condition is changed. Saving the view is done by writing the
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Once the login has been successful the operating system is loaded and can be name of the profile in the editable drop-down box, and pressing
accessed by double-clicking the Onboard-NAPA icon on the desktop. the save button next to it. Use of Onboard-NAPA When Loading New Cargo
The user can set the anchor Tanker Target Settings book- a) Start the programme, the last loading condition is displayed.
folder Standard Features personal alarm margin from the
tools>settings>cargo table>target. b) Select File. From the drop-down menu select an old condition
Connect the Onboard-NAPA to On-line. by selecting on-line/ suitable as a base for the new one.
off-line.
c) Use the OPEN command to make it active.
Illustration 3.3.5b Load Computer (Cargo Screen)
94 m
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Mode
Monitoring
Planning
op
Task
Bunkers
Cargo&Ballast
Stores
Emergency
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Column Selection: Online M3 Bbls Selected tank group: All Cargo
COT1
COT2
COT3
COT4 ft LNG
LNG
LNG
LNG
Trade Name
Capacity
[m3]
25952.9
44878.7
44885.0
39329.1
FILL
[%]
1.3
0.5
6.5
5.3
RS
[m]
0.487
0.173
1.955
1.599
TOV
[m3]
349.00
242.00
2933.00
2079.00
Target/TOV
[m3]
471.0
478.0
3794.0
2350.0
Dens
[t/m3]
0.4300
0.4300
0.4300
0.4300
Weight
[t]
150.1
104.1
1261.2
894.0
RATE
[m3/h]
-239 ON
1376 ON
466 ON
1227 ON
ONLINE
Frsm
[tm]
12392
66953
55087
0
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155045.7 5.5 5603.00 7093.0 2409.3 2830 134433
Floating position according to Mode Online Aft 9.15 m Mid 10.28 m Fwd 9.79 m Trim F 1.20 m Heel P 0.33
Below keel
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d) From the drop-down menu select SAVE AS, a dialogue box will Voyage Order Remove port.
appear. Type in the new conditions name, then click SAVE and
With this menu the operator can plan how different cargo parcels are loaded Add port.
save it.
and unloaded during one voyage. Each line of the table is the voyage of one
The table is automatically saved by the command OK.
cargo parcel from the load port (Lport) to the discharge port (Dport). The line
e) Start loading. Use the SAVE command at no more than ten
can be edited with the fields displayed at the top of the window. Ports are
minute intervals in order that the minimum amount of input is Load Tool
selected from drop-down menus. When the grade is selected, the information
lost should there be a problem.
GradeDB is shown on the list. The operator must enter the cargo quantity in the
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Once the operator has entered all cargo parcels in Voyage Order, loading is then
amount box. In the margin box the operator selects % deviation allowable. planned using this module. With the menu area on the right of the screen the
Test conditions at intervals of not more than one month are used to check that
the program is still operating correctly. The results on screen should be checked operator selects the actions to be carried out in one port.
against Test Conditions supplied as hard copy from the manufacturers. These Information Copied from Grade Database Port: Operator enters port for cargo operation.
op
checks must be recorded and kept for any statutory, port state or oil company When a grade is selected from the drop-down list the following information is Load: Operator selects parcel to load or discharge.
inspections the vessel may undergo. copied. All information can be edited on a voyage by voyage basis.
Action: Operator selects Load or Discharge.
Table: (ASTM)
User Settings Menu Amount: Quantity of cargo involved.
Reference density
In this menu the user can modify several settings of the program. Margin%: Margin of discrepancy allowed.
Reference temperature
Unit: Bbls/tonnes, etc.
The settings are: Coefficient of thermal expansion (CTE)
Min: Selects minimum amount.
Float-tab. The vessels draught, deadweight and displacement Loading temperature
C
can be expressed here in different modes. The user can also set Max: Selects maximum amount.
Actual Litre/weight or Volume Correction Factor (VCF)
an alarm for overly high GM.
Print. A default printer can be selected from a drop-down menu. Reset Parcel
Information to be Completed for Each Grade
SAVE FILES TO defines the path where the files are stored. If the reset parcel function is selected, the whole parcel is removed from the
On-line. Default status can be on or off-line. Voyage number tanks and, for instance, can be relocated.
Files. The user can select where to store files. Loading port (can be chosen from drop-down list)
The table to the left shows all of the tanks, one by one, that have been selected
Alarms. Allows the alarms to be activated or deactivated. Discharging port (can be chosen from drop-down list) from the graphical area to be used for a particular parcel. When the background
Cargo Table. Allows the operator to select a source for readings,
eg, radar gauges. A target value, eg, ullage. And a target
difference between actual and selected readings before an alarm
is activated. It also allows the operator to select which columns ft Colour (a different colour can be selected for each grade)
Cargo number (some companies use this to identify the cargo)
Parcel
of the TOTAL box turns green, the amount of the parcel is within the selected
margins. The Info column shows the operator how much, in percent, the actual
amount differs from the nominal amount. When the operator is satisfied with
the tanks to be used, he selects APPLY to confirm this.
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are displayed. There is also a facility to select between weights Amount of cargo to load The table to the right is an ACTION LIST that shows a summary of all the
in air or vacuum.
Unit in which cargo is to be measured (chosen from drop-down parcels and how much will actually be loaded. A green dot in front of a parcel
Cargo History. The operator can select the Vessels Experience list) indicates that the amount is within the margins selected. No dot appears if the
Factor, (VEF) in either SHIP/SHORE or SHORE/SHIP mode. operator accepts an amount outside these margins.
There is also an adjustable cut-off setting, above which Margin ( allowable discrepancy range)
percentage cargoes are excluded from the VEF calculation. The use of the OPTIONS menu defines how tanks will be filled:
Port Database
D
Load Tool. Offers the operator the choice of overriding the Equally: The parcel is loaded into selected tanks at an equal
cargo presently in the selected tank or re-planning the whole In this table the operator can store information on ports the vessel may visit. filling percentage.
cargo. It also allows the operator to select a running total, and a The following commands are used:
Priority: Cargo parcels are loaded to the tanks in the order they
facility to choose the units this is displayed in.
Name (abbreviated port name, eg, ROT). were selected. All tanks will be filled to the maximum filling
level, but the last tank may remain slack.
Description (actual port name, eg, ROTTERDAM).
Priority WT: As for priority, but the last pair of wing tanks
Max. Draft (depth in fairway) /Not used for calculations.
selected will have the same filling percentage.
Density (dock water density) /Not used for calculations.
Illustration 3.3.5c Load Computer (Load Summary)
94 m
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Mode
Monitoring
Planning
op
Task
Bunkers
Cargo&Ballast
Stores
Load Summary
Emergency
LNG : 2435.9 ton

BALLAST WATER : 58620 ton
Diesel Oil : 2034.2 ton
D.O Overflow : 20.8 ton
C
Gas Oil : 72.8 ton
Lubricating Oil : 327.5 ton
Fresh Water : 289.0 ton
Liquids total : 63800.6 ton
UNKNOWN_DWT : -544.2 ton

DEADWEIGHTCONST : 240.0 ton
Mass Load Tot. : -304.2 ton
Unknown Deadweight : -544.2 ton

Deadweight. 63496.3 ton
Column Selection: Standard M3 Bbls
WBT4P
WBT4S
WBTERP
WBTERS ft Tank
WBT4P
WBT4S
WBTERP
WBTERS
Load id
BW
BW
BW
BW
Capacity
[m3]
5652.8
5652.8
1132.7
1147.4
FILL
[%]
96.4
97.4
96.0
96.1
Sound
[m]
25.25
25.24
22.58
22.50
Radar
8.49
8.49
1.30
1.32
Volume
[m]Close [m3]
5449.87
5508.32
1087.89
1102.51
Target/TOV
[m3]
5428.7
5422.2
1091.0
1101.9
Dens
[t/m3]
1.0250
1.0250
1.0250
1.0250
Weight
[t]
5586.1
5646.0
1115.1
1130.1
Frsm
[tm]
509
593
32
32
RATE
[m3/h]
0 -
0 -
0 -
0 -
READY Onli
ON
ON
ON
ON
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WBTAP WBTAP BW 1483.0 944.4 5.37 0.59 1400.34 1404.7 1.0250 1435.4 37635 0 - ON
59084.9 97.2 57221.62 56653.9 58652.2 40574 0
Below keel
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Free: All tanks can be filled freely with any filling percentage at Balance Tool Stores
all. The items in the stores, on the left side of the stores tables, are items that can be
Balance With: Allows the operator on the Graphic area to select
edited, ie, modified, added and deleted freely. The weight, centre of gravity and
the tanks that may be used to achieve balance. The options are:
Profiles Selected Tanks (Default), or different tank groups.
extension or length of a mass component are modified in the LOAD STORES
section using the EDIT WEIGHT tool as follows:
Profiles can include many different customised tool layouts, these can be Target: Is used to select the final floating position. Up to three
selected from the drop-down menu. Profiles can be saved or deleted by Click on NEW WEIGHT
targets can be selected.
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entering or deleting from the profiles field. Click on ADD WEIGHT
Print Operations: Prints the contents of the OPERATIONS
Floating Position Mode allows the operator to choose between: window. Select LOAD STORES>ADD WEIGHT
On-line: Draught readings are read remotely, and trim and heel
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are calculated from these readings. Amount of Liquid to Use A name for the new component is entered, along with its weight, location and
dimensions.
Calc: Draughts, trim and heel are calculated by Onboard-Napa Free: Do not restrict the amount of liquid transferred, added or
based on the current load condition. removed. Location of a new mass component can also be given graphically with the
User: Allows manual entry of draughts, heel and trim. Keep Unchanged: Do not alter Displacement. LOCATE option. After selecting the LOCATE option the operator may point
the location on any of the geographical windows.
Minimum: For the selected tanks or purpose, achieve balance
Show Rates For: The drop-down menu allows the operator to choose which with the minimum amount of transfer.
tanks are in the upper rates window. The options are: All tanks, Ballast, Bunker Fixed Stores
or Cargo and Ballast. Maximum: Find balance with the maximum number of
C
selections. This option is used when cargo will be used to The items in the fixed stores, tables are locked for many changes, however,
achieve balance. mass and/or centre of gravity of these components can be changed indirectly
Sort By Time: This facility allows the operator to select tanks in order of their with the MODIFY FIXED STORES option.
completion time instead of alphabetically. User Defined: The user to define the total change in
displacement. Typical stores that change, but are located in a known area can be modified
There are two windows for loading/discharging rates. In the upper window the using the EDIT WEIGHT tool. These stores could include for example, hotel
Equal to: Defines the exact change in displacement.
rates (m3/h), remaining time and completion time are displayed. In the lower stores, provisions, etc. The centre of gravity of such stores is fixed but the
window the same information is displayed for parcels. The completion times Less Than: Defines the maximum change.
weight can be changed.
are calculated with the formula: (Target volume minus current volume) divided
More Than: Defines the minimum change in Displacement.
by the current rate. At present only m3/h calculations are available.
The operator can set filling alarms for reaching target values (eg, ullage,
metric tonnes, bbls or m3). They are adjusted in TOOLS>SETTINGS>CARGO
TABLE>TARGET. The options are unit and value. When the difference ft Limits to Take into Account
Bending Moments: Both limit, either the sea or harbour

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between the target value and current value is less than the chosen limit, the condition, or some other restriction given by the operator in the
label of the tank/parcel starts blinking red/grey. The alarm can be turned off by BALANCE window.
clicking the label below the bar. Shear Force: Both limit, either the sea or harbour condition, or
some other restriction given by the operator in the BALANCE
Balance Mode window.
Balance allows the operator to balance the ship (heel, trim, draught, either one,
Load Stores Menu
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or all of these at the same time) to certain given values. When the options have
been entered, the operator selects PREVIEW. The program then calculates This function is used for updating, adding, deleting and modifying mass load
the result and displays it on OPERATIONS and RESULT windows. On the components, also called stores.
RESULT window the user sees the current floating position and the floating
position after balancing. If the operator is satisfied with the result, APPLY is Onboard-NAPA has two main sets of stores:
selected and the tanks are modified, as shown on the OPERATIONS window.
Stores
The contents of this window can be printed by selecting PRINT
OPERATIONS. Fixed stores
Illustration 3.3.5d Loading Computer (Bending Moments)
94 m
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Mode
Monitoring
Planning
op
Task
Load Summary
Bunkers GZ-Curve Bending Shear Weight Strength Sequence
Cargo&Ballast
SHEAR min SF max SF
Stores
(t)
Emergency 5000
0
50 100 150
C
frame
5000
Position Frame
Show Cargo tanks Show BallastMin.

tanks
ShearShow totals
Force -4499 t 197.5 m 114
Column Selection: Standard Max. Shear Force 3877 t 28 m 35 M3 Bbls
WBT4P
WBT4S
WBTERP
WBTERS ft Tank
WBT4P
WBT4S
WBTERP
WBTERS
BW
BW
BW
BW
Load id
Max. Relative
CapacityShearFILL
[m3]
Sagging Moment
5652.8
Hogging Moment
5652.8
1132.7
Force Sound
[%]
Max. Ref. Sagging Moment

1147.4
[m]
96.4
97.4
96.0
96.1
25.25
25.24
22.58
22.50
Radar
[m]
68 t Volume
-6301 tm
8.49
265584
8.49 tm
1.30
19 %
1.32
36 m
Target/TOV
[m3] .250.1 m[m3]
5449.87
45Dens
144
5508.32117.9 m
1087.89
252.9 m
1102.51
[t/m3]
5428.7
5422.2
1.0250
89 1.0250
1091.0 147 1.0250
1101.9 1.0250
Weight
[t]
5586.1
5646.0
1115.1
1130.1
Frsm
[tm]
509
593
32
32
RATE
[m3/h]
0 -
0 -
0 -
0 -
READY Onli
ON
ON
ON
ON
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Max. Ref. Hogging 67 % 71.9 m 73
WBTAP WBTAP BW 1483.0 Moment
944.4 5.37 0.59 1400.34 1404.7 1.0250 1435.4 37635 0 - ON
59084.9 97.2 57221.62 56653.9 58652.2 40574 0
Close
Below keel
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Draught Survey Menu Tanker Emergency Task/Direct Damage Strength and Stability Information
The Draught Survey determines the difference between the Displacement This command is for calculating all possible MARPOL-damage combinations, This is accessed by clicking on the results box on the left-hand side of the main
calculated using the known draughts and Displacement calculated using the and makes a summary list of all those damages. If all damages are acceptable, screen.
loading data input by the operator. The difference is called the Unknown SUMMARY of RESULTS shows a green tab. If any damage is not fulfilling
Deadweight, ie, Unknown_DWT. the criteria then a red tag appears. DAMAGED COMPARTMENTS shows Under the GZ-CURVE tab the operator can see the ships stability as a curve,
which spaces and compartments are damaged in SELECTED DAMAGE, that or as a text. The red curve is for GZ, and the green is for the area under the
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To ensure the most accurate result, the draught survey should be performed is highlighted on the list. GZ-curve. The light blue line is for GMo.
while the vessel is in harbour or in calm water, not under way.
The text area shows the basic SOLAS criteria in the required column The
Functions
attained column has all the attained values of the respective criteria. The green
Draught Survey Procedure
op
CALCULATE: Calculates all MARPOL damage. bars show how good each particular criterion is in comparison to the required
Main window: Tools->Draught Survey or value. If the attained value is less than required, the green bar disappears and
PRINT: Prints list of all damage. the attained field turns red.
Click on Draught Survey or
SELECT CASES: Shows list of damage.
F9 function key on the keyboard Under the BENDING tab, bending moments along the hull length are shown.
SUMMARY: Shows a short summary, in table format: Dominant
Red curves show minimum allowed moment (sagging), and maximum allowed
Update the tank contents in LOAD TANKS manually, or using criteria, required GM, status OK or not met.
moment (hogging). The light blue curve shows the actual moment along the
the on-line link to the system.
DETAILED RESULTS: Shows flotation, attained stability, and hull.
Update stores. distance to the nearest opening that can lead to progressive
C
flooding. The text area shows the maximum and minimum shear forces, and the
Reset the previous draught observations by clicking on CLEAR
maximum hogging and sagging moments, as well as their locations. The
OBSERVED. CRITERIA: Shows all criteria and attained values.
maximum relative shear force and relative moments show how much the real
Reset the current UNKNOWN DEADWEIGHT in the loading OPENINGS: Shows the five closest openings that can lead to moment/force differs from those allowed. Because the allowed forces/moments
condition by clicking on RESET. progressive flooding, their location and reserves in distance and vary along the hull, the maximum forces/moments are not necessarily on the
heeling. same location as the maximum relative force/moment.
Enter the current draught data by clicking on UPD from the on-
line button, or by manually entering the observed draughts in GZ-VALUES: Shows the GZ curve in a table format for every
their respective boxes. damage case. Shear forces along the hull are shown under the SHEAR tab. Red curves show
the minimum and maximum shear force allowed. The light blue curve shows
Check that the value of the new UNKNOWN DEADWEIGHT
is reasonable.
Load the UNKNOWN DEADWEIGHT to the current loading
condition by clicking on LOAD NEW. The result can be seen in ft the actual shear force along the hull.
The distributions of weight and displacement are shown under the WEIGHT
tab. The red curve shows the displacement distribution and the light blue curve
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the FIXED STORES table in the LOAD STORES task. shows the weight distribution.
Close the dialogue by clicking on CLOSE. The STRENGTH tab shows all the strength results (bending, shear and weight)
in tabular format. The user can examine the strength values of any X-Location
in the hull by typing the location in metres or as a frame number in the fields
on the top left corner.
D
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Section 4: Cargo and Ballast Systems
4.1 Cargo Manifold
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4.1.1 Cargo Manifold System
4.1.2 Cargo Strainers
Illustrations
4.1.1a Cargo Manifold (Port Side)
C
4.1.1b Drain and Inlet Manifold Pipes and Loading Arms
4.1.2a Cargo Strainer
ft
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Illustration 4.1.1a Cargo Manifold (Port Side)
Ships Side
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3150mm
AFT FORWARD
14" 16" 16" 16" 16" 16" 14"
op
350mm
Hydraulic Hydraulic
ESD Valves ESD Valves
C
Manual Valve Hydraulic Manual Valve
ESD Valve
Manual Double- Manual Double-

Shut Valves Shut Valves
350mm
Manual Valve
ft
500mm 500mm
Manual Valve
600mm
Manual Valve
500mm 500mm
Manual Valve
350mm
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80mm
80mm
Diesel Oil LNG Vapour LNG Spray Line Diesel Oil

D
LBP/2
(FR.95+930)
2255mm
2000mm 3000mm 3000mm 3000mm 3000mm 2000mm
Centre of Manifold
(FR.95-1325)
4.1 CARGO MANIFOLD The cargo manifold is used for the loading and discharging of the liquid LNG
and the transfer of LNG vapour to and from the shore terminal during cargo
4.1.1 cargo Manifold system operations.
The principal particulars are as follows: The cargo manifold system is situated in the area between No.2 liquid dome
and No.3 vapour dome, and comprises two 650/500mm branch liquid headers
extending out to the port and starboard from the main fore and aft liquid header
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Manifolds towards the ship sides. Each liquid branch header reduces down and splits to
provide two 400mm liquid connections, two forward and two aft of the vapour
Spacing between liquid line and vapour line: 3000mm
manifold, to which the portable reducer/spool connection piece, with the bi-
Distance between ship manifold QCDC spool 3150mm directional strainers in position, are connected and ultimately the cargo arms.
piece and ship side:
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Distance between middle of manifold flange 1342mm The 600mm vapour branch header extends from the fore and aft main
and top of working platform: vapour header towards each ship side, it also reduces to provide a single
400mm connection with a portable reducer/spool connection piece, port and
Conical Strainers starboard.
16" x /#60/#10 mesh 8 sets Each liquid manifold has a manual double shut-off valve and an automatic
V shaped, portable dual flow type Stowed in box on manifold deck ESD valve, the manual shut-off valve is located on the inboard side of the
Maximum flow rate: 3,600m3/h for each ships side automatic valve. Each vapour manifold connection only has the automatic ESD
C
valve. The automatic valves (ESD valve) are connected to the ESD system on
Maximum flow speed: 1.000m/s board, and in the event of an ESD situation occurring can be closed either from
the ship or shore.
Reducers/Spool Piece
Cargo Manifold and Spray Header Connection
Cargo liquid JPI 150PSI. Short type, 8 pieces 16"/16"
fitted to manifold On each liquid manifold are connections into the spray header, these
connections, together with the respective bypass/cooldown valves, can be used
JPI 150PSI 6 pieces 16"/12"
by the operator to cool down or drain the main liquid header and shore arms.
Cargo vapour
Concentric type
JPI 150PSI
Concentric type, without
bolt hole for panigaglia
2 pieces 16"/12"
JPI 150PSI. Short type, 2 pieces 16"/16"

ft
Each liquid manifold is provided with two pressure relief valves, located
inboard and outboard of the ESD valve, which in the event of a pressure build-
up between the manual shut-off valve and the ESD valve or the ESD valve and
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the blank flange, would drain back to No.2 or No.3 cargo tank liquid dome.
fitted to manifold
JPI 150PSI 2 pieces 16"/12" At the top of each liquid manifold is a pressure gauge connection and sample
Concentric type vent with a quick connection for nitrogen purge, there is also a drain cock on
JPI 150PSI 2 pieces 16"/8" the bottom of the cooldown/bypass line outboard of the ESD valve.
Concentric type, without
bolt hole for panigaglia On the vapour manifold there is no manual shut-off valve, only the automatic
ESD valve with a small 25mm bypass line and valve for purging purposes.
D
Reducer for STS (Cargo JPI 150PSI 3 pieces 16"/10"
liquid) Concentric type There is also a pressure gauge connection, drain cock and sample vent with a
quick connection.
Nozzle for cargo jettison 16" flange, to extend not less than 3 metres
outboard of ships side.
Each manifold is also provided with a small davit for use during the
Nitrogen supply at LNG Adapter piece. JPI 150PSI 1 piece connection or disconnection of the spools and reducers and for inspection of
liquid manifold 16" x ANSI 150PSI 3" the strainers.
Illustration 4.1.1b Drain and Inlet Manifold Pipes and Loading Arms
Manifold Plan View Nitrogen Pressure
Manifold Manual Crossover Line
y
Double-Shut Valve Cooling Valve
Conical Strainer
Safety Valve
op
Safety Valve
Manifold and Crossover

Line Cooling Valve
Cargo Liquid Main Line

Hydraulic Hydraulic
ESD Valve ESD Valve
C
Spray Main Line
Trunk Deck Liquid Dome Height

Manifold Manifold Manual Manifold Manual
Safety Valve
ESD Valve Cooldown Valve Cooldown Valve
Sampling and
Purge Unit
Presentation Flange
and Conical Strainer
Reducer/Spool Piece
and Blank Flange
Drain Valve
Manifold Deck Manifold Cooling Valve ft Spray Header to Cargo Tank Spray Header to Cargo Tank
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Pressure Gauge Line
Manifold Manual Manifold Manual

Double-Shut Valve Double-Shut Valve
D
4.1.2 Cargo Strainers Illustration 4.1.2a Cargo Strainer
Before arriving at the LNG terminal ensure that the bi-directional strainer fitted
in each of the four liquid manifolds is clean and securely bolted in place by the
QCDC spool pieces, to ensure no debris is allowed to enter the cargo tanks or
be discharged to the receiving terminal during the cargo loading or discharge.
Outer Strainer
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Support
The strainer is constructed and designed for bi-directional flow so that it can be
be left in place after inspection without having to be turned round 180 degrees.
It comprises of two conical type strainers, a 60 mesh for loading and 10 mesh
for discharging, mounted within an outer stainless steel body. The mesh is
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measured as the number of openings per square inch. The actual pressure drop Screen Mesh
(2 Layers)
when pumping LNG at the normal rate of 3600m3/h is 0.07 bar. The pressure
drop for a flow rate of 4,320m3/h is 0.11 bar and 0.41 bar for 8,640m3/h. The Inner Strainer
Support
length of the strainer unit is 1,100mm and the size is 16.
Section A-A
After the flow rates are stabilised, the deck watch should periodically notify (Typical For Both
Inner and Outer Cones)
the CCR of the pressure on each of the four liquid manifold gauges and the
pressure on the liquid crossover gauges.
C
Outer Strainer
Support
Screen
A
End Support
ft Stay
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Flange
D
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4.2 Cargo Piping System
4.2.1 Cargo Piping
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4.2.2 Cargo Pipe Insulation
Illustrations
4.2.1a Cargo Piping System
4.2.1b No.2 Cargo Tank Arrangement
C
4.2.1c Spiral Wound Gasket
ft
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Illustration 4.2.1a Cargo Piping System

Key
CL CL CL CL
LO 041 031 CG CG 021 011
CG526 CG519 CG510 CG509 LNG Liquid Gas Line
CG 001 007
No.1 Warm-
571 up / Boil-off CG547 CG546 FBO Mist
No.1 LNG Vapour Spray Line
CG CG CG Heater Separator CS CL CL CS
CG CG
613 619 614 531 572 CG561 LD CG534 Inert Gas C Cargo Pump 011 043 033 009 CS CL CL CS
CG LO
CG565 Compressors 003 023 013 001
CG518 CG512 567 CS
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LC LO Locked Open S Spray Pump
CG549 CG548 514 CG
CG569
CG511 CS CG566 No.2 618
CG615 CG527 CG521 LO
523 CG508 LC Locked Closed Spray Cooler
CG CG562 CG535 LO
No.2 Warm- CG568
620 NBO Mist
up / Boil-off Separator
CG CG CG Heater CG528
CS CS CS
op
617 616 530 LO 525 LO
524 522
CG570 CS515
CS CG563 CG559 No.1 CG532 CS
526 516 Drain Pot
Starboard CG520 CG513 HD Compressors CG544
CS
Gas Valve CS517 561
Hood Room CG564 CG560 No.2 CG533
CG545 Vapour Return

CG550
CG501
CS503 CS502 CS527
CS504
CS564 CS502
Port CS519 CG507
C
CS518 CS014 CS013
Gas Valve CG504
Hood Room LNG Forcing CS CL CL CS CS CL CL CS
CS505 CS506 044
Vaporiser Vaporiser Drain to 012 034 010 004 024 014 002
CS562 Tank No.3
GCU CS565 CR311
Gas Valve CS509 CG
CG CG
CL012
Hood Room CS510 712 CL CL CL
Cargo CS501 CS511 CS512 CS503 302 002 008 022
CS507 CS508 042
Machinery CS513 CS
Room CS505 CS506 702
CS566 CS
CG605 CG604 704
From Inert Gas IG02
Plant in Engine
Room
Dry-Air Supply
to Ballast Line
IG03 IG04
IG05
IG01
ft CL602
CG603 CG602 CG601
Gas Main
Vapour Main
Liquid Main
Spray Main
CG606
CL701
CG703
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M
CS703 CS701
CG702
CS201
CS101
CS401
CS301
CS601 CL601
CL206
CL106
CL406
M M M
M M M M M
CL306
CS402 CS302 CS202 CS102
CG701
CS212
CS213
CS112
CS113
CS412
CS413
CS312
CS313
CG201
CG101
CS405 CS305 CS205 CS105
CG401
CG301
CS204 CS203
CS104 CS103
CS404 CS403
CS304 CS303
CL401 M CL301 M CL201 M CL101 M
CL202
CL102
CL402
CL302
CR207
CR107
CL209 CS209 CS109
CL208
CL207
CL109
CL108
CL107
CR407
CR307
CS409 CS309
CL409
CL408
CL407
CL309
CL308
CL307
CG204
CG104
CS208
CS108
M M
CG404
CG304
D
CS408
CS308
M M
M M M M
M M M M
CR205
CR105
CR405
CR305
M M M M
Emergency Pump Column

M M M M
Sprayers Sprayers Sprayers Sprayers

(P) (P) (P) (P)
(S) (S) (S) (S)

CL417
CL416
CL317
CL316
CL217
CL216
CL117
CL116
C C Foot S C C Foot S C C Foot S C C Foot S
No.2 (S) No.1 (P) Valve Cargo Tank No.4 No.2 (S) No.1 (P) Valve Cargo Tank No.3 No.2 (S) No.1 (P) Valve Cargo Tank No.2 No.2 (S) No.1 (P) Valve Cargo Tank No.1
Reference Shipyard Drawing: 2T-7412-004 Rev No.400 - Cargo Piping Diagram
4.2 Cargo Piping System The stripping/spray line can be connected to the liquid crossover lines and A small 6mm diameter spray nozzle is also fitted at the top of each cargo pump
can be used to strip or to cool down each cargo tank, and also to spray during discharge line inside the tank to cool down the emergency pump tower leg in
4.2.1 Cargo Piping discharging if the return vapour is insufficient. order to protect against high stresses in the pump tower.
The scantling of the cargo piping is determined in accordance with the IGC The spray line on each tank splits into two independent spray headers inside the A small 5mm diameter hole is drilled in the bottom of each cargo pump
Code 5.2.2 and Class requirements. tank at the top to distribute the incoming liquid into either the port or starboard discharge pipe drop leg for draining.
header. The spray headers are fitted with nozzles equally spaced to achieve a
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The design pressure of the cargo liquid piping outside the tanks is 1.2MPaG better cooldown rate.
Liquid Header Line
and 1MPaG for the cargo vapour piping. The design temperature is -163C
to +80C, except for several pipes which can be used for liquid nitrogen and The stripping/spray, liquid and vapour headers have branches to and from
the cargo compressor room with connections to the compressors, heaters and The system comprises a 650/500/450/400/300mm butt welded, cryogenic
they are designed for -196C. The main cargo and nitrogen piping systems on stainless steel pipeline connecting each of the four cargo tanks to the loading/
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deck are constructed of low carbon austenitic stainless steel ASTM A312Gr. vaporiser for various auxiliary functions. Removable bends are supplied for
fitting where necessary to allow cross-connection between the various pipework discharge manifolds at the ships side by means of a common line.
TP316L schedule 10S, except at special locations such as the cargo manifolds
where schedule 40S pipe is installed. The piping inside the cargo tanks is for infrequent uses, such as preparing for dry dock and recommissioning after
dry dock. At each tank liquid dome there is a manifold which connects to the loading and
ASTM A312Gr. TP304L stainless steel. Cargo pipes of 50mm or less are discharge lines from the tank to allow for the loading and discharge of cargo.
schedule 40S.
The Inert Gas and Dry-Air System (Section 4.9) located in the engine room, is
used to supply inert gas or dry-air to the cargo tanks via piping which connects This manifold on the liquid dome connects to the tank discharge lines from the
Butt welded joints are used wherever possible: where this is not the case port and starboard cargo pumps, the loading line, emergency pump well and
then 150# raided face ANSI standard flanges are used. All gaskets used are with the main cargo system through a double, non-return valve and removable
spool pieces to avoid gas returning to the engine room. spray line.
to be suitable for 150# ANSI standard and 4.5mm thick at insertion, which
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compresses to about 3mm when properly torqued. At certain points along the liquid line, blank flanges and sample points are
All of the cargo piping is welded to reduce the possibility of joint leakage.
fitted to facilitate inerting and aeration of the system during refit.
The cargo piping system is illustrated in the diagrammatic plan showing only
the principal features of the system. Both liquid and vapour systems have been designed in such a way that
expansion and contraction are absorbed in the piping configuration. This is All sections of the liquid line outside the cargo tanks are insulated with a rigid
done by means of expansion loops on liquid piping and loops and expansion polyurethane foam covered with a moulded GRP cover to act as a tough water
Liquid cargo is loaded and discharged via the two liquid crossover lines at and vapour-tight barrier.
midships and is delivered to and from each cargo tank liquid dome via the bellows on the vapour piping. Fixed and sliding pipe supports and guides are
liquid header which runs fore and aft along the trunk deck. Each crossover provided to ensure that pipe stresses are kept within acceptable limits.
Vapour Header Line
line at midships separates into two loading/discharging connections, port and
The cargo tank vapour domes are maintained in communication with each other ft
starboard, making a total of four liquid loading/discharge connections on each
side of the ship.
All sections of liquid piping that can be isolated, and thus possibly trap liquid
between closed valves, are provided with safety valves which relieve excess
pressure to the nearest liquid dome. This is a safety measure, although normal
working practice is to allow any remaining liquid to warm-up and boil-off
The system comprises a 750/700/600/550/500/450/400/300/250mm welded
cryogenic stainless steel pipeline connecting each of the four cargo tanks by
means of a common line to the ship side vapour manifold, the compressor
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by the vapour header running fore and aft along the trunk deck. The vapour before closing any such valves. room and the forward vent mast.
main also has a crossover line at the midship manifold for use in regulating
tank pressures when loading and discharging. The vapour header connects the All major valves such as the midships manifold (port and starboard) ESD The line to the cargo compressor room allows for the vapour to be used in the
vapour domes on each tank for directing the boil-off gas to the engine room valves, individual tank loading and discharge valves are remotely power following manner:
for gas burning, via the LD compressors and warm-up/boil-off gas heaters. operated from the IAS, so that all normal cargo operations can be carried out
from the cargo control room. During ballast/loaded voyages the boil-off gas is sent to the
In an emergency the vapour header is used to vent the excess boil-off to the
engine room via the LD compressors and heaters for use as
atmosphere via No.1 LNG vent mast.
When an ESD is activated, the manifold valves are closed, discontinuing fuel.
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When loading, the vapour header and crossover, together with the HD loading or unloading operations. Sent ashore during cargo loading by means of the HD compressors
compressors, are used to return the displaced gas from the tanks back to the in order to control pressure in the cargo tanks.
shore installation. When discharging, the vapour header is used in conjunction A non-return valve is fitted inside the tank in the discharge pipe of each main
During repair periods to supply the vaporised gas used to purge-
with either the vapour crossover or a vaporiser, to supply gas to the tanks to cargo pump. A 6mm hole is drilled in the valve disc to allow the tank discharge
dry/gas-up the cargo tanks.
replace the outgoing liquid cargo. lines to drain down and be gas freed. Non-return valves are also fitted at the
discharge flange of the compressors. The spray/stripping and emergency The line to the forward riser acts as a safety valve to all tanks
cargo pump discharge lines have non-return valves located directly after the and can be used to control the tank pressure during normal
hydraulically operated discharge valves. operations.
Illustration 4.2.1b No.2 Cargo Tank Arrangement

50 Spray Main
CS CS
M
213 212
Relief Header CS201 No.2 LNG
CS202 Vent Mast Gas Main
200 M
CR209 Vapour Main
200 M
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CS204 CS203 40
400
CL210 CL211 CL
50 For IBS Stripping Pump
201
CS205
CL207
500
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CL FL CS CG201
202 202 RB
M CL212 CL213 210 300
300 M 202
CS206 CS207
F 300 CG202 CG203
CL208
CR210 RB 40 40 CR207 CR205
SA SA SA
M 206 204 202 201 CS CS
CL214 CL215 CL204 CL203 FL
300 209 208
SA SA SA 201 CR M M CG204
CL209 R
205 203 201 211
CR208 CR206
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99%
8 98.5% 50 50
Independent
High Level
Alarm
Sprayers
50
(Port)
400 400 400

Filling
Line
ft 8
Sample
Lines
Float
Level
Gauge
Radar
Beam
Level
Gauge
50
(Starboard)
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50 65
Emergency 8 300 100 80

Pump
Column
IBS 100mm CL217 CL216

D
IS 170mm
Spray Pump
Foot Valve
Cargo Pump Cargo Pump
CL205
No.2 (Starboard) No.1 (Port)
At certain points along the vapour line, blank flanges and sample At certain points along the gas main, blank flanges and sample points are fitted Gaskets
points are fitted to facilitate the taking of readings during pre to facilitate the taking of readings during pre and post refits.
and post refits. The gaskets used in the cargo liquid and vapour piping flanges are the same
spiral wound type as used in the cargo manifold flanges for mating to the
All sections of the vapour line outside the cargo tanks are insulated with a rigid Fuel Gas Line terminal loading arms.
polyurethane foam covered with a moulded GRP cover to act as a tough water
and vapour-tight barrier. During the transportation of the LNG at sea, gas vapour is produced due to the
When the shore connection is made onto the ships manifold it is important that
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transfer of heat from the outside sea and air through the tank insulation. Energy
the sealing face of both connections is inspected and that a new spiral wound
is also absorbed by the cargo due to motion of the LNG caused by the vessels
cryogenic gasket is used on each occasion. These gaskets, which are of the
Spray Header Line movement. Under normal operating conditions, the boil-off gas is used as a
metaflex design, are based around a stainless steel disc with a metal winding
means of fuel in the ships main generator engines.
into which is secured a flexible graphite filler.
The system comprises a 100/80/65/5040/15mm butt welded, cryogenic
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stainless steel pipeline connecting the spray pump in each of the four cargo The gas vapour is taken from the vapour header via the vapour suction main
tanks to the stripping/spray header and serves the following functions by and passed through the NBO mist separator and then on to the LD compressors. Illustration 4.2.1c Spiral Wound Gasket
supplying LNG to: It then passes through the fuel gas heaters before going to the ships medium
speed engines where it is burnt as fuel.
Two spray rails in each tank, used for tank cooldown and gas MMEB
generation. 316AS 16
.G .
Main liquid line, used for cooling down lines prior to cargo Vent Line
20
6/
operations.
2-1
3STAR31
During normal operations the pressure in the tanks is controlled by the LD
50 316
Priming of discharge lines to prevent line surge when starting
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compressors and the use of the boil-off gas in the main engines or GCU plant
main cargo pumps. as fuel. The pressure can also be controlled via the forward vent mast and the
Supply of LNG to vaporisers for gas generation. common vapour line.
At certain points along the spray line, blank flanges and sample points are Each cargo tank is also fitted with an independent means of protection from
fitted to facilitate the taking of readings during pre and post refits. over-pressure, which comprises two lines exiting the gas domes into their own
pilot operated relief valves. From here the gas passes through a 300/500mm
All sections of the spray line outside the cargo tanks are insulated with a rigid diameter line into a vent mast where it is vented to atmosphere.
polyurethane foam covered with a moulded GRP cover to act as a tough water
and vapour-tight barrier.
Gas Main ft Sections of the vent line outside the cargo tanks are insulated with a rigid
polyurethane foam to act as a tough water and vapour-tight barrier.
Inerting/Aeration Line
Hoop (Metal Winding) Filler
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The system comprises a 300mm diameter pipeline which can be connected to Graseal Inner Ring Outer Ring
the vapour line and the forward vent mast for use when One Tank Operation The inerting system consists of a line that supplies inert gas or dry-air from
is required. an inert gas generator to the cargo tanks and pipelines. The system is used for Expanded Graphite Filler Vortex Gaskets
inerting and drying the tanks and lines during periods of refit and repair. The
The use of this line enables a single tank to be isolated and repair work to be generating plant is situated in the engine room.
TOMBO No. - 1839R
carried out without having to warm-up and inert the whole vessel.
The line can be connected to the gas header and the liquid header by means Size - Class 150 2"
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The connection to each tank is at the vapour dome on the vapour and gas header of a spool pieces. By selective use of these and the use of flexible hoses it is Metal Winding - Stainless Steel 316
and is via a removable spool piece, the vapour header can be isolated by means possible to inert or aerate all or just a single cargo tank.
of an isolation valve and spectacle flange. The connection to the forward vent Filler - Flexible Graphite
mast is by means of an isolating valve and spectacle flange. The cargo compressor room lines and the vapour return line can also be purged Inner Ring - Stainless Steel 316
with inert gas or air by means of a spool piece and isolation valve on the line
leading to this space. Outer Ring - Stainless Steel 316
During single tank operations it is possible to connect the gas main to the inert
gas generator by means of a removable bend. Standard - ASME B16.20
There is also means to inert the compressor room via its own IG supply line
with an isolation valve and spool piece.
4.2.2 Cargo Pipe insulation Specification of Vapour-Tight Barrier of Outer Cover
Due to the low temperatures at which the cargo is carried, exposed cargo Material: Fibre Glass reinforced plastics, ASTM D635 fire
pipework must be insulated for the following purposes: retardant
Thickness: 3mm for hand lay-up for joint part
a) To reduce heat transfer into the cargo in order to: 2mm for general coverage
Reduce the amount of boil-off
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Colour: Munsell No.IY8.3/5
Reduce the resistance within the liquid lines due to the
liquid boiling Density of polyurethane foam:
Reduce the resistance within the vapour lines due to the gas
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volume expansion Classification Moulded Polyurethane Foam Polyurethane
Foam in Site
b) To protect the support structure from being exposed to Location In general Support In general
unacceptable temperatures. Density 40kg/m3 300kg/m3 35 ~ 40kg/m3
b) To protect personnel from injury due to touching bare piping at Two types of insulation are used according to the size of the pipelines:
cryogenic temperatures.
Type 1 for pipes of nominal diameter 32mm and above (KR-LNG-04).
The insulation is applied to the cargo liquid line, cargo vapour line and spray
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line on deck and in the machinery compressor house. Type 2 for pipes of nominal diameter 25mm and below (KR-LNG-05).
Specification of Pipe Insulation The construction of type 1 is as follows:
Insulation
The insulation consists of two layers of polyurethane foam (PUF).
Thickness (mm)
Pipe Line The inner layer has a glass cloth mat glued to the inner surface, pipe side, and
Nominal Pipe Material Primary Secondary Total
LNG
Liquid
Line
Dia
32A ~ 100A
Above 100A
Layer
25
40
Layer
25
40
50
80
ft
the outer surface is covered by aluminium foil with a polyester film.
The outer layer also has a glass cloth mat glued to the inner surface, while the
outer layer is covered by a 2mm fibre glass reinforced plastic (FRP).
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LNG 32A ~ 100A 20 20 40 The FRP cover prevents water/vapour from getting into the insulation and also
Vapour protects the insulation from mechanical damage.
Line Above 100A 30 30 60
Rigid The FPR cover is made up of three layers of fibre glass mats and polyester
25A and below Polyurethane 30 30 resin glue, which in combination, make a 2mm layer of FRP.
LNG Vaporiser Foam
Forcing vaporiser The prefabricated circular insulation panels are installed on the pipes and
Heater NR1
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connected to each other by filling with foamed in place polyurethane.
Heater NR2 50 50
NBO Mist Separator
The joint parts of the FRP cover are laid-up by hand and applied in the melted
FBO Condensate
Separator condition which adheres it to the PUF.
The construction of type 2 is as follows:

Note: The thickness of each layer of insulation for the supports are the same
The insulation consists of one layer of polyurethane foam (PUF) with an inner
at that of each layer of straight pipe.
glass mat and outer FRP cover.
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4.3 Cargo Pumps
4.3.1 Main Cargo Pumps
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4.3.2 Stripping/Spray Pumps
4.3.3 Emergency Cargo Pump
Illustrations
4.3.1a Main Cargo Pumps
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4.3.1b Main Cargo Pump Start Screen Shot
4.3.2a Stripping/Spray Pumps
4.3.2b Spray Pump Start Screen Shot
4.3.3a Emergency Cargo Pump
4.3.3b Emergency Pump Control Screen Shot
ft
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Illustration 4.3.1a Main Cargo Pumps
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Specific Gravity : 0.500
Impeller Trim. : 602mm
Pump Model : 16EC-24
Rated Flow : 1800m3/h
Rated Head : 155m
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220 550
200 500
Differential Head
End Bell Assembly
180 450
Minimum Continuous Flow (657.65 m3/h)

160 400
Bearing Assembly Shaft Power 0.50SG
Differential Head (m) & Efficiency (%)
Shaft Power (kW) & NPSHR x 100 (m)

140 350
Maximum Flow (2160 m3/h)

120 300
100 250
Housing Assembly 80 Efficiency 200
Housing for
Motor 60 150
ft 40
20
NPSHR
100
50
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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
Bearing Assembly Flow Capacity (m3/h)

Impeller Assembly
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Inducer
Reference Ebara International Drawing: PPC-403001 - Calculated Pump Performance Curves
4.3 cargo pumps Operating Modes d) When the pump discharge pipe is filled to the discharge
valve, a substantial increase in the discharge pressure and a
Automatic
4.3.1 Main Cargo Pumps corresponding decrease in current should be observed.
There is an automatic starting sequence available via the IAS system. This start
Manufacturer: Ebara International Corporation request causes an automatic check to be carried out on all the interlocks. Once e) Once the pump is operating normally, adjust the discharge
the system responds with an All clear signal, a cargo pump start command valve to obtain the required flow based on the SG and amps or
Type: 16EC-24, fixed vertical will activate a sequence for opening the discharge valve and ask the PMS for pressure. The operator should monitor the pump motor running
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Liquid LNG electric power. Four of the eight cargo pumps are connected to the same cargo current, taking care not to exceed the maximum current level.
Capacity: 1,800m3/h at 155mth switchboard, No.1 ~ No.4 port pumps on No.1 cargo switchboard and the
BEP flow: 1,879m3/h (best efficiency point) starboard pumps on No.2. The maximum number of start attempts for each Note: When the pump is operating correctly, closing the pump discharge
pump is four within an hour. valve during operation will raise the head pressure and consequently reduce
Minimum flow: 658m3/h (continuous)
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Operating temperature: -163C the pump capacity and running current.
Manual
Design pressure: 9.6 bar(g)
In the manual mode setting, the cargo pump discharge valve should be The cargo pumps may be restarted consecutively a maximum of 3 times. After
Power required: 487kW (rated) the third time a 30 minute waiting period must be applied, then another 3
positioned to be at least 20% open to allow the pump to start, at this position
497kW (best efficiency point) the pump should start in 6 to 10 seconds. The pump discharge valve will have starts may be made. This procedure must be adhered to as heat build-up from
256kW (shut off) to be controlled manually from the IAS screen at all times. the high starting current may not be carried away during stripping operations,
520kW (maximum, at 120% rated capacity) which may be due to the lack of liquid flow when (and if) the pump does not
prime, due to the extremely low level of LNG during stripping operations.
No. of stages: 1 Note: 20% open has been shown generally to be the most effective position
The pumps are started and stopped from the CCR via the IAS system. In
for starting main cargo pumps, this position may vary with each pump.
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No. of sets: 8 (2 per cargo tank) an emergency all pumps will be stopped by activation of the Emergency
Motor rating: 6600V, 559.5kW, 60Hz, 4-pole Shutdown System trip.
Motor speed: 1,800 rpm Procedure Before Starting a Cargo Pump
Starting time: 5.0 seconds (maximum) a) Check the level of the liquid in the cargo tank. The tank liquid Discharge of Cargo
Current: 61A (full load) level must indicate that the pump is submerged for an initial Operating a pump at, or close to, its design flow level is in the best interests of
start and the minimum tank level for a pump normal start is
373A (starting) the pump lifespan and operating performance. However, operating the pump
1000mm. The temperature indicator in the tank must also be
Starting method: Direct on line at flow rates which are less than this cannot be avoided. This is especially the
stable at the specification temperature of the liquid.
case when the shore receiving facility cannot accept the rated flow. However, it
The cargo tanks are fitted with two main cargo discharge pumps. These pumps
are single-stage centrifugal pumps with one inducer stage.
ft b) Before starting the pump, select the automatic or manual mode
from the IAS graphic display to open the pump discharge valve
to about 20%. Less than 18% open will not allow the pump
start-up sequence to operate. Starting the pump with the valve
should be remembered that it is better to operate one pump at the design flow
rather than two pumps running at 50% flow. The pumps rated flow can be
exceeded up to the capacity shown on the pump curve.
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The pumps are of the submerged motor type with the motor windings cooled
by the pumped LNG. The LNG also lubricates and cools the pump and motor fully open when pumping liquid which has a high specific Stripping or Low Liquid Level Operation
bearings. As the LNG serves as the lubricant and the coolant, it is critically gravity, will overload the motor. As the end of a discharge approaches, the pump suction head will approach
important for the pump that the following operational procedure is strictly the NPSH for a given flow. At approximately 0.30 to 0.60 metre liquid level
adhered to. c) Start the cargo pump using the IAS by clicking on the START/
above the pump inlet screen, the NPSH for the rated capacity will be reached.
STOP icon in the graphic screen display to bring up the faceplate
When the amount of liquid falls to this level, the motor ammeter and the pump
The pumps are fitted with suction screens to prevent any object larger than and clicking on the START soft key. The operator should keep
discharge pressure should be monitored continuously by the operator.
7.87mm from entering the pump. a close watch on the discharge pressure and the motor current.
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The current consumption should steady after the motor has been
The low level alarm is triggered when the liquid level is about 1 metre above
running for 3 seconds. During starting, while the discharge pipe
NPSH (at 2 metres sounding). If any fluctuations are observed on the motor
is being filled, the current may be above the ammeter red line.
ammeter or on the pump discharge pressure gauge the flow should be reduced
The current should not exceed the maximum rated current by
by use of the throttling valve on the pump discharge pipe.
more than 50% for more than 2 or 3 seconds when the tank is
full. If the running current after this time is more than 150%
of the maximum rated current, stop the pump immediately When the flow is throttled down to its minimum allowable flow rate of 658m3/
and determine the cause of the high current, possibly a suction h the required NPSH will be about 250mm. This level represents the minimum
blockage. level attainable by pumping.
Illustration 4.3.1b Cargo Pump Start Screen Shot
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C
ft
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CAUTION Note: The cargo pump 6.6kV motors have their insulation monitored on a
It is of the utmost importance that the pumps are never allowed to pump continuous basis. Any defects found should be dealt with immediately to
continuously below the minimum value of 658m3/h, otherwise motor allow time for the implementation of emergency procedures should it be
and bearing wear ring failure may occur. A momentary loss of priming necessary.
during cargo stripping should not be considered as running a pump
dry. Up to 30 seconds of operation with dry suction but with fluid in the Pump Trips and Shutdowns
discharge pipe will not damage the pump, motor or wear rings.
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As well as the shutdown via the ESD system, the following will trip the
When the liquid level reaches less than 1.5m above the tank bottom, avoid pumps:
stopping the pump if at all possible until the cargo has been fully discharged. Low current: 28 amps for 10 seconds
If the shore facility is unable to accept the liquid for intermittent periods, it is
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High current: 62 amps for 0 seconds
preferable to keep the pump going and recirculate the liquid back into the tanks
(motor starter setting) 5 seconds on start-up
until the cargo discharge can be resumed and completed.
Single phasing: 1 phase lost
(motor starter setting)
Points to Remember
Low discharge pressure: 200kPa for 10 seconds
The operator should check the cargo liquid level before starting
Low low cargo tank pressure: 2.0kPa
a pump and maintain at least 200kPa discharge pressure. This is
to ensure the lubrication of the bearings on all pumps in cargo
The main cargo pumps will not start if any of the following conditions exist:
service.
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Low cargo tank pressure (3.0kPa)
The operator should always open the throttle valve to 20% (18%
minimum) open, before starting a pump. The discharge valve is not between 18% to 40% open
The operator should always monitor the motor ammeter and the Trips and shutdowns are active (ESD)
discharge pressure gauge.
Low level alarm (0.37m)
The operator should always try to run the pump at the design
Power not available
flow rate whenever possible.
The operator should never run pumps dry.
The operator should never run the pumps continuously at a rate
less than 658m3/h.
The operator should never run the pumps at a flow rate greater ft Pump Restarts
The restart of any pump during normal operations is restricted depending on
the liquid level above the submerged electric motor, but no pump should be
restarted with the tank liquid below the minimum level of 580mm.
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than 2,160m3/h.
During a normal restart sequence the following times apply:
The operator should never blow hot air through a discharge line.
This may turn the impeller and rotor at high speed in the wrong 1st restart: minimum 5 minutes after shutdown
direction, damaging the bearings.
2nd restart: 15 minutes after 1st restart
The operator should never operate the pump above the motor
3rd restart: 15 minutes after 2nd restart
ammeter red line.
No more than 4 restarts within one hour
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The operator should never assume that all electrical interlocks
and safety relays will continuously function correctly. The
operator should be ready at all times for any eventuality.
The operator should not allow sea water, fresh water, steam or
any cleaning agent containing water to come into contact with a
pump or its cables and connections.
Illustration 4.3.2a Stripping/Spray Pumps
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Housing Assembly
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Specific Gravity : 0.500
Bearing Assembly Impeller Trim : 250mm Pump Model : 2EC-122 (Spray Pump)
Rated Flow : 50m3/h
Rated Head : 145m
270 27
Shaft Power (SG = 0.5)
Shaft Power (kW) and NPSH/Pump Down (m) x 10 Above Datum

Differential Head
240 24
210 21
Differential Head (m) and Efficiency (%)
Minimum Continuous Flow (15 m3/h)

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180 18
Maximum Flow (60 m3/h)

Housing for 150 15
Motor
120 12
90 9
Bearing Assembly
ft 60
30
Efficiency
NPSHR 6
3
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0 0
0 5 10 15 20 25 30 35 40 45 50 55 60 65
Flow Capacity (m3/h)
Impeller Assembly
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Inducer
4.3.2 stripping/spray pumps To cool the cargo tank during the ballast voyage prior to arrival Procedure Before Starting a Stripping/Spray Pump
at the loading terminal by discharging LNG to the spray nozzles
Manufacturer: Ebara International Corporation in the tanks. a) Check the level of the liquid in the cargo tank. The tank liquid
Type: 2EC-122, fixed vertical To enable the tanks to be stripped as dry as possible for reasons level must indicate that the pump is submerged for an initial
Capacity: 50m3/h at 145mth such as a cargo tank entry. start and the minimum tank level for a pump normal start is
530mm. The temperature indicator in the tank must also be
BEP flow: 42m3/h (best efficiency point) stable at the specification temperature of the liquid.
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Minimum flow: 15.0m3/h (continuous) The minimum liquid level in the cargo tank to allow the pump to start during
Specific gravity: 0.500 normal operations is 530mm, but whenever possible, the stripping/spray b) Before starting the pump set the pump discharge valve to 20%
pumps should be started sufficiently early during cargo operations to avoid any open.
Operating temperature -163C
possible starting problems due to very low tank levels.
Design temperature: -196C to +80C (non-operational)
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c) Start the stripping/spray pump using the IAS by clicking on the
Design pressure: 1.2Mpa START/STOP icon in the graphic screen display to bring up
Cooldown
Power required: 24.8kW (rated) the faceplate and clicking on the START soft key. The operator
Where the pumps are within a tank that has been allowed to warm-up, the tank should keep a close watch on the discharge pressure and the
23.9kW (best efficiency point)
must be cooled by the spraying of LNG into the tank until the temperature has motor current.
11.6kW (shut-off) been reduced to -130C or less, and then sufficient liquid loaded to a depth of
25.6kW (maximum, at 120% rated capacity) 1 meter to submerge the pump. Cooling down to this level should be completed d) The current consumption should steady after the motor has been
No. of stages: 2 over a minimum timescale of 10 hours, and when completed the pumps must running for approximately 3 seconds. During the starting, while
No. of sets: 4 (1 per cargo tank) be allowed to remain fully submerged in liquid LNG for at least one hour the discharge pipe is being filled, the current may be above the
before attempting to start. This ensures that full thermal stabilisation has been
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Motor rating: 440V, 29.8kW, 60Hz, 2-pole ammeter red line. If the starting current has not reduced after 10
achieved throughout the whole of the pump and motor assembly. seconds of operation, the pump should be stopped and the cause
Motor speed: 3,600 rpm
of the high starting current investigated.
Starting time: 5.0 seconds (maximum) CAUTION
Current: 52A (full load) Failure to comply fully with the cooling down process before operating e) When the pump discharge pipe has been filled to the discharge
342A (starting) the pumps can result in severe damage. valve, an increase in the discharge pressure and a corresponding
Starting method: Direct on line decrease in the motor current should be observed.
Operating Modes f) Once the pump is operating normally, adjust the discharge valve
Introduction
ft
The stripping/spray pumps are intended for use as fuel gas pumps for the ships
propulsion plant and in the cooldown of the cargo tanks before loading and
The pumps are started and stopped manually from the CCR via the IAS, but
before starting, the spray pump discharge valves must be opened approximately
20%. The discharge valves are operated in a semi-automatic mode where the
set point of the valve can be adjusted through the IAS keyboard to a value of
to obtain the required flow or pressure. The operator should
monitor the pump motor running current, taking care not to
exceed the maximum current level.
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after a ballast voyage, and are in principle similar to the main cargo pumps. CAUTION
between 0% and 100%.
The pumps should only ever be operated between their minimum
The pumps are of the submerged motor type, similar to the main cargo pumps and maximum continuous discharge capacities of 15m3/h and 60m3/h
with the motor windings being cooled by the pumped LNG. The LNG is also CAUTION
respectively. Operating them outside of this range will result in damage
used to lubricate and cool the pump and the motor bearings, and because it The pump should not be started or operated against a closed discharge to the pump and decreased performance.
serves as both the lubricant and the coolant, it is extremely important for the valve due to potential damage which may result due to insufficient
pump that the correct operational procedure is strictly adhered to. cooling and lubrication for the motor and bearings and excessive
vibration levels associated with zero flow conditions.
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The pumps are started and stopped manually from the CCR via the IAS system,
but in an emergency all of the pumps can be stopped by activation of the In an emergency the discharge valves can also be opened and closed locally at
emergency shutdown (ESD) system trip. each tank dome by clutching-in and operating the manual handwheel.
The circumstances when these pumps can be used are as follows:

To cool down the liquid header prior to discharging the cargo.
Illustration 4.3.2b Spray Pump Start Screen Shot
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Pump Restarts Reversed Rotation Pump Alarms and Shutdowns

The restart of any pump during normal operations is restricted depending on If during the start-up procedures, the current falls to around the no-load current
the liquid level above the submerged electric motor, but no pump should be value and the discharge pressure is 75% or less than normal, the pump may be The stripping/spray pumps will go into alarm on the following conditions:
restarted with the tank liquid below the minimum level of 300mm. operating in the wrong direction. To correct this, disconnect the power supply Low pump discharge pressure
at the main isolator and change over two of the phases to the pump. The pump
Low/low pump discharge pressure
During a normal restart sequence the following times apply: can then be restarted and checked for correct operation. (This is would only be
possible after repairs and not during normal circumstances.)
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1st restart: minimum 5 minutes after shutdown The stripping/spray pumps will be stopped automatically should any of the
2nd restart: 15 minutes after 1st restart following occur:
Low Liquid Level
3rd restart: 15 minutes after 2nd restart Activation of the ship or shore emergency shutdown (ESD)
If during the start-up procedures the current falls close to the no-load value and system
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No more than 4 restarts within one hour the discharge pressure is near to zero, a low suction level may be the cause.
Motor single-phasing
As detailed previously, the minimum tank level for a normal pump start should
The pumps are fitted with time delayed switches that operate if a low pressure not be less than 530mm. Low electric motor current (undercurrent) - 21A for 10
at the pump outlet is detected after the pump has been started. seconds
Starting Interlocks High motor current (overcurrent) - 49A for 0 seconds during
If attempting an emergency restart of a stripping/spray pump it is still necessary
normal running but with a 5 second delay during starting
to check that the minimum level inside the tank is above the 300mm level. The The stripping/spray pumps in each tank can only be started and stopped
pump can then be started, but a period of a least 30 minutes must be allowed manually through an IAS operator workstation and only if there are no active A discharge low low pressure alarm is active when the pump
to pass before attempting a restart, and then there must be no more than two interlocks present. These interlocks are as follows: been running for more than a set period of time
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restarts in an hour. Low discharge pressure - 200kPa for 10 seconds
An emergency shutdown (ESD) has been issued.
If the pump has been stopped by a low current signal. (This is
Abnormal Starts an automatic feature fitted inside the pumps starter panel.) Overcurrent Relay
Locked Rotor A gas dome low low pressure alarm exists in the pumps The overcurrent relay protection is set at 49A and will automatically trip the
If the starting current increases to its maximum and remains while there is no associated cargo tank. pump to prevent excessive current flow through the motor windings. The
evidence that the pump is rotating, it may be because the pump has seized. If device has a timer fitted that will allow the starting current surge to initiate the
A gas dome high high pressure alarm exists in the pumps
after investigations it is considered to be a mechanical problem, then the pump pump operation while preventing overcurrent damage.
associated cargo tank.
will have to be removed from the tank for repairs. In the case of a sustained
locked rotor start, an attempt to restart the pump must only be done after a
period of at least 30 minutes has elapsed, and then with no more that two restart
attempts in total. If it is thought that the pump casing has iced-up, it may be
possible to break the rotor free by reversing the motor by changing over two of ft A discharge low low pressure alarm is active if the pump has
been running for more than a set period of time.
Note: An insulation test of all pumps is to be carried out after leaving

Undercurrent Relay
The undercurrent relay is used to automatically trip the motor in the event that
the pump has lost its suction. This prevents potentially damaging cavitation
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the supply phases to the pump. These will then have to be reinstated once the the loading port to establish that all of the pumps are operational and to inside the pump casing and the possibility of the pump running dry. The device
freeing operation has been completed. allow time for the implementation of emergency procedures, should it be has an adjustable setting and should be set to a value between the no-load
necessary. current and the zero flow current levels.
Overload Starting
Low Discharge Pressure Switch
If the starting current increases to its maximum value but then falls to an
intermediate level between the starting value and the normal full load current The low discharge pressure switch is used to automatically stop the pump in
the event that the pump has lost its suction. As with the undercurrent relay,
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and the pump is known to be turning, check the starting voltage. If the voltage
falls below 10% of the normal value, the problem may be with the power it is used to to prevent the possibility of cavitation inside the pump casing
supply. and should be adjusted to a value between the pumps maximum flow and
cavitation.
Single-Phase Fault
Low Liquid Level
If the starting current increases to its maximum value and remains high, a
single-phase fault in the power supply may exist. Checking the voltages and To avoid dry running, the pump/motor can be set to de-energise, with a suitable
current in each phase will determine if this is the case. time delay.
Illustration 4.3.3a Emergency Cargo Pump
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Rated Flow: 550m3/h
Rated Head: 155m
Specific Gravity: 0.500
Impeller Trim: 340mm Pump Model: 8ECR-12
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240 192.0
220 176.0
Top Bearing Head Shaft Power at 0.50 SG

200 160.0
Differential Head (m), Power (kw), and Efficiency (%)

180 144.0
Power (kw) & 10 x NPSH Above Datum (m)

Rotor 160 128.0
Minimum Continuous Flow (183) m3/hr
Maximum Flow (660 m3/hr)

Stator
140 112.0
120 96.0
Shaft
ft 100
80
Efficiency
80.0
64.0
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Lower Bearing 60 48.0
Automatic Thrust
Balancing Device
40 32.0
Impeller NPSHR
20 16.0
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0 0
Pump Inlet
0 50 100 150 200 250 300 350 400 450 500 550 600 650 700 750 800 850
Flow Capacity (m3/h)
4.3.3 emergency cargo pump The operator has to assign the emergency pump to the tank that it has been d) Start the emergency cargo pump through the IAS and keep a
installed through the IAS in the CCR, so that it is possible to start and stop the close watch on the discharge pressure and the motor current.
Manufacturer: Ebara International Corporation pump through the IAS mimic.
Type: 8ECR-12 e) The current consumption should steady after the motor has been
Capacity: 550m3/h at 155mth The electrical connections are made to the fixed junction boxes which are running for approximately 3 seconds. During the starting, while
located adjacent to each emergency pump well. All of the safety devices are the discharge pipe is being filled, the current may be above the
BEP flow: 522m3/h then transferred to the emergency pump when the circuit-breaker is engaged, ammeter red line. If the starting current has not reduced after 10
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Minimum flow: 183m3/h (continuous) as they are the same for the main cargo pumps. seconds of operation, the pump should be stopped and the cause
Operating temperature: -163C of the high starting current investigated.
Design pressure: 1.0MPa Note: An insulation test of the pump should be carried out when it is removed
Power required: 158kW (rated) from the storage container immediately prior to installation. f) When the pump discharge pipe has been filled to the discharge
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valve, an increase in the discharge pressure and a corresponding
156kW (best efficiency point) decrease in the motor current should be observed.
Following the successful installation of the pump into a cargo tank, it is most
75kW (shut-off)
important that the pump is fully cooled in gas for at least 10 hours before being
164kW (maximum) used to open the foot valve and submerged in liquid LNG. The pump must then g) Once the pump is operating normally, adjust the discharge
No. of sets: 1 remain in that condition for a minimum of one hour before attempting to start valve to obtain the correct flow conditions. The operator should
Motor rating: 440V, 223.8kW, 60Hz, 2-pole it. This is to ensure thermal stabilisation has taken place and only after this time monitor the pump motor running current, taking care not to
should the pump be started. Failure to adhere to this timescale may result in exceed the maximum current level.
Motor speed: 3,600 rpm
severe damage to the pump.
Starting time: 1.2 seconds CAUTION
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Current: 348A (full load) The pump discharge valves CL102, CL202, CL302 and CL402 are controlled The emergency pump should only ever be operated between its minimum
2234A (starting) manually through the IAS screen where the set point of the valve can be and maximum continuous discharge capacity of 183m3/h and 660m3/h
Starting method: Direct on line adjusted through the IAS keyboard to a value of between 0% and 100%. respectively. Operating it outside of this range will result in damage to
the pump and decreased performance.
CAUTION
Introduction The emergency cargo pump must not be started or operated against a Pump Restarts
closed discharge valve, due to potential insufficient cooling, lubrication
When not in use the emergency cargo pump is located in the deck store and and excessive vibration. The restart of the emergency pump during normal operations is restricted
has to be transported to whichever tank requires its services. The pump is
of the submerged motor type, with the motor windings being cooled by the
pumped LNG. The LNG is also used to lubricate and cool the pump and the
motor bearings, and because it serves as both the lubricant and the coolant, it
is extremely important for the pump that the correct operational procedure is ft Procedure Before Starting the Emergency Cargo Pump
a) Confirm the gas pressure in the pump column has been

depending on the liquid level above the submerged electric motor. It should not
be restarted however if the tank liquid level is below the minimum level, which
for this pump is set at 500mm.
During a normal restart sequence the following times apply:

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strictly adhered to. equalised with the tank gas pressure. This is necessary for the
1st restart: minimum 5 minutes after shutdown
initial start, especially at low tank levels when a high column
The pump is fitted into a dedicated emergency pump well which is fitted with gas pressure may result in liquid displacement from the column 2nd restart: 15 minutes after 1st restart
a spring-loaded foot valve that is held in the closed position by highly loaded and the pumps failure to prime. The pressure equalisation can 3rd restart: 15 minutes after 2nd restart
springs. Should a failure of either one or both of the main cargo pumps require be achieved by opening the tank filling valve and the emergency
the use of the emergency pump, it is lowered into the emergency pump well pump discharge valve to vent the column pressure which can No more than 4 restarts within one hour
after the well has first been purged with nitrogen. The weight of the emergency then be closed prior to starting the pump.
If attempting an emergency start-up of the pump it is still necessary to check
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pump then overcomes the compression of the springs to open the foot valve.
b) Check the level of the liquid in the cargo tank. The tank liquid that the minimum level inside the tank is above the 500mm level. The pump
During this operation a small flow of nitrogen should be maintained while the level must indicate that the pump is submerged and the minimum can then be started, but a period of a least 30 minutes must be allowed to pass
pump is being installed, but for full details on this operation refer to Section level for a normal pump start-up is 1000mm. The temperature before attempting a restart, and then there must be no more than two restarts
7.4 of this manual, Emergency Pump Installation. indicator in the tank must also be stable at the specification in an hour.
temperature of the liquid.
Note: Before undertaking this operation it is important to reduce the tank The pump is fitted with a time delayed alarm that operates if a low pressure at
pressure to near atmospheric pressure (minimum 50kPa) and to keep at this c) Before starting the pump, open the pump discharge valve to the pump outlet is detected after the pump has been started.
level throughout the entire operation. between 18% and 20%.
Illustration 4.3.3b Emergency Pump Control Screen Shot
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CAUTION Pump Alarms and Shutdowns

If there is a situation of a sustained rotor lock during starting, then a
restart may only be initiated after a period of 30 minutes has elapsed, The emergency cargo pump will go into alarm on the following conditions:
with a total of two restarts allowed under this condition. If icing has Low pump discharge pressure
occurred, attempt to break the rotor loose by temporarily reversing two
Low/low pump discharge pressure
of the supply phases and attempting a restart.
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The emergency pump will be stopped automatically should any of the
Abnormal Starts following occur:
Locked Rotor Activation of the ship or shore emergency shutdown (ESD)
system
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If the starting current increases to its maximum and remains while there is no
evidence that the pump is rotating, it may be because the pump has seized. If Motor single-phasing
after investigations it is considered to be a mechanical problem, then the pump Low electric motor current (undercurrent) - 76A for 10
will have to be removed from the tank for repairs. In the case of a sustained seconds
locked rotor start, an attempt to restart the pump must only be done after a
period of at least 30 minutes has elapsed, and then with no more that two restart High motor current (overcurrent) - 388A for 0 seconds during
attempts in total. If it is thought that the pump casing has iced-up, it may be normal running but with a 5 second delay during starting
possible to break the rotor free by reversing the motor by changing over two of Low liquid level 0.5m (liquid level reference datum at inducer
the supply phases to the pump. These will then have to be reinstated once the centreline)
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freeing operation has been completed.
Low discharge pressure with time delay during starting - 2.0 bar
for 70 seconds
Overload Starting
If the starting current increases to its maximum value, but then falls to an Overcurrent Relay
intermediate level between the starting value and the normal full load current
The overcurrent relay protection is set at 388A and will automatically trip
and the pump is known to be turning, check the starting voltage. If the voltage
the pump to prevent excessive current flow through the motor windings. The
falls below 10% of the normal value, the problem may be with the power
device has a timer fitted that will allow the starting current surge to initiate the
supply.
Single-Phase Fault
If the starting current increases to its maximum value and remains high, a
single-phase fault in the power supply may exist. Checking the voltages and
ft pump operation while preventing overcurrent damage.
Undercurrent Relay
The undercurrent relay is used to automatically trip the motor in the event that
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the pump has lost its suction. This prevents potentially damaging cavitation
current in each phase will determine if this is the case.
inside the pump casing and the possibility of the pump running dry. The device
has an adjustable setting and should be set to a value between the no-load
Reversed Rotation current and the zero flow current levels.
If during the start-up procedures, the current falls to around the no-load current
value and the discharge pressure is 75% or less than normal, the pump may be Low Discharge Pressure Switch
operating in the wrong direction. To correct this, disconnect the power supply
The low discharge pressure switch is used to automatically stop the pump in
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at the main isolator and change over two of the phases to the pump. The pump
the event that the pump has lost its suction. As with the undercurrent relay,
can then be restarted and checked for correct operation.
it is used to to prevent the possibility of cavitation inside the pump casing
and should be adjusted to a value between the pumps maximum flow and
Low Liquid Level cavitation.
If during the start-up procedures the current falls close to the no-load value and
the discharge pressure is near to zero, a low suction level may be the cause. As
detailed previously, the minimum tank level for a normal pump start should not
be less than 1000mm.
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4.4 Cargo Compressors
4.4.1 High Duty Compressor
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4.4.2 Low Duty Compressor
Illustrations
4.4.1a High Duty Compressor
4.4.1b High Duty Compressor Control Screen Shot
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4.4.1c High Duty Compressor Monitoring Screen Shot
4.4.2a Low Duty Compressor
4.4.2b Low Duty Compressor Control Screen Shot
4.4.2c Low Duty Compressor Monitoring Screen Shot
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Illustration 4.4.1a High Duty Compressor

PI PAL PALL TAL TAH TI TAHH TAL TAH TI PALL PAL TAHH TAH TI
Vent IAS IAS IAS IAS IAS IAS IAS IAS IAS IAS IAS IAS IAS IAS IAS
PALL PAL PI PI TAHH TAH TI
IAS IAS IAS IAS IAS IAS IAS
PSL
8A
PT
TSH TSL TSHH TSL TSH
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8A
8 8 9A 9F 9F PSL
TSHH PSLL PSLL TSHH TSH
TSH Demister 8C 8C
PI 8A 10A 10A
2A PT TT TT TT
2B 8 8B 8
F
9A 9F TT TT
11 TT TT 10A 10A
PSLL PSL
11 11 2A 2B TE
PCV 8
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PI TE TE TE TE
11 11 Gearbox 9A 9F 10A 10A
Nitrogen Seal Gas PCV

8
FI 11
Instrument Air PDI
IAS
Surge Controller
Bulkhead
Z1 PDI PDI FIC PT PT Seal
2A
3A 1 1A/2A 1
IA
Compressor
Electric TI
Room
8
PI PT PT TE TE TI Motor
2 1 2 2A 2B 2
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LNG Process
H OC
8
Vapour Out FG F Oil Filter
CG544 8A 7
FG
8B Main
FY I/P
1
PI
Lubricating Motor Bulkhead
1 Oil Pump
CG544 PDT Room CV
PDI
7A
PDI
7B
PDT
7
PDT
7A
PDI
IAS
1 PSV PSV V 6A
ZSL ZSH
LNG Process
H 1 1 OP
6A 6A 6A PDSH PDAH
Compressor 6A 7A IAS
Set
Vapour In 8bar
CG532 FI
IGV V
6B A
1
Key
Air
Nitrogen
ZT
TI
1
TT
1
TE
1
ZE
Guide
Vane
ZSL
3
ZI ft
Inlet
DV
1
LSL
5
YE
9
YET
9
Fill
Locked
Open
V
6C
DV
6
OP
6B
Auxiliary
Lubricating
Oil Pump
CV
6B
Oil Cooler V
6F
Locked
Open
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LG
Desuperheated Steam 3 3 3
5 TCV
TSH C 6
LNG Vapour PI P 5 Lubricating 6
TI
5 Oil Tank TI
Lubricating Oil/ TSL TI 6A
V 5 6B
3C PCV
Fresh Water 3C H
DAC 5
PI 3 PI PI
Condensate 6B 6A
Electrical Signal HIC ZS HS
3 3 3
Instrumentation PCV
3B L/R
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PI TCV
Cargo Control Room 5 YSH YT YSHH YLHH YI DV
5
HY 9 9 9 9 9
Local Instrument 3
PCV I/P
3A
Local Panel Instrument

ZLL ZLH ZI TI ZL ZLL LAL TAH TAL YAH YI YAHH To/From Cargo
IAS IAS IAS 1 IAS IAS IAS IAS IAS IAS IAS IAS Machinery Fresh
A Alarm Circuit
Water Cooling System
Closed Open From Steam System To Condensate System
Remote Control Signal Reference Shipyard Drawing: 2T-7513-009 - No.1 High Duty Compressor
4.4 cargo compressors When in use, the capacity of the compressors can be regulated and controlled To control the temperature of the oil it is passed through a heat exchanger
by the inlet guide vane opening, with the travel indication being shown on the where it is cooled. The thermal bypass temperature control valve prevents
4.4.1 High Duty compressor local and the cargo control room panels. The compressor motors are limited over-cooling and is used to maintain the oil within a range of between 38C
to three starts per hour when starting in a cold condition or two starts per hour and 47C.
from warm conditions.
High Duty Compressors The oil supply to the bearings is fed via a 25 micron duplex filter. A pressure
Manufacturer: Cryostar SA Under normal operating conditions the compressors do not need any maintenance control valve (PCV8) then regulates the oil flow to the bearings with any
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No. of sets: 2 as such, but it is recommended that the machine and its auxiliaries are excess oil being bypassed and returned to the sump. The pump pressure relief
examined closely for evidence of LO, seal gas and process gas leaks at regular valves act as back-up and are set to lift at a pressure of 800kPa.
Model: CM 400/55
intervals. If leaks are found they must be dealt with as soon as is possible and
Type: Centrifugal, single-stage, fixed speed with adjustable the compressor inlet screen filter must be checked at regular intervals and kept Temperature sensors fitted monitor the oil outlet temperature of the gear
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inlet guide vanes clear of blockages. bearings, but for reference the nominal bearing operating temperature should
Volume flow: 32,000m3/h be between 45 and 50C. Should the temperature rise to 60C, this will cause
Mass flow: 48,818kg/h the alarm relays to operate.
Compressor Systems
Inlet gas pressure: 103kPa (absolute)
Seal Gas System The LO system feeds the following:
Outlet gas pressure: 196kPa (absolute)
Inlet gas temperature: -140C The seal gas system is provided to prevent LO mist from entering the process Journal bearing on both sides of the high speed shaft
stream and to avoid the flow of cold gas into the gearbox. The seal gas is Journal bearing on the driven end of the low speed shaft
Outlet gas temperature: -112.2C
injected between the gear shaft and the compressor wheel with the nitrogen
Shaft speed: 11,200 rpm being produced by the nitrogen generator on board and supplied via isolating Integral thrust and journal bearing on the non-driven end of
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Inlet guide vane setting: +80 to -30 angular rotation valves NG121 and NG122. The nitrogen from the buffer tank to the purging and low speed shaft
Type: Single speed, asynchronous, 3-phase sealing header is reduced and regulated by the control valve PCV-8.70 in the Sprayers for the gearwheels
No. of poles: 2 engine room to a nominal pressure of 500kPa. The system is regulated by the
control valve so that the seal gas pressure is a function of the compressor outlet
Protection: IP55 pressure. Any seal gas entering the gearbox from the shaft seals is returned to Surge Control System
Motor speed: 3,578 rpm the LO sump where it is separated from the oil and vented to atmosphere via a A fully automatic surge control system is provided to ensure that the compressor
Shaft speed: 11,200 rpm demister and vent on top of the compressor house. flow rate does not fall below the designed minimum. Below this rate, the gas
Rated motor power: 900kW, 6,600V, 60Hz flow will not be stable and the compressor will be liable to surge, causing shaft
Introduction
Two high duty (HD) compressors are installed in the cargo machinery room ft Lubricating Oil System
Lubricating oil in the system is stored in a vented 400 litre sump tank which
has an integral steam immersion heater with a thermostatic control valve
fitted. The heater is used to maintain the oil at a constant positive temperature
vibration which may result in damage to the compressor.
All of the gas compressors are equipped with an automatic surge control
system which consists of the following:
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of approximately 25C to avoid the formation of condensation when the A flow transmitter
and are used for compressing the LNG vapour for return to the shore terminal
during cargo loading, tank purging and tank warming-up. compressors are not running. A compressor differential pressure transmitter
A ratio station
The compressors are driven by 900kW electric motors that are supplied with Lubricating oil is supplied from the sump through separate suction strainers
power from the port and starboard 6.6kV cargo switchboards. The No.1 and one of two LO pumps. The discharge from the pumps is through non- An anti-surge controller
compressor is fed from breaker P-LDHCM1-2 off the port switchboard CS1, return check valves to a common LO supply line that feeds the gearbox and its A recirculating valve on the gas stream
and the No.2 compressor is fed from breaker P-LDHCM2-6 off the starboard bearings. The main operational pump is driven by the high speed gear shaft of
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switchboard CS1. the compressor. Upon failure of the driven pump, the standby electric motor- On the basis of a preset ratio between the gas flow and compressor differential
driven auxiliary pump is automatically started and an alarm raised to indicate pressure signals, the anti-surge controller produces a signal which modulates
The motors are installed in an electric motor room that is segregated from abnormal conditions to the duty engineer. The standby electric auxiliary pump the compressor recirculating valve.
the compressor room by a steel gas tight bulkhead. The drive shaft between is also used during the starting and shutdown cycles of the compressor for a
the motor and the compressor penetrate the bulkhead via a mechanical seal preset period of time.
operated with a pressurised oil barrier.
The compressors can be operated either locally from the cargo machinery room
or from the cargo control room located on C deck.
Illustration 4.4.1b High Duty Compressor Control Screen Shot
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Inlet Guide Vanes Non-trip alarms are indicated on the IAS and are listed as follows: i) Switch on the power to the control cabinet and reset any
To achieve the required gas flow, the compressors have inlet guide vanes alarms.
Compressor discharge gas temperature high
fitted at the suction end. The vanes are operated by pneumatic actuators which
Excessive rotor vibration (50m) j) Ensure that there is sufficient power available at the cargo
receive control signals from the flow controller.
Compressor LO filter differential pressure switchboards.
Rotation of the vanes is possible through an indicated angle of between +80 Low oil temperature in the sump tank
to -30. In the cargo control room:
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High oil temperature in the sump tank
k) Select the HD compressor IAS screen mimic for the appropriate
Vibration Displacement Monitoring System High system oil temperature
operation and make sure that the inlet guide vane position is set
The compressor rotor is monitored for axial displacement and the alarm and High oil temperature at the bulkhead seal to 0% (start position).
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shutdown is transmitted to the control panel. Compressor bearing low temperature
l) Press the compressors reset button and check if all of the
Compressor bearing high temperature alarms and trip lamps are off and if the READY TO START
Bulkhead Shaft Seals lamp is on.
Gearbox low LO pressure
A flow orifice regulates the oil flow and oil pressure to the bulkhead seal. This
oil is used for the lubrication of the bulkhead/shaft seal and returns back to the Low LO pressure at the bulkhead seal m) Press the compressor START button. The shaft vibration
oil tank. Low seal gas pressure monitoring system is released after approximately 14 seconds.
Check that no alarm or trip lamps are on.
Motor aft bearing temperature
Capacity Control
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Motor forward bearing temperature n) Check the bearing temperatures and the vibration levels,
The compressor controller detects the pressure in the vapour main pipeline and
Motor winding temperatures
alters the inlet guide vane (IGV) position to meet the pressure required. It is o) The auxiliary (standby) LO pump should stop after the
possible to change the guide vane control to LOCAL mode if required, but a compressor-driven pump has run up to speed and is delivering
bumpless transfer is required when returning back to REMOTE operation. Operating Procedures full system pressure.
To prepare the HD compressors for operation, proceed as follows. Observe the following parameters:
Compressor Trips
The following conditions trip the HD compressors: a) Check the LO level in the compressor sump tank. p) The seal gas differential pressure should read 10 to 20kPa.
The emergency shutdown system (ESD) system
High gas discharge temperature
High bearing temperature ft b) Start the LO sump heater between 45 minutes and 1 hours
prior to the expected compressor start-up time. The duration can
vary and is dependent on the ambient temperature.
Adjust the supply reducer if required.
q) The LO supply pressure should read 200 to 250kPa. Adjust the

supply regulator if required.
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Excessive rotor vibration (75m)
c) Close the seal gas vent line valve. r) The LO supply temperature to the gearbox should be above
Low system LO pressure 30C.
Low oil pressure at the bulkhead seal d) Open the nitrogen seal gas supply manual valve.
s) Check the local control panel for alarms.
High oil temperature at the bulkhead seal e) Open the compressor suction and discharge valves.
Low seal gas pressure t) Check the complete operating system for oil, seal gas, air, water
f) Run the auxiliary LO pump for approximately 30 minutes to and product leakage.
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Electrical power failure warm-up the gearbox and bearings. Check the LO system for
any leaks.
g) Open the cooling water inlet and outlet valves for the LO cooler
and ensure cooling water is available.
h) Open the control air supply to the control panel.
Illustration 4.4.1c High Duty Compressor Monitoring Screen Shot
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Compressor and Drive Motor Alarms Tag Description Normal Action Set Tag Description Normal Action Set
Operation Point Operation Point
Each compressor electric motor is fitted with six PT-100 temperature sensors
TT 10B Temperature oil bulkhead 60C Normal TT10A Temperature oil bulkhead 60C Normal
with two sensors being fitted per phase. There are also two PT-100 temperature
TSHH 10B TE 10B High +75C TE 10A Trip +80C
sensors fitted to the motors drive end bearing. The alarm channel numbers, set
points and trip settings for each of these are as listed below: TT 9A Bearing temperature 65C Normal TT 10B Temperature oil bulkhead 60C Normal
TSHH 9A TE 9A Trip 75C TSHH 10B TE 10B High +75C
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TT 9F Bearing temperature 65C Normal TT 9A Bearing temperature 65C Normal
HD Compressor Electric Motor Temperature Alarms TSHH 9F TE 9F Low 15C TSHH 9A TE 9A Trip 75C
Tag No. Description Alarm Trip High 70C TT 9F Bearing temperature 65C Normal
AANALPO362 No.1 HD motor U winding 120C 130C PT 8 Gearbox LO pressure 160kPa Normal 100kPa TSHH 9F TE 9F Low 15C
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PSL 8A Low High 70C
AANALPO363 No.1 HD motor V winding 120C 130C
PSLL 8A Gearbox LO pressure 160kPa Trip 80kPa PT 8 Gearbox LO pressure 160kPa Normal 100kPa
AANALPO364 No.1 HD motor W winding 120C 130C
PSL 8C LO pressure bulkhead 110kPa Low 40kPa PSL 8A Low
AANALPO365 No.2 HD motor U winding 120C 130C
PSLL 8C LO pressure bulkhead 110kPa Trip 20kPa PSLL 8A Gearbox LO pressure 160kPa Trip 80kPa
AANALPO366 No.2 HD motor V winding 120C 130C
PSL 11 Seal gas pressure Low 20kPa PSL 8C LO pressure bulkhead 110kPa Low 40kPa
AANALPO367 No.2 HD motor W winding 120C 130C
PSLL 8C LO pressure bulkhead 110kPa Trip 20kPa
PSLL 11 Seal gas pressure Trip 15kPa PSL 11 Seal gas pressure Low 20kPa
CLG5A HD Compressor Set Points, Alarms, Shutdowns and Alarm
ZT3 Inlet guide vane position -30to - -
Channels
C
ZE 3 +80 PSLL 11 Seal gas pressure Trip 15kPa
Tag Description Normal Action Set ZT3 Inlet guide vane position -30to - -
Operation Point CLG5B HD Compressor Set Points, Alarms, Shutdowns and Alarm ZE 3 +80
PT 1 Suction gas pressure 6kPa - - Channels
PT 2 Discharge gas pressure 96kPa - -
Tag Description Normal Action Set
TT 1 Suction gas temperature -140C - - Operation Point
TT2A Discharge gas temperature -112.2C PT 1 Suction gas pressure 6kPa - -
TSHH2A TE2A Trip +100C
TT2B
TSH2B
PDT 1
YET 9
Discharge gas temperature -112.2C
TE2B
Process gas flow
Vibration sensor YE9
4.5kPa
10-30m/s
High
Normal
+90C
ft PT 2
TT 1
TT2A
TSHH2A
Discharge gas pressure
Suction gas temperature
96kPa
-140C
Discharge gas temperature -112.2C
TE2A Trip
-
-
-
-
+100C
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YSH 9 High 50m/s TT2B Discharge gas temperature -112.2C
YSHH 9 Trip 75m/s TSH2B TE2B High +90C
PDT 7 Differential pressure oil 50kPa PDT 1 Process gas flow 4.5kpa
PDSH 7A filter High 250kPa YET 9 Vibration sensor YE9 10-30m/s Normal
LSL5 Oil tank level Low YSH 9 High 50m/s
YSHH 9 Trip 75m/s
TCV5 Oil heater temperature 40C
PDT 7 Differential pressure oil 50kPa
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TSL 5 Temperature oil tank 55C Low 25C PDSH 7A filter High 250kPa
TSH 5 High 60C
LSL5 Oil tank level Low
TT 8 Temperature oil system 42C Normal
TSL 8 TE 8 Low +20C TCV5 Oil heater temperature 40C
TSH 8 High +55C TSL 5 Temperature oil tank 55C Low 25C
TT10A Temperature oil bulkhead 60C Normal TSH 5 High 60C
TE 10A Trip +80C TT 8 Temperature oil system 42C Normal
TSL 8 TE 8 Low +20C
TSH 8 High +55C
Illustration 4.4.2a Low Duty Compressor PI TI H TI H TI H PAL TI H

PDAL PALL PAL TI
Vent 8
PALL
8A 8
TAHH
9B 9E
TAHH
9A 9F
PALL
8C 8C
TAHH
10A 10B
Key
PDALL L L L L
11B 11B 11A 11A 12
Air
ZIH ZSH T T
PDSL T T Nitrogen
T S TT 11A
4 4 ZIL T T T
ZSL 4 PDSLL PDSL PSLL PSL
12
PDSH I
TSHH Desuperheated Steam
ZIL ZSL I/P 1 11B 11B 11A 11A 11A 10A
TSHH TSHH
4 4
1A
FY
1
ZSH ZIH
F PDTI 9B 9A PSLL PSL TT TT LNG Vapour
1 4 11 8C 8C 10A 10B
Gas LO FO 11B TT TT TT TT TT
Lubricating Oil/
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CG549 PCV
8 9B 9E 9A 9F
TE TE
P1
Crossover CG548 MV FCV 11B 11B 10A 10B
2 1 Seal LO
F1
PT PI PSLL TE TE TE TE TE Fresh Water
8 8B 8A 8 9B 9E 9A 9F
XU
3 Gas 11D
F Condensate
CG568 11A
PAHH TAHH TI H Electrical Signal
From 3 2B 2B PCV P1
11A
Spray
11A Instrumentation
op
F1 H
XV
T PI
Demister
Cooler 3
T TSHH
11A 2
2A
O Cargo Control Room
PSHH PSHH TI TI 5
3A 2A 2A 2B
CG558 PT Local Instrument
PT PT TE TE 2
CG566 3A 3B 2A 2B CG557
Process
Gas Out Local Panel Instrument
CV MV Gearbox
1 1
PDT
CG562 122
1A PCV
8 A Alarm Circuit
C
Compressor
AE AT AI
9B 9B 9B
ZIL ZSL
3B 3B
Remote ZT ZI
VDV YE
Control Signal 3B 3B
9B
Bulkhead Compressor
YET
DY 9B Seal Room AE AT AI
3BP 9A 9A 9A
Surge Controller PI S
12
PDI PDI PDI FIC Load Share DCV 1A Electric
3B
1 112A 122A 1 Controller 1A
PT
Motor
ZI
3B
ZI
3A
CG543
12
PDT
112
ft XV
12
TE
12
FG
8A
FG
8B
OC
8
Oil
Collector Bulkhead Oil
Filter
PDI
7A
F
7
TE
8
PDI
7B
TI
8
PDSH
7A
PDT
PDAH
7A
PDI
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PI PI 7 7
PSV PSV
CG547 FI
1
1 1
6A 6B Motor
Process Compressor
OP
6A Set 8 bar Room
Gas In
XV F
2 1 Main
PDT LO
CG535 1 TE YE
1 9A Pump
PDI TT YET
1 1 VDV 9A
F
Fill P
5C
Locked 6B Locked
ZL ZL Oil Cooler Open
TI H 3A 3A Open
1 M
D
LSL
ZT ZI
3A 3A LG
5 Auxiliary
I/P
TSH 5 Lubricating Lubricating E
5 TI
DY 5A Oil Tank Oil Pump PI
6 TCV
TSL 6
3A 6
5 H
TI TE TE TI
DCV TCV 5
6B 6B 6A 6A
3A 5
1A
YSH YSHH YSH YSHH Cooling Fresh Water In

9A 9A 9B 9B
T T
Cooling Fresh Water Out
LAL TAH TAL Steam Inlet YAH YI YAHH YAH YI YAHH

5 5 5
Steam Outlet 9A 9A 9A 9B 9B 9B Reference Shipyard Drawing: 2T-7513-009 - No.1 Low Duty Compressor
4.4.2 low Duty compressors The No.1 compressor is fed by breakers P-LDHCM1-3 (contactors 88L,88H0) The control panel is supplemented with a vibration rack, surge controller and
for high and low speed operation from the port switchboard CS1, and the No.2 process logic controller installed in the substation. Electrical connections
compressor is fed from breakers P-LDHCM2-5 (contactors 88L,88H0) from are available for the extension of the control wiring to a point outside the
Low Duty Compressors the starboard switchboard CS2. compressor system and the complete electrical system, including probes and
instrumentation, is designed for use in EEx areas.
Manufacturer: Cryostar The motors are installed in an electric motor room that is segregated from
No. of sets: 2 the compressor room by a steel gas tight bulkhead. The drive shaft between The skid-mounted compressor features a plug-in closure assembly, which
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Model: CM2 200 LD the motor and the compressor penetrates the bulkhead via a mechanical seal allows for the quick replacement of the rotating portion and adjacent stationary
Type: Centrifugal, two-stage, dual speed with variable operated with a pressurised oil barrier. components. The compressor portion of the machine is of the axial in-flow
diffusor vanes type, with variable diffuser vanes.
The compressors can be operated either locally from the cargo machinery room
op
or from the cargo control room located on C deck.
Seal Gas System
Performance Design Laden Laden Ballast Ballast
Data Max Min When in use, the capacity of the compressors can be regulated and controlled The seal gas system between the compressors and the gearbox has been
case Nat BO Nat BO Nat BO Nat BO Nat BO by the variable diffuser vanes, with the travel indication being shown on the provided to prevent LO mist from entering the process stream and to avoid
Molecular weight kg/mol 16.04 18.23 18.23 18.23 18.23 local and the cargo control room panels. The compressor motors are limited the flow of cold process gas into the gearbox. The seal gas is injected between
Flow kg/h 4,612 4,215 3,109 1,798 1,337 to three starts per hour when starting in a cold condition or two starts per hour the gear shaft and the compressor wheel on the two compressors, with the
from warm conditions. nitrogen being produced by the nitrogen generator on board and supplied via
Inlet Pressure kPa(a) 103 103 104 106 106
isolating valves NG111 and NG112. The nitrogen pressure is then reduced and
Outlet Pressure kPa(a) 650 671 666 665 664
regulated by the reducing valve NG103 from 860kPa to 750kPa mounted on
Inlet Temperature C -120 -120 -120 -140 -100 Compressor Systems
the compressor skids.
C
Outlet Temperature C 39.9 68.0 72.0 55.0 57.0 Each LD compressor is skid-mounted and consists of two direct coupled
Shaft Speed RPM 29,775 29,775 29,775 29,775 29,775 compressors with an integral gearbox, and the sub-systems as follows: The seal gas system is regulated by the control valves so that the seal gas
Coupling Power kW 513 484 385 305 261 pressure is a function of the compressor outlet pressure. Any seal gas entering
A self-contained LO system for lubricating the gears and rotor
Motor size kW the gearbox from the shaft seals is returned to the LO sump where it is
bearings
Driver System Two speed electric motor separated from the oil and vented to atmosphere via a vent on the top of the
A gas seal system compressor housing.
Gas Composition
Component Design Laden Laden Ballast Ballast An indicating system for monitoring the safe operation of the
unit (local panel and substation)
Nitrogen N2
Methane C1
Ethane C2
100.000
Max
18.271
81.719
0.010
18.271
81.719
0.010
18.271
81.719
0.010
Min
18.271
81.719
0.010
ft
The sub-systems have the following main components:
Compressor variable diffuser vane actuator
Lubricating Oil System
Lubricating oil in the system is stored in a vented 1,000 litre sump tank which
has an integral steam immersion heater with thermostatic steam control valve
fitted. The heater is used to maintain the oil at a constant positive temperature
of at least 25C to avoid the formation of condensation when the compressors
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Hydrocarbons C3 Oil mist separator (demister)
are stopped.
Hydrocarbons C4 100.0 100.0 100.0 100.0 100.0 LO immersion heater
Gear-driven main LO pump Lubricating oil is supplied from the sump through separate suction strainers
Introduction and one of the two LO pumps. The discharge from the pumps is through non-
Auxiliary LO pump
return check valves to a common LO supply line that feeds the gearbox and its
Two dual speed low duty (LD) compressors are installed in the cargo machinery Oil cooler bearings. The main operational pump is driven by the high speed gear shaft of
room which are used to compress the LNG produced by natural boil-off so that the compressor. Upon failure of the driven pump, the standby electric motor
D
Duplex oil filter
it can be used as fuel in the main generator engines or disposed of in the gas driven auxiliary pump is automatically started and an alarm raised to indicate
combustion unit (GCU). The LD compressors are two-stage machines with the Gear coupling (low speed) abnormal conditions to the duty engineer. The standby electric auxiliary pump
discharge from the first stage being delivered to the inlet of the second stage. Bulkhead/Shaft seal is also used during the starting and shutdown cycles of the compressor for a
The second stage increases the gas pressure to approximately 630kPa (absolute) preset period of time.
and then discharges to the warm-up/boil-off heaters No.1 and No.2 and then Main drive electric motor
onto to the engine room. To control the temperature of the oil it is passed through a heat exchanger
The local indicating devices are supplemented with lamps and pushbuttons where it is cooled. The thermal bypass temperature control valve prevents
The compressors are driven by 650/325kW electric motors that are supplied installed near the compressor. over-cooling and is used to maintain the oil within a range of between 38C
with power from the 6.6kV cargo switchboards. and 47C.
Illustration 4.4.2b Low Duty Compressor Control Screen Shot
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C
ft
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The oil supply to the bearings is fed via a 25 micron duplex filter. A pressure Variable Diffuser Vanes Operating Procedures
control valve (PCV8) then regulates the oil flow to the bearings with any To achieve the required gas flow, the compressors have variable diffuser vanes
excess oil being bypassed and returned to the sump. The pump pressure relief (VDVs) fitted. The vanes are operated by pneumatic actuators which receive The compressors are started on low speed and then switched over to high speed
valves act as back-up and are set to lift at a pressure of 800kPa. control signals from the flow controller. once the operating conditions have stabilised. To prepare the LD compressors
for running proceed as follows.
Temperature sensors fitted monitor the oil outlet temperature of the gear Adjustment of the vanes is possible through a distance of 0 to 200mm, the
bearings, but for reference the nominal bearing operating temperature should position is indicated both locally and via the IAS. A 4-20mA signal line is a) Check the VDVs are closed and switch to automatic mode.
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be between 45 and 50C. Should the temperature rise to 60C, this will cause connected to the pressure transmitter which converts the electrical signal to a
the alarm relays to operate. pneumatic signal of between 20kpa and 100kPa. The VDV can be controlled in b) Start the LO sump heater between 45 minutes and 1 hours
local or remote modes but the control buttons only control one VDV actuator. prior to the expected compressor start-up time. The duration can
The LO system can be seen in illustration 4.4.2a and is used to feed the The second is controlled with the pressure ratio regulator. The VDV degree vary and is dependent on the ambient temperature.
op
following: of opening on both compressor stages may not be the same however, as the
Journal bearing on both sides of the high speed shaft second one is a function of the first. c) Close the seal chamber vent line valve.
Journal bearing on the driven end of the low speed shaft d) Open the nitrogen seal gas supply manual valve.
Bulkhead Shaft Seals
Integral thrust and journal bearing on the non-driven end of low
speed shaft A flow orifice regulates the flow of oil and the oil pressure to the bulkhead e) Open the compressor suction and discharge valves.
seal. This oil is used for the lubrication of the bulkhead/shaft seal and returns
Sprayers for the gearwheels f) Run the auxiliary LO pump for approximately 30 minutes to
back to the oil tank.
warm-up the gearbox and bearings. Check the LO system for
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Surge Control System any leaks.
Capacity Control
An automatic surge control system is provided to ensure that the compressor
The main engine gas flow demand control valve dictates the position of the g) Open the cooling water inlet and outlet for the LO cooler and
flow rate does not fall below the designed minimum value. Below this rate, the
capacity controller on the compressor. The compressor output capacity is confirm there is cooling water available.
gas flow will not be stable and the compressor will be liable to surge, causing
controlled by changing the position of the diffuser vanes, the compressor motor
shaft vibration which may result in damage to the compressor.
speed is not a function of the gas flow. At the lowest capacity demand or on h) Open the instrument air supply to the control panel.
starting, the vanes will be fully closed, the electrical input at a minimum and
The two compressors are equipped with an automatic surge control system
the compressor set to low speed. i) Switch on the power to the control cabinet.
using a bypass valve responding to a low flow controller. The variable diffuser
vanes on both compressor suction sides will be controlled by a process loop.
Speed and variable diffuser vanes control the flow.
Both LD compressors are equipped with an automatic surge control system

which consists of: ft As the demand signal increases, the guide vanes will be opened and as
the temperature drops below 100C the motor speed will be increased to
high speed. Further gas flow demand will increase the diffuser vane setting
accordingly. The output from the controllers are limited to prevent rapid
In the cargo control room:
j) Select the IAS screen (LD compressor) for the appropriate

operation.
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changes and surging in the compressor gas discharge, but designed to maintain
A flow transmitter a pressure of 510kPa to the gas burning system. k) To start the compressor, press the compressor RESET button and
A compressor differential pressure transmitter check that all of the alarms and trip lamps are off. Confirm also
Note: The electrical input to the dual speed motor will be interlocked to a that the READY TO START lamp is on. Press the half speed
A ratio station or the full speed start button. If the half speed start button is
minimum if the guide vane control is switched to LOCAL. The compressor
An anti-surge controller control will be set to the manual mode if any of the fuel gas control valves pressed, the full speed start button has to be pressed to increase
are operated manually. the compressor to full speed conditions. This can be done once
A recirculating valve on the gas stream the inlet gas temperature has fallen to -100C and remained
D
below -90C for 30 minutes. Check that no alarm or trip lamps
On the basis of a preset ratio between the gas flow and the compressor are on and check the bearing temperatures and vibration levels.
differential pressure signals, the anti-surge controller produces a signal which
modulates the compressor bypass valve. l) The auxiliary (standby) LO pump should stop after the
compressor-driven pump has run up to speed and is delivering
full system pressure.
Illustration 4.4.2c Low Duty Compressor Monitoring Screen Shot
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op
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ft
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Observe the following parameters: Low LO pressure to the gearbox Tag Description Normal Action Set
Low oil pressure at the bulkhead seal Operation Point
m) The differential gas pressure between the seal gas inlet and the
Low seal gas pressure (1st stage) TVC 5 Oil heater temperature 40C
compressor reference pressure should read 100kPa. Adjust the
supply reducer if required. TSL 5 Temperature oil tank 55C Low 25C
Low seal gas pressure (2nd stage) TSH 5 High 60C
n) The LO supply pressure should read 150kPa. Adjust the supply Motor aft bearing temperature TT 8 Temperature oil system 42C
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regulator if required. Motor forward bearing temperature TSL 8 TE 8 Low +20C
TSH 8 High +55C
Motor winding temperatures
o) The LO supply temperature to the gearbox should be above TT 10A Temperature oil bulkhead 60C
30C. TSHH 10A TE 10A Trip +80C
op
Compressor Alarms TT 10B Temperature oil bulkhead 60C
p) Check the local control panel for alarms. TSHH 10B TE 10B High +75C
TT 9A Bearing temperature 65C
q) Check the complete operating system for oil, seal gas, air, water No.1 LD Compressor Set Points, Alarms, Shutdowns and Alarm TSHH 9A TE 9A Trip 100C
and product leakage. Channels
TT 9F Bearing temperature 65C
Tag Description Normal Action Set TSL 9F TE 9F Low 15C
Compressor Trips
Operation Point TSH 9F High 95C
The following operating conditions trip the LD compressors: PT 1 Suction gas pressure 103kPa(a) - - TT 9B Bearing temperature 65C
TSHH 9B TE 9B Trip 100C
C
The emergency shutdown system PT 12 Gas pressure between two 332,000 - -
stages kPa(a) TT 9E Bearing temperature 65C
High gas discharge temperature
PT 2 Discharge gas pressure 650kPa(a) - - TSL 9E TE 9E Low 15C
Bearing high temperature (1st stage or 2nd stage compressors) TSH 9E High 95C
PDT 112 Differential gas pressure - 229,000kPa - -
Excessive rotor vibration (75m) stage 1 PT 8 LO pressure to the gearbox 150kPa
PSL 8A Low 100kPa
Electrical power failure PDT 122 Differential gas pressure - 318,000kPa - -
stage 2 PSLL 8A Gearbox LO pressure 150kPa Trip 80kPa
Low LO pressure to the gearbox
TT 1 Suction gas temperature -140C PSL 8C LO pressure bulkhead 110kPa Low 40kPa
High bulkhead seal oil temperature
Low oil pressure at the bulkhead seal
Low seal gas pressure (1st stage)
ft
TSH 1
TT 12
TT 2A
Gas temperature between
two stages
Discharge gas temperature
-54.28C
60 - 95C
High -100C PSKK 8C
PDT 11
PDSL 11A
PDSH 11A
LO pressure bulkhead
Differential pressure
between seal gas inlet
and compressor reference
110kPa
80kPa
Trip
Low
High
20kPa
5kPar
25kPa
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Low seal gas pressure (2nd stage) TSHH 2A TE 2A Trip +115C pressure stage 2
TT 2B Discharge gas temperature 60 - 95C PSL 11A Seal gas pressure 1st stage Low 40kPa
Non-trip alarms are indicated on the IAS are as follows:
TSH 2B TE 2B High +100C PSLL 11A Seal gas pressure 1st stage Trip 30kPa
Compressor discharge gas temperature PDT 1 Process gas flow 454kPa PSL 11B Seal gas pressure 2nd stage Low 60kPar
Excessive rotor vibration (50m) YET 9A Vibration YE 9A 10-30m/s PSLL 11B Seal gas pressure 2nd stage Trip 50kPar
Compressor LO filter differential pressure YSH 9A High 50m/s ZSH 3A VDV position 1st 0-200mm - -
YSHH 9A Trip 75m/s stage
D
Sump tank oil level YET 9B Vibration YE 9B 10-30m/s ZSH 3B VDV position 1 2nd 0-200mm - -
Sump tank oil temperature low YSH 9B High 50m/s stage
YSHH 9B Trip 75m/s
Sump tank oil temperature high
AET 9A Axial position AE 9A 0-450m
System oil temperature high
AET 9B Axial position AE 9B 0-450m
Bearing high temperature PDT 7 Differential pressure oil 50kPa
Bearing low temperature PDSH 7A filter High 250kPa
LSL 5 Oil tank level Low
NO.2 LD Compressor Set Points, Alarms, Shutdowns and Alarm Tag Description Normal Action Set
Channels Operation Point
Tag Description Normal Action Set TT 9F Bearing temperature 65C
Operation Point TSL 9F TE 9F Low 15C
PT 1 Suction gas pressure 103kPa(a) - - TSH 9F High 95C
PT 12 Gas pressure between two 332,000 - - TT 9B Bearing temperature 65C
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stages kPa(a) TSHH 9B TE 9B Trip 100C
PT 2 Discharge gas pressure 650kPa(a) - - TT 9E Bearing temperature 65C
TSL 9E TE 9E Low 15C
TSH 9E High 95C
stage 1
op
PT 8 LO pressure to the gearbox 150kPa
PSL 8A Low 100kPa
stage 2
PSLL 8A Gearbox LO pressure 150kPa Trip 80kPa
TT 1 Suction gas temperature -140C
TSH 1 High -100C PSL 8C LO pressure bulkhead 110kPa Low 40kPa
TT 12 Gas temperature between -54.28C PSKK 8C LO pressure bulkhead 110kPa Trip 20kPa
two stages PDT 11 Differential pressure 80kPa
TT 2A Discharge gas temperature 60 - 95C PDSL 11A between seal gas inlet Low 5kPar
TSHH 2A TE 2A Trip +115C PDSH 11A and compressor reference High 25kPa
pressure stage 2
C
TT 2B Discharge gas temperature 60 - 95C
TSH 2B TE 2B High +100C PSL 11A Seal gas pressure 1st stage Low 40kPa
PDT 1 Process gas flow 454kPa PSLL 11A Seal gas pressure 1st stage Trip 30kPa
YET 9A Vibration YE 9A 10-30m/s PSL 11B Seal gas pressure 2nd stage Low 60kPar
YSH 9A High 50m/s PSLL 11B Seal gas pressure 2nd stage Trip 50kPar
YSHH 9A Trip 75m/s ZSH 3A VDV position 1st 0-200mm - -
YET 9B Vibration YE 9B 10-30m/s stage
YSH 9B High 50m/s ZSH 3B VDV position 1 2nd 0-200mm - -
YSHH 9B
AET 9A
AET 9B
PDT 7
Axial position AE 9A
Axial position AE 9B
Differential pressure oil
0-450m
0-450m
50kPa
Trip 75m/s
ft stage
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PDSH 7A filter High 250 kPa
LSL 5 Oil tank level Low
TVC 5 Oil heater temperature 40C
TSL 5 Temperature oil tank 55C Low 25C
TSH 5 High 60C
TT 8 Temperature oil system 42C
TSL 8 TE 8 Low +20C
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TSH 8 High +55C
TT 10A Temperature oil bulkhead 60C
TSHH 10A TE 10A Trip +80C
TT 10B Temperature oil bulkhead 60C
TSHH 10B TE 10B High +75C
TT 9A Bearing temperature 65C
TSHH 9A TE 9A Trip 100C
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4.5 Boil-Off/Warm-Up Heaters
Illustrations
op
4.5a Boil-Off/Warm-Up Heaters
4.5b Boil-Off/Warm-Up Heaters Screen Shot
C
ft
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Illustration 4.5a Boil-Off/Warm-Up Heaters

Set L/R L/R
Point Position Position Common Trip External Trip
HH L
PI TI H TI HIC ZI PI TAHH L ZI L XA XA LAHH LAH TALL PI TAL TI XA
1 1 L 2 2 2 2 2 2 1 1 4 4 4 3 4 4 5
Trip
TT
PV TIC Split - Range
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2 Temperature Control 4
ZBK ZBK
Control Valve L/R L/R ZBK
Position Position
TI HS
L L L 4 5
Trip
Trip Trip Alarm Trip
2 1 5
op
HIC HIC ESD
2 1
TT Common Trip
TT
2
Alarm Key
1
LNG Gas
ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK
L/R L/R Desuperheated Steam

PT PI TI TI PI PT HS POT HS POT HS PT
Air
1 1 1 2 2 2 2 2 1 1 5.1 3.1
Reset Condensate
TE
2 Fresh Water
C
TSHH Electrical Signal
2 Shell Side Vent
Process Gas Outlet Instrumentation

CG526
PI CS06 ZBK Zener Barrier Box
3
No.1 Boil-Off/Warm-Up Heater CS05

Trip Automatic Trip
Alarm Alarm Circuit
TE
1
SV
2 I/P
HY
2 CG519
PCV
2
ft LSHH
4
L1
LI
4
LSH
4
TSLL
4
TE
4
Instrument on Local Panel
IAS Function
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FO CS15
FC CG518
Process PCV
Gas Intlet I/P 1
CS16 CS17 To/From No.2 Boil-Off/Warm-Up Heater
CG512 HY
Weather Deck ZT Z1
TCV 1
2 2 2 Air
TCV
1 To/From Forcing Vaporiser
Gas Vent
SV
Drain Tank Z1
D
1
1 To High Duty and Low Duty Compressors
ZT
1
To/From LNG Vaporiser
CS41 LAH CS39
CS42 IAS CS40
For Cleaning of Drain Cooler
FC02 CS38 CS21
CS43 From/To Central Fresh 101V
Drain Cooler
To Engine Room Water Cooling System From High Duty and Low Duty Compressors
Atmospheric Drain Tank FC01
Steam Supply Main
4.5 BOIL-OFF/Warm-up Heaters Control of Temperature Procedure for Preparing No.1 Heater for Use
Manufacturer: Cryostar Two control valves are fitted to each heater for controlling the outlet a) Ensure that there is a control air supply to the cargo machinery
Type: 65-UT-38/34-3.8 temperature. One control valve is located on the heater inlet and the other valve room.
is on the bypass line. A split range controller regulates the two control valves
No. of sets: 2
to the desired set point. b) Ensure that there is a main steam supply to the cargo machinery
room.
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Introduction When starting the heater in warm-up mode, the bypass valve should initially be
fully OPEN and the inlet valve fully SHUT. With the valve controls in the the c) Ensure that the main steam supply valve 101V is open.
There are two steam heated boil-off/warm-up heaters fitted and these are remote position the temperature can slowly be increased on the IAS panel.
located in the cargo machinery room on the starboard side of the trunk deck. d) Ensure that the inlet and outlet valves FC02 and FC01 for the
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supply of fresh water cooling medium to the drain cooler are
Heater Data
The heaters have been provided for use in the following modes: open.
Operation Beginning End Boil-off
Fuel Gas Mode - In conjunction with the LD compressors the Warm-Up Warm-Up Gas e) Open the drain cooler inlet valve CS38 and outlet valve CS40 to
heaters can supply heated boil-off gas to the engine room for Mode Mode Mode the gas vent drain tank and ensure that the cooling water supply
burning in the main engines. Under normal operating conditions valves are open. The bypass valve CS39 to be closed.
(Methane) (Methane) (Methane)
only one heater is used for fuel gas operations and the gas outlet
temperature is regulated to 25C. Flow of gas (kg/h) 25,500 13,900 6,000
f) Open the heater shell side vent valve.
Inlet volume flow (m3/h) 10,620 9,696 3,572
Warm-Up Mode - In conjunction with the HD compressors the
Outlet volume flow (m3/h) 24,215 14,750 5,375
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heaters can be used for warming up the cargo tanks prior to gas g) Ensure the condensate level indicator inlet and outlet valves on
freeing operations. This will normally only be done prior to a Inlet pressure (bar g) 1 1 1 the heater condensate drain pot are open.
dry docking or in the event that a one tank warm-up operation Outlet pressure (bar g) 0.7 0.7 0.7
has to be carried out for maintenance purposes. The heater gas Inlet temperature (C) -110 0 -40 h) Open the heater shell side condensate drain valve to the save-
outlet temperature is regulated to 80C throughout the warm-up all.
Outlet temperature (C) controlled +80 +25
operation and when used in this mode both heaters are normally
Heat exchange (kW) 2,468 704 247 i) Open the condensate inlet valve CS16 to the steam trap.
used.
Steam supply (kg/h) 4,404 1,256 441
Steam inlet temperature (C) 179 179 179 j) Open the condensate outlet valve CS17 from the steam trap.
CAUTION
When returning heated vapour to the cargo tanks in warm-up mode the
temperature at the heater outlet should not be allowed exceed +80C.
Failure to comply with this could result in damage to the cargo tank ft Steam outlet temperature (C)
(approximately)
Steam pressure bar (bar g)
174
9
174
9
174
9
k) Crack open the heating steam bypass valve CS06 and commence
warming through the heater.
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insulation and safety valves. l) When all the air has been vented from the heater, close the shell
Condensate Drainage side vent valve.
The steam condensate from the heaters is returned to the gas vent drains tank in
the engine room via steam traps and the drains cooler. The gas vent drains tank m) When the water has drained from the heater shell side, close in
is constantly monitored by the gas sampling system to prevent the possibility the condensate drain valve to the save-all until it is just cracked
of LNG vapour entering the engine room in the event of a failure of any of the open. Allow the heater to slowly warm through and close the
tubes within. To assist with the separation of the gas from the condensate, the valve when the condensate outlet temperature is approximately
170C.
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tank is fitted with an internal baffle and a weir plate.
n) Once the steam pressure has risen to the operating pressure,
Note: The cargo machinery room exhaust fans and the gas sampling system close the bypass valve CS06 and open the main steam valve
must be in operation prior to and during any cargo operations which involve CS05. The heater is now ready for use.
LNG and GNG entering the cargo machinery room pipework system.
o) Before commencing the operation set up all the LNG (vapour)
valves on the cargo system as necessary.
Illustration 4.5.1b Boil-Off/Warm-Up Heaters Screen Shot
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op
C
ft
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p) Manually open No.1 gas heater LNG vapour inlet and outlet Note: Cargo machinery room exhaust fans must be in operation prior to and Boil-Off/Warm-Up Heater Alarm Points
valves, CG512 and CG526. during any cargo operations which involve LNG and GNG entering the cargo
machinery room pipework system.
q) At the CCR console, select the heater mimic on the IAS and set
Instrument IAS Tag
the temperature required on the temperature controller for No.1 Number Number
Description Set Point
gas heater. The desired temperatures are 30C for Boil-off Gas
mode and 80C for Warm-Up mode. When one of the trip causes is active, the following actions will be initiated: LSH 4 F0087 No.1 LNG heater drain pot level high Level Switch
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Unit shutdown relay output will be opened immediately
LSH 4 F0096 No.2 LNG heater drain pot level high Level Switch
r) Turn the auto-control switch to the AUTO position on the flow
The common trip indicator on the local panel is powered
control valve CG518. TSH2 F0061 No.1 LNG heater outlet temperature high 85C
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s) Ensure that there are no alarms or trips active on No.1 heater. Shutdown Reset TSL2 F0061 No.1 LNG heater outlet temperature low -20C
A reset button is placed on the IAS mimic. This button has to be activated TSH2 F0066 No.2 LNG heater outlet temperature high 85C
t) Turn the auto-control switch to the MAN position on No.1 gas in order to reset the shutdown logic, and to get power back on the valve
heater temperature control valve CG519. solenoids. TSL2 F0066 No.2 LNG heater outlet temperature low -20C
u) Monitor all pressures and temperatures and drain pot level until TAL4 F0062 No.1 LNG heater drain pot temperature low 90C
the heater has stabilised.
TAL4 F0062 No.2 LNG heater drain pot temperature low 90C
v) Once the heater has stabilised and at the required temperature,
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change the temperature control valve CG519 to the AUTO
position.
Procedure for Shutting Down No.1 Heater

Boil-Off/Warm-Up Heater Shutdown/Trip Point
a) Close the LNG inlet valve CG512 to the heater.
Instrument IAS Tag
Description Set Point Action
Number Number
b) Allow the inlet and outlet temperatures to equalise.
c) Close the main steam supply valve CS05.
d) Crack open the shell side condensate drain valve and slowly
reduce the pressure in the heater. ft TSLL 4
TSLL 4
HS 5
F0086
F0083
F0048
No.1 LNG heater drain pot temperature low/low
No.2 LNG heater drain pot temperature low/low
No.1 LNG heater emergency trip (hand trip)

80C
80C
Flow control valve shut/temperature control valve open

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HS 5 F0049 No.2 LNG heater emergency trip (hand trip) Flow control valve shut/temperature control valve open
e) Once the shell pressure is at atmospheric pressure, open the
shell vent valve. LSHH 4 F0088 No.1 LNG heater drain pot level high high Flow control valve shut/temperature control valve open
f) Close the condensate drain valve CS16 to the steam trap. LSHH 4 F0095 No.2 LNG heater drain pot level high high Flow control valve shut/temperature control valve open
TSHH 2 F0085 No.1 LNG heater outlet temperature high high 100C Flow control valve shut/temperature control valve open
g) Close the condensate outlet valve CS17 from the steam trap.
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TSHH 2 F0094 No.2 LNG heater outlet temperature high high 100C Flow control valve shut/temperature control valve open
The procedure for setting heater No.2 into operation is the same as that detailed
above, but the valve numbers used on the LNG and steam systems will be as
shown in illustration 4.5a.
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4.6 LNG Vaporiser
Illustrations
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4.6a LNG Vaporisers
4.6b LNG Vaporisers Screen Shot
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ft
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Illustration 4.6a LNG Vaporisers Ext Trip Reset

XA HS TIC H
Key PI
IAS
5.1B 5.1B 2B
2B
Common Trip FY TI
LNG Vapour ESD
HS XA 1B 2B
TT 1
5B 5.2B 2B
LNG Liquid PI PT PDT
F 1B
2B 2B TE
1B CR502 CG504
Desuperheated Steam XA L 2B To Vapour Main
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5B 5B
Air
Forcing Spray MV
1
FE
FC Cooler CG502 14 1B
TCV
Steam
Condensate PI To Vapour Suction Main
2B
20.M.02 Inlet CG503
3B
CS502 Vent
Electrical Signal CS518
op
HI
Instrument on Local Panel RSP FIC LAHH LAH TALL TI FY
1B 4B 4B 4B 4B L 1A
IAS Function TI PI PIC H
LNG Vaporiser T T T
TI TI
1B 1B 4B 5A 5A L
TI Relief to 20.E.02
1B No.3 C.T.
PDT PDT
TT
CS505 1AA 1AB
TT PI PT 5A
CS509 PT Low DP Low DP
1B 1B 1B CG501 CG508 5A TE
FE 5A To Spray
TE TT MV MV
1B Drain LSHH LI LAH TSLL 4B 1A Cooler
FC 13 15
4B
4B 4B 4B LC
C
TE XV CV
4B 1 1
CS511 CS501 PDT PDT
FCV CS505 Condensate CG509 CG510
1BA 1BB
1B CS506 High DP High DP
Drain Relief to
FX RSP FIC
IAS No.3 C.T.
1 1A
Ext Trip Reset
LAHH PDSHH
XA HS PI TIC CR508 2 2
5.1A 5.1A Relief to
2A 2A
No.3 C.T. PDT
Common Trip TI
ESD 2
HS XA 2A
ft F
1A
Forcing Spray
Cooler
5A
XA
5A
L
5A
5.2A PI
2A
PT
2A
CR503
TT
2A
TE
2A
CS507
MV
12
Forced Boil-
Off Mist
PDT
1
LIC H
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FC Steam CS505
TCV PI 1 L
20.M.01 Inlet CS506 Separator
2A 3A
CS504
CS519 Vent
PAL
20.V.01
PS
IAS
HI 6A
LAHH LAH TALL TI
4A 4A 4A 4A L
TI PI
1A 1A LNG Forcing Vaporiser T T
TI
Relief to 4A
TI
1A
No.3 C.T. 20.E.01
D
TT PI PT
1A
1A 1A 1A CS510
HY
TE CS505 1
1A TT
FC Drain LSHH LI LAH TSLL 4A FO CS514
4A
CS512 4A 4A 4A TE DR
4A LCV
LNG Supply CS503 1
MV FCV CS507 Condensate
10 1A CS508
Drain Reference Shipyard Drawing: 2T-7513-009 Forcing / LNG Vaporiser
4.6 LNG VaporiSer 2. Emergency Forcing Switching between pressure and flow rate control is bumpless and can be done
at any time.
Supply the main engines with forced fuel gas via the heaters
General Description when the natural boil-off is insufficient and the forcing vaporiser Locally it is possible to put the control valve in local control and adjust the
is not operable. valve position from the local gauge board in the compressor machinery room.
Manufacturer: Cryostar The vaporiser outlet temperature must be controlled at -40C The control will read the actual valve position in order to ensure bumpless
Type: 65-UT-38/34-5.6 shell and U tube during the emergency forcing operation and the outlet flow to transfer when the valves are returned to remote control.
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No. of sets: 1 be directed to the mist separator.
Control for Temperature
Operation Vapour Unloading Emcy Emcy 3 Gassing-Up The outlet temperature is controlled by a controller which reads the outlet
Purge Forcing Forcing
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temperature and manipulates the bypass (temperature) control valve.
Methane Methane Methane Methane Supply the GNG (gaseous natural gas) to the cargo tanks
Flow of gas (kg/h) 11,500 22,000 6,000 6,000 and displace the inert gas before the initial cooldown/loading A re-evaporator is fitted to the outlet piping in way of the temperature control
operation. Normally this will only be carried out during the nozzle pipe section. This is to ensure that the accumulation of non-vaporised
Inlet volume flow 26 49 13 13
first cargo after a dry docking, or in the event of a one tank gas liquid at the vaporiser discharge is avoided and the outlet is maintained at a
(m3/h)
freeing operation. stable temperature.
Outlet volume flow 13,245 12,367 1,082 804
(m3/h)
4. Inerting with LN2 The re-evaporator consists of two knitted mesh filters inserted into the
Inlet pressure (bar(g)) 3 3 8 8 discharge piping to fractionate the droplets and create the necessary turbulence
Outlet pressure (bar(g)) 0.3 0.3 5.6 5.6 Supply the cargo tanks with vaporised nitrogen using liquid to transform the small droplets into a fine fog of liquid gas. There are also two
C
Inlet temperature (C) -163 -163 -163 -163 nitrogen supplied by the terminal, in the event of the vessels conical baffles installed in the same section of pipe to allow any carry-over of
Outlet temperature (C) +25 -24 +65 +65 inert gas generator being inoperative. This operation would liquid to be directed in to the gas stream on the pipe bottom.
(uncontrolled) only be carried out at the initial inerting of cargo tanks or at
Outlet temperature (C) +20 -130 -40 -100 the first loading terminal after dry dock. The vaporiser outlet
Condensate Drainage
(controlled) temperature must be controlled at 20C during the inerting
operation. The steam condensate from the heaters is returned to the gas vent drains tank in
Heat exchange (kW) 2,964 3,581 1,319 1,091 the engine room via steam traps and the drains cooler. The gas vent drains tank
Steam supply (kg/h) 5,288 6,390 2,353 1,946 is constantly monitored by the gas sampling system to prevent the possibility
Steam inlet temperature
(C)
Steam outlet temperature
(C) (approximate)
179
174
179
174
179
174
179
174
ft
Gassing-Up
In this mode the vaporisers are used during the gassing-up process to supply
warm vapour to the cargo tanks to displace the inert gas. For this the LNG
liquid is supplied from the terminal to the liquid manifold where it passes to the
of LNG vapour entering the engine room in the event of a failure of any of the
tubes within. To assist with the separation of the gas from the condensate, the
tank is fitted with an internal baffle and a weir plate.
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Steam pressure (bar(g)) 9 9 9 9 stripping/spray header via the appropriate ESDS liquid valve. It is then fed to Note: The cargo machinery room exhaust fans and the gas sampling system
the vaporisers and the LNG vapour produced is passed at +20C to the vapour must be in operation prior to and during any cargo operations which involve
The LNG vaporiser is located in the cargo machinery room, and is provided header and then into each tank via the vapour domes. LNG entering the cargo machinery room pipework system.
for:
A secondary role is to supply the cargo tanks with vaporised nitrogen using Procedure for Preparing the LNG Vaporiser for Use
1. LNG Discharge liquid nitrogen supplied by the terminal in the event of the vessels inert gas
generator being inoperative. This operation would only be carried out at the a) Ensure that there is a control air supply to the cargo machinery
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Supply cold vapour to the cargo tanks during discharge initial inerting of cargo tanks or at the first loading terminal after dry dock. room.
operations whenever the discharge terminal return gas blowers The vaporiser outlet temperature must be controlled at 20C during the inerting
are not operative or are not supplying sufficient return vapour to operation. b) Ensure that there is a main steam supply to the cargo machinery
the ship. room.
Control for Pressure
c) Ensure that the main steam supply valve 101V is open.
The flow rate through the LNG vaporiser can be controlled either by a flow
controller or by a pressure controller. The flow controller reads the flow rate
downstream of the vaporiser and manipulates the inlet (flow) control valve.
Illustration 4.6b LNG Vaporiser Screen Shot
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C
ft
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d) Ensure that the inlet and outlet valves FC02 and FC01 for the s) Ensure that there are no alarms or trips active on No.1 heater. When one of the trip causes are active the following actions will be initiated:
supply of fresh water cooling medium to the drain cooler are
Unit shutdown relay output will be opened immediately
open. t) Turn the auto-control switch to the MAN position on LNG
vaporiser temperature control valve CS502. The common trip indicator on the local panel is powered
e) Open the drain cooler inlet valve CS38 and outlet valve CS40 to
the gas vent drain tank and ensure that the cooling water supply u) Monitor all pressures and temperatures and drain pot level until Shutdown and Reset
valves are open. The bypass valve CS39 to be closed. the vaporiser has stabilised.
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When the vaporiser is tripped by low condensate temperature, etc, both the
f) Open the vaporiser shell side vent valve. v) Once the vaporiser has stabilised and at the required temperature, inlet and bypass valves are automatically closed.
change the temperature control valve CS502 to the AUTO
g) Ensure the condensate level indicator inlet and outlet valves on position. A reset button is located on the local control panel in the compressor house.
op
the vaporiser condensate drain pot are open. This button has to be activated in order to reset the shutdown logic, and to get
power back on the valve solenoids.
CAUTION
h) Open the vaporiser shell side condensate drain valve to the save- Thorough checks around the LNG vaporiser and associated flange
all. The following alarms and trips are available:
connections must be conducted during operation.
i) Open the condensate inlet valve CS13 to the steam trap. Tag Description Duty Normal Action Set
Control Operation Point
j) Open the condensate outlet valve CS14 from the steam trap. PT1 Gas inlet pressure - 300kPa - -
Process control on the outlet temperature from the vaporiser, with high and low
temperature alarms, is controlled by the temperature control valve CS502. TT1 Gas inlet temperature - -196 ~ - -
C
k) Crack open the heating steam bypass valve CS04 and commence TE1 -163C
warming through the vaporiser. PT2 Gas outlet pressure - 20 ~ - -
560kPa
Note: Cargo machinery room exhaust fans must be in operation prior to
l) When all the air has been vented from the vaporiser, close the TSH2 H Alarm +85C
and during any cargo operations which involve LNG entering the cargo
shell side vent valve. TSL2 Gas outlet temperature _ -140 ~ L Alarm -145C
machinery room pipework system. 20C
TT2 - -
m) When the water has drained from the vaporiser shell side, LNG Discharge -140C
close in the condensate drain valve to the save-all until it is Note: The gas sampling system must be in operation prior to and during any
Gas outlet temperature Purge +20C
just cracked open. Allow the vaporiser to slowly warm through cargo operations which involve LNG entering the cargo machinery room POT 2 control - -
and close the valve when the condensate outlet temperature is
approximately 170C.
n) Once the steam pressure has risen to the operating pressure, ft

pipework system.
Procedure for Shutting Down the LNG Vaporiser After Use TSLL4 Condensate temperature
switch
Inerting
Emergency
Forcing
-
+20C
-40C
-150 ~
-190C
LL
Trip
+80C
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close the steam bypass valve CS04 and fully open the main a) Close the vaporiser main LNG supply valve CS511. TAL4 Condensate temperature L Alarm +905C
steam supply valve CS03. The vaporiser is now ready for use. - -150 ~
-190C
b) Allow the inlet and outlet temperatures to equalise and then TT4 TE 4 - -
o) Set up all the LNG valves on the cargo system required for the manually close the LNG vaporiser liquid supply valve CS511.
operation to be carried out. LSH4 Level switch - - H Alarm -
LSHH4 Level switch - - HH Trip -
c) Close the main steam supply valve CS03.
p) Manually open the LNG vaporiser inlet and outlet valves,
CS511 and CG504.
D
d) Crack open the shell side condensate drain valve and lower the
pressure in the vaporiser.
q) At the CCR console, select the vaporiser mimic on the IAS and
set the temperature required on the temperature controller for e) Once the shell pressure is at atmospheric, open the shell vent
LNG vaporiser. valve.
r) Turn the auto-control switch to the AUTO position on the flow f) Close the condensate inlet valve on the steam trap.
control valve CS501.
g) Close the condensate outlet valve on the steam trap.
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4.7 Forcing Vaporiser and Mist Separator
4.7.1 Forcing Vaporiser
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4.7.2 Natural Boil-Off Mist Separator
4.7.3 Forcing Boil-Off Mist Separator
4.7.4 Spray Pre-Coolers
Illustrations
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4.7.1a Forcing Vaporiser
4.7.1b Forcing Vaporiser Screen Shot
4.7.2a Natural Boil-Off Mist Separator Screen Shot
4.7.3a Forcing Boil-Off Mist Separator Screen Shot
ft
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Illustration 4.7.1a Forcing Vaporiser

Set L/R L/R
Point Position Position Common Trip External Trip
HH L
PI TI H TI HIC ZI PI FI L ZI L XA XA LAHH LAH TALL PI TAL TI XA
1 1 L 2 2 2 2 1 2 1 1 4 4 4 3 4 4.2 5
Flow Control Trip

Signal 4-20mA TT
TIC
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2 4
ZBK
Control Valve L/R L/R ZBK
Position Position
TI HS
L L L 4 5
Trip
op
Trip Alarm Trip
2 1 5 ESD
HIC HIC
2 1
TT Common Trip
TT
Alarm
Key
1 2
LNG Gas
ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK ZBK
Desuperheated Steam
L/R L/R
PT PI TI TI PI PT HS POT HS POT HS PT Air
1 1 1 2 2 2 2 2 1 1 5.1
Condensate
Reset
TE
Fresh Water
2
C
Electrical Signal
Vent CS02
Process Gas Outlet Instrumentation
CG507
PI
ZBK Zener Barrier Box
3
CS01
Trip Automatic Trip
F1 LNG Forcing Vaporiser
Alarm Alarm Circuit
TE
1
SV
2 I/P
HY
PCV
2
ft Back
To Tanks LSHH
4
L1
LI
4
LSH
4
TSLL
4
TE
4
Instrument on Local Panel
IAS Function
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2 CS504
FC CS09
FC CS503
Process PCV
Gas Intlet I/P 1 CS10 CS11 To/From No.2 Boil-Off/Warm-Up Heater
CS512 HY
Weather Deck ZT Z1
TCV 1
2 2 2 Air
FCV
1 To/From Forcing Vaporiser
Gas Vent
SV
D
Drain Tank Z1
1
1 To High Duty and Low Duty Compressors
ZT
1
To/From LNG Vaporiser
CS41 LAH CS39
CS42 IAS CS40
For Cleaning of Drain Cooler
FC02 CS38 CS21
CS43 From/To Central Fresh 101V
Drain Cooler
To Engine Room Water Cooling System From High Duty and Low Duty Compressors
Atmospheric Drain Tank FC01
Steam Supply Main
4.7 Forcing Vaporiser and mist separator Control for Pressure d) Ensure that the inlet and outlet valves FC02 and FC01 for the
Two pressure controllers are provided, one for the laden voyage and one for supply of fresh water cooling medium to the drain cooler are
4.7.1 Forcing Vaporiser the ballast voyage. The flow rate through the forcing vaporiser is measured in open.
a flow orifice and the differential pressure signal is transferred to a flow signal
in the transmitter. The flow rate measurement is read by the flow controller, e) Open the drain cooler inlet valve CS38 and outlet valve CS40 to
General Description the gas vent drain tank and ensure that the cooling water supply
which manipulates the inlet (flow rate) control valve according to the desired
flow to automatically control the vapour header pressure. valves are open. The bypass valve CS39 to be closed.
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The forcing vaporiser is used to supply the engines with additional fuel gas
when the natural boil-off pressure is insufficient to maintain the demand when f) Open the vaporiser shell side vent valve.
the engines are operating in fuel gas mode and to increase the tank pressure in To ensure stable operation of the forcing vaporiser a minimum flow rate of
dual fuel mode. 400kg/h is required, to be manually input on the gas management mimic. If the
flow demand goes below this limit the minimum flow rate is maintained, which g) Ensure the condensate level indicator inlet and outlet valves on
op
(while unlikely) can cause a pressure increase in the tanks. the vaporiser condensate drain pot are open.
The forcing vaporiser and its controllers maintain the vapour header pressure at
its set point by supplementing the natural boil-off rate from the cargo tanks by h) Open the vaporiser shell side condensate drain valve to the save-
vaporising part of the LNG cargo when operating in fuel gas only (100% gas) Control for Temperature all.
mode. At design boil-off rate on the loaded and ballast voyage, 0.15% per day,
The forcing vaporiser is equipped with a temperature controller to obtain a
the forcing vaporiser will supply about 40% of the engine load requirements i) Open the condensate inlet valve CS10 to the steam trap.
constant and stable discharge temperature for various ranges of operation.
when operating at NCR and 50% when operating at MCR. On the ballast
voyage, the natural boil-off rate is reduced, so the forcing vaporiser will be j) Open the condensate outlet valve CS11 from the steam trap.
The temperature of the gas produced is adjusted by injecting a certain amount
required to supply larger flow rates to force vaporised gas depending on the
of bypassed liquid into the outlet side of the vaporiser through a bypass
amount of spray cooling into the cargo tanks.
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(temperature) control valve and liquid injection nozzles. k) Crack open the heating steam bypass valve CS02 and commence
warming through the vaporiser.
The forcing vaporiser is located in the cargo machinery room.
A re-evaporator is fitted to the outlet piping in way of the temperature control
nozzle pipe section. This is to ensure that the accumulation of non-vaporised l) When all the air has been vented from the vaporiser, close the
Manufacturer: Cryostar shell side vent valve.
liquid at the vaporiser discharge is avoided and the outlet is maintained at a
Type: 34-UT-25/21-3.6 shell and U tube stable temperature.
No. of sets: 1 m) When the water has drained from the vaporiser shell side,
The re-evaporator consists of two knitted mesh filters inserted into the close in the condensate drain valve to the save-all until it is
just cracked open. Allow the vaporiser to slowly warm through
Operation
Flow of gas (kg/h)

Inlet volume flow (m3/h)
Sizing Case
Methane
6,000
13
Forcing
Methane
6,000
13 ft discharge piping to fractionate the droplets and create the necessary turbulence
to transform the small droplets into a fine fog of liquid gas. There are also two
conical baffles installed in the same section of pipe to allow any carry-over of
liquid to be directed in to the gas stream on the pipe bottom.
and close the valve when the condensate outlet temperature is
approximately 170C.
n) Once the steam pressure has risen to the operating pressure,

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Outlet volume flow (m3/h) 1,082 804 close the steam bypass valve CS02 and fully open the main
Condensate Drainage steam supply valve CS01. The vaporiser is now ready for use.
Supply inlet pressure (bar(g)) 8 8
The steam condensate from the vaporiser is returned to the atmospheric drains
Outlet pressure (g) 5.6 5.6 tank via the gas/vent drains tank, which is fitted with a gas detector sampling o) Set up all the LNG valves on the cargo system required for the
Inlet temperature (C) -163 -163 point in case of a failure of any tubes within the vaporiser. The tank is also operation to be carried out.
Outlet temperature (C) -20 -20 fitted with a high level alarm.
(uncontrolled) p) Manually open the LNG forcing vaporiser inlet and outlet
valves, CS512 and CG507.
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Outlet temperature (C) (controlled) -40 -100
Procedure to Prepare the Forcing Vaporiser for Use
Heat exchange (kW) 1,319 1,091
q) At the CCR console, select the vaporiser mimic on the IAS and
Steam supply (kg/h) 2,353 1,946 a) Ensure that there is a control air supply to the cargo machinery set the temperature required on the temperature controller for
Steam inlet temperature (C) 179 179 room. LNG vaporiser.
Steam outlet temperature (C) 174 174
(approximate) b) Ensure that there is a main steam supply to the cargo machinery r) Turn the auto-control switch to the AUTO position on the flow
room. control valve CS503.
Steam pressure (bar(g)) 9 9
c) Ensure that the main steam supply valve 101V is open.
Illustration 4.7.1b Forcing Vaporiser Screen Shot
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C
ft
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D
s) Ensure that there are no alarms or trips active on vaporiser. Unit shutdown relay output will be opened immediately
The common trip indicator on the local panel is powered
t) Turn the auto-control switch to the MAN position on LNG
vaporiser temperature control valve CS504.
Shutdown Reset
u) Monitor all pressures and temperatures and drain pot level until A reset button is placed on the IAS mimic. This button has to be activated
the vaporiser has stabilised. in order to reset the shutdown logic, and to get power back on the valve
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solenoids.
v) Once the vaporiser has stabilised and at the required temperature,
change the temperature control valve CS504 to the AUTO The following alarms and trips are available:
position.
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Tag Description Duty Normal Action Set Point
CAUTION Operation
Thorough checks around the forcing vaporiser and the associated flange PT1 Gas inlet pressure - 800kPa - -
connections must be conducted during operation.
TT1 Gas inlet temperature TE1 - --163C - -
PT2 Gas outlet pressure - 560kPa - -
Procedure to Shut Down the Forcing Vaporiser After Use
TSH2 - H Alarm +85C
a) Close the vaporiser main LNG supply valve CS512 allowing TSL2 Natural Gas -40C L Alarm -50C
Gas outlet temperature
C
the liquid to boil-off naturally and ensure that one of the control Pure Methane -60C -70C
valves remain open for draining purposes. TT2 -
Gas outlet temperature Natural Gas -40C - -
b) Allow the inlet and outlet temperatures to equalise before POT 2 control Pure Methane -60C
manually closing the liquid supply valve CS503.
TSLL4 Condensate temperature - -150 ~ LL +80C
c) Close the main steam supply valve 101V after all the LNG in switch -190C Trip
the vaporiser has evaporated. TAL4 Condensate temperature L Alarm +905C
- -150 ~
d) Crack open the shell side condensate drain valve to lower the
e)
pressure of the forcing vaporiser.
Once the shell pressure is at atmospheric pressure, open the ft TT4
LSH4
LSHH4
TE 4
Level switch
Level switch
-
-
-190C
-
-
-
H Alarm
HH Trip
-
-
-
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shell vent valve.
f) Close the condensate inlet valve CS10 to the steam trap.
g) Close the condensate outlet valve CS11 from the steam trap.
Note: Cargo machinery room exhaust fans must be in operation prior to and
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during any cargo operations which involve LNG and GNG entering the cargo
machinery room pipework system.
Note: The gas sampling system must be in operation prior to and during any
cargo operations which involve LNG and GNG entering the cargo machinery
room pipework system.
When one of the trip causes are active the following actions will be initiated:
Supply and bypass valves will automatically shut
Illustration 4.7.2a Natural Boil-Off Mist Separator Screen Shot
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4.7.2 Natural boil-off Mist Separator

Natural boil-Off Mist separator
Manufacturer: Cryostar
Model VMS-10/10-600 Gas Composition :- Standard D Case:- Ballast Voyage
No. of sets: 1
Type: VMS-6/6-600 PERFORMANCE DATA 1 2 3 4 5 6 7
Design mass flow: 1206m3/h Operating case Case 1 Case 2 Case 3 Case 4 Case 5 Case 6 Case 7
Fluid Mix Mix Mix Mix Mix Mix Mix
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Oppt. flow range: 560 to 2249m3/h
Total mass flow kg/h 2,178 2,125 2,072 2,019 1,966 1,940 1,913
Inlet 1 Forced Boil-off % 100% 80% 60% 40% 20% 10%
During all periods that the vessel is in service and is gassed-up, the boil- Mass flow kg/h 265 212 159 106 53 27
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off from the tanks will be burnt as fuel in the ships main generating plant or Inlet temperature C -145 -145 -145 -145 -145 -145
disposed of in the gas combustion unit. This gas burning operation is started Inlet 2 Natural Boil-off % 100% 100% 100% 100% 100% 100% 100%
from the engine room and controlled by the ships engineers from the ECR.
Mass flow kg/h 1,913 1,913 1,913 1,913 1,913 1,913 1,913
When using the natural boil-off (NBO) as fuel for the ships main generating Inlet temperature C -145 -145 -145 -145 -145 -145 -145
plant it is of the utmost importance that no LNG liquid is carried over into Outlet Temperature C -144.1 -144.2 -144.3 -144.4 -144.7 -144.8 -145
the suction side of the LD compressors. For this reason the gas passes through Dew point C -99.7 -101.5 -103.8 -107 -112.3 -117.3 -162.7
a mist separator before reaching the LD compressors to protect the LD
Density kg/m3 1.757 1.761 1.766 1.771 1.778 1.781 -1.785
compressor impeller.
Volume flow m3/h 1,240 1,206 1,173 1,140 1,106 1,089 1,072
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The vertical separator vessel, with an inlet nozzle from the gas header and Fluid quality Wet Wet Wet Wet Wet Wet Dry
one outlet nozzle to the LD compressors, eliminates more than 99.5% of any Condensate weight% 1.7 1.3 1.0 0.6 0.3 0.1
mist. Any droplets formed inside the unit are directed to the bottom of the kg/h 37.8 28.4 20.1 11.9 5.4 2.3
mist separator where they are blown out of the drain pot by nitrogen using the
Outlet Gas Composition LNG Case 1 Case 2 Case 3 Case 4 Case 5 Case 6 Case 7
automatic drain sequence to No.3 or No.4 cargo tank liquid dome.
Nitrogen % 0.690 15.241 15.571 15.921 16.290 16.685 16.892 17.108
Methane % 89.630 84.286 83.994 83.771 83.4181 83.145 83.008 82.882
NBO Mist Separator
Tag No.
PDT 1
PDT 2
Item
NBO LNG Level
Drain Pot LNG Level
Duty
-
-
Action
HH trip
-
Set Point
-
-
ft Ethane % 6.320
Propane % 2.160
Butane % 1.200
Pentane %
0.471
0.004
0.000
0.427
0.005
0.000
0.367
0.005
0.000
0.283
0.006
0.000
0.165
0.006
0.000
0.093
0.006
0.000
0.010
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% 100 100.00. 100.00 100.00 100.00 100.00 100.00 100.00
FBO Condensate Separator

Tag No. Item Duty Action Set Point
PDT 1 FBO LNG Level - - -
PDT 2 FBO LNG Level - HH trip -
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Illustration 4.7.3a Forcing Boil-Off Mist Separator Screen Shot
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4.7.3 Forcing boil-off Mist Separator a) Verify the nitrogen header pressure is above 300kPa.
Manufacturer: Cryostar b) Close the mist separator drain valve CS515.

No. of sets: 1
c) Open the nitrogen purge valve NG102 for 30 to 60 seconds.
Type: VMS-6/6-500
Design mass flow: 5374m3/h d) Open the mist separator drain valve CS515.
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Oppt. flow range: 170 to 670m3/h
e) Record in the Cargo Log each time this operation is
performed.
During forced boil-off operations normal boil-off from the tanks is still taking
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place, when the forced gas is added to the natural boil-off gas from the tanks,
the two gases are mixed before entering the warm-up/boil-off heater. FORCED boil -Off Mist separator
Model VMS-10/10-500 Gas Composition :- Standard D Case:- Laden Voyage
Normally in a large mixing range with different gas compositions and
PERFORMANCE DATA 1 2 3 4 5 6 7
temperatures, mist would be created at the mixing point, from two essentially
dry gases. This is avoided by using both a natural boil-off mist separator and Operating case Case 1 Case 2 Case 3 Case 4 Case 5 Case 6 Case 7
a forcing mist separator and regulating the temperature of both the forced and Fluid Fcd BO Fcd. Bo Fcd BO Fcd BO Fcd BO Fcd BO Bat Bo
the natural boil-off gas. The temperature of the forced gas to the FBO mist Total mass flow kg/h 5,112 4,090 3,067 2,045 1,022 511 0
separator is regulated using the spray cooler at the inlet. The temperature of Inlet 1 Forced Boil-off % 100% 80% 60% 40% 20% 10%
C
the natural boil-off gas to the suction of the low duty compressors is regulated
Mass flow kg/h 5,112 4090 3,067 2,045 1,022 511
using the spray pre-cooler at the inlet to the NBO mist separator, while the
spray coolers at the outlet from the LD compressors to the heaters are used Inlet temperature C -100 -100 -100 -100 -100 -100
to reduce the very high temperature expected on the outlet side of two-stage Inlet 2 Natural Boil-off % 0%
compressors. Mass flow kg/h 0
Inlet temperature C -120
The vertical separator vessel, with two inlet nozzles from the forcing vaporiser
Outlet Temperature C -100 -100 -100 -100 -100 -100 -120
and one outlet nozzle to the supply line to the boil-off heaters, eliminates more
than 99.5% of any mist. Any droplets formed inside the unit are directed to Dew point C -51.0 -51.0 -51.0 -51.0 -51.0 -51.0 -132.7
the bottom of the mist separator where they should drain by gravity to No.3 or
No.4 cargo tank liquid dome.
Mist Separator Drainage

ft Density kg/m3
Volume flow m3/h
Fluid quality
Condensate weight%
8,119
630
Wet
16
8,119
504
Wet
16
8,119
378
Wet
16
8,119
252
Wet
16
8,119
126
Wet
16
8,119
63
Wet
16
9,462
0
Dry
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kg/h 815.7 652.6 489.4 326.3 163.1 81.6
The drain valve to the FBO mist separator CS514 is manually controlled to Outlet Gas Composition LNG Case 1 Case 2 Case 3 Case 4 Case 5 Case 6 Case 7
drain the separator using internal pressure, while the NBO mist separator is
Nitrogen % 0.690 0.745 0.745 0.745 0.745 0.745 0.745 6.811
drained using an automatic sequence via valve CS515 and non-return valve
CS517 to No.3 or No.4 cargo tank. The drain pot in the NBO is pressurised Methane % 89.630 95.273 95.273 95.273 95.273 95.273 95.273 93.090
with nitrogen to enable draining. The drain valves CR316 and CR317 to the Ethane % 6.320 3.815 3.815 3.815 3.815 3.815 3.815 0.098
cargo tanks are normally left open.
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Propane % 2.160 0.161 0.161 0.161 0.161 0.161 0.161 0.001
A high level alarm at 58% is fitted to warn of an abnormal condition within Butane % 1.200 0.007 0.007 0.007 0.007 0.007 0.007
the separator. Pentane %
% 100 100.00. 100.00 100.00 100.00 100.00 100.00 100.00
If the LPGs do not automatically gravity drain to the cargo tanks it will be
necessary to use the nitrogen connection at the drain pot installed below the
NBO mist separator drain valve. Proceed as follows:
4.7.4 Spray pre-coolers
The vessel is fitted with one pre-cooler for the NBO Mist Separator, one spray
cooler for the FBO Mist Separator and two aft coolers, one for the GCU and
one for the engines.
The coolers are supplied with cold LNG liquid from the in-use spray pump,
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this liquid is sprayed into the flow of vapour passing through the cooler, thus
reducing the vapour temperature.
The NBO separator pre-cooler is used to maintain the temperature of the
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inlet vapour to the LD compressor during the compressor start-up to at least
-90C and below -85C for 5 minutes. Once the LD compressor is operational
the normal operating temperature of the pre-cooler is between -100C and -
120C.
The FBO separator spray cooler is used to maintain the temperature of the
inlet vapour to the FBO separator at -100C during forcing for supplying the
engines.
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The two aft coolers are used to cool the vapour from the LD compressors to
give a controlled inlet temperature of -40C to the heaters. The heaters then
raise the vapour temperature to 45C if it is being sent to the GCU or 20C if
being sent to the engines
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4.8 Nitrogen Generator
Illustrations
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4.8a Nitrogen Generator
4.8b Nitrogen Generator Screen Shot
4.8c Nitrogen System Screen Shot
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Illustration 4.8a Nitrogen Generator
From To Safe Position Outside

General Service Air Engine Room in Casing To Fuel Gas
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System
Line Purging
(2.9.3a Machinery)
No.1 N2 Generator To (For Port To Fuel Gas
Gas Combustion Generator Line Purging
Unit Engine) (For Main Line)
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To Fuel Gas
FI Line Purging To Fuel Gas
To (For Starboard Line Purging
Generator Engine Generator (For Recycling
Gas Valve Unit Engine) Line)
MT
PT PT PT
PDSH
TE TE FT
PDI PDI
S S
C
5V
FE
Electric
PIAHL
Heater N2 125m3/h S IAS PX
13V
Membrane Unit PI
S
S S S
16V
Set at
5.5 bar
To Cargo System
27V
No.2 N2 Generator
ft FI
PI
8V
7V
10V
9V
PI
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MT To Compressor Room
PT PT PT
PDSH
FT Set at
TE TE
13 bar
PDI PDI
S S
N2 Buffer Tank PI
6V (24m3)
FE
Electric PIAHL
Heater S PX
N2 125m3/h IAS
Membrane Unit
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Key
S
S S S Nitrogen
To Compressed
Air Drain Chamber Compressed Air
Electrical Signal
To Compressed Air Instrumentation

Drain Chamber
4.8 Nitrogen Generator Principle of Nitrogen Production electrical heater. The purity or product capacity will increase linearly with
membrane operating temperature. When the purity (or capacity) is so low that
Manufacturer: Air Products AS Air comprises 78% nitrogen, 21% oxygen and 1% other gases. Each gas it results in malfunction of the downstream users, then the membranes should
Model: NC1-1609P-WXP-125-970 component has a characteristic permeation rate that is a function of its ability to be replaced.
dissolve and defuse through a membrane. This characteristic allows fast gases
Type: Prism membrane
such as oxygen to be separated from slow gases like nitrogen. Oxygen Analyser
No. of sets: 2
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Capacity: 125 Nm3/h at 97% N2 The operating principle is based on hollow fibre membranes through which A fixed O2 content analyser is installed on the package units, and is connected
Dew point: - 70C at atmospheric pressure compressed air flows and is separated into oxygen and nitrogen. Each module before the remotely operated outlet/vent valve.
Outlet gas composition: Oxygen 3% by volume consists of thousands of hollow fibre membranes enclosed in a pressure vessel.
As the compressed air passes through the bore of the fibres, O2, CO2 and H2O
Carbon dioxide < 30 ppm
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(vapour) contained in the air, permeate faster than nitrogen to the low pressure Nitrogen Purge
Nitrogen balance to 100% side of the fibres. The bore side is gradually depleted of the faster gases and
enriched in nitrogen. By adjusting the flow rate of air through the module, To prevent ingress of the water from the ambient air during shutdown periods,
different degrees of nitrogen purity can be produced as well as production flow dew point preservation back-purge lines are installed between the nitrogen
Introduction rates. The unwanted O2 and CO2 is vented to the atmosphere via the IGS vent system and the nitrogen buffer tank.
at the rear of the vessels funnel.
Two nitrogen generators, installed in the engine room 2nd deck port, produce
gaseous nitrogen which is used for the following: Maintenance
Buffer Tank Operating Pressure
Pressurisation of the cargo tank interbarrier and insulation The oxygen analyser should be calibrated weekly and the oxygen cell replaced
every two years.
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spaces The compressed air from the engine room is supplied at 9 to 12 bar pressure.
Shaft seal gas for the HD and LD compressors A pressure drop of 250kpa across the nitrogen membranes is required for the
Observe the indicator on top of the filter and manually drain it weekly.
nitrogen generators to produce nitrogen at the design flow rate of 125Nm3/h.
Fire extinguishing medium in the LNG vent mast risers The capacity will be reduced about 12-14% at the same purity with a lower
Purging various parts of the cargo piping and boil-off gas pressure drop than 250kPa. It must be emphasised that the membrane operating Note: Oil carry-over may destroy the membranes, therefore the filter
system pressure depends on the pressure controller setting, not the skid inlet pressure elements should be changed as required. See previous notes in relation to
unless the skid pressure is lower than the pressure setting. Therefore, the changing the membranes.
Purging the fuel gas lines to the generator engines
ON/OFF pressure settings for the nitrogen generators should be set to start
Purging the fuel gas lines to the gas combustion unit
Twenty-two hollow fibre membrane units, type PA250 (11 per plant) with dry
filters are provided to meet the design conditions.
ft one generator when the buffer tank pressure drops to 850kPa, and the second
generator should start if the pressure drops to 840kPa, and stop the generators
when the nitrogen pressure increases to 960kPa for the first and 940kPa for the
second. Under normal operating conditions, ie, not loading or discharging, the
generators should be set so that the number of start-ups will be not more than
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The nitrogen generators are equipped with an oxygen analyser, which 2 per hour and have operating time periods of at least 15-20 minutes.
continually monitors the oxygen content in the nitrogen output. If the level of
oxygen rises above 3.5%, then an alarm is activated on the console. If the level The high and low pressure alarm set points for the buffer tank are 750kPa and
of oxygen rises further, then the high-high alarm operates, redirecting the N2 1050kPa respectively.
flow back to the membrane separator via the recirculating valve and closing the
discharge line to the buffer tank valve.
Membrane Useful Life
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The nitrogen is stored in a 24m3 buffer tank, where high and low service
pressure set points actuate the start and stopping of the generators as demand The expected membrane lifetime is up to 10 years provided that the system is
from the system is activated, ie, cut-in at 850kPa and cut-out at 960kPa for the maintained according to the operating and maintenance manuals. This does not
duty unit, and cut-in at 830kPa and cut-out at 940kPa for the standby unit. mean that the membranes need to be replaced exactly after this time period,
it will depend upon the actual performance at the time. Membrane capacity
The gaseous nitrogen generators are operated locally with alarms and system will decrease gradually and not abruptly. From an operating point of view
conditions monitored by the IAS. the loss of membrane performance will be noticed with increased product
oxygen content which can be read from the analyser. Normally, to cope with
increased oxygen content, the operator should increase the set point of the
Illustration 4.8b Nitrogen Generator Screen Shot
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ALARMS AND MAINTENANCE RECORD FOR NITROGEN GENERATOR

Alarm Identity Alarm Monitoring Sensor Type Alarm Setting Shutdown Remarks
Location of Sensor
Sensor Range
Feed Air Filter Differential Pressure Switch
PDAH-8.21 Differential Feed air filter package
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Pressure High 30-500kPa 60kPa General delay 100 seconds
Feed Air Filter Auto Drain Units
LA-8.36 Drain Feed air filter package
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Failure N/A N/A SD1 Delay 60 seconds
Temperature element
TAH-8.39 Feed Air Feed air line
Temperature High RTD, Pt100 type 50C SD1
Temperature element
TDAL-8.39 Heater Temperature Up/down stream element Indicated heater failure
Rise Low RTD, Pt100 type 5C SD1 Start-up delay 240 seconds
Safety thermostat
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TAH-8.40 Heater Feed air heater Manual reset in heater junction box
Over Temperature 20 -500C 350C SD1 - green reset button
Temperature element
TAH-8.42 Separator Feed Membrane feed air line
Temperature High RTD, Pt100 type 70C SD1
Pressure transmitter
PAL-8.45 Separator Feed Membrane feed air line Start-up delay 30 seconds
Pressure Low 0-1600kPa 400kPa SD1
MAH-8.49 Dew Point

Content High
ft
Dew point analyser
N2 product line
-20t - 80C
Oxygen analyser
-60C
Start-up delay 300 seconds
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AAH-8.50 Oxygen Content N2 product line Start-up delay 300 seconds
High 0 - 25 volume% 3.5%
Oxygen analyser
AAHH-8.50 Oxygen Content N2 product line Start-up delay 300 seconds
High High 0 - 25 volume% 4.0% SD2
Emergency Stop Button
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UA-5.32 Emergency Stop Panel 5.1 and CCR Open
Contact SD1
Communication PLC Communication
XA-5.42 Error Panel 5.1 Error
5.1 Display
Illustration 4..8c Nitrogen System Screen Shot
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4.9 Inert Gas and Dry-Air Generator
Illustrations
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4.9a Inert Gas and Dry-Air Generator
4.9b Inert Gas Cooler and Dryer System
4.9c Inert Gas System on Deck
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Illustration 4.9a Inert Gas and Dry-Air Generator

To Inert Gas System Upper Deck
Dryer Unit
PI PS
S Purge Valve
To Pneumatic LS
From Control Equipment PIC From Control Air System
6021V
Air System (2.9.2a Machinery)
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(2.9.2a 6025V
1501V 2111V From Control Air
Machinery) System (2.9.2a Machinery)
To Inert Gas System
From Control Air From
(Water Chiller Unit) O2 Analyser From Nitrogen PIC
System (2.9.2a Control
PT PS
PS PI PIC 1509V Machinery) Bottle Air System
Gas Oil Pump
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PI (2.9.2a 6004V S PI
(1,932kg/h x 25 bar) TX FT
Machinery) GD 6044V
S LS
Inert Gas Water Chiller Dryer
Generator F5V 1005V 2105V Unit Unit 6001V 6041V To Deck
Gas Oil Delivery Valve
Service 1006V S 1056V S 1062V
Tank
1060V 5260V
(103.3m3) 1059V
2033V XZA
2032V
2310V Key
From
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Control Air TS TS Sea Water
System S 2114V
Excess Air to
Weather Deck S 2054V (2.9.2a Machinery) S 2103V Inert Gas
Saturated Steam
LS
Condensate
2051V 2055V Pilot Washing/
XZA Ignition Electrical Signal
Blower No.1 PI S 2040V PI Burner Cooling
2207V TI
Main Tower Air
M
Ambient Burner
Fresh Water
Air
2227V
2206V
Blower No.2
To
Overboard
H
PS
ft 2042V
PI
2003V
PS
H
Combustion
Chamber
Water
Seal
PIC
2425V
From Control Air
System (2.9.2a Machinery)
Bilge
Marine Diesel Oil
Nitrogen
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M GD Gas Detector
PS
Ambient L PI
Air DPT
From All Valves are Prefixed I
2226V PIC
Control Air TI LS Unless Stated
System
1633V
PS 2419V
(2.9.2a
PIC S L From
Machinery) S
1632V Control Air
System 2415V
1628V
S PS PS L8 2316V (2.9.2a
D
1620V
L L Machinery)
From Combustion IAS
From PI Chamber Cooling
1629V
6 Bar Steam PC PC 1V
System 2422V
LS
(2.6.3a 1601V 1624V 1627V
Machinery) 1621V
5V
Rinsing Water
To 1625V From Fresh Water
1606V
Condensate System (2.12.1b Machinery) To Bilge
System Holding
(2.6.4a From Ballast System
1605V 1603V Tank
Machinery) (4.13.1a) BA25
104V
4.9 Inert Gas and Dry-Air Generator Refrigeration Plant Provided the dew point is correct after the process of cooling and drying, the
Manufacturer: Hartford dry-air is supplied to the deck main.
Inert Gas Generator Refrigerant: R404A
Manufacturer Aalborg - Smit Gas Systems B.V. Compressor: Model MSC-127, type 1218NHF6X6K Inert Gas Generator Description
Model: Gln15000-0.25BUFD Condenser: Helpman HCE3-16-225-1KSG
The generator consists of the following main parts:
Type: Inert gas and dry-air Evaporator: Helpman VCE-16-300-2P-1C
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Main burner
No. of sets: 1
Pilot burner
Inert gas delivery rate: 15,000Nm3/h Oxygen Analyser
Dry air delivery rate: 15,000Nm3/h Combustion chamber
Oxygen indicator: Oxytron 2000
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Delivery pressure: 25kPag Scrubber section
Inert Gas Production Fuel oil system
Air Blower Combustion air system
Inert gas is used for the inerting and gas freeing of the cargo tanks, piping
Manufacturer: Robushi and hold spaces when required. The inert gas blower may be used separately Cooling water system
Model: GRBS 155-V (2 x 50% blowers) for the supply of dried air to the cargo system and hold spaces. The inert gas Water seal and drain system
Capacity: 10,335m3/h at 500mbar is produced by removing oxygen from the air by a combustion process. This
process, known as Stoichiometric combustion, takes place in a combustion Control, monitoring and instrumentation system
Rating: 175kW at 1,786 rpm
chamber, where gas oil is used as the fuel. The gas oil is a hydrocarbon, and
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the air is composed of 78% nitrogen and 21% oxygen. The combustion is a Main Fuel Oil Burner
Dryer chemical reaction between the hydrocarbon and the oxygen, mainly giving
The fuel oil burner is of the mechanical high pressure type and is ignited by the
CO2 and water. The nitrogen leaves the generator unchanged. The inert gas
Manufacturer: Smit Gas Systems B.V. pilot burner. The fuel oil is directed to the burner tip through slots, which cause
produced contains approximately 85% nitrogen, 15% CO2 and traces of O2.
the oil to leave the burner as a thin rotating membrane. Impulses of combustion
Capacity: 12.6m3
air result in an ultra-fine dispersion of the fuel. The main flame is monitored by
Design pressure: 40kPa The inert gas produced enters a sea water cooling tower, where the sulphur
a photoelectric cell connected to an electronic flame safeguard relay. This relay
oxides from the fuel are washed out. The inert gas, which is cooled to 3C
Design temperature: 149C will shut down the main burner, via the main programming unit, if the flame is
above the cooling water temperature, is saturated. The water droplets in
Inert Gas Composition and Specification

Oxygen (O2): Maximum 0.5% by volume
Carbon dioxide (CO2): Maximum 14% by volume
ft suspension are now removed in a demister. The inert gas is then dehumidified
to approximately 5C in the inert gas cooler, where chilled water is used as the
cooling medium. The gas is further dried in one of two desiccant dehumidifiers,
before passing into the discharge line.
too weak or has failed to ignite.
Pilot Burner
The pilot burner is ignited with the aid of a spark generated by a spark plug. An
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ignition transformer supplies the high voltage for the spark plug.
Carbon monoxide (CO): Maximum 100 ppm The combustion air to the plant is provided by a two 50% Rootes type air
blower, situated in front of the combustion chamber. This pressure is kept
Sulphur oxides (SOx): Maximum 10 ppm
constant throughout the process to maintain a stable flame, regardless of the Combustion Chamber
Nitrogen (N2): balance pressure fluctuations in the distribution system.
The main and pilot burners are mounted on the combustion chamber which is
Soot: 0 Bacharach
surrounded by a cooling water jacket. The cooling water jacket is supplied with
Temperature: Approximately 5C after cooling unit The purge valve 6021V and a delivery valve 6041V are normally operated by
cooling sea water from the water ballast system, Section 4.13.1, which helps to
the O2 and dew point analysers. The gas is led to the deck main, via valves
Temperature: Approximately 30C after dryer discharge the heat generated by the combustion process. There is a manually
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IG04 and IG03, only when the gas analysis is within the set points. Under all
Dew point: Approximately 5C after cooling unit operated valve I1V on the side of the jacket cooler which allows the jacket
other conditions the gas is blown to the atmosphere.
Dew point: Maximum -45C after dryer and expansion to space to be flushed through with fresh water after the generator has been used
atmospheric pressure and is shut down.
Dry-Air Production
Note: To maintain the cleanliness of the combustion chamber sea water
The generator can produce dry-air at the same rate as inert gas. For the
cooling lines, it is recommended that fresh water is rinsed through the sea
production of dry-air there is no combustion, no oxygen content measurement,
water pipelines at regular intervals.
and the oxygen signal is overridden when the mode selector is set to dry-air
(compressor only) production.
Illustration 4.9b Inert Gas Cooler and Dryer System

Vent to Atmosphere Purge to Outside
(To Funnel Top)
TT TS TI
H
4105V
4107V 4102V
4104V
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Condenser 4101 4125V To/From Auxiliary Central
Cooling Fresh Water System (2.5.2a Machinery)
4127V 4126V
S S
S LI LI 4109V 4130V
4106V TT TT
LS LS 5442V
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TI
4111V From
PT 4155V 4151V 5450V 5440V
4161V Control 5431V
S
System 5457V
4115V 5453V
4113V 5458V 104V
S 4171V TI LS Cooler
Charging 5026V
Valve PI PS LS
L 103V
4042V TT Heat PT 5028V
5016V S S 5436V
Exchanger S
S
4264V 4265V 5013V 5023V
4172V 4162V
C
S 5018V LS LS
5301V S
PS PT 5302V
TS Expansion
H LI Barrel From Control 5011V 5021V 5405V
4029V LS PT
L Air System Dry Inert Gas
TT TT 5401V
4209V LZ
L Sample TT
Evaporator
4031V 4041V Line
TI 4206V 4208V Inert Inert
4015V PI PI
Compressor Gas S S Gas
PS Dryer Dryer
Filling 5062V 5083V 5083V Filling
4004V TI 4207V
TT
FZ
L
TT
ft
4256V
PI
Circulating
Pump
PI
PI
TS
H
Weather
Deck
Dew Point
Vessel 1
5081V
LS
S 5091V
5033V
LS Vessel 2 Fan
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Signal Lamps Mimic- Analyser 5031V
5007V S 5008V
Board Generator Unit
4257V
H H 5036V
TS PS PI TI
TI TI
LS 5034V LS
TS Electric Heater
5041V 5051V
From Inert Demister
Gas System O2 Analyser
Vessel Sample S 5043V S 5053V
H
D
LS Line
TT TT
Inert Gas Cooler Span Zero
Fresh Water 4303V 4302V Gas Gas
Supply for 4401V 4315V
Rinsing From
Nitrogen
Key
Bottle
Inert Gas Fresh Water
Refrigerant Liquid
From Control
4305V Air System Compressed Air Bilges
Refrigerant Gas
Nitrogen Instrumentation
To Bilge Well
Scrubber Section Cooling Unit Purge and Delivery Valves

The scrubber tower cools and washes the hot combustion gas with sea water. It The unit consists of the following: The inert gas delivery line has a purge valve 6021 and a delivery valve 6041
is fitted with a water seal and drain. fitted before the line passes to the deck. The purge valve directs the inert gas to
Inert gas cooler - cooled by a cold water/glycol mixture.
atmosphere, via the funnel and the delivery valves allows inert gas to the deck
By-products of the combustion process are washed out of the hot gas and Demister unit - separates water droplets from the inert gas main. The operation of the valves is dependent on the quality of the inert gas,
discharged overboard through the water seal and drain system. The sea water Water chiller - includes the evaporator, compressor and condenser with the purge valve opening and the delivery valve closing, should the oxygen
supplied to the combustion chamber jacket and spray nozzles pass through content of the inert gas move outside the set points.
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using R404A refrigerant.
orifices which distribute the cooling water in the correct quantities.
When the oxygen content of the inert gas moves within the set points the valves
A demister prevents a water mist being carried away with the inert gas. The The cooler unit cools the inert gas to approximately 5C before it passes to the operate in the reverse direction.
mist is condensed into water droplets, which fall into the water loop seal inert gas dryer unit.
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mounted under the scrubber and are discharged overboard. When starting the plant and the Inert Gas Production mode is chosen, initially
Oxygen Analyser the purge valve will be open and the delivery valve will be closed, until the
oxygen content of the inert gas moves within the set points.
Effluent Water Seal An oxygen analyser is installed and monitors the inert gas O2 content after it
The sea water effluent from the scrubber drains through a U-type water seal. has passed through the demister. It will activate an alarm when the maximum
or minimum quantity of oxygen is exceeded for more than 60 seconds. Inert Gas Generator System Operating Procedures
The water seal under the scrubber discharges the water and maintains the
required pressure for the combustion process to create a steady flame and thus In the case of an alarm, the purge valve 6021 will open and the delivery valve
Inert Gas Production
a constant oxygen content. 6041 will close and inert gas will not now be delivered to the inert gas main.
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In event of the main burner flame failure, the effluent water is discharged The analyser has to be calibrated regularly using a zero gas (nitrogen and At least 6 8 hours before starting:
automatically to the bilge holding tank in order to ensure that any possibility oxygen) and a span gas (instrument air).
of oil being entrained in the water is not discharged overboard. a) Ensure that the control voltage supply to the generator panel
2, cooler panel 7 and dryer panel 8 are switched on. (They are
Inert Gas Dryer
normally in the ON position).
Fuel Oil System The dryer is a heat regenerated two vessel desiccant type which dehumidifies
The fuel system consists of a screw-type oil pump and an inert gas generator the inert gas or dry-air further to the required final dew point. The sequence b) Ensure that the circuit-breakers in the local control panel 2
GO service tank fitted with a remote operated quick-closing valve F5V. involves one vessel on the drying service and absorbing water, while the other and the main circuit-breaker in the cooling control panel 7 are
Cooling Water System

The sea water, supplied by the water ballast system, is mainly used for washingft is being regenerated, discharging the water from the desiccant.
The drying and regeneration cycles are controlled automatically and occurs
every 6 hours, although there is a manual selection setting. Regeneration
switched on, to ensure that the following are energised:
The element for heating lubricating oil in crankcase of
R404A compressor.
The refrigeration unit trace heating is energised.
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and cooling the inert gas and removing the sulphur oxide. Orifices fitted in the occurs by flushing the desiccant dryer with air, which is electrically heated to
pipework allow for some of the supplied water to be directed to the cooling approximately 150C, this action expels the water from the desiccant. The O2 analyser is energised (heating-up).
chamber.
The space heaters in motors and panels are energised.
Dew Point Analyser
Generator Pressure Control System The dew point of the inert gas is constantly monitored by an analyser via a After 6 8 hours:
The combustion air pressure inside the combustion chamber is kept at a measuring probe, a digital read-out is displayed on the dryer control panel.
constant 30kPa to ensure efficient combustion. The pressure is held constant c) Check the generator unit shut-off valves are in correct position,
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by the pressure control valve. In the case of a too high dew point, that remains for more than 15 minutes, an instrument air supply to generator and dryer unit.
alarm is activated and the purge and delivery valves are operated to divert the
inert gas to atmosphere. d) Check calibration of oxygen meter as per given procedure.
e) Set up the cooling water supply and discharge lines for the
generator as described in the following table.
Illustration 4.9a Inert Gas and Dry-Air Generator

To Inert Gas System Upper Deck
Dryer Unit
PI PS
S Purge Valve
To Pneumatic LS
From Control Equipment PIC From Control Air System
6021V
Air System (2.9.2a Machinery)
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(2.9.2a 6025V
1501V 2111V From Control Air
Machinery) System (2.9.2a Machinery)
To Inert Gas System
From Control Air From
(Water Chiller Unit) O2 Analyser From Nitrogen PIC
System (2.9.2a Control
PT PS
PS PI PIC 1509V Machinery) Bottle Air System
Gas Oil Pump
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PI (2.9.2a 6004V S PI
(1,932kg/h x 25 bar) TX FT
Machinery) GD 6044V
S LS
Inert Gas Water Chiller Dryer
Generator F5V 1005V 2105V Unit Unit 6001V 6041V To Deck
Gas Oil Delivery Valve
Service 1006V S 1056V S 1062V
Tank
1060V 5260V
(103.3m3) 1059V
2033V XZA
2032V
2310V Key
From
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Control Air TS TS Sea Water
System S 2114V
Excess Air to
Weather Deck S 2054V (2.9.2a Machinery) S 2103V Inert Gas
Saturated Steam
LS
Condensate
2051V 2055V Pilot Washing/
XZA Ignition
Blower No.1 PI Burner Electrical Signal
S 2040V PI Cooling
2207V TI
Main Tower Air
M
Ambient Burner
Fresh Water
Air
2227V
2206V
Blower No.2
To
Overboard
H
PS
ft 2042V
PI
2003V
PS
H
Combustion
Chamber
Water
Seal
PIC
2425V
From Control Air
System (2.9.2a Machinery)
Bilge
Marine Diesel Oil
Nitrogen
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M GD Gas Detector
PS
Ambient L PI
Air DPT
From All Valves are Prefixed I
2226V PIC
Control Air TI LS Unless Stated
System
1633V
PS 2419V
(2.9.2a
PIC S L From
Machinery) S
1632V Control Air
System 2415V
1628V
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S PS PS L8 2316V (2.9.2a
1620V
L L Machinery)
From Combustion IAS
From PI Chamber Cooling
1629V
6 Bar Steam PC PC 1V
System 2422V
LS
(2.6.3a 1601V 1624V 1627V
Machinery) 1621V
5V
Rinsing Water
To 1625V From Fresh Water
1606V
Condensate System (2.12.1b Machinery) To Bilge
System Holding
(2.6.4a From Ballast System
1605V 1603V Tank
Machinery) (4.13.1a) BA25
104V
Position Description Valve m) Ensure that the blower excess manual valve 2055V is The three-way solenoid valve 6005 in the pressure control system is energised,
approximately 50% open. ie, compressed air is relieved from measuring input of pressure controller
Open Manual cooling water supply valve BA104V
6003, and output of transmitter 6006 which measures generator pressure and is
Open Hydraulically operated sea water supply valve BA25 n) Open up the gas oil tank quick-closing valve F5V, the gas oil connected to measuring input of controller.
Open Sea water inlet valve L8 supply valves 1001 and 1051 and operate the gas oil filter
9 segments (2316) cleaning handle. The inert gas generator pressure will be automatically adjusted and controlled
Open Hydraulically operated overboard valve (located 2419 at set value of 0.25 barg, as set on the controller.
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engine room floor level, port side aft) o) Slowly warm through atomising steam system by opening valve
Open IGG drain overboard discharge valve 2422 1601 and draining condensate. Ensure that there is an atomising After 295 seconds from start (stabilising time) inert gas can be delivered to
5V steam supply pressure of at least 7 bar. the tanks, provided that the O2 content is between 0.2 0.5% and dew point
is below -45C.
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f) Select preference on IAS for either ballast pump No.1 or No.2 p) Turn production mode selector switch on local panel 2 to the IG
and start the pump with the discharge valve closed. Open the PRODUCTION position. When the Generator Standby For Delivery lamp starts flashing, operate the
valve (BA27 or BA29) to approximately 50% open to obtain Standby switch, the delivery lamp will be fully illuminated and control will be
a pressure of 1.8 bar (2 bar max) at the generator. (In loaded q) Turn the Capacity Select switch to position 3 - both blowers changed to the IAS.
condition the ballast pump discharge valve should be slowly 100%.
opened to 35% to achieve a pressure of approximately 1.6 1.7 If the oxygen limits are within the limits specified by the analyser, turn the
bar. Any higher and the high scrubber trip will be activated). r) Check in panel 2 what the position of the drain valve control is INERT GAS OR AIR TO TANKS switch on the local control panel to the
in either 1 (auto drain on) or 2 (drain closed). NORMAL OPERATION position. This will allow the delivery valve 6041 to
g) Ensure the FW cooling water supply valves 4125V and 4126V open and the purge valve 6021 to close.
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to condenser 4101 of the R404A cooling unit are open. s) Ensure that the white GENERATOR READY TO START lamp
is illuminated, if not check the position of all valves, cooling
water running, chiller running light is steady and all alarms Dry-Air Production Procedure
h) Check the dryer unit valve positions, ensuring that the manual
purge bypass valve 5453 is approximately 50% open, check that clear. Check PLC inputs as per list inside panel 2 for fault.
a) Refer to the Inert Gas Production above and follow procedures
the cooler fresh water valves are open, check the instrument a), b), c), and e) to m).
air supply is available and then start the dryer turning the stop/ t) Turn the generator Start/Stop switch on panel 2 to the START
start switch on panel 8 to the start position and then release to position and release it to position 2. The dryer valves will open
and blower 1 will start automatically, followed by blower 2 and b) Ensure that the Production Mode switch on the local control
position 1 (ON). panel 2 is turned to the AIR PRODUCTION position 2.
the gas oil pump will start 10 seconds later.
i) Check all valves for the chiller circulating water pump are in
the correct position and ensure that the expansion barrel level is
correct. Switch off the panel heater. Start the chiller circulating
water pump. ft u) If the combustion air pressure and IG outlet temperature are
within limits the burner ignition programme will start as
follows:
c) Turn the IG Generator Start switch on the local control panel 2 to
the START position and then release it to position 2 NORMAL
OPERATION.
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Pre-purge of 60 seconds, solenoid valves 2103, 2105 for fuel d) Ensure that the system is operating normally.
j) Check the condenser 4101 level. Ensure that the gauge glass oil and 2114 for instrument air to pilot burner open. Ignition
isolating valves are closed when not viewing the level. Check transformer 2131 is energised and operates the spark plug. Note: There is no 5 minute stabilising time when producing DRY AIR
the compressor oil level is correct. with the correct dew point, and the tanks/spaces can be supplied as soon as
After 70 seconds the pilot burner flame must have been
detected by UV flame detector 2121, otherwise the generator required.
k) Open the red painted block valves, condenser inlet 4102V;
shuts down and activates an alarm.
outlets 4111V and 4151V, then start the compressor. Wait for
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a period of 15 minutes stabilising time and the chilled water is After 85 seconds the solenoid valves 1056 and 2040 for fuel
5C or lower. oil to the main burner open, the pilot burner ignites the main
burner.
Operation of the generator is blocked until the running signal for the compressor
After 90 seconds the solenoid valves 2103 and 2105 for the
unit is steady on the main panel, ie, the 15 minutes stabilising time has elapsed
fuel oil and 2114 for the instrument air to pilot burner are
and the water temperature is 5C or lower.
closed, extinguishing the pilot burner.
l) Check the oil levels of both blowers.
The main burner flame must have been detected by UV flame detectors 2021
and 2022, otherwise generator shuts down and activates an alarm.
Aeration Procedure Air at a temperature above the cooling water temperature and 100% RH is In Case of a Long Period of Standstill
supplied to the tanks/spaces now. a) Follow the Normal Stop Procedure as above.
Aeration is the process of filling the tanks/spaces with normal (not dried) air.
The air passes the dryer unit via the dryer bypass valve 5260. The delivered air b) If the system is not to be operated again proceed as follows:
can be cooled by the cooling unit.
Normal Stop Procedure
Flush the furnace cooling water jacket with fresh water for a
a) Turn the Inert Gas Or Air To Tanks switch from 1 to the 0 (OFF) minimum of one hour via valve 2313 (approximately 3m3).
Aeration with Cooled Air at a Temperature of +4C
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position. The purge valve 6021 will open and delivery valve
6041 will close automatically. Flush the scrubber section for approximately one hour via
a) Refer to the Inert Gas Production above and follow procedures valve 2310 on the tower.
a), b), c), e), f), l) and m).
b) Turn the IG Generator switch from position 2 to position Flush the inert gas cooler for approximately 40 minutes via
1 (NORMAL STOP) at the local panel. The main burner
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b) Open the dryer unit bypass valve 5260 which is monitored by a valve 4401 on the inert gas supply line and drain via the
limit switch. extinguishes and the fuel oil pump stops, however, the blowers drain valve. Check that the set 3-way drain valve is in the
will run for 3 minutes to purge the generator. Once the blower(s) correct position to avoid flushing to the dryer unit.
c) Turn the Production Mode switch on the local panel 2 to position stop turn the IG Generator switch to position 0 (OFF).
3 AERATION MODE. c) Allow sufficient time for draining, then close the overboard
Note: In an emergency it is possible to turn IG Generator switch directly to
the 0 position to stop the blowers immediately. valve.
d) Turn the GENERATOR start/stop switch on the local panel
to the START position and release it to position 2 NORMAL d) Drain the water seal by operating the DRAIN VALVE 2410
OPERATION. The blower(s) will start, the pressure control c) Stop the chiller by turning the Compressor Motor switch to the 0 switch located inside local panel 2 and then close when draining
position. First the compressor will go back to minimum capacity,
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valve 6001 will commence operation and air is purged up the is completed.
funnel via purge valve 6021. taking approximately 2 minutes, and then the compressor will
start pumping down automatically and finally stop. Note: Do not stop the dryer, which will stop automatically after completion
Note: The air can be supplied to the tanks/spaces as soon as required, as of the heating cycle, which must be completed.
there is no 5 minute stabilising timer inhibit as with IG Production. d) Close the red painted inlet and outlet block valves 4102, 4111
and 4151 on the condenser.
Cooled air at a temperature of +4C and 100% RH is now supplied to the If Unable to Start the Inert Gas Generator
tanks/spaces. e) Stop the chill pump. Switch on the panel heater trace Check the following PLC input indication lights are illuminated:
heating.
Aeration Without Dryer Unit

a) Refer to the Inert Gas Production above and follow procedures
a), b), c), e), f), g), i), j), k), l) and m). ft f) After a sufficient cooling down period for the furnace (minimum
of two hours) the ballast pump can be stopped and cooling
system valves closed.
Input Status (On PLC)
X0
X13
On
On
Description
No emergency stop
Instrument air pressure not low
Position
1505
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X20 On Jacket cooling water pressure not 2321
b) Open the dryer unit bypass valve 5260 which is monitored by a g) Close all the fuel system valves. high
limit switch. X21 On Scrubber water level not high 2332
Note: Do not stop the dryer, which will stop automatically after completion
of the heating cycle, which must be completed. Instrument air valves X37 On Bilge drain valve closed 2415
c) Turn the Production Mode switch on the local panel 2 to position
1501 and 5301 should not be closed before the dryer has completed its X41 On Cooling water scrubber overboard 2430
3 AIR PRODUCTION.
regeneration cycle. valve open
d) Turn the GENERATOR start/stop switch on the local panel X117 On No power failure
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to the START position and release it to position 2 NORMAL h) Drain any possible fuel oil out of the burner housing by opening/
OPERATION. The blower(s) will start, the pressure control closing valve 2003 underneath the burner. Starting of cooling sea water pump is possible.
valve 6001 will commence operation and air is purged up the
funnel via purge valve 6021. Note: Do not switch off the electric supplies, as these are required for space Input Status (On PLC) Description Position
heaters, trace heating and the oxygen analyser. X31 On Cooling sea water pump started
Note: The air can be supplied to the tanks/spaces as soon as required, as (Running)
there is no 5 minute stabilising timer inhibit as with IG Production.
And
Input Status (On PLC) Description Position Or g) Once the oxygen reading has been stable for one minute, push
the SET key to go back into the normal display.
X16 On Cooling water inlet pressure not low 2323
Input Status (On PLC) Description Position
X22 On Cooling water outlet temp jacket not 2312 h) Close the calibration gas bottle valve.
high X5 On Air mode selected
X102 On Purge valve open 6021
And O2 Span Calibration:
X103 On Delivery valve closed 6041
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X104 On Pressure control valve open 6003 Input Status (On PLC) Description Position a) Bring the oxygen reading, when necessary into the lower level
X105 On Water chiller unit running and on X75 On Dryer bypass valve closed 5260 of the display by using the up or down arrow keys.
temperature
X113 On Dryer unit running
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Or b) Push the SET key for O2 cellmv to appear, then use the arrow
up key until the O2 probe calibration appears.
And Input Status (On PLC) Description Position
X6 On Aeration mode selected c) Push the SET key for set O2 zero0.2% to appear, then use the
Input Status (On PLC) Description Position arrow up key until set O2 Span.20.9% appears.
X74 On Dryer bypass valve open 5260
X50 On Blower 1 selected 50% capacity 2203
X61 On Blow-off valve closed 2051 d) Turn the selector valve from sample to calibration compressed
Inert Gas Generator Ready To Start air line and adjust the flow to 90 litres/hour.
Or
e) Push the SET key twice and wait until stable O2 appears.
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Procedure for Calibration of Oxytron O2 Analyser
Input Status (On PLC) Description Position After a few seconds the following oxygen reading will appear:
X51 On Blower 2 selected 50% capacity 2223
O2 Zero Calibration: Status Calibration in the upper part display
X61 On Blow-off valve closed 2051
O2 % in the lower part display
Or a) Bring the oxygen reading when necessary into the lower level of
the display by using the arrow keys, by using the ESCAPE key
it is possible go back. f) Once the oxygen reading has been stable for one minute, push
Input Status (On PLC) Description Position the SET key to go back into the normal display.
X50
/51
X60
On
On
Blower 1 and blower 2 selected 100%
capacity
Blow-off valve open
2203/
2223
2051
ft b) Push the SET key for O2 cellmv to appear. Then use the arrow
c)
up key until O2 probe calibration appears.
Push the SET key for set O2 zero0.2% to appear.

If IGG not in use, leave the sampling on compressed air otherwise change over
to sample position.
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And
d) Open the calibration gas bottle valve, change the selector valve
Input Status (On PLC) Description Position from sample to calibration zero gas line and adjust flow to 90
X50 On Blower 1 and blower 2 selected 100% 2203/ litres/hour.
/51 capacity 2223
e) Push the SET key for set O2 zero 0.2% to appear, 0.2% will be
X60 On Blow-off valve open 2051
flashing and it is now possible to change the oxygen level if

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necessary, and to acknowledge push the SET key.
And
f) Wait a few seconds until the following stable O2 reading
Input Status (On PLC) Description Position appears:
X4 On Inert gas mode selected
Status Calibration in the upper part display
O2 % in the lower part display
Illustration 4.9c Inert Gas System on Deck From Inert Gas Main on Deck
Manhole Hatch
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Key
Inert Gas
Transverse Cofferdam
Sea Water
Manhole
Hatch
Water Ballast Water Ballast

Tank (Port) To XXX Tank (Starboard)
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From Inert Gas/ IG04 IG03
Dry-Air Plant
To Port Ballast
Main
Vent Duct
from Dry-Air Supply
IG05
ft Dry-Air
IG01 For Trunk Gas Main
Dry-Air
For Trunk
Dry-Air
For Trunk
Dry-Air
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IG02
Dry-Air
No.4 No.3 No.2 No.1
No.4 To No.3 No.2 No.1 Exhaust for
Liquid Liquid Liquid Liquid
Gas Dome Vapour Gas Dome Gas Dome Gas Dome Vent Duct
Dome Dome Dome Dome
Main
No.4 Trunk No.3 Trunk No.2 Trunk No.1 Trunk
D
Compressor Room Dry-Air
To Vapour
Return
Checks During Operation Position Description Setting

Before every start: 4407 IG cooler inlet temperature high 35C
Check oil levels of blowers and freon compressor 4410 IG cooler inlet pressure high 45kPa
Check freon level in condenser 4402 IG cooler outlet temperature high 7C
7001 Oxygen analyser failure
7001 Oxygen content high/high 0.75%
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After every start and every 4 hours operating time:
7001 Oxygen content high 0.50%
Check the O2 content (inert gas production)
7001 Oxygen content low 0.20%
Check the dew point 5216 IG dryer outlet temperature high 60C
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Take a log of all relevant pressures and temperatures, refer to 7101 Dew point high -45C
previous logs to observe any irregularity as soon as possible 6053 Delivery pressure high 25kPa
Check via sight glass 4304 the discharge of condensate from the Panel 2 Emergency stop
demister vessel 4308 PLC battery low
Check whether the regeneration air inlet temperature on the Power failure
dryer (indicator 5425) is about 140C 4002 Compressor motor failure 298 amps
4027 Compressor discharge temperature high 99C
Every week:
4026 Compressor discharge pressure high 2.1MPa
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Check calibration of O2 analyser 4016 Compressor suction pressure low 200kPa
Lamp test 4017 Lubricating oil level low
Alarm test 4018 Lubricating oil temperature high 115C
4212 Glycol flow low
Refer to maintenance manual 1 of 2 Section 4 for maintenance requirements. 4251 Circulating pump motor failure 16.5 amps
4263 Glycol level low
Inert Gas Generator Safety Trips and Alarms Compressor alarm
Position
1013
1053
1505
Description
Fuel oil pump failure
Fuel oil pressure low
Control air pressure low on generator
Setting
4.9 amps
1.0MPa
550kPa
ft Economiser alarm
Glycol alarm
Condenser alarm
Evaporator alarm
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Panel 7 Emergency stop
1634 100% steam pressure low 380kPa
PLC battery low
1638 50% steam pressure low 180kPa
5305 Control air pressure low on dryer 550kPa
2010 Combustion air pressure high 50kPa
5404 Dryer fan motor failure 104 amps
2011 Combustion air pressure low 5kPa
5408 Cooling temperature high 75C
2021 Main flame fail with drain cancel
5411 Heater failure
2021 Main flame failure
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5414 Regeneration temperature low 140C
2121 Pilot flame failure
5414 Regeneration temperature high 170C
2203 Blower No.1 failure 285 amps
5416 Heater element temperature high 300C
2223 Blower No.2 failure 285 amps
Panel 8 Dryer valves failure
2312 Cooling water temperature high 55C
Emergency stop
2320 Cooling water pressure low 150kPa
PLC battery low
2321 Cooling water pressure high on jacket 100kPa
2322 Cooling water level high
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4.10 Fixed Gas Sampling and Gas Detection Systems
Illustrations
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4.10a Gas Detection System
4.10b Gas Detection Panel
4.10c Gas Detection System Machinery Trip Cause and Effect
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ft
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Illustration 4.10a Gas Detection System

No.1 Tank IBS for Gas Dome SW2020
No.2 Tank IBS for Gas Dome Gas Sampling System Central
No.3 Tank IBS for Gas Dome
No.4 Tank IBS for Gas Dome
No.1 Tank IS for Gas Dome IAS Cabinet
No.2 Tank IS for Gas Dome GAS 001 005 GAS (1) SEC 1 CxHy: 15% LEL (NOT MUTE
PUMP ROOM
No.3 Tank IS for Gas Dome

F1 F2 F3 F4
7 8 9 FAULT
4 5 6
IBI
1 2 3
No.4 Tank IS for Gas Dome

0
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No.1 Vent Mast Wall Mounted
No.2 Vent Mast
No.3 Vent Mast
No.4 Vent Mast
Side Passageway Forward Port
Side Passageway Forward Starboard
Side Passageway Mid Port
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Side Passageway Mid Starboard
Side Passageway AFT Port Fire Control Station
Side Passageway AFT Starboard
No.1 Tank IBS for Liquid Dome Repeater Panels
No.2 Tank IBS for Liquid Dome IBI
No.3 Tank IBS for Liquid Dome Wall Mounted
No.4 Tank IBS for Liquid Dome
Cargo Compressor Room Port Cargo Machinery Trip System and
Cargo Compressor Room Starboard Engine Room System
Gas Vent Drain Tank
No.3 Tank IBS for Liquid Dome Main 220V AC Input
No.4 Tank IBS for Liquid Dome Emergency 220V AC Input
Cargo Compressor Room Port
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Relay Outputs etc
Cargo Compressor Room Starboard CS3000
Gas Vent Drain Tank GS3000 Fire Detection System Central
No.4 Tank IBS for Liquid Dome Gas Detection System Central
No.4 Tank IBS for Liquid Dome FIRE
Cargo Compressor Room Port

6 13
F1 F2 F3 F4
GAS 001 005 GAS (1) SEC 1 CxHy: 15% LEL (NOT MUTE
PUMP ROOM
7 8 9 FAULT
Cargo Compressor Room Starboard

4 5 6
F1 F2 F3 F4 1 2 3
7 8 9 FAULT 0
4 5 6
Gas Vent Drain Tank

1 2 3
Measuring Gas Outlet

Dry Instrument Air Inlet 5-16kg/cm2
Stop Valve Box
IR Gas Detector EEx lad Intrinsically Safe

Hazardous Area Safe Area
No.1 of Engine Gas Valve Hood Room
ISOL SM-13/11 ftFresh AIr Inlet
Water Filter Outlet to Floor
Hazardous Area Safe Area

Cargo Machinery Trip System and
Engine Room System
Main 220V AC Input
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No.1 of Engine Gas Duct Emergency 220V AC Input
No.2 of Engine Gas Duct No.1 Main Diesel Generator Room Supply Fan Relay Outputs etc
No.1 Main Diesel Generator Room No.2 Main Diesel Generator Room Supply Fan ISOL SM-13/11
No.2 of Engine Gas Valve Hood Room No.1 Machinery Space Supply Fan
No.3 of Engine Gas Duct Main 220V AC Input
No.4 of Engine Gas Duct No.3 Main Diesel Generator Room Supply Fan
No.2 Main Diesel Generator Room No.4 Main Diesel Generator Room Supply Fan GS3000
No.1 GCU Gas Valve Hood Room No.2 Machinery Space Supply Fan ISOL SM-13/11
ISOL SM-13/11 Inert Gas Line Gas Detection System Central Emergency 220V AC Input
No.2 GCU Gas Valve Hood Room
Relay Outputs etc
GAS 001 005 GAS (1) SEC 1 CxHy: 15% LEL (NOT MUTE
PUMP ROOM
CC Type Gas Detectors EEx 4 ST800EX

F1 F2 F3 F4
7 8 9 FAULT
4 5 6
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1 2 3
CC Type Detectors EEx 4 ST800EX

Hazardous Area Safe Area Hazardous Area Safe Area
Accommodation Navigation Locker Wheelhouse (Starboard) Safe Area Hazardous Area
Wheelhouse (Port) ISOL SM-13/11 Passageway (Port) ISOL SM-13/11
Passageway (Port) General Office Lobby (Port)
SM-13/11 ISOL Crews Message Room
Cargo Control Room Passageway (Starboard) Safe Area Hazardous Area
Accommodation Passageway (Port) Air Intake Passageway (Port)
Accommodation Air Intake 2nd Muster Station Cargo Machinery Trip System Emergency Generator Room Galley
SM-13/11 ISOL Cargo Motor Room Officers TV Room
Hospital Passageway (Starboard) and Engine Room System
Bosun Store Lobby (Port)
Passageway (Port) Officers Lounge Air Condition Room (Starboard)
Crews Room Lounge ISOL SM-13/11 Lobby (Starboard) ISOL SM-13/11 Main 220V AC Input Bow Thruster Room
Crew TV Room Officers Dining Room Emergency 220V AC Input SM-13/11 ISOL Cargo Motor Room SM-13/11 ISOL Air Condition Room (Port)
Lift Machinery Room Lobby (Starboard)
Relay Outputs etc
4.10 Fixed Gas SAMPLING and gas detection An analyser pump sucks the sample and discharges it into the infrared gas The gas level is measured again to see if the alarm condition has disappeared.
Systems analyser and finally out to the atmosphere. There are two gas analysers, both
of which are in constant use, with one measuring 0 to 100% LEL and the The right-hand side is used for operation of the system. Press one of the six
Manufacturer: Consilium Marine AB other measuring 0 to 100% volume. The LCD panel on the front of the main LIST and SET UP keys to operate and monitor the system. All six keys will
System: Salwico control panel displays both the LEL and % volume readings for the point being open a list of items (sampling points, alarms etc).
sampled.
Use the four arrow keys to find the item required and use the function keys to
Salwico model:
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SW2020
There are 23 external sampling points and one internal sampling point which is select an action to perform.
Type: Sample draw,
located inside the analyser unit at the top of the cabinet. This internal sampling
continuous 29 min cycle
point is positioned to detect any gas due to leaking pipework within the cabinet. For example, it is possible to make a manual measurement on sampling point
Cargo part: 24 - Infrared detectors It will alarm and shut down the system at 30% LEL. If a sample from any of the No. 5 (SP5) by first pressing LIST SAMPLING POINTS, then choose SP5
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Sampling range: 0-100% LEL (0-5% vol) methane 24 sampling points reaches 30% LEL a high gas alarm will be activated on the with the arrow keys and finally press F3 (Measure) to start measuring on SP5.
Sampling range: 0-100% VOL (0-5% vol) methane IAS. A high high gas alarm is activated if the gas reading rises to 60% LEL. A The sampling point details will be shown on the display.
complete sampling cycle takes approximately 29 minutes.
Salwico model: GS3000 Some menus require a numerical input; manual measurement is one of them.
GCU unit: 6 - Infrared detectors There are two vacuum switches fitted within the system, one is used for an Enter a new value with the numerical keyboard. Press Enter to change the
Cargo machinery: 10 - Infrared detectors internal leakage test and the other for a flow failure on the transportation pump. new value into the current value and press F1 to start measuring.
The internal leakage test is carried out every 24 hours and consists of closing
Engine room: 4 - Infrared detectors
all the sampling solenoid valves and running the analyser pump. If the vacuum
Accommodation etc: 6 - Infared detectors Standby
switch is activated, it proves the integrity of all the pipework, valves, pump
Duct keel: 2 - Infrared detectors The control unit is in standby mode most of the time. The display shows that
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and the also the vacuum switch. An alarm sounds in the event of the vacuum
switch not being activated. the measurement sequence is running. The system always displays the last
Sampling range: 0-100% LEL (0-5% vol) methane measurement.
Start-up time: <60 seconds The Automatic Pipe Cleaning System (APCS) is activated by a sampling
Self-test: Continuous pipeline becoming blocked. This will cause the pump to stop and the automatic The standby menu displays the system status. The standby mode can be
pipeline cleaning function will be started. This consists of purging the sampling identified by the clock in the upper right corner and can be reached by pressing
line back to the sampling point with dry compressed air for 15 seconds in order the HOME key. The control unit will automatically return to standby mode 30
Introduction
to clear the blockage. The pump will then restart and try to obtain another minutes after the last keyboard entry.
sample. If the vacuum switch is again activated the flow failure alarm is
There are two completely separate gas monitoring/trip systems fitted on board.
One is the fixed gas sampling system which monitors from sampling points in
the hazardous gas zone, and the other is the fixed gas detection system which
monitors from the non-hazardous gas zone. The analysing/control units for
both systems are located in the electrical equipment room on C deck. There are ft activated.
There are also two pressure switches fitted within the system, for monitoring
the discharge pressures of the pre-suction pump and the analyser pump. They
Lists
All manipulations required by the average user can be performed from the four
lists in the system.
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repeater units for both systems installed in the fire control station which enable are activated in the event of a low discharge pressure from either pump and
the active alarms to be viewed. will stop the pump and the sampling sequence, resulting in a flow failure alarm. Alarm List
There are three calibration gas bottles located inside the analyser cabinet, one
The left-hand side of the control unit always displays the sampling point in
In the event of a gas being detected, alarms are activated simultaneously on the of 50% LEL, one of 100% by volume and one of 100% N2. These are used for
alarm and the alarm level (high or low).
IAS stations on the bridge, cargo control room and engine control room, and on calibrating the two Simrad GD10 infrared gas analysers.
the repeater units in the fire control station located on the port side upper deck. Mute any gas alarms by pressing ALARM MUTE and reset gas alarms by
The alarms which sound in the engine room, motor room and cargo machinery Operation of the Fixed Gas Sampling System pressing ALARM RESET. Press ALARM IN QUEUE to display the next gas
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room are two tone high pitched sirens and flashing lights to indicate that the alarm (if any).
gas alarm has been activated. Both systems are calibrated on 100% methane. Control Unit
The control unit of the GS2020 gas sampling system is divided into two When more detailed information about an alarm is required, press LIST
separate parts. ALARMS on the right-hand side of the control unit. This list is opened
Gas Sampling Panel
automatically when a new gas alarm is detected. Use the arrow keys to display
Fixed Gas Sampling System The left-hand side consists of only three keys: ALARM MUTE, ALARM the next and previous alarms.
The system consists of a pre-suction pump which draws from each of the RESET and ALARM IN QUEUE. The ALARM IN QUEUE key is used to
sampling points individually via a suction filter and discharges into the gas find a gas alarm in the gas alarm list and the two other keys to either mute or
sampling unit via a flame screen. to reset an alarm.
Illustration 4.10b Gas Detection Panel
Control Panel
Salwico GS3000
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POWER ON..............
GAS GAS (1) SEC 1 CxHy: 15% LEL (NOT MUTE DISCONNECTION....
001 005 TEST..........................
PUMP ROOM ALARM TRANSFER..
SECTION DETECTOR EXTERNAL ALARM...
op
DELAY OFF................
SYSTEM FAULT.........
F1 F2 F3 F4 ABNORMAL COND....
ALARM LEVEl 1
ALARM MUTE
ALARM LEVEl 2 ALARMS IN QUEUE 7 8 9 S SECTION EA EXTERNAL FAULT
ALARM
4 5 6 D DETECTOR EC EXTERNAL
CONTROL
M MUTE
ALARM RESET
1 2 3 AD
ALARM
DELAY R RESET
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ALARM LEVEl 2
IN QUEUE 0 ON OFF TIMER LIST
Repeater Panel
ft GAS ALARM
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On Line List
More alarms List
Local mute
Lamp test
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Fault List Set-up - General Settings 3) Internal leakage in the analysing unit is indicated when the
Press LIST FAULTS on the right-hand side of the control unit to display the The system changes the access level and enters configuration mode when the automatic leakage control fails. This control is automatically
faults in the system. This list is automatically opened when the system detects correct access code for level 2, 3 or 4 is entered. The system will not start until initiated every 24 hours by closing all the sampling valves,
a fault. Mute faults by pressing the FAULT MUTE key and reset faults by the user chooses to start the system again (the access level is automatically running the analysing pump and checking that the vacuum
pressing the FAULT RESET key. changed back to 1) or the user time-out expires after 30 minutes. switch is activated. If the vacuum switch is not activated the
cause is a leakage at the vacuum side of the pump from pipes,
Choose a menu with the arrow keys. The menu numbers in this document are solenoid valves, a pipe coupling or the vacuum switch itself.
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Sampling Point List
shown between brackets in each header.
Press LIST SAMPLING POINTS to enter the sampling point list. 4) Calibration: This fault indicates that zero or span calibration is
not completed due to a value that is out of range, either due to a
Select a sampling point with the arrow keys and use the function keys to Actions in the Event of an Alarms gas sampler fault or a test gas fault. The bottle might be empty
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perform an action. or the test gas mixture is not corresponding to the value that is
Gas Alarm
set for span calibration.
The following actions can be performed on a sampling point: 1) When the ALARM MUTE button is pressed, the audible
alarm stops and all alarm outputs with mute functionality are 5-8) Gas Sampler 1-4. Indicates a fault depending on which type of
Value: Display the value of the last gas measurement. sampler that is in use. There might be a loss of power, a dirty
deactivated. The scanning cycle continues and will give new
alarms for each sampling point exceeding the alarm level. The mirror in an internal radiation sampler or a sensor failure etc.
Measure: Start measuring the gas concentration. With this alarms are stored in the alarm list and the sampling point of the
function it is possible to make a prompt check of the actual last occurred alarm is shown as well as the alarm level low or 9) Moisture fault (Option). Indicates that water is sucked into the
gas concentration of the selected sampling point. The sampling high. pipe system of the analysing unit.
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time can be set in minutes though never below the set-up
time. The gas value is updated and continuously shown in the 2) Activation of the ALARM RESET button starts a re-evaluation 10) High temperature in the analysing unit (Option).
display. The possible alarm (low or high) will be decided when of the sampling point in alarm. An alarm reset request will
the gas reading is stable. The remaining measurement time is stop the sampling sequence and make a new measurement. 11) Power fault (Option). As indicated if there are two independent
continuously shown. This re-evaluation is to be able to accept an alarm reset on the power supplies and one fails.
sampling point if the level is now below the alarm level. If the
ALARM IN QUEUE button is pushed and a RESET is made of 12) Flow fault on sample point #. Indicates a flow fault on the sample
Purge: Clean the pipe for that particular sampling point for 30 all sampling points in alarm, the system will start re-evaluating point listed. Before indication of a flow fault the automatic pipe
seconds. Before connection to the analysing flow an automatic these sampling points one by one. It may therefore take a while cleaning function first attempts to remove the cause of the flow
decompression is made through the internal sampling point for
10 seconds in order to protect the pressure switch and pump
membrane.
Actions such as purge and manual measure cannot be performed on ft to complete alarm reset for several sampling points.
The re-evaluation sequence can be interrupted by manual measurement or

purge (see the sampling point list below).
fault by flushing the sampling pipe for 15 seconds and then
tries to obtain a new sample. If the flow fault still remains the
sampling point is automatically disconnected and a flow fault
alarm is generated and listed in the fault list. The scanning cycle
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continues to the next sampling point. As long as the flow fault
disconnected sampling points. The only allowed action on a disconnected
Fault Alarm for a certain sampling point is listed in the fault list the fault
sampling point is RECONNECT.
remains.
1) An analysing pump fault is caused by a pressure switch and stops
After a measure or purge manoeuvre, the normal measurement sequence starts the pump and scanning sequence if the system does not have the Other fault alarms monitor the internal condition of the gas sampling system.
at the sampling point that was interrupted. pump redundancy option. The pressure switch is detecting that
the pump pressure is too low. The cause is probably a membrane
Disconnection List leakage of the pump or a fault of the pressure switch itself. Repeater Unit - Located on Cargo Control Console
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Service is needed if the fault cannot be reset.
Press LIST DISCONNECTION to open the disconnection list. Gas alarms are shown on the mini repeater.
2) A bypass pump fault is caused by a pressure switch. The
Disconnected sampling points are displayed one by one by using the arrow scanning cycle continues. The bypass pump stops. The cause for The previous and next alarms (if any) can be listed with the arrow keys. Faults
keys. Reconnect a sampling point by pressing Fl (Reconnect). this fault is the same as described for the analysing pump. are shown when there are no non-muted gas alarms in the system. The previous
and next faults (if any) can be listed with the arrow keys. The clock is shown
when there are no alarms or faults in the system.
Illustration 4.10c Gas Detection System Machinery Trip Cause and Effect L)
LE L)
L ) % L)
LE -60 LE LE L)
% L ) % % L ) L ) L ) % L) LE
-60 LE (30 (60 LE LE LE -60 LE %
% % ted ted 60
%
LE
L)
60
%
LE
L)
60
%
LE
L) 30
%
60
% (60
Cause 30 (60 tec tec d( d( ted
d( d e e %- % %- % %- % te te tec
te cte sD sD 30 60 (30 60 (30 (60 tec tec
tec ete Ga Ga d( d( ted d( ted ted De e sD
e
De D ) ) cte cte c cte c c s sD Ga
as as ard ard ete ete ete ete ete ete Ga Ga m
)G )G bo bo as
D D D
as
D D D ) ) o
ort ort tar tar as as as as ard ard Ro
(P (P (S (S .2)
G
.2)
G
.4)
G
.4)
G
rt)
G
rt)
G
arb
o
arb
o nit
om om om om eU
y
o o o o r No r No r No r No (Po (Po (St (St alv
odR dR odR o dR 1o 1o 3o 3o om om om om sV
Ho Ho
o
Ho Ho o. o. o. o. Ro Ro Ro Ro Ga
e e e e t (N t (N t (N t (N t or t or t or t or nit
alv alv alv alv Du
c
Du
c
Du
c
Du
c
era era era era U
sV sV sV sV as as as as en en en en ion
a a a a G G G G st
ineG ineG in eG in eG in eG in eG in eG in eG s el s el s el s el
m bu
Eng ng Eng ng Eng ng ng E ng Die Die Die Die Co
E E E E in in in in s
Effect DF DF DF DF DF DF DF DF Ma Ma Ma Ma Ga
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1 No.1 Engine Shutdown
5 No.1 Engine Gas to Diesel Oil Mode Changeover
9 Gas Valve CG-616 Close for No.1 and No.2 Engine
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10 Gas Valve CG-617 Close for No.3 and No.4 Engine
11 Main Diesel Generator Room (No.1 and No.2 Engine)
Normal Lighting Power Cut-Off
DF Engine Control Panel Power Cut-Off and
Motor Starter Power Cut-Off
DF Engine Control Panel Power Cut-Off and
Motor Starter Power Cut-Off
15 Gas Combustion Unit Shutdown (Starter 1) - Not Used
16 Gas Combustion Unit Shutdown (Starter 2) - Not Used
17 Gas Valve CG-614 Close for Gas Combustion Unit
18 Gas Valve CG-615 Close for Gas Combustion Unit
19 IAS Field Station (FS03) Power Cut-Off ft
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20 IAS Field Station (FS05) Power Cut-Off
21 Emergency Switchboard Power Cut-Off for Dist. Board (Port)
22 LSC Power Cut-Off for Main Generator Room (Port)
23 LSC Power Cut-Off for Main Generator Room (Starboard)
24 Gas Combustion Unit Shutdown - Starter 3 Not Used
26 Main Diesel Generator Room (No.3 and No.4 Engine) 1) All Alarms will be Interfaced with IAS by Serial Communication
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27 Emcy Switchboard for Dist. Board Power Cut-Off (Stbd)
28 No.1 UCP Power Cut-Off 2) Both Gas Detectors in Main Generator Room Port:
(Output Signal with DC24V, Time Delay 2 Sec) Gas Detectors Tag No. 11.4 and 13.1
29 No.2 UCP Power Cut-Off
(Output Signal with DC24V, Time Delay 2 Sec)
3) Both Gas Detectors in Main Generator Room Starboard:
30 No.3 UCP Power Cut-Off Gas Detectors Tag No. 11.8 and 13.2
31 No.4 UCP Power Cut-Off
Gas Compressor Seals Note: When testing the motor room trip system, shut off the steam supply to Manufacturer: Draeger
the glycol heater. No. of sets: 1
N2 purge from the gas piping in the engine room can be vented to No.4 LNG Type: CMS analyser and chips
vent mast.
Portable Gas Analysers and Detectors Chips: 1 for CO - 5-150 ppm
1 for CO2 - 1000 - 25,000 ppm
Fixed Gas Detection System
The portable gas detection equipment on board is both comprehensive and 1 for H2S 2 -50 ppm
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well proven. Each instrument is certificated and comes with manufacturers
The fixed gas detection system consists of 53 fixed gas detectors located within
operating instructions and recommended spares and test kits. The certificates
the accommodation, engine room, emergency generator room and motor room. Manufacturer: BW Technologies
are to be suitably filed and the monthly tests recorded.
There are three types of detector heads in use: No. of sets: 1
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1. Bucom ST600EX, which is of the catalytic type and is used WARNING Type: Gas unit (gas alert clip extreme)
to detect flammable gas (methane) in air with an operating Gases detected: O2 0 to 30% by volume
The batteries must never be replaced in a hazardous area due to the
detection range of 0 to 100% LEL.
potential for an electrical discharge.
2. Bucom ST600EX, which is of the infrared type and is used
to detect flammable gas (methane) in air with an operating These instruments measure the level and volume of O2, CO2, CO and CH4 Gas Proof Lamps
detection range of 0 to 100% LEL. (methane) present in a tank when the tank is being inerted or gassed-up. Manufacturer: Wolf
3. FGD-3, which is of the infrared type and is used to detect Type: Safety hand-lamp H-4DCE
flammable gas (methane) in air with an operating detection Manufacturer: Riken Keiki
range of 0 to 100% LEL. Type: RX - 415, 2-gas unit
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No. of sets: 2
There are 36 detectors of the catalytic type inside at various locations, the Gases detected: CH4 0 to 100% LEL and
accommodation, air conditioning rooms, emergency generator room, cargo 0-100% by volume
motor room, bosuns store, bow thruster room and the lift machinery room, O2 0 to 25% by volume
which will activate a gas alarm if the LEL reading reaches 30%. A high high
alarm will be activated if the reading increases to 60% LEL.
Manufacturer: RKI
If the two detectors of the catalytic type inside the cargo motor room are set Type: Eagle 4 - gas unit
off simultaneously, the motor room supply fan will be tripped, causing all non-
in stopping the HD and LD compressor motors and auxiliary LO pumps, glycol

heating circulating pump, air lock supply fan and the 24V power supply to the ft
intrinsically safe power supplies to the motor room to be tripped. This will result
No. of sets:
Gases detected:

3
CH4
O2
CO
0 to 100% LEL
0 to 40% by volume
10 to 500 ppm
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CTS trim and list system.
CO2 0 to 5% by volume
There are seven detectors of the infrared type inside the engine room at various
locations to cover the supply, exhaust and forced draught fan intakes. These Manufacturer: RKI
will activate a gas alarm if the LEL reading reaches 30% and a high high alarm
Type: GX-2001 4 - gas unit
if the reading reaches 60%.
No. of sets: 6 (4 for cargo use, 2 for engine room use when
entering GVU rooms)
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There are ten detectors of the infrared type in the engine room, these are duct
mounted and located in the engine gas valve hood rooms, DF engine gas ducts, Gases detected: CH4 0 to 100% LEL
main diesel generator rooms and the GCU valve hood room. These will activate O2 0 to 40% by volume
a gas alarm if the LEL reading reaches 30% and if the reading reaches 60%, a CO 10 to 500 ppm
high high trip will be activated which will close the master fuel gas valve and
H2S 0 to 100 ppm
stop the gas burning in the engines. There is one detector of the infrared type
located in the inert gas dryer outlet pipe which will activate a gas alarm if the
LEL reading reaches 30% and a high high alarm if the reading reaches 60%.
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4.11 Emergency Shutdown Systems
4.11.1 Emergency Shutdown and Tank Protection System
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4.11.2 Ship-Shore Link - Pneumatic
Illustrations
4.11.1a Emergency Shutdown System Architecture
4.11.1b Fibre-Optic/Electric System Configuration Module
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4.11.1c Control Panels
4.11.1d System Block
4.11.2a Emergency Air System
4.11.2b ESDS Screen Shot
4.11.2c Control Flow Chart for ESDS
ft
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Illustration 4.11.1a Emergency Shutdown System Architecture
Electric Equipment Room Cargo Control Room Ship Side On Deck (Port)
Cargo Control Console
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Cargo
AC 220V Console
PSU MODEM
Extension Fax
RJ11
Socket ITT
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Speaker ITT
Cannon
Cannon
No.1 No.2
Telephone Telephone
Hotline
Cargo Control Room Telephone
Serial
C/O
Junction Switch
PSU Box
Ship-Shore Link Enclosure (SSL)
C
AC 220V
ANALOGUE FIBRE OPTIC SYSTEM STATUS

AC RJ11 RJ11 RJ11 9w D
220V
Fibre Optic System
Configuration
Module
ESD AND TELECOM CONTROL UNIT
Electric System
Configuration
Module
System Selecto
LNG GERONIMO
1.0
8950-0-0-1
www.seatechnik.com
SYSTEM SELECTOR FIBRE OPTIC/ELECTRIC

ft Electric ESD Ship-Shore/Shore-Ship
FO ESD Ship-Shore/Shore-Ship
FO/Electric System Selection (Volt-Free Contacts)

Common Abnormal Alarm
ITT
ITT
Cannon
Cannon Ship Side On Deck (Starboard)
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FIBRE-OPTIC ELECTRIC SYSTEM SELECTOR MODULE
POWER
Module
AC 220V Main Normal Power
POWER SUPPLY MODULE
SSL POWER
OFF PRIMARY SECONDARY +24V 24V DC Back-up Supply (8A Max)
Power Supply
IP POWER IP POWER OUTPUT
ON
Module
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4.11 Emergency Shutdown Systems Fusible links around each tank domes, manifold motor room violent because the shore arms are connected with powered emergency release
and compressor house in case of fire couplings (PERC) which consist of 2 ball valves at the elbow part of the arms.
4.11.1 Emergency Shutdown and tank protection These valves will close automatically on initiation and the second phase will be
Cargo tank 99% full ESD system
disconnection, with the elbow part remaining attached to the ship.
sYSTEM Low vapour header pressure (0.3kPa)
Low cargo valves hydraulic pressure (9.0Mpa) It is expected that the terminal will warn the ship prior to initiating ESD2,
Introduction allowing time for the personnel around the manifold to leave the area to avoid
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The fusible links are at the following locations and will melt at 100C and close injuries or even fatalities. In most cases ESD1 will have been activated prior
There are two types of emergency shutdown, ESD1 and ESD2, while the vessel the circuit and thereby initiate ESD1: to ESD2 and the alarm should be enough to warn any personnel around the
is carrying out cargo operations in port. manifold to leave the area.
No.1 cargo tank liquid and gas domes
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ESD1 No.2 cargo tank liquid and gas domes
Emergency Shutdown System
This is initiated from either the ship or the shore and is tested on arrival at a No.3 cargo tank liquid and gas domes
port and before cargo operations start. No.4 cargo tank liquid and gas domes The emergency shutdown system (ESD) is a requirement of the IMO code
for the carriage of liquefied gases in bulk and the linked ship-shore ESD
Port manifold is a recommendation of SIGTTO. It is fitted to protect the ship and the
In the event of an emergency, such as a fire or a heavy cargo leakage, the
officer on watch, or one of the watchkeepers on deck, will immediately initiate Starboard manifold shore terminal in the event of a cryogenic or a fire risk on the ship or at the
an ESD1 by pressing one of the ESD pushbuttons distributed on deck, in the terminal.
Compressor room
CCR and on the bridge and raise the alarm in accordance with the vessels
safety instructions. Motor room The system is designed to stop the flow of LNG liquid and vapour by shutting
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down the pumps and the gas compressors as well as the manifold ship-side
The manual pushbuttons, which will initiate ESD1 both on the ship and ashore, The initiation of ESD1 will lead to the following: valves.
are distributed at the following locations: All ESD manifold valves will close
The shutdown is achieved by using the ship-shore link (SSL) ESD system. The
Bridge All cargo tank loading valves will close emergency systems on the ship and at the shore terminal are linked via a ship-
Cargo control room The gas compressors will trip shore umbilical cable which carries ESD and telecommunication signals when
Fire control station the ship is berthed at the jetty.
The main discharge and spray pumps will trip
Compressor house entrance
Motor room entrance
No.1 cargo tank liquid dome
No.2 cargo tank liquid dome ft All shore pumps will trip
Note: Once ESD1 is activated, acknowledge all alarms but do not reset the
system until investigations are concluded and both the ship and the shore
agree to reset.
The ESD consists of two integrated systems of which one is fibre-optic and
the other is electric. The systems are independent, with the fibre-optic system
being the primary and the electric system the secondary. The ESD operates
using one system at a time, and if a fault is detected, the switch over from
fibre-optic to electric or electric to fibre-optic must be made manually from
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No.3 cargo tank liquid dome the system selector module.
ESD2
No.4 cargo tank liquid dome The ESD system architecture is as shown in illustration 4.11.1a, and the two
Port manifold (fore and aft) This is normally initiated by the terminal and can be activated either manually systems when used together with adapters, are compatible with the majority of
or automatically if the ship is allowed to move outside its movement envelope the systems currently used at LNG terminals.
Starboard manifold (fore and aft)
at the manifold chiksans. This means that should the OOW allow moorings to
Forward on tank deck slack to the extent that the ship moves along the jetty outside the limit, ESD2 Both the fibre-optic and electric system components and controls are installed
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will be initiated. within a free-standing cabinet located in the cargo control room. A hotline
telephone is also supplied and this is also installed in the cargo control room.
ESD1 will also be initiated by one of the following: Also if there is threatened danger, such as a fire at the terminal that may affect The telephone is a Seatechnik CTS-HP3 Iwatsu compatible hot-phone which
the ship, or an out of control fire on the ship that may affect the terminal, this can also be used as a standard dial-less (private line) hot-phone.
Manual activation by personnel using the ESD pushbuttons system is almost likely to be initiated.
The electric ESD is compatible with the Pyle-National system normally used
Blackout of the ship
Initiation of the ESD2 system will result in all the actions as for ESD1, plus in the Middle East and other Atlantic basin LNG terminals. These systems are
Shore activation of their ESD1 system initiating a dry break of the shore arm from the ship. This means that the used in a large number of LNG terminals as either the main or as the back-up
shore arm will be disconnected automatically from the ship. This can be quite system and can handle:
Illustration 4.11.1b FIbre-Optic/Electric System Configuration Module
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FIbre-Optic System Configuration Module Electric System Configuration Module
ANALOGUE FIBRE OPTIC SYSTEM STATUS ESD AND TELECOM CONTROL UNIT
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INSTALLATION LNG SEATECHNIK| TRANSFER DATA VIA
INHIBIT
USB DEVICE
SIDE CONNECTED STARBOARD
SYSTEM ESD STASTUS ESD TRIP INITIALISED BY SHORE SYSTEM STATUS
SHIP TO SHORE ESD TRIP
LOOP BACK SYSTEM

SHORE TO SHIP ESD TRIP
TEST
ESD CARRIER HEALTHY
ESD FO RX SIGNAL LEVEL -15.7 dBm

ATU TEST
SHIP TO SHORE SHORE TO SHIP
CHAN 1 CARRIER HEALTHY HEALTHY
CHAN 2 CARRIER HEALTHY HEALTHY ADJUST DISPLAY

SELECT PORT
LNG GERONIMO PROPERTIES
1.0
8950-0-0-1
TELEPHONE FO RX SIG LEVEL -15.7 dBm
MAIN SCREEN
ft www.seatechnik.com
QUIT APPLICATION
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Four telephone channels The unit performs three functions: System Selector Module
Single ship-shore and shore-ship ESD volt-free contact signals
1. A receive (Rx) function which accepts signals from the optical The SSM control panel is as shown in illustration 4.11.1b and the main
transducer and demodulates the four telephone channels. functions of the panel are as follows:
An additional feature to ensure safe functioning during an emergency
breakaway requires all ESD circuits to be protected by intrinsically safe Display which ESD system has been selected
2. A transmit (Tx) function which accepts the four telephone
(Exia) techniques. The telephone circuits themselves cannot be passed
channels. The channels are then modulated and multiplexed. Provide a shore-to-ship ESD STATUS indication for both the
through Exia certified barriers, but are powered and switched from the shore
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The unit then outputs a signal capable of driving the optical fibre-optic and the electric systems
exchange system.
transmitter. Provide the ship ESD status indication
The systems rack modules and all the zener barriers are installed in the SSL Show the electric system ESD trip input indication
3. A carrier detect (CD) test function which detects the presence of
cabinet in the CCR. A fibre-optic/electric system selector module (SMM)
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each Tx and Rx carrier signals. Display an electric system SHORE RECEIVING TANK HIGH
handles the inter-switching of the ESD and telecommunications signals, and
the selection of the fibre-optic or the electric system. LEVEL, LOADING ARM TRIP 1 and LOADING ARM TRIP
The Tx or Rx test function is controlled and displayed on the Control and 2 indication
Alarm module as follows:
Using the Pyle-National dual Miyaki adapter allows the system to interface
with any shore facility fitted with the Miyaki system, so allowing the ship to Carrier signal ON: Normal (Green) LED Note: It is important for the operator to appreciate that the fibre-optic
berth. An electric test unit has also been provided which will allow the ESD to and electric systems are two separate systems and that only one can be
Carrier signal OFF: Abnormal (Amber) LED
be function tested prior to the arrival of the vessel at the port. used at a time. Selecting the appropriate system is made via the SYSTEM
4. Some Pyle-National equipped terminals such as Bonny Nigeria SELECTOR switch on the front of the SSM by switching to either FIBRE
and some Miyaki equipped terminals use Iwatsu CALL- OPTIC or ELECTRIC.
Ship-Shore Link (SSL) Cabinet
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SIGNAL mode for the hotline telephone. The majority of others
use the private line mode which is a standard 48V DC, line 80V A module lamp test button has also been fitted for testing the lamps and LEDs
The ship-shore link cabinet is shown in illustration 4.11.1a and consists of the
AC ring format. The shore provides an exchange simulator or on the SSM. Some of the LEDs are multi-coloured and so yellow should be
modules which are listed as follows:
ring-down module; the ships equipment is simply a two-wire displayed when this button is pressed. To check that all of the LEDs and lamps
Fibre-optic telephone interface module handset equivalent. In this mode, the phone is lifted to ring the are working correctly, press and hold the MODULE LAMP TEST switch
System selector module (SSM) other instrument and the user talks when the phone is answered whilst observing the following:
at the terminal. There are some terminals where the shore PABX LAMP TEST switch is illuminated
Fibre-optic port starboard select module
is used which requires the shore instrument to dial the ship
Fibre-optic control and alarm module
Fibre-optic ESD module
Power supply module (PSM)
ft Channel 1
hotline.
Receives data from the mooring line monitoring equipment (MLM) where
POWER LED is green
SHIP ESD STATUS LED is yellow
Fibre-optic system ESD STATUS LED is yellow
Fibre-optic system SELECTED LED is green
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Electric system configuration module (ESCM)
installed at certain terminals. Electric system ESD STATUS LED is yellow
Fibre-Optic Telephone Interface Module Electric system SELECTED LED is green
Channel 2
Trip input ESD LED is yellow
The telephone interface module is the top rack in the ship/shore communications If the fibre-optic system is selected, the hotline functions in CALL-SIGNAL
cabinet and provides four full duplex telephone communication channels, which Trip input SHORE RECEIVING TANK HIGH LEVEL LED is
mode which is Iwatsu TS3 compatible. If the electric system is selected the
are modulated and multiplexed for transmission over the fibre-optic link. The yellow
hotline telephone functions in either Iwatsu TS3 compatible or private line
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fibre-optic link uses two fibres to receive and transmit to/from shore. mode. The latter mode uses a special telephone exchange, called a ring down Trip input LOADING ARM TRIP 1 LED is yellow
module. When either the ship or shore hot-phone is lifted, it causes the other
Trip input LOADING ARM TRIP 2 LED is yellow
The channels are as follows: phone to ring. This selection is carried out via switch on the Electrical System
Configuration Module.
The operator must pay close attention to the colour of the LEDs while
Channel 1 Mooring line modem signal
performing this test, and any person operating this system must be able to
Channel 2 Interphone telephone signal (hotline telephone) distinguish clearly between the different coloured LEDs in the system.
Channel 3 Terminal plant (PABX) telephone signal
Channel 4 Terminal public telephone signal
Issue: Final Draft - September 2008 IMO No. 9333591 Section 4.11.1 - Page 4 of 9|
Illustration 4.11.1c Control Panels
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SYSTEM SELECTOR FIBRE OPTIC/ELECTRIC
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FIBRE-OPTIC ELECTRIC SYSTEM SELECTOR MODULE
POWER
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POWER SUPPLY MODULE
SSL POWER
OFF PRIMARY SECONDARY +24V
IP POWER IP POWER OUTPUT
ON
ft
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Electric Emergency Shutdown Fibre-Optic Port Starboard Select Module Circuit Test Procedure
a) Throughout this procedure the four (4) SHORE>SHIP
If it has been decided between the ship and shore that the electric system is Pushbuttons are used to select the fibre-optic ship side connector in use. They amber LEDs will remain illuminated with the shore system
to be used, then the operator will need to select the electric system using the have no effect on the electrical system. disconnected. This generates a system fault and is indicated on
SYSTEM SELECTOR switch on the cargo control console. In doing this the the CAM and at the IAS.
electric system SELECTED LED will turn green indicating that the system is CAUTION
operating in the electric mode. Selecting the electric system will also route the If the system is in operation on the port connection box, port is selected b) Pressing the pushbutton causes the SHIP>SHORE normal
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ESD and telecommunications circuits from the CCR to the electric system. and the red pushbutton is illuminated. An ESD signal fault will occur if (green) LEDs to remain illuminated.
the starboard pushbutton is pressed and vice versa.
Shore-to-Ship Emergency Shutdown Fibre-Optic ESD Module
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On the electric system there are two ESD lines fitted, one going from the ship Fibre-Optic Control and Alarm Module This monitors the condition and status of the fibre-optic ESD link.
to the shore and the other going from the shore to the ship.
This module monitors and gives indication as to the status of the fibre-optic Power Supply Module
The electric system ESD STATUS LED will either be red or green, indicating telephone interface and fibre-optic ESD modules.
the status of the shore-to-ship ESD signal. When this LED is green it indicates
The power supply module (PSM) is shown in illustration 4.11.1b and is
that the shore-to-ship link is healthy, but when red it indicates an ESD With all the system working and healthy the LEDs indicate normal. Where connected to a primary AC supply. The supply is stepped down and rectified
unhealthy signal from the shore. While this LED gives the overall indication there is a fault in the system the audio alarm is activated and the system fault internally by two isolated switch-mode power supply units to provide 220V
of the shore-to-ship signal, four more LEDs give a further breakdown of the LED is illuminated. AC supply voltage for the control system circuits. In the event of a failure in
TRIP INPUTS. Again green denotes a healthy condition and red denotes an
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the primary supply a secondary back-up 220V DC supply from the UPS is
unhealthy condition. The audio alarm is designed so that if more than one fault occurs, pressing the provided.
alarm pushbutton will silence and reset the first fault, then the next fault will
All four trip inputs (shore-to-ship) are connected in series, and so if one be indicated. The module is used to supply power to both the fibre-optic and the electric
becomes unhealthy the overall ESD condition will become unhealthy. When
ESD systems and is provided with six independently fused 24V DC outputs.
all four trip inputs are being used, the electric system ESD STATUS LED A module lamp test button has also been fitted for testing the lamps and The PSM is switched ON and OFF by means of a rotary key switch on the front
will be green if all four of the trip inputs are healthy, but will change to red LEDs on the module. To check that all of the LEDs and lamps are working of the panel. This switch isolates the mains and the DC supplies to the ESD
if at least one of them becomes unhealthy. In some LNG terminals all four of correctly, press and hold the MODULE LAMP TEST switch whilst observing when it is turned to the OFF position.
the trip inputs are not used and so these need be bypassed using the system the following:
configuration module.
Ship-to-Shore Emergency Shutdown

ft LAMP TEST switch is illuminated
POWER LED is green
Fibre-optic system fault indicator is red
There are three indicators on the PSM which display the status of the cabinet
supply voltages. The PRIMARY I/P and SECONDARY I/P LEDs are coloured
green when the primary and secondary mains supply is working correctly, but
change to red if either the primary or secondary supply is unhealthy. The +24V
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The ship operator can control the ship-to-shore ESD signal by connecting and Fibre-optic ESD system NORMAL indicator is green OUTPUT LED is coloured green when the PSM is functioning.
disconnecting contacts on board the ship. When connected, the SHIP ESD
Fibre-optic ESD system ESD indicator is red
STATUS LED will be green, indicating that the ship is transmitting a healthy
System Configuration Module
ESD signal to the shore terminal. When it has been disconnected, the SHIP Fibre-optic ESD system SIGNAL FAULT indicator is yellow
ESD STATUS LED will be red, indicating that the ship is not transmitting a
Fibre-optic AUDIO ALARM indicator is blue The system configuration module (SCM) is only used with the electric ESD
healthy ESD signal.
Fibre-optic CIRCUIT TEST indicator is red system and consists of seven rotary switches mounted onto a PCB. The
switches are fixed to the module front panel.
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Fibre-optic telephone system NORMAL indicator is green
Fibre-optic telephone system ABNORMAL indicator is yellow The first PYLE electrical telecommunications and ESD ship-to-shore safety link
provided a standard pin-out configuration for future terminal developments.
A circuit test pushbutton with a passive loop-back connector is supplied as test Unfortunately, as new terminals were built, not all used this standard pin-out,
equipment. and this has led to some incompatibility problems with visiting ships. For a
ship to interface correctly to an incompatible terminal, the wiring on the ship
has to be changed to suit the terminal by altering the ships wiring within the
SSL cabinet or some associated junction box. Recently, some ships have been
installed with patch panels to overcome this problem.
Illustration 4.11.1d System Block

AVC Alarm Indication ESD TPS1 TPS2 Cargo Tank Pressure
Normal Operation
Normal
(Operation Mode Selection) Operating
By Modbus
Operation Panel (ESD Set Pressure Adjusting
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IGG Blower ESD
- Quantity 2
Interlock Operation Strip & Spray Pump ESD TPS1

- Quantity 4
ESD System
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No Cargo Pump - Quantity 8 ESD TPS1
Test Test Mode Selection (CCR) CSBD
No Emergency Cargo Pump
Reset Pushbutton (CCR) ESD TPS1
Reset - Quantity 1
No Emergency High Duty Compressor
Cancel ESD Blocking (CCR) ESD TPS1
Shutdown - Quantity 2
No Control
Cargo Tank Level Override Level Override Switch
IS Barrier Air Release Solenoid Valve ESD TPS1
(EEx-ia) - Quantity 1
Emergency Shutdown Causes
C
ESD Signal
Ship Shore Communication ESD
NC
Manual Trip Manual Pushbutton (IS) Link System (Elec/Optic)
Processor (Elec/Optic)
Liquid Dome - Quantity 4 Self-
Manifold Port/Starboard Side - Quantity 2 Diagnosis
Shore Connection Valve
Forward Area - Quantity 1 (Port/Starboard) ESD
Cargo Compressor Room - Quantity 1 IS Barrier - Quantity 10
Electric Motor Room - Quantity 1 (EEx-ia)
NC Solenoid Valve Box Cargo Tank Filling Valve TPS2
Manual Pushbutton (NIS)
- Quantity 4
Fire
(Fusible Plug Melted)
FCR - Quantity 1
W/H - Quantity 1
CCR - Quantity 1
Fusible Melting Plug (IS)

Liquid Dome - Quantity 4
NC
ft Cargo Tank Spray Valve

- Quantity 8
Master Gas Valve

- Quantity 3
TPS1 TPS2
TPS1
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Vapour Dome - Quantity 4 AVC
Manifold Port/Starboard Side - Quantity 2 Low Duty Compressor ESD TPS1
Cargo Compressor Room - Quantity 1 - Quantity 2
Electric Motor Room - Quantity 1
4-20mA
Low Pressure at Pressure Transmitter (IS)
Pneumatic Link Key
NC Tank Protection 1 Causes from
Control Air Pressure Low Pressure Switch
Independent Measurement of Pressure Communication (RS485, Modbus)
NC
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Each Cargo Tank Level 99.0% Independent Level Switch 4-20mA
Each Cargo Tank Pressure IS Circuit (Hard Wiring)
Pressure Transmitter
NC LL (2kPa)
Low Pressure at Vapour Pressure Switch
Main Line (0.3kPa(g)) Non IS Circuit (Hard Wiring)
Low Pressure at NC
Hydraulic Unit
Pressure Low Contact Signal Tank Protection 2 Causes from Interlock
NC Omicron Panel
Electric Power Fail MSBD TPS1 Tank Protection System 1
NC
NC Each Cargo Tank Level 98.5% Independent Level Switch
ESD Signal (ELEC/OPTIC) S/S Communication System TPS2 Tank Protection System 2
TPS 2
Two other types of system currently exist. One is the MIYAKI system, C) Pins 23 and 24 are connected and the SHORE TRIPS ACTIVE Switch No.5 - Public Telephone Channel No.3
which consists of one connector for the ESD and up to two connectors LED is ON. Switch position:
for telecommunications. Again, there are a number of different pin-out D) Switch position is not used but has been reserved for future A) Pins 1 and 2 are connected.
configurations between the terminals using these systems. The other system development. B) Pins 3 and 4 are connected.
uses an ITT-CANNON connector for telecommunications only. E) Pins 15 and 16 are connected and the SHIP TO SHIP REVERSE C) Pins 5 and 6 are connected.
CONNECTION LED is ON. D) Pins 7 and 8 are connected.
This SCM has been designed using the terminal wiring information available, E) Pins 9 and 10 are connected.
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but should other configurations be developed other than the present standards, Note: The pin configurations referred to above relate to the connections in
the PCB within the module has header links, which allow for patching of the the SCM panel, but the switch position will be dependant on the connections The selection position will again be dependent on which LNG terminal is being
new configuration. available at the LNG terminal. The connections to be used will need to be visited.
confirmed with the terminal before switch selection is made.
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The SCM is capable of selecting a number of terminal system configurations The ITT-Cannon sockets are fitted in stainless steel ship side boxes, fitted on
for the ESD and telecommunication on either the PYLE, MIYAKI or ITT- the main deck level accommodation aft.
CANNON connector. Switch No.1 - ESD Ship-to-Shore (PYLE)
When operating in the ship-to-shore mode the switch positions A) through to Switch No.6 - Plant Telephone Channel No.4
The ship and the shore terminal need to agree on a common configuration so D) all connect to pins 15 and 16, but position E) on the switch connects to pins
that both systems are compatible. 13 and 14. The correct switch position is dependent on the LNG terminal being Switch position:
visited and needs to be confirmed with the shore side terminal. A) Pins 1 and 2 are connected.
The SCM panel has two LED lights fitted, one that indicates the SHORE B) Pins 3 and 4 are connected.
TRIPS ACTIVE and the other that indicates a SHIP TO SHIP REVERSE C) Pins 5 and 6 are connected.
Switch No.2 - System Select D) Pins 7 and 8 are connected.
C
CONNECTION. The function of these is as follows:
Switch No.2 should be used to select either the PYLE, the Miyaki or ITT- E) Pins 9 and 10 are connected.
Shore Trips Active LED Cannon telecommunication connectors fitted.

The selection position will again be dependent on which LNG terminal is being
A number of shore side terminals do not use TANK HIGH LEVEL, LOADING visited.
ARM TRIP 1 and LOADING ARM TRIP 2 facilities as part of their ESD Switch No.3 - Telephone Channel No.1
shore-to-ship ESD signals, but some do. When this LED is illuminated it Switch position: Switch No.7 - Hotline Phone Selection
indicates that the shore is providing all four trip inputs. When the LED it is A) Pins 1 and 2 are connected.
This switch can be toggled between the hotline telephone system and the
not illuminated, only the ESD signal is received and so the tank high level, the B) Pins 3 and 4 are connected.
loading arm 1 and the loading arm 2 functions are bypassed.
Ship-to-Ship Reverse Connection LED

Under normal circumstances, the ship will be connecting to a shore system for ft C) Pins 5 and 6 are connected.
D) Pins 7 and 8 are connected.
E) Switch position is not used.
private line telephone.
CAUTION
Under no circumstances should the PYLE connectors be removed from
their receptacles once an ESD healthy state has been established between
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The selection position will again be dependent on which LNG terminal is being
loading or off-loading of LNG fuel. A condition might arise however where it visited. the ship and the shore. Removing any of the connectors will initiate an
is necessary for a ship to transfer its cargo to another ship. In such a case, one ESD trip and the consequences associated with an ESD state.
ship must set switch No.1 on the panel to position E, so effectively becoming
the shore system as far as the ESD signal routing is concerned. This will Switch No.4 - Hot-Phone/Private Telephone Channel No.2 Should it ever occur that the ship has to interface to a shore system that is
cause the SHIP TO SHIP REVERSE CONNECTION LED to illuminate. Switch position: not configurable with SCM, then it will be necessary to patch the necessary
A) Pins 1 and 2 are connected. signals through the SCM using patch leads. This can be achieved as follows:
The SCM panel switch functions and operations are as detailed below: B) Pins 3 and 4 are connected.
D
C) Pins 5 and 6 are connected. a) Ensure that the SSL is powered down.
Switch No.1 - ESD Shore-to-Ship (PYLE) D) Pins 7 and 8 are connected.
b) Pull the SCM out from the SSL far enough to allow the lid to be
E) Pins 9 and 10 are connected.
Switch position: removed to gain access to the PCB.
A) Pins 13 and 14 are connected and the SHORE TRIPS ACTIVE The selection position will again be dependent on which LNG terminal is being c) Use the information obtained from Seatechnik to make the
LED is OFF. visited. necessary patching.
B) Pins 23 and 24 are connected and the SHORE TRIPS ACTIVE
LED is OFF. d) Return the SCM into the SSL.
Ship Side Connection Boxes Cargo Tank Level

The ESD will be activated in the event of the cargo tank levels reaching 99%
Stainless steel ship side boxes and connectors are provided port and starboard of their total volume. The activation levels are:
midships. These carry:
No.1 cargo tank - 27.178 metres
1) A Furukawa-compatible 6-way connector with a 6-way ST type No.2 cargo tank - 27.095 metres
connector patch panel. These are normally connected 1-1, 2-2,
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etc. In the event of problems with ship or shore, the 2 spare cores No.3 cargo tank - 27.095 metres
5, 6 can be used in place of the defective core, ship or shore. The No.4 cargo tank - 27.095 metres
complete ship connector, if defective, can be transferred from
port to starboard and vice versa. For fault finding, a patch lead
Vapour Header Pressure Low
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may be used to loop-back 1-2, 3-4 to test the cable as opposed
The ESD will be activated in the event of the main vapour header pressure
to the connector.
dropping to 0.3kPa or less.
2) A 37-way Pyle-National connector is fitted for signal transmission
to shore, and 4-way earthing connectors are installed with local Power Failure
earthing to enable shore-ship bonding by local rules in French The ESD will be activated in the event of a total blackout on board.
terminals. The connectors are spring-loaded and the plugs
disconnect while the barrel is still connected to the receptacle.
Hydraulic Oil Pressure Low
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3) A 6-way Miyaki Denki Receptacles for ESD and TEL use. The ESD will be activated if the hydraulic oil system pressure that operates
These are isolated and interlocked so that the plug can only be the cargo valves drops below 9.0MPa The hydraulic actuators fitted to the
inserted when the circuit isolator is off and vice versa. port and starboard cargo loading manifolds are also supplied with oil from
supplementary hydraulic accumulators that ensure quick response times in the
4) A Strainstall Mooring Load Monitor socket. event of an ESD.
Operation of Hotline Telephone Link Fibre-Optic Link

The fibre-optic link allows the terminal to trip the ships ESD system and the
The hotline telephone operates in Iwatsu CALL-SIGNAL mode and in private
line mode as selected by switch No.7 on the SCM. Some Pyle-National
equipped terminals use Iwatsu CALL-SIGNAL mode for the hotline telephone.
The majority of others use the private line mode which is a standard 48V DC ft ship to trip the terminals system in the event of an emergency. An ESD will be
activated if the fibre-optic link between the ship and the shore is disconnected
or broken.
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line 80V AC ring format. The shore provides an exchange simulator or ring-
Electrical Link
down module, the ship equipment is simply a two-wire handset equivalent. In
this mode, the phone is lifted to ring the other instrument and the user talks The electrical link allows the terminal to trip the ships ESD system and the
when the phone is answered at the terminal. ship to trip the terminals system in the event of an emergency. An ESD will be
activated if the electrical link between the ship and the shore is disconnected
or broken.
Tank Protection System
D
Cargo Tank Pressure Low Pneumatic Link
A tank protection trip will be activated if the pressure in the cargo tanks drops The ESD will be activated if the pneumatic link is disconnected or broken and
to a pressure of 2kPa or less. the air pressure falls below the preset trip setting which is adjustable in the
cargo control room.
Illustration 4.11.2a Emergency Air System
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Manifold
Platform
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Pressure Switch Side Passageway
Pushbutton to be Box for ESDS
Installed in Following (Inside
Places: Passageway)
Cargo Control Room
Wheelhouse
Fire Control Station

Dome Gas Dome Gas Dome Gas Dome Gas
Dome Dome Dome Dome
C
Electrical
Equipment
Room
ESDS Air
Control Board
Motor Compressor Cargo
Room Room Store
ft Manifold
Platform
Side Passageway
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From Main
Air Supply
D
Key
Emergency Pushbutton
Fusible Link
Compressed Air
Illustration 4.11.2b ESDS Screen Shot
y
op
C
ft
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D
4.11.2 Ship Shore link - pneumatic 2) The ships air supply will be disconnected from the ESD line When the ESD system is activated, the SSL interfaces with the IAS and
between the ship and the shore. through the IAS the following will occur:
In the event of either the optical link or the electrical link being unavailable, a The main cargo pumps in each tank will be stopped.
pneumatic link can be used. 3) The operatives on the ship and shore must now remove any
inhibits on the IAS. The system is now in a healthy state. The stripping pumps in each tank will be stopped.
The ESD will be activated if the pneumatic link is disconnected or broken and The emergency cargo pumps will be stopped if operating.
the air pressure falls below the preset trip setting which is adjustable in the Ship-to-Shore ESD Pneumatic Trip
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cargo control room. The IAS mimic screens will indicate the reason for the The high duty compressors will be stopped.
ESD situation by a change of colour, from green to red, of the item causing Generating a ship-to-shore ESD trip is achieved by opening the ship side All the manifold cargo valves will be closed.
the ESD. The cargo pump and spray pump symbols will change colour, contacts. When this is done the soft dump valve will de-energise causing the air
in the system to vent to atmosphere. Both the ship and shore side systems will The shore terminal will be signalled to stop operations.
indicating that there is a block on their operation and further operations are
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not permissible. Once the cause of the ESD has been cleared, the ESD system detect this change in pressure. The shore side circuit will then open indicating The air releasing solenoid valve (pneumatic line in Ship/Shore
can be enabled by activating the RESET icon on the IAS ESD graphic screen. an ESD unhealthy condition. link connection) opens.
Symbols will change from red to green, indicating that further operations are The ESD alarm will be activated.
permissible. Shore-to-Ship ESD Pneumatic Trip
ESD activation signal should be transferred to the automatic
The pneumatic link consists of an air hose connected to the terminal and If the shore terminal exhausts the system air at the shore facility, this will valve control (AVC) and the AVC will control the master gas
pressurised to a setting which is agreed between the ship and the terminal. The generate a shore-to-ship ESD. The ships pressure transducer will then sense valve and the low duty compressor as the situation requires.
pressure is set in the cargo control room. the drop in pressure and on dropping below the SET value, the latching relay
will drop out.
C
Both the ship and the terminal have pressure switches which will activate an
ESD trip in the event of a loss of air pressure. Unlike the electrical and optical Emergency Shutdown Activation
links, there is no communication link, so communication can only be achieved
by radio. The ESD system can be activated by any one of the following:
The pneumatic ESD system is powered-up when the PNEUMATIC position is The deck trip system which includes twelve sets of fusible links
selected at the cargo console. For this to operate, instrument air at a pressure located around the deck at the cargo loading manifolds, cargo
between 300 and 900kPa must be supplied to the ESDS air control board compressor room, cargo electric motor room and the cargo tank
located in the electrical equipment room cabinet from the ships general service domes. If any one of these links fuse, it will initiate an ESD.
and instrument air 800kPa system. To allow for any maintenance that may be
required an inlet isolating valve has been provided.
The ships air supply is fed into a pressure regulator with filter assembly which ft Manual emergency pushbuttons at various locations around the
main deck, the cargo control room, fire control station and the
wheelhouse.
Cargo vapour main line header pressure low.
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is responsible for setting the maximum pressure that will be applied to the
ESD system. The operator should set this pressure by adjusting the pressure Cargo tank pressure low low.
regulator whilst observing the pressure gauge. Cargo tank high level trips (99%).
A dump valve has been provided in the system and this is responsible for Vessel electrical blackout.
routing the ESD line into either the ships air supply or directly to atmosphere. Hydraulic actuator power pack low pressure.
When the ship-to-shore ESD is healthy the dump valve routes the air into the
ESD line between the ship and the shore. This maintains the line pressure Fibre-optic link trips ESD.
D
above the ESD trip pressure, so indicating an ESD healthy condition. Electric link trips ESD.
Pneumatic link trips ESD.
A ship-to-shore ESD condition will occur when the ship side circuit goes open
circuit, causing the following: Shore terminal ESD trip.
Automatic shutdown by control air pressure low.
1) The pneumatic dump valve will route the air from the ESD line
between the ship and the shore to atmosphere. Automatic shutdown by system failure.
Automatic shutdown by I/O failure.
Illustration 4.11.2c Control Flow Chart for ESDS
ESD Activation Select
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ESD Pneumatic Set Pressure Quick Charging Valve Close
in Cargo Control Room
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Pneumatic Activate Pneumatic Bypass
Selection Selection
No
SS Link Press Drop to Below
the Set Value
Press
No Yes
Reset PB within
C
5 Seconds
Yes
Valve Control Valve Control

1. Air Releasing Valve Close Unloading Mode Selection Loading Mode Selection
1. Air Supply Valve Close
2. 3 Seconds 2. Quick Charging Valve Close
3. Air Supply Valve Open 3. Air Releasing Valve Open
4. Quick Charging Valve Open 4. EP Regulator Power Off
5. EP Regulator Power On
Start the Electro Pneumatic

Pressure Control to Slightly ft External Timer Start
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Higher than Set Point
Yes
Timer Time Up
No 1. Control Air Press Normal

2. SS Link Pressure Higher No
D
than Control Valve
ESD Activation ESD Activation For Manifold
(Without Manifold Valve Close) (Close)
Yes
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4.12 Relief Systems
4.12.1 Cargo Tank Relief Valves
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4.12.2 Insulation Space Relief Valves
4.12.3 Pipeline Relief Valves
Illustrations
4.12.1a Pressure Relief Valve Operation
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4.12.2a Pilot Operated Safety Relief Valve
4.12.2b IBS and IS Pressure Control Table
4.12.2c Cargo Tank Pressure Table
4.12.3a Typical Pipeline Relief Valve
ft
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Illustration 4.12.1a Pressure Relief Valve Operation
Key
Intermediate Pressure
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Exhaust Pressure
System Pressure
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C
Closed Pilot Open Open and Flowing
Pilot Spring Sense Diaphragm

Boost Cavity
Boost Diaphragm
Sense Cavity
Spindle Seal
Diaphragm Pilot Exhaust
Blowdown Adjustment
Orifice (Variable)
Dome
Pilot Seat
Fixed Orifice
ft
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Main Valve Diaphragm
Main Valve Seat
From Liquid Dome From Liquid Dome From Liquid Dome

D
4.12 relief systems Valve Operation
The valve is kept closed by the pressure in the sensing chamber, boost chamber
Introduction and dome chamber being equal to the tank pressure and less than the force
exerted by the spring-load.
Each cargo tank is fitted with two pressure/vacuum relief valves as required
by the IMO code. The primary insulation and secondary insulation spaces are When the tank pressure reaches the set pressure it overcomes the spring-load
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each protected by two pressure relief valves per cargo tank. The valves are allowing the disc of the pilot valve to open slightly, causing a small flow of gas
manufactured by Fukui Seisakusho and are designed specifically to work on through the pilot line to be discharged via the pilot valve outlet.
marine-based LNG systems.
This discharge causes a pressure drop in the sensing chamber, which in turn
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4.12.1 cargo tank relief valves destroys the pressure balance condition between the sensing chamber and
boost chamber causing the pilot valve to open fully.
Type: PORV 10 *12 When the pilot valve opens, it in turn causes a drop in pressure within the main
Model: PSL-MD13-131-NS1(B) valve dome chamber and the main diaphragm is pushed upwards, raising the
sealing disc and opening the main valve, venting the tank to the respective vent
Tag No: CR105//405,107//407
mast riser.
No. of units: 8
No. per tank: 2 When the tank pressure drops to a predetermined level, the spring-load begins
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Set pressure: 25kPaG to overcome the system pressure again, causing the pilot valve to go down and
Closing pressure: 22kPaG reseat. The tank pressure acts on the main diaphragm causing the main valve
to close and the pressure in all the chambers is again equalised.
Vacuum setting -1kPaG

The cargo tank relief valves are fitted at the top of each tank liquid dome
and vent to their associated vent mast riser. The relief valves are of the pilotft
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operated relief valve type (PORV). A cargo tank pressure sensing line relays
the pressure directly to the pilot operating valve, therefore accurate operation
at low pressures prevailing inside the tank is assured.
The cargo relief valves are set up initially by the manufacturer for the
requirements on the ship. If overhaul of the valves by ships staff is carried
out, the valves must be checked and reset to the original settings. (See the
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manufacturers instructions for details.)
Note: It is extremely important that the vent mast is checked on a regular

basis and drained of any accumulation of water. The purpose of this is to
ensure that the relief valves operate at their correct settings, which would
otherwise be altered if any water were to accumulate in the vent mast and
flow onto the valve assembly.
Illustration 4.12.2a Pilot Operated Safety Relief Valve
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Cap
See Enlarged Detail

Jam Nut
Upper Spring
Spring Washer
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Upper Diaphragm Cover
Diaphragm
Set Plate
Set Plates Sense Upper Case
Diaphragm
Diaphragm
Diaphragm Retainer
Lower Case
Lower Diaphragm
Set Plate
Guide
ft
Spindle
Sleeve
Boost
Diaphragm
Boost
Diaphragm
Cover
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Disc Disc Seat
Centre
Sense Pipe
Body
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Valve Body
Seat Cover
Nozzle
4.12.2 Insulation Space Relief Valves Illustration 4.12.2b IBS and IS Pressure Control Table If overhaul of the valves by ships staff is carried out, the valves must be
checked and reset to the original settings. (See the manufacturers instructions
for details.)
Interbarrier Spaces (IBS) PRESS INTERBARRIER SPACE INSULATION SPACE
Manufacturer: Fukui Seisakusho (kPaG)
Liquid Dome Casing
Type: PORV 2*3
Model: PSL-MD13-131-S1(B) 3.5 PRESS. RELIEF VALVE OPEN
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Access to the tank for the cargo pump, stripping pump, emergency pump
Tag No: CR102//402,103//403 column, float gauge, filling line and associated pipework is through the liquid
Number of units: 8 3.0 PRESS. RELIEF dome. There is also a manhole for entry into the tank to carry out inspection
VALVE OPEN
Number per tank: 2 and repair.
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Set pressure: 3kPaG
2.5 HIGH PRESS. ALARM
Closing pressure: 1.8kPaG
Blowdown pressure: 1.2kPa DIFF. HIGH
1.0kPa) PRESS. ALARM
Flow rate per valve: 359Nm3/h 2.15
N2 EXHAUST
Vacuum block: -80kPaG (no leakage for 1 minute) 2.0 VALVE OPEN
(0.7kPa)
N2 SUPPLY
Insulation Spaces (IS) (0.4kPa) VALVE CLOSE
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Manufacturer: Fukui Seisakusho N2 SUPPLY
Type: PORV 2*3 1.5 (0.2kPa)
VALVE OPEN
HIGH PRESS. ALARM
Model: PSL-MD13-131-S1(B) N2 EXHAUST DIFF. LOW
1.0
Tag No: CR101//401,104//404 VALVE OPEN PRESS. ALARM
(0.0kPa)
Number of units: 8
Number per tank: 2 0.7 N2 SUPPLY
VALVE CLOSE
Set pressure: 3.5kPaG IBS PRESS.
Closing pressure:
Blowdown pressure:
Flow rate per valve:
Vacuum block:
2.1kPaG
1.4kPa
460Nm3/h
-80kPaG (no leakage for 1 minute) ft 0.5
0.4
N2 SUPPLY
VALVE OPEN
The above values in ( ) are the
Differential Pressures between the
IBS and IS.
LOW PRESS.. ALARM
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LOW PRESS
0.2
ALARM
Each IBS and IS insulation space is protected by two pilot operated relief
valves. They are smaller than the valves on the cargo tanks and are designed to
operate only as pressure relief valves, ie, they do not open under a vacuum. The
liquid dome and vapour dome each have one relief valve for the interbarrier It is extremely important the vent line is checked on a regular basis and drained
and insulation space that surrounds them. of any accumulation of water. The purpose of this is to ensure that the relief
valves operate at their correct settings, which would otherwise be altered if any
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A gas detection line is led out from below each of the valves to the gas water were to accumulate in the vent mast and flow onto the valve assembly.
monitoring system to give a constant indication of the atmosphere inside the
interbarrier and insulation spaces. The IS insulation space relief valves vent directly out to the deck, via a
downward facing tail pipe. It is not necessary for these to be led to a mast riser
The IBS space relief valve outlet is led to a separate vent line, which runs up as the likelihood of there being LNG vapour in this insulation space is very
alongside the associated vent mast. This is in order to prevent any counter- remote.
pressure or back-flow from the main vent mast should the cargo tank relief
valves lift, or from the nitrogen snuffing system. The IBS and IS insulation space relief valves are set up initially by the
manufacturer for the requirements on the ship.
Illustration 4.12.2c Cargo Tank Pressure Table

Interbarrier Space Insulation Space
Cargo Tank Pressure Kilopascals Gauge (kPa) Pressure Kilopascals Absolute (kPaA)
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Cargo tank pressure 25kPa
relief valve open 24
Forward vent valve open 23
High - high pressure alarm Spray pump stop
22
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Spray nozzle close
Forward vent valve close 21
High pressure alarm 20
19
18
17
16
15
14
13
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12
Gas management system
11
10
9.0
8.0
7.0
6.0 106kPaA Operating Pressure
5.0 MDO back-up reset
4.0 MDO back-up order
Low tank pressure alarm ft

3.5
3.4
3.2
3.0 3.0kPa IBS relief valves open
3.5kPa IS relief valves open
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Pump start interlock 2.8
2.6
2.5kPa IS high pressure alarm
2.4
2.2
Low low tank pressure alarm 2.0
and tank protection system 1.8
-Cargo and Spray Pump stop
-Emergency Pump stop 1.6
IBS + 0.5kPa N2 exhaust valve control
1.4
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-Spray valve close 1.3kPa IBS high pressure alarm
-HD compressors stop 1.2
1.0 1.0kPa N2 exhaust valve control
0.8 IBS + 0.2kPa N2 supply valve control
ESD Very low tank pressure alarm
- All Cargo and Spray Pumps stop 0.6
0.5 kPa N2 supply valve control
-Manifold ESD valves close 0.3kPa 0.4 0.4kPa IS low pressure alarm
-Gas Master valve close 0.2 0.2kPa IBS low pressure alarm
-HD compressors stop 0.0
Cargo tank vacuum -1.0
relief valve open
4.12.3 pipeLine Relief Valves Illustration 4.12.3a Typical Pipeline Relief Valve
Each section of the cargo pipework that can be isolated has a conventional
spring-loaded type pressure relief valve fitted. The main and spray line safety
valves on each tank exhaust into the tank via a spectacle blank and non-return
valve. All the other safety valves exhaust into a common main which is
connected to No.2 and No.3 tanks via spectacle blanks and non-return valves.
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1
The operating pressure for the cargo line safety valves is generally 1200kPaG,
but some lift at 1000kPaG. The valves vary in size and flow relative to the size
of the pipeline they are attached to. 2
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3
Liquid Header 4
Type: Conventional 4*P*6
Model: REC131-S1(E) 5
No. of units: 2
6
Tag No: CR-701, 706
7
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Set pressure: 1200kPaG
Closing pressure: 1080kPaG
Flow rate per valve: 43,610Nm3/h 8
Tank Liquid Header

Type:
Model:
No. of units:
Tag No:
Conventional 2*J*3
REC131-S1(E)
4
CR-112, 212, 312, 412
ft 4
10
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11
12
Key
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1. Cap 7. Spindle Rod
2. Adjusting Bolt 8. Spindle Point
3. Adjusting Bolt Nut 9. Guide
4. Seal and Wire 10. Disc Holder
5. Bonnet 11. Body
6. Spring 12. Nozzle
Spray Header Manifolds

Manufacturer: Fukui Seisakusho Manufacturer: Fukui Seisakusho
Type: Conventional 2*J*3 Type: Conventional 1.1/2*G*2
Model: REC131-S1(E) Model: REC131-S1(N)
No. of units: 3 No. of units: 16
Tag No: CR-702, 704, 705 Tag No: CR-001 to CR-016
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Set pressure: 1200kPaG Set pressure: 1200kPaG
Closing pressure: 1080kPaG Closing pressure: 1080kPaG
Blowdown pressure: 120kPa Blowdown pressure: 120kPa
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Flow rate per valve: 8,781Nm3/h Flow rate per valve: 3,501Nm3/h
Type: Conventional 3*L*4

Machinery Space
Model: REC131-S1(E)
No. of units: 1
Type: Conventional 3/4*E*1
Tag No: CR-703
Model: REC131-S1(N)
No. of units: 2
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Tag No: CR-504, 505
Tank Spray Lines Flow rate per valve: 1,656Nm3/h
Type: Conventional 1.1/2*G*2 Type: Conventional 1.1/2*G*2
Model:
No. of units:
Tag No:
Set pressure:
REC131-S1(N)
4
CR-109, 209, 309, 409
1200kPaG ft
Model:
No. of units:
Tag No:
Set pressure:
REC131-S1(N)
3
CR-502, 503, 508
1000kPaG
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Closing pressure: 1080kPaG Closing pressure: 900kPaG
Blowdown pressure: 120kPa Blowdown pressure: 100kPa
Flow rate per valve: 3,501Nm3/h Flow rate per valve: 2,956Nm3/h
Type: Conventional 3/4*E*1

Model: REC131-S1(N)
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No. of units: 1
Tag No: CR-507
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4.13 Ballast Level and Ships Draught Gauging System
4.13.1 Ballast Piping System
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4.13.2 Ballast Level and Draught Indicating System
4.13.3 Ballast Exchange System
Illustrations
4.13.1a Water Ballast System
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4.13.1c Ballast System Screen Shot
4.13.2a Pulse Radar Type Draught and Tank Level Indicating System
4.13.2b Ballast Level Gauge
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4.13.2c Independent Level Alarm System
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Illustration 4.13.1a Water Ballast System LIAHL LAHH

IAS IAS Bosun Store
Water LX LS No.4 Water Ballast Tank (Port) No.3 Water Ballast Tank (Port) No.2 Water Ballast Tank (Port) No.1 Water Ballast Tank (Port)
Ballast Tank
LIAHL LAHH LIAHL LAHH LIAHL LAHH LIAHL LAHH
(Engine Room) From Inert IAS IAS IAS IAS IAS IAS IAS IAS
Forward
Gas Line
BA16 LX LS LX LS LX LS LX LS
Water
Ballast
BA53
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Tank
Drain
LCAL (Port)
IAS Valve
LCAL
LS
BA12 TV01 BA10 BA08 BA06 BA04 IAS
Water Ballast LS
Fore
LIAHL
Aft Peak IAS
LX Peak
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Tank Tank
BA51
LAHH
LS (Void)
BA14 IAS LIAHL
IAS
BA02 BA01
LX
LIAHL LAHH
IAS IAS BA15 BA03 LAHH
LS BA52
IAS
LX LS LIAHL
LX
IAS
LS
BA13 BA11 BA09 BA07 BA05 LCAL Bow
LS
IAS
LCAL Thruster
IAS
Forward Room
Water
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Ballast
BA17 LIAHL LAHH LIAHL LAHH LIAHL LAHH LIAHL LAHH
Tank
IAS IAS IAS IAS IAS IAS IAS IAS (Starboard)
Water
Ballast LX LS LX LS LX LS LX LS
Tank LX LS No.4 Water Ballast Tank (Starboard) No.3 Water Ballast Tank (Starboard) No.2 Water Ballast Tank (Starboard) No.1 Water Ballast Tank (Starboard)
(Engine
Room) LIAHL LAHH
IAS IAS
Key
Ballast Water
Inert Gas
Hydraulic Oil
To Inert Gas
Generator BA25
ft
BA49
104V
BA45
BA27 BA29
BA46
BA31
BA47
BA33
BA48
BA35
BA38 BA40
BA50
BA44
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Electrical Signal
No.1 Eductor No.2 Eductor
PI PI PI
No.1 Water No.2 Water No.3 Water
Ballast Ballast Ballast BA37 BA39 Water Spray
Pump Pump Pump Pump
PI PI PI
(Self-Priming) (850m3/h x 110mth)
To Water
BA26 BA28 BA30 BA32 BA34 BA36 Spray
BA41 BA42 BA43

BA22
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BA18 BA19
BA21 BA20
High
Sea Chest Low
BA23 S-1V General Sea Water Main S-2V BA24
BA44 Sea Chest
Emergency Bilge Suction
Reference Shipyard Drawing: 2T-7400-003 Rev No.300 - Piping Diagram of Ballast System
4.13 Ballast Level and ships Draught Within the engine room this main is continued to service the two engine room No.3 ballast pump has an emergency direct bilge suction from the engine room
Gauging System ballast tanks, port and starboard and the aft peak water ballast tank. bilge, via valve B44V, which is operated locally from an extended spindle. This
pump is of the self-priming type.
Final educting is done using the water spray pump as the driving water for the
4.13.1 Ballast Piping system
eductors. The fire, bilge and general service pumps can also supply the driving
water if required. The stripping line discharges through its own overboard System Control
Description valve BA44 on the starboard side.
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The ballast system is remotely controlled and monitored from the cargo
The primary spaces beneath and around the outboard side of the cargo tanks are control room using the IAS in conjunction with the ballast screens. Operation
utilised as ballast tanks to optimise draught, trim and heel during the various Ballast Pumps responsibility can also be transferred to the IAS operator stations in the
load conditions of the vessel. Manufacturer: Shin Shin Machinery Co. Ltd. wheelhouse.
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No. of sets: 3
The primary ballast spaces are divided into four sets of wing tank water ballast The system includes the following:
Type: Vertical, centrifugal with self-priming of No.3
tanks along the cargo deck, together with the port and starboard forward water
Model: CAD 450-12 V48 ASN (Nos.1 and 2 pumps) Pump and valve control
ballast tanks. The aft peak and the two engine room side water ballast tanks can
also used to carry ballast when required. This gives a total ballast capacity of CAD 450-12 V48 ASN w/PG (No.3 pump) Tank level monitoring
59,125m3, approximately 57,573 tonnes when filled with sea water to 95%. Capacity: 3,000m3/h at 30m (about 3 bar) Automatic filling / emptying function
The fore peak tank is normally considered a void space, but is connected to the Automatic change of ballast water during passage
ballast system and can be used for ballast if necessary. Motors
Manufacturer: Hyundai The ballast pumps are started and stopped using the IAS ballast screen,
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Three, 3000m3/h, vertical centrifugal pumps are fitted, which enable the total
No. of sets: 3 provided that the switches on the main switchboard group starter panel are set
ballast capacity to be discharged or loaded in approximately 24 hours using
to remote. When the system is in automatic mode the pumps have an automatic
one pump, or 12 hours using the two pumps. The pumps are driven by electric Type: TEFC, IC411
stop sequence control for low and high tank status. When on local control, the
motors and are located on the engine room floor forward. Model: HLE5 352-66V pumps can be started and stopped from the group starter panel, and can be
Max power output: 375kW stopped from this panel regardless of the position of the local/remote switch.
The 550mm fore and aft ballast main runs through the duct keel with tank
valves mounted on tank bulkheads. The design for the two eductors is that they Speed: 1190 rpm The group starter panels always take priority and can take control from the
each have their own 200mm stripping main which intersect the main ballast Starting method: DOL (Direct-on-line) cargo control room at any time.
main, No.1 eductor connects to the port main and No.2 eductor connects to the
starboard ballast main. This allows each eductor to draw on its own designated
ballast main, there is also a crossover facility that enables both eductors on
to a single ballast main or a single eductor to draw on both ballast mains
simultaneously. ft Ballast Stripping Eductors
Manufacturer:
No. of sets:
Teamtec
2
The IAS has to send a Power Available signal to the switchboard prior to the
Start signal. When starting in local mode a Power Request signal is sent from
the switchboard to the PMS IAS.
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Note: There is no interlock between the pump and the suction valve if the
Type: 6-8-10 d42
The ballast line is a 550mm ring main with a forward crossover connection pump is started in local mode and the valve is closed. In this case the IAS
and valve, each of the primary ballast tanks, the forward ballast tanks and fore Capacity: 300m3/h at 6mwc suction lift will give an alarm.
peak tank have a 350mm branch pipe with a hydraulically operated valve and Driving water: 230m3/h at 11 bar
terminating in a bellmouth suction. All hydraulically operated valves in the system are also operated using the on-
screen menu/keyboard in conjunction with the IAS ballast screen. Two basic
All valves are hydraulically operated butterfly valves, the tank main suctions Note: Three portable hydraulic handpumps are provided for emergency use,
types of valve are fitted, those which can be positioned at the fully closed or
and pump discharge valves are of the intermediate position controlled type. two in the pipe duct space and one in the starboard side passageway.
fully open position, and those which can be positioned at any point between
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fully open and fully closed. The position of all valves is shown on the mimic.
All of the hydraulic valves within the system are controlled from the IAS The pumps take their suction from the sea crossover, with the high sea suction
Provision is made for a portable handpump to be used to operate each valve in
except the fore peak tank valve, and the forward drain valve BA-53 which are being on the port side of the ship and the low sea suction being on the starboard
the event of hydraulic accumulator failure. The pump discharge valves and the
operated from deck stands at the bosuns store. side of the centre line on the flat bottom. The low sea suction is normally used
main tank suction valves are multi-positional. All other valves are either open
when loading ballast. When discharging ballast, the pumps take their suction
from the ballast crossover main and the open ballast tanks. or closed. In addition to being operable from the cargo control room the valves
The ballast pumps fill and empty the primary ballast tanks, the forward ballast
can also be operated from the hydraulic power station, using the pushbuttons
tanks and fore peak tank via the port and starboard side 550mm ballast mains.
No.1 and No.2 ballast pumps have interlocks which allow them to be used for on the individual solenoids.
The crossover valve BA03 between the port and starboard main ballast lines is
forward of the duct keel. supplying sea water to the inert gas generator system.
Illustration 4.13.1b Ballast Pumps Screen Shot
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ft
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The on-screen ballast menu also shows when the pumps are switched to remote
or manual operation, pumps amps, pumps suction and discharge pressure, the
position of the valves and the contents of the tanks, which can be displayed as
a combination of the following choices:
Sounding in metres
Volume in m3
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Control and Alarm Settings
Alarm setting can be set as either a percentage of the total volume or a
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sounding.
Radar Pulse Type Level Gauge Settings

Setting Description
95% Fore peak tank level high
2m Fore peak tank level low
95% Forward port ballast tank level high
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2m Forward port ballast tank level low
95% Forward starboard ballast tank level high
2m Forward starboard ballast tank level low
95% No.1 port ballast tank level high
2m No.1 port ballast tank level low
95% No.1 starboard ballast tank level high
2m No.1 starboard ballast tank level low
95%
2m
95%
2m
No.2 port ballast tank level high
No.2 port ballast tank level low
No.2 starboard ballast tank level high
No.2 starboard ballast tank level low
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95% Engine room port ballast tank level high
2m Engine room ballast port ballast tank level low
95% Engine room ballast starboard ballast tank level high
2m Engine room ballast starboard ballast tank level low
95% Aft peak ballast tank level high
2m Aft peak ballast tank level low
Illustration 4.13.1c Ballast System Screen Shot
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ft
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Illustration 4.13.2a Pulse Radar Type Draught and Tank Level Indicating System
IS Barrier and I/O Box To IAS (RS 485)

- 12 x IS Barrier (Vegatrenn149A Ex)
- 3 x A/D Converter (AD-82)
- Power Supply Unit Power Supply AC 220V
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Pulse Radar
Sensor Hazardous Area Safety Area
Pulse Radar
Sensor
Pulse Radar
Sensor
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Vent Head Pulse Radar
Pulse Radar
Pulse Radar Sensor
Sensor
Pulse Radar Pulse Radar
Pulse Radar Sensor
Sensor Sensor
Sensor
Bosun
3rd Deck in Store
Engine Room Tank Top
Cargo Tank Cargo Tank
ft Cargo Tank Engine

Room
Fore
Peak
Tank
Cargo Tank
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Ballast Tank Ballast Tank Tank Bottom
1. Aft MDO Bunker

1. Forward Water Ballast Tank (Port)
1. Water Ballast Tank 1. Fore Peak Tank 1. Draught Extreme 1. Draught Extreme Tank (Port) 2. Aft MDO Bunker
in Engine Room (Port) 2. Aft Peak Tank
1. No.1 Water Ballast Aftward Forward 2. Forward Water Ballast Tank (Starboard)
Tank (Port) 1. No.4 Water Ballast 1. Draught Midship (Port) 2. Water Ballast Tank Tank (Starboard)
Tank (Port) 2. Draught Midship (Starboard) in Engine Room
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2. No.1 Water Ballast 3. Forward MDO Bunker
Tank (Starboard) 2. No.4 Water Ballast (Starboard)
Tank (Starboard) Tank (Port)
3. No.2 Water Ballast
4. Forward MDO Bunker
Tank (Port)
Tank (Starboard)
Tank (Starboard)
Tank (Port)
Tank (Starboard)
4.13.2 Ballast Level and Draught Indicating echo from the surface. The difference in frequency between the transmitted and Illustration 4.13.2b Ballast Level Gauge
System reflected signal is directly proportional to the measured distance, ie, ullage.
The pulse radar level transmitter at the top of the tanks, within the hazardous
Remote Sounding System for Tanks area, outputs its signal to zener barriers which act as the interface between the Pulse Radar Level Transmitter
hazardous area and the non-hazardous area. From the barriers, the signal goes
The ballast levels can be seen on the IAS graphic display screen BALLAST. to the control box in the electrical equipment room on A deck for interpretation
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Each tank has a graphic representation of the level and a read-out of the and forwarding to the IAS display unit in the cargo control room. Signals from
contents in cubic metres. Each tank is fitted with individual transmitters for the tanks located outside the hazardous area are sent directly to the control box
ballast tank level indication purposes. for interpretation and display via the IAS in the cargo control room.
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Manufacturer: Hanla Level Co. Remote sounding of the ships fresh water, fuel oil, lubricating oil, atmospheric
Vent Holes
Type: Pulse radar level transmitter drain and relevant bilge holding tanks, is via the Hanla system of magnetic
floats rising and falling in a support column. The column has a series of reed
switches and resistors arranged as a potentiometer at intervals of 2cm. As Cargo Tank
Several different types of sensors are used due to the tank configuration and
are listed as follows: a float magnet rises up the column, the reed switches adjacent to the float
connect the centre connection to the resistor chain. The level can therefore
Tank Sensor Type be determined by the voltage from the centre connection with respect to the
common connection of the element. Head-mounted electronics convert the
Fore peak water ballast tank PS66.XMDFD2HVMXX
voltage from the potentiometer into a 4 to 20mA signal which is transmitted to
Forward water ballast tank, port PS66.XMDFD2HVMXX
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a control box in the electrical equipment room.
Forward water ballast tank, starboard PS66.XMDFD2HVMXX
No.1 water ballast tank, port PS66.CMDFD2HVMXX The engine room ballast system tank signals are transmitted to the IAS display
No.1 water ballast tank, starboard PS66.CMDFD2HVMXX unit in the cargo control room. The remaining tank soundings are led to the IAS
display unit in the machinery control console in the engine room.
No.2 water ballast tank, port PS66.CMDFD2HVMXX
No.2 water ballast tank, starboard PS66.CMDFD2HVMXX
Stand Pipe
No.3 water ballast tank, port PS66.CMDFD2HVMXX
No.3 water ballast tank, starboard PS66.CXMDFD2HVMXX
No.4 water ballast tank, port
No.4 water ballast tank, starboard
Engine room water ballast tank port
PS66.CMDFD2HVMXX
PS66.CMDFD2HVMXX
PS66.CMDFD2HVMXX
ft
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Engine room water ballast tank starboard PS66.CMDFD2HVMXX
Aft peak water ballast tank PS66.XMDFD2HVMXX Pipe Support
Forward marine diesel oil bunker tank, port PS66.XMDFD2HVMXX
Forward marine diesel oil bunker tank, stbd. PS66.XMDFD2HVMXX
Aft marine diesel oil bunker tank, port PS66.XMDFD2HVMXX
Aft marine diesel oil bunker tank, starboard PS66.XMDFD2HVMXX
Ballast Tank
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This is a radar-type gauging system incorporating a high level alarm operating
at 95% of tank capacity together with an independent high high level alarm at
99% tank capacity. The alarms are indicated at the cargo control console and
both digital and analogue gauging outputs are available. The system has an
accuracy of 25mm and a measuring range of 0~20 metres and 0~30 metres
depending on the size of the tank and the unit fitted.
The radar transmitters on the top of the tank emit microwaves, directed by an
antenna, towards the surface of the tank contents. The antenna picks up the
Illustration 4.13.2c Independent Level Alarm System
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Independent High
Setting Point (99%) Level Alarm Switch
(Typical) For Hazardous Area Forward Water
Ballast Tank
(Port & Starboard)

Ballast Tank Ballast Tank Ballast Tank No.1 Water
(Port & Starboard) (Port & Starboard) (Port & Starboard) Ballast Tank
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(Port & Starboard)
Independent High
Level Alarm Switch Water Bank Tank
For Safety Area In Engine Room Bow
No.4 Trunk No.3 Trunk No.2 Trunk
(Port & Starboard) No.1 Trunk Thruster
Room
Aft Peak Pipe Duct Fore Peak

Tank Tank
ft
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Cofferdam
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Draught Indicating System Independent Ballast Tank High Level Alarm Independent High High Alarm Settings
Setting Description
The vessel is fitted with four pulse radar transmitters to measure the vessels The vessel is fitted with an Independent High Level Alarm unit in each of the
draught and display this on the IAS console in the cargo control room. These water ballast tanks. 99% Forward port ballast tank level high
are located fore and aft of the vessel and midships, port and starboard. 99% Forward starboard ballast tank level high
Manufacturer: Hanla Level Co. 99% No.1 port ballast tank level high
Manufacturer: Hanla Level Co. Model: AU-160D 99% No.1 starboard ballast tank level high
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Type: Pulse radar level transmitter Sensor model: TMR-71A5S-GW-T (3 sets) 99% No.2 port ballast tank level high
Model: PULS 54K TMR-71A5S-GSB-T (10 sets with IS Barrier) 99% No.2 starboard ballast tank level high
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Location Sensor Type The system consists of a single float type sensor in each of the ballast tanks 99% No.3 starboard ballast tank level high
Forward draught PS66.XMDFD2HVMXX which can be tested independently from the top of the tank. 99% No.4 port ballast tank level high
Midships draught, port PS66.XMDFD2HVMXX 99% No.4 starboard ballast tank level high
All the inputs from the level switches are connected directly to the input side of
Midships draught, starboard PS66.XMDFD2HVMXX 99% Engine room port ballast tank level high
the Ballast High level alarm panel, AU-160D, on the cargo console in the CCR,
Aft draught PS66.CMDFD2HVMXX then by relay to the the common alarm system and the IAS. 99% Engine room ballast starboard ballast tank level high
99% Aft peak ballast tank level high
The system consists of a pulse transmitter mounted above the deck level with a The 99% capacity float will activate the high level alarm and will close the
standpipe connected from the transmitter to near the bottom of the vessel. tank filling valve.
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An open branch pipe passing through the ships side with a shut-off valve is CAUTION
connected to the base of the standpipe. As the vessel changes its draught the
The system ONLY CLOSES the tank filling valve. IT DOES NOT STOP
level in the standpipe changes accordingly.
THE PUMP. The pumps must be stopped by the operator.
The radar transmitter on the top of the standpipe emits microwaves, directed by
an antenna, towards the surface of the pipe contents. The antenna picks up the The level switch has a single float with built-in permanent magnets, as the float
echo from the surface. The difference in frequency between the transmitted and moves upwards, a reed switch inside the housing is deactivated and an alarm is
reflected signal is directly proportional to the measured distance, ie, draught. raised. When the float moves downward, the reed switch is closed again.
The pulse radar level transmitters for the forward and midships draught
gauges, which are located within the hazardous area, outputs their signal to
zener barriers which act as the interface between the hazardous area and the ft When the alarm is activated the relevant LED for that tank on the AU-160D
start to flash with a red colour and the buzzer sounds, press the Buzzer Stop
button to stop.
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non-hazardous area. From the barriers, the signal goes to the control box in
the electrical equipment room on C deck for interpretation and forwarding to Cancel the IAS alarm.
the IAS display unit in the cargo control room. Signals from the aft draught
gauge, located outside the hazardous area, are sent directly to the control box Testing
for interpretation and display via the IAS in the cargo control room.
Each level switch is equipped with a mechanical testing device. The testing
device is located under a protective screw cap on top of the level switchs
junction box. By lifting the testing device slowly, the HIGH LEVEL alarm
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(99%) for that particular tank will be raised.
When testing is complete, the test device should be pressed back down and the
protective screw cap replaced.
4.13.3 Ballast Exchange System The minimum aft draught is to ensure adequate propeller immersion. The ballast pumps should be changed to pump sea to sea between each stage
to avoid unnecessary stopping and starting.
Minimum forward draught: 7.00m
Whenever ballast operations are carried out it is good practice to endeavour to
ensure the minimum number of tanks are left slack. Failure to completely fill Minimum aft draught: 8.50m
ballast tanks results in the reduction of stability of the vessel due to free surface
effect and increased corrosion in the slack tanks. When tanks are emptied they Bridge Visibility Forward
should be well drained to remove sediment, prevent free surface effect and
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assist with the reduction of corrosion. The navigational visibility, the view of the sea surface forward of the bow
should be not more than two ships lengths or 500 metres whichever is the
Due to the introduction of alien marine species from foreign ballast water being least.
discharged into their port areas and upsetting the local ecological balance,
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several countries now require that vessels arrive with ballast loaded in deep Ballast Water Management Plan (Lloyds Approved)
sea open conditions.
There two exchange sequences available for the load condition:
During the ballast voyage the vessel will have to discharge the ballast tanks Normal ballast with departure bunkers
and re-ballast with clean deep sea water. This has to be carried out taking into Normal ballast with intermediate bunkers
consideration the effects on the stress and stability of the vessel during any
ballast change. This sequence is composed of a different number of steps for ballasting/
deballasting the ballast tanks.
Ballast changes are carried out in deep sea areas over a period of time, usually
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discharging one or two sets of tanks at a time, subject to the stresses and The whole exchange process is executed as two parallel sequences, one for the
stability calculations, then refilling with deep sea clean water. This sequence port tanks and one for the starboard tanks with the aft peak tank, the fore peak
of changes is continued until all ballast water from the discharge port has been are considered empty.
discharged and replaced.
All changes and ballast operations are to be entered in the Ballast Record
Book, giving the position when the operation commenced, when completed Ballast Exchange During Voyage
and quantities involved. Similar entries are made in the Deck Log Book.
Ballast water exchange should only be carried out under suitable and favourable
The ballast admixture should contain not more than 5% of the high risk ballast,
to this end the soundings of the tanks should be recorded at the end of each
emptying phase to ensure the ballast admixture can be verified by the port
authority. ft weather conditions (calm sea).
The vessel should consider the following limitations:
Ships structural limitations, such as minimum forward draught,
longitudinal strength on hull and local strength etc.
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When the vessel arrives at the loading port the port authorities may inspect Ships stability including free surface effect.
these documents to confirm that the entries agree. Some countries also require Ships operational limitations, such as ships draught, trim, heel,
a chemist to take samples of ballast water and carry out tests before allowing navigational bridge visibility and propeller immersion etc.
any discharge of ballast within territorial waters.
Weather and sea conditions.
Note: Failure to comply with the above requirements and provide an Any other limitations required by the authorities.
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accurate record can result in severe penalties for both the vessel and the
shipping company. The sequence described in the Ballast Water Management Plan is only an
example, and the vessel must carry out a full load calculation for the proposed
During ballast exchange while at sea the following draughts should be exchange plan relevant to the actual load condition at the time prior to carrying
complied with. out the exchange.
The minimum forward draught is to avoid slamming of the bow, ballast The exchange is carried out discharging and then reloading the tanks in sequence
exchange where the forward draught will be less than stated is only to be as per the example in the Ballast Water Management Plan, calculating the
carried out in suitable weather. stresses etc, at each stage to ensure the vessel is always in a safe condition.
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Section 5: Cargo Auxiliary and Deck Systems
5.1 Temperature Monitoring System
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Illustrations
5.1a Temperature Sensors in Secondary Barrier, Trunk Deck and Duct Keel
5.1b Temperature Sensors in Cofferdams
5.1c Temperature Monitoring Screen Shot
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Illustration 5.1a Temperature Sensors in Secondary Barrier, Trunk Deck and Duct Keel
Temp. Low Alarm

Position
Setting Point
Primary Space -150C
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Secondary Space -140C
Duct Keel -10C
Trunk Deck -20C
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Aft Bulkhead Aft Bulkhead
TX TX
TIAL TX
6A 6B
IAS 10 8-TX-TDX10
8-TX-TXX05
8-TX-TXX06
TX TX 8-TX-TDX09
TIAL TIAL TX
L/2 5A 5B IAS 09 L/2
IAS Liquid Dome
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TIAL
TIAL IAS
IAS
TX TX
TX TX 8A 8B Port Port
8-TX-TXX07
Starboard 7A 7B Starboard
(Aft Bulkhead)
8-TX-CDX08
TIAL
TX TX 8-TX-TXX08
IAS 8-TX-CDX04
8A 8B (Fwd Bulkhead)
TX TX
4A 4B
TIAL
IAS
TX
9A
TX
9B
TIAL
IAS
TIAL
IAS
TX
10A
IAS
TX
10Bft
TIAL
TIAL
IAS
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TIAL TX
8-TX-TXX09 TX TX 8-TX-TXX01 8-TX-TXX10 8-TX-TXX03
IAS 06
1A 1B TX TX 8-TX-DKX06
3A 3B
TX TX 8-TX-TXX02 TIAL TX 8-TX-DKX07
2A 2B IAS 07
TIAL
IAS
TIAL
IAS
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Temperature Sensors in Primary Space Temperature Sensors on Double Hull
TXIA: For Service TX06, TX07: For Duct Keel
TX1B: For Spare TX09, TX10: For Trunk Deck
Temperature Sensors on Secondary Space

TX2A, TX3A, TX4A, TX5A, TX6A, TX7A, TX8A, TX08A: For Service 2 Element Type Sensor
TX2B, TX3B, TX4B, TX5B, TX6B, TX7B, TX8B, TX08B: For Spare
Temperature Sensors in Primary Space
TX9A, TX10A: For Service
TX9B, TX10B: For Spare
Reference Shipyard Drawing: 2T-7513-009 Temperature Sensors in Secondary Barrier, Trunk Deck and Duct Keel
5.1 Temperature Monitoring system Illustration 5.1b Temperature Sensors in Cofferdams
Nos.2, 3 and 4 Cargo Tank Forward Bulkhead No.1 Cargo Tank Forward Bulkhead
General Description
Monitoring equipment is provided in the cargo control room for insulation 8-TX-CDXF14 8-TX-CDXF11
barrier and inner hull temperatures to give warning in case of failure of the TX
1
TIAL
IAS
TX
14
TX
11
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H/2
insulation or a leakage into the interbarrier spaces and/or insulation spaces. 8-TX-CDXF01
TIAL
TIAL H/3
8-TX-CDXF12 IAS
IAS
TX TIAL TX TIAL
Each sensor is of the resistance type PT-100 (RTD). The sensors are installed in Port 2 IAS Starboard Port 12 IAS Starboard
8-TX-CDXF02
the insulation barriers and alongside the inner hull associated with each cargo 8-TX-CDXF13
TX
8-TX-CDXF15
TX
H/3
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tank. The temperature range of each sensor is : -200 to +100C. TX TIAL
13 15 H/2
3 IAS TIAL TIAL

8-TX-CDXF03 IAS IAS
The interbarrier space (IBS) RTDs (sensors), are installed in three locations
as indicated on the illustration 5.1a, all of them in pairs. The insulation barrier
(IS) RTDs are installed at seven points around the space as shown, all of them
in pairs. During normal conditions, one RTD is in service whilst the other is
L/3 L/3
on standby. (Temperature Low Alarm: 0C)
Nos.1, 2 and 3 Cargo Tank Aft Bulkhead No.4 Cargo Tank Aft Bulkhead
For the inner hull temperature measurement there are five sensors in each
tank, three are located along the bottom of the tank in the duct keel, while two
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sensors are located in the trunk deck. 8-TX-CDXA11 8-TX-CDXA14
TX TIAL
TX TX
1 IAS
11 14
In the cofferdam spaces there are three temperature sensors on each of the 8-TX-CDXA01
TIAL
TIAL
forward and aft bulkheads, except the forward bulkhead of No.1 cofferdam TX TIAL
IAS 8-TX-CDXA12 IAS
TX TIAL
which has five sensors, and the aft bulkhead of No.5 cofferdam which also has Starboard
2
8-TX-CDXA02
IAS Port Starboard 12 IAS Port
five sensors as indicated in illustration 5.1b. 8-TX-CDXA15 8-TX-CDXA13

TX TX
15 13
TX TIAL
The temperature measurements are indicated for each thermocouple in service 3 IAS
in the cargo control room via the IAS. Recording of these temperatures is also
available via the IAS.
The RTDs for the IS barrier sensors alarm point is set at -150C. The RTDs for
ft 8-TX-CDXA03
TIAL
IAS
TIAL
IAS
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the inner hull sensors alarm point is set at 0C.
Reference Shipyard Drawing: 2T-7513-009 Temperature Sensors in Cofferdams
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Illustration 5.1c Temperature Monitoring Screen Shot
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5.2 Interbarrier Space and Insulation Space Pressure Control
Illustrations
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5.2a Nitrogen Pressure Control System Screen Shot
5.2b No.1 Tank Nitrogen Pressure Control System Screen Shot
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Illustration 5.2a Nitrogen Pressure Control System Screen Shot
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5.2 Interbarrier Space AND Insulation Nitrogen Generating Plant Pressure Control Logic for IBS/IS
Space pressure control
The control panel permits fully automated unmanned operation of the units.
Nitrogen vapour produced by generators and stored in a pressurised buffer tank The following alarms and controls are mounted on the control panels: Nitrogen Supply Nitrogen Exhaust
Space Pressure Range Valve Full Open Valve Full Open
is supplied to the pressurisation headers through make-up regulating valves. Pushbuttons for start/stop operation
From the headers, branches are led to the interbarrier (IBS) and insulation System status indications IBS 0.5 ~1.0kPa < 0.5kPa > 1.0kPa
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spaces (IS) at the liquid dome of each tank. After flowing through the IBS and Pushbutton for audible alarm acknowledgement
IS the nitrogen is exhausted through regulating control valves to the IBS vent
Continuous N2 delivery pressure IS 0.7 ~1.5kPa < IBS + 0.2kPa > IBS + 0.7kPa
mast and the IS gooseneck vent on each tank from the vapour domes.
Continuous O2 content reading
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Both IBS and IS of each tank are provided with two pressure relief valves, one Dew point analyser
on the liquid dome and one on the vapour dome, which open when a pressure Explanation of Set Pressures
is sensed in each space of 3kPa for the IBS and 3.5kPa for the IS above Electrical heater temperature control
IBS supply valve open setting = 0.5kPa (opens when IBS pressure decreases
atmospheric. A manual bypass with a globe valve is provided for local venting Emergency stop pushbutton below 0.5kPa).
and sweeping of a space if required.
Interbarrier and Insulation Spaces IS supply valve open setting = IBS + 0.2kPa (opens when IS is less than 0.2kPa
The nitrogen production plant is maintained in an automatic mode. One 125m3/h
above IBS).
package is able to maintain the pressure in the buffer tank owing to the small
demands placed upon the system. The cut-in set point for the in-use unit is The inlet and outlet control valves for both spaces at each cargo tank are
IBS exhaust valve open setting = 1.0kPa (opens when IBS pressure increases
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350kPa and the stop set point is at 650kPa. When a high nitrogen demand is operated under split range control by the output of the reverse acting pressure
controller for that space. Thus, when the pressure in that space falls below the above 1.0kPa).
required and the pressure falls to 300kPa the second 125m3/h package will start
automatically and continue to run until the pressure in the tank reaches 650kPa. desired value, the inlet valve opens and the outlet valve remains shut. When
the pressure in the space rises above the desired value, the outlet valve opens IS exhaust valve open setting = IBS + 0.7kPa (opens when IS is more than
and the inlet valve remains shut. 0.7kPa above IBS).
The barrier space header control valve NG91 reacts to the demand on the IBS and IS Alarms
system and maintains the IBS/IS header pressure at its 30kPa set point.
IBS Low Pressure: 0.2kPa
ft High/low and differential pressure alarms are fitted to the pressure control
systems for each interbarrier and insulation space.
IBS High Pressure:
IS Low Pressure:
1.5kPa
0.4kPa
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IS High Pressure: 2.0kPa
IBS/IS Differential Pressure: 0.20kPa low

IBS/IS Differential Pressure: 0.70kPa high
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Illustration 5.2b No.1 Tank Nitrogen Pressure Control System Screen Shot
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Nitrogen Generation Alarms and Shutdown Procedure for Setting Nitrogen System Flow Meter at Each Tank IBS
Tag No. Description Set Point A flow meter is provided in the bypass line around the IBS supply control valve
The nitrogen generator is in automatic mode and the buffer tank pressurised: to each tank. The local meters are scaled 4 - 40 m3/h and are to be used during
TAH-1A/B Air heater high temperature (system 350C
shutdown) initial troubleshooting of a high gas concentration or in case one of the IBS
a) The manual valves each side of the supply and exhaust control supply valves fail.
TAH-2A/B Feed air high high temperature (system 70C valves together with the valves to the liquid and gas dome gauge
shutdown) boards should be fully open.
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MAH-1A/B Dew point level high -60C
OAH-1A/B Oxygen content high 3.5% b) The IBS nitrogen supply control valves NC110, 210, 310, 410
are normally set to 0.7kPa at the IAS, and the IS supply control
OAHH-1A/B Oxygen content high high 4.0%
valves NG15, NG33, NG54 and NG83 are set for IBS, plus
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FAH-1A/B Nitrogen flow high 125m3/h 0.4kPa gauge, ie, 1.1kPa.
PAL-5 Nitrogen buffer tank pressure low 750kPa
PAH-5 Nitrogen buffer tank pressure high 1050kPa c) The IBS exhaust regulating valves NC102, 202, 302, 402 are set
DPAH-1A/B Feed air filter differential pressure high 60kPa for 1.0kPa, and the IS exhaust regulating valves NG07, NG25,
. NG45 and NG78 are set for IBS, plus 0.7kPa gauge, ie,
1.7kPa.
Barrier Space Header Alarms
Note: Ensure that the manual bypass/isolating valves situated on both the
Tag No. Description Set Point
supply and exhaust lines on each tank are closed, eg, NG113, NG114, NG130
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NG91 IS/IBS header pressure 30kPa and NC112 for No.1 tank IBS supply.
PICN82 IS/IBS header pressure high / low 55/20kPa
d) Set the pressure control valve from the nitrogen buffer tank
PCV-8.70 to 500kPa to supply the IBS/IS pressurisation
Nitrogen Header Alarms header.
Tag No. Description Low High
e) Open the manual isolating valves NG111, NG112, NG90 and
PO564 N2 machinery service line 100kPa 800kPa
NG92 on the insulation space pressurisation header and set the
presssure
FO068 Purge and sealing head pressure 100kPa
ft control valve NG91 to 30kPa at the IAS, to allow the supply

of nitrogen to the headers from the nitrogen buffer tank in the
engine room.
In the event of cargo gas leakage into an insulation space, each space can be
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swept with a continuous feed of nitrogen by opening the exhaust bypass valve
from the space and allowing a controlled purge. Close monitoring of the gas
analyser on this space will be necessary during purging.
CAUTION
The insulation spaces must at all times be protected against over-
pressure, which might otherwise result in membrane failure.
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The system will automatically adjust the pressures in the IBS and IB spaces,
exhausting if the pressure exceeds the exhaust valve set point and making up
if it falls below the supply valve set point.
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5.3 Cofferdam Heating System
5.3.1 Glycol Water Heater
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5.3.2 Cofferdam Heating and Control
5.3.3 Hull Ventilation
Illustrations
5.3.1a Glycol Water Heater System in the Cargo Motor Room
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5.3.2a Cofferdam Heating Control System Screen Shot
5.3.2b Cofferdam Heating System
5.3.3a Hull Ventilation
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Illustration 5.3.1a Glycol Water Heater System in the Cargo Motor Room
Reference Shipyard Drawing: 2T-7400-003 Rev No.300 - Glycol Water Heater System
In Safe Area
CH119 From Steam Supply

CS 62
CS
Expansion 46
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Glycol Storage TIAH TAHH TIC ZSH
Tank (1m) CS CS IAS IAS IAS IAS
Tank (4.5m)
47 45 CH090
LAL
LS CS
IAS CH
No.1 Glycol Water 44
094
Circulating Pump MS
TIAL Air
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TX PI (22m/h x 30m) TX TS TX
CH120 From Cofferdam IAS Separator To Cofferdam
Glycol Heating No.1 Glycol Water Heater Glycol Heating
Systems Systems
CH118 CH111 CH109 CH103 CH100 CH098 CH088 CH085 CH083
(5.3.2b) (5.3.2b)
PI
TIAL
TX
IAS
PAL CH CH091
CH112 PS CH086
LOCAL 101
PIAL
PX
LOCAL
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PIAL
PX
LOCAL CS50 CS49
PAL CS CS51
PS
CH117 TIAL CH113
LOCAL 54 TIAH TAHH TIC ZSH
IAS CS CS IAS IAS IAS IAS
CH121 55 53 CH092
CH CS
PI 095 52
MS
From Fresh TX PI TX TS TX
Water Filling From Cofferdam To Cofferdam
FW
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Glycol Water
Transfer Pump
(2m/h x 10m)
Glycol Heating
Systems
(5.3.2b)
ft
CH114 CH110 CH104 CH102
No.2 Glycol Water
Circulating Pump
(22m/h x 30m)
CH099
TIAL
IAS
No.2 Glycol Water Heater
TX
CH089 CH087
Air
CH084
Separator
Glycol Heating
Systems
(5.3.2b)
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CH093
CH122 CA46
From Compressed Air To Condensate System

Water/Glycol
Mixing Tank CS58 CS57
(0.2m) Key
CS59
Glycol
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Saturated Steam
CH123 Condensate
Domestic Fresh Water
Air
CH124 CH127 Electrical Signal
Instrumentation
5.3 Cofferdam Heating System Introduction CAUTION

Any failure of the cofferdam heating system when cargo is on board
5.3.1 Glycol Water Heater The temperature inside each of the cofferdam spaces is affected by the
must be treated as serious and repairs must be made immediately. In the
temperature of the surrounding ballast tanks, the local air temperature and
case of suspected leaks, regular soundings of the cofferdams will indicate
the cooling effect from the adjacent cargo tanks. Because of this a cofferdam
Steam Glycol Heaters into which space the glycol water is leaking.
heating system is utilised to ensure that the cofferdam ambient temperatures
Manufacturer: Donghwa Precision Industries Ltd are always maintained at a temperature above 5C when the cargo tanks are in
Each cofferdam is fitted with three temperature sensors on each forward and
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No. of sets: 2 a loaded condition. Each cofferdam is heated by two independent systems, but
aft bulkhead which will also give an early indication of a heating tube failure.
only one is in service at a time with the other being switched to standby.
Type: BEU Cofferdams No.1 and No.5 have two additional temperature sensors.
Capacity: 22,000kg/h glycol water The heating system is a semi-sealed system where the glycol/water mixture
Any accumulation of water in the cofferdam areas can be pumped out using the
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Heating steam: 600kg/h at 0.88Mpa G is contained within a closed loop as shown in illustration 5.3.1a above. Any
expansion in the glycol and water mix during operations is allowed for by the pneumatically operated water drain pumps, which are located in forward and
provision of a 1 cubic metre expansion tank. aft areas of the pipe duct.
Glycol Water Pump
The liquid level in the system is maintained by glycol being added from the The steel used in the construction of the cofferdam is mild steel grade A, which
Manufacturer: Shin Shin Machinery Company
glycol storage tank which is mixed with fresh water in the 200 litre mixing tank has a minimum design operating temperature of -5C, and the pipework used
No. of sets: 2 in the two heating coil systems is 304L grade stainless steel.
to the required ratio of 45% glycol to 55% water. When the system requires
Model: B80V1D1 topping-up, the mixture is fed from the mixing tank to the expansion tank by a
Type: Single-stage centrifugal locally operated pneumatic 2m3/h pump.
Capacity: 22m3/h at 30mth
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Motor rating: 11 kW The heating conditions for the system are determined by the following extreme
operating conditions in accordance with the USCG and IMO rules:
Pump speed: 1800 rpm
Outside air temperature: -18C
The glycol water heating equipment is located in the cargo motor room Sea water temperature: 0C
and serves the purpose of heating glycol water which is pumped around
Wind speed : 5 knots
the cofferdam system to maintain the temperature inside those spaces at
approximately +5C. LNG on the primary barrier: -163C
The system is comprised of:

Two glycol water centrifugal circulating pumps which are rated
at 22m3/h ft During the vessels ballast voyages, the cooling effect from the cargo tanks is
greatly reduced and so the heating coils are not normally in use.
The design requirements for the individual cofferdams are as follows:

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Two steam heaters rated at total calorific power 285,857kcal/h No.1 cofferdam 43.95W/m2 - heating coil length of 454m
with high and low steam demand regulating valves
No.2 cofferdam 31.73W/m2 - heating coil length of 328m
A glycol expansion tank of 1m3 capacity
A glycol reservoir tank of 4.5m3 capacity
A glycol mixing tank of 0.2m3 capacity
One pneumatic operated expansion tank topping-up pump
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The fitted heating coil lengths are as follows:
The glycol heaters are heated from the auxiliary boiler, 10 bar steam range, with
the condensate drains passing back to the engine room via the contaminated No.1 main heating coil length of 469m, standby coil 469m
steam drains system. No.2 main heating coil length of 336m, standby coil 336m
No.3 main heating coil length of 417m, standby coil 417m
Illustration 5.3.2a Cofferdam Heating Control System Screen Shot
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5.3.2 Cofferdam Heating and Control Control of the Heating Coils Position Description Valve
A temperature element on the outlet side of each cofferdam heater and Open No.2 circulating pump suction valve CH110
Glycol Temperature Control downstream of the three-way flow control valve, measures the actual Open No.2 circulating pump discharge valve CH102
temperature of the glycol water and relays the signal to the IAS. This signal is
The steam pressure to the glycol heaters is controlled by a pressure control loop
then processed and a correction value is sent to the heater glycol bypass control b) Prepare No.1 heater valves.
with split range control. A three-way control valve on the individual glycol
valve to maintain the space at the required temperature of 5C. The individual
heaters control the flow of glycol either through the heater or via the bypass
heating coil temperature control and system isolation valves are situated in the
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line. In the event of the high temperature alarm point being reached, the steam Position Description Valve
starboard side passageway.
supply valve will have been closed in completely. Open Crossover valve between No.1 and No.2 pump CH101
discharges
Alarms System Operation
Open No.1 heater inlet valve CH098
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Tag Description Low High High high Glycol water is circulated through the system of heaters by means of a Open No.1 heater outlet valves CH083,
circulating pump, one in use, with the other on standby. CH085
CH030 No.1 heater outlet temperature 100C
CH034 No.2 heater outlet temperature 100C The cofferdam spaces each have two sets of duplicate heating coils. Each set is
CH043 No.1 heater outlet temperature designed to maintain the cofferdam steel above 0C when the ballast tanks are c) Set the heater control valves on the IAS.
CH044 No.2 heater outlet temperature empty and the primary barrier has failed (LNG on secondary barrier), with the
air and sea water temperature at approximately -18C and 0C, respectively. Position Description Valve
Alarm List for Cofferdam Heating Plant Set Point The flow of glycol/water mixture to each set of heating coils is through a Set No.1 heater control valve to 60oC CH088
No.1 and No.2 Steam Glycol Water Heaters three-way valve and a throttling valve. The standby set can be put into service
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immediately and is connected to the running system by a crossover valve at
No.1 glycol water return temperature low +10C d) Ensure the valves from expansion tank are open.
the pump suction and at the heater outlets. This enables either pump and heater
No.1 glycol water pump delivery pressure low system to be used with the main or standby system heating coils.
No.1 glycol water steam heater outlet temperature high 100C Position Description Valve
Glycol water expansion tank level low Yes The automatic temperature control to each circuit is controlled by three-way Open Expansion tank drop valve CH118
valves GH088 and GH089 adjusting the temperature as required.
e) Open the normal glycol water supply and return valves to each
The automatic flow control to each cofferdam is achieved by means of a three- set of cofferdam heating coils. No.1 cofferdam is listed below
ftway valve on each header. The operating signals for regulation is via the IAS
mimic. Throttling valves on each header return line are set after conducting
trials and should not be adjusted unless in a problematic situation.
Operating Procedure for Heating Coils

Position
Open
as an example.
Description
No.1 cofferdam inlet to main coil
Valve
CH104
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Open No.1 cofferdam main outlet to main coil CH103
Open No.1 cofferdam upper coil outlet to main coil CH009
The glycol circulating pumps are set up to operate on heating the main coil, Open No.1 cofferdam lower coil outlet to main coil CH007
either pump can be set as the duty pump. The standby pump will not start
automatically if the duty pump has a low discharge pressure, pump failure or
loss of running signal. f) Set the control and bypass valves for each heating coil. No.1
cofferdam is listed below as an example.
a) Prepare the valves on both circulating pumps.
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Position Description Valve
Position Description Valve Set No.1 cofferdam control to main coil to 5oC CH016
Open No.1 circulating pump isolation valve CH111 Open No.1 cofferdam bypass to main coil CH006
Open No.1 circulating pump suction valve CH109
Open No.1 circulating pump discharge valve CH100 In the cargo control room via the IAS:
Open Crossover valves between No.1 and No.2 CH112
pump suction CH113 g) Select the glycol/water system display screen.
Illustration 5.3.2b Cofferdam Heating System Reference Shipyard Drawing: 2T-7400-003 Rev No.300 - Cofferdam Heating System
Electric Motor Room
To/From Electric Air Air

Motor Room Eliminator Eliminator
y
Key
CH012 CH011 CH002 CH001
No.1 Glycol System
op
No.2 Glycol System
No.1 Return
No.2 Return
No.2 Supply
No.1 Supply CH
004
CH CH CH CH CH CH CH CH CH
CH075 CH061 CH045 CH029 CH013 CH003
076 070 062 054 046 038 030 022 014
CH069 CH053 CH037 CH021
ZT ZT ZT ZT ZT
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CH077 CH071 CH063 CH055 CH047 CH039 CH031 CH023 CH015 CH005
CH078 CH064 CH048 CH032 CH016
ZT ZT ZT ZT ZT
CH072 CH056 CH040 CH024 CH006
CH080 CH066 CH050 CH034 CH018
CH079 CH065 CH049 CH033 CH017
CH060 CH044 CH028 CH010
CH CH CH CH
059 043 027 009
CH073 CH057 CH041 CH025 CH007
CH
074
ft CH
058
CH
042
CH
026
CH
008
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No.5 Cofferdam
No.4 Cofferdam No.3 Cofferdam No.2 Cofferdam No.1 Cofferdam
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h) Select No.1 glycol pump as the master and No.2 pump as the
standby.
i) Open the condensate drains for No.1 heater. Open the steam
isolating valves either side of the control valve.
y
Open No.1 glycol heater condensate valves CS19, CS50
Open No.1 glycol heater control isolation valves CS44, CS46
Auto No.1 glycol heater control valve CS45
op
j) Start circulating pump No.1, either locally or on the IAS display
screen.
k) Bleed the system and remove any air from the heating coils.

Open/close No.1 cofferdam main coil supply air vent CH012
Open/close No.1 cofferdam main coil exhaust air vent CH001
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l) Monitor the cofferdam temperatures and adjust as necessary.
Alarms
Tag Description Low High
CT008 No.1 cofferdam average air temperature 5C 35C
CT009 No.2 cofferdam average air temperature 5C 35C
CT010
CT011
CT012
No.3 cofferdam average air temperature
5C
5C
5C
35C
35C
35C
ft
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Illustration 5.3.3a Hull Ventilation
Passageway Passageway
Natural Supply Vent Natural Supply Vent
Flexible Hose Connection for Dry Air Emergency Vent Line
Passageway Passageway Flexible Hose
Supply to Passageway (Dry Air Supply)
(Aft- Port and Starboard)
Mechanical Exhaust Fan Connection
Dry Air Supply
for Dry Air
From I.G.
Supply to
y
System
Passageway
in Engine Room GI703 (Forward -
H Port and
Pipe Duct
Natural Supply Starboard)
Vent
Spool
op
Piece
Accommodation To Cargo For Portable Fan on Manhole Pipe Duct
Vapor Line for Trunk Space Mechanical
Manhole Cover forTrunk
(Aft Side-Port and Starboard) Exhaust Fan
to be Opened When Gas
Freeing (Forward Side-Port and Starboard)
Air Lock
H Portable Gas Freeing Fan
For Dry Air To be Installed on Injured Person's
Supply to Manhole for Cofferdam (Starboard Only)
H Pipe Duct Cargo
(Aft and Manhole Cover for Cofferdam to be
Cargo Machinery Room Opened when Gas Freeing (Port and Starboard)
Port-only)
Motor
Room Passageway
Passageway Mechanical Exhaust Fan
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Passageway Passageway
Natural Supply Vent Natural Supply Vent
Manhole Cover for Trunk

Portable Gas Freeing Fan Portable Gas Freeing Fan Duct Keel
to be Opened when Gas
on Dry Air Pipe on Manhole for Trunk Emergency Vent Natural Supply (Aft)
Freeing (Forward-
for Cofferdam (Port) (Aft -Port and Starboard) Line Dry Air Supply
Flexible Hose Connection for Port and Starboard) Duct Keel
Dry Air Supply to Cofferdam Emergency Passageway Natural Supply (Forward)
(Port-Only) Vent Portable Gas Freeing Fan Natural Supply
on Manhole for Cofferdam (Forward and Passageway
Manhole Cover for Cofferdam to be Aft - Port and Mechanical Exhaust Fan
Opened when Gas Freeing Starboard) (Mid - Port and Starboard)
Passageway
Void
ft Passageway
Void
Passageway
Void
Access Trunk
Trunk
Passageway
Void
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Transverse Cofferdam Transverse Cofferdam
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Pipe Duct Pipe Duct
5.3.3 Hull Ventilation Portable oxygen and hydrocarbon meters Underdeck Passageways
The passageway areas, port and starboard, are equipped with a mechanical
The cofferdams and pipe duct are inspected on a regular basis in order to check f) Personnel are to be briefed and a competent person with a radio exhaust fan located midships and two mushroom natural supply vents forward
for cold spots, the condition of the paintwork and a general inspection of the stationed at the entrance to the enclosed space. and aft. The passageway areas can be connected to the dry-air emergency vent
piping, fittings and valves. In general, one cofferdam area should be inspected line via four blanked-off stub pieces welded to the deck, two port and two
per month. g) An entry permit is to be issued and a copy posted at the entrance starboard using 300mm flexible hoses.
of the space to be entered, the number and time of issue is
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Before entering the cofferdam/pipe duct spaces, the compartments must first also entered into the ships log book. Follow British Gas QA The trunk deck areas have four manhole covers, two forward and two aft. The
be ventilated. The ship is fitted with a mechanical exhaust fan for the pipe duct procedures and requirements. aft manholes are used to fit a portable supply fan for gas freeing, with the
space which is situated forward above No.1 cofferdam. Above No.5 cofferdam forward manholes being removed for exhausting during gas freeing.
is the pipe duct space natural supply mushroom vent, this must be opened The entry personnel must take with them a personnel O2 meter, radio, and if
op
before starting the exhaust fan. A stub piece on the side of the mushroom vent possible alternative emergency lighting, such as Cyalume lights. These are
pipe is flanged and blanked, its purpose is to be able to connect up to the dry- tubes containing two chemicals and when the tube is bent, the chemicals mix
air/IG supply from the emergency vent line via a 300mm flexible pipe. and produce a light.
Prior to entry into any enclosed space, the BPS procedures are to be discussed During the time personnel are in an enclosed space, communications with the
and strictly adhered to and the following need to be carried out before any safety standby person and the personnel carrying out the inspection should be
personnel are allowed to enter: maintained at regular periods.
a) The space is to be ventilated using mechanical means and In the event of this communication being lost, emergency tank rescue
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ventilation is to be continued throughout the period personnel procedures should be set in motion.
are in the space.
b) Spaces are to be checked for oxygen and hydrocarbons using WARNING

portable meters. Meters are to be checked and calibrated before If it has been found that nitrogen consumption has increased beyond
use. normal acceptable levels, then added precautions should be observed
before entering the cofferdam spaces.
c) Means of communications are to be tested, including all VHF or
UHF hand-held radios. Each cofferdam is fitted with a manhole cover located on the port and starboard
d) Means of illumination are to be checked, including the gas tight

torches, which are worn attached to a safety helmet or hand
carried. ft side, which may be removed and a portable gas freeing fan fitted.
Also on the starboard side of the cofferdam space, inboard of the gas freeing
manhole cover, is an additional manhole cover that can be used to remove any
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injured person from the cofferdam space. This manhole can also be fitted with
e) A safety equipment trolley is to be prepared, containing the a portable gas freeing fan during ventilation of the cofferdam.
following minimum items:
On the port side of each cofferdam is a fixed pipework installation which leads
2 complete self-contained breathing apparatus sets to the base of the tank, onto which a portable gas freeing fan can also be fitted.
4 spare air cylinders for the self-contained breathing A stub piece on the side of the pipe is flanged and blanked, its purpose is to
apparatus sets be able to connect up to the dry-air supply from the IG generator system via a
300mm flexible pipe.
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Resuscitator with extra oxygen cylinder
Stretcher (Paraguard or similar) There are two portable supply fans for the cofferdam spaces on board the ship,
Air powered lighting with suitable hose a Dasic Marine Jetfan 65 and a Jetfan 100, each of which are capable of an air
volume flow of 8000m3/h with an air drive of 6 bar..
1 gantline and block
2 wire cored hemp lifelines
1 rescue harness
1 VHF or UHF extension aerial
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5.4 Fire Fighting Systems
5.4.1 Engine Room Fire Main System
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5.4.2 Fire and Deck Wash System
5.4.3 Sea Water Spray System
5.4.4 Deck Dry Powder System
5.4.5 CO2 Fire Extinguishing System
5.4.6 Fire Detection System
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5.4.7 Quick-Closing Valves, Fire Dampers and Emergency Stops System
5.4.8 Engine Room Water Mist Fire Extinguishing System
5.4.9 Galley Deep Fat Fryer Wet Chemical System
5.4.10 First Aid Fire Fighting System
Illustrations

ft
5.4.1a Engine Room Fire Main System
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5.4.2a Fire and Deck Wash System
5.4.3a Water Spray System
5.4.4a Dry Powder System on Deck
5.4.4b Dry Powder System

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5.4.5a CO2 Fire Extinguishing System
5.4.6a Fire Detection Panel
5.4.7a Quick-Closing Valves and Fire Dampers System
5.4.8a Water Mist Fire Extinguishing System

Illustration 5.4.1a Engine Room Fire Main System
To Fire Deck and Wash Main

BF106
Upper Deck
2nd Deck (Port) B Deck
y
BF98 BF129
2nd Deck (Aft) Upper Deck

BF122 BF113
Key
3rd Deck (Port) 2nd Deck (Starboard)
BF100 BF99
Sea Water
op
3rd Deck (Aft) 2nd Deck (Forward)
BF124 BF123
Fire/Deck Water
4th Deck (Port) 200 50 3rd Deck (Starboard)
BF102 BF101
Bilge
4th Deck (Aft) 3rd Deck (Forward)
Electrical BF126 BF125
Floor (Port) 4th Deck (Starboard)

Instrumentation BF104 BF103
Floor (Aft) 4th Deck (Forward) PI

Air BF128 BF127 FCS
PI
Floor (Starboard) PIAL
BF105 PS PX IAS
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200
200
B12V 200 200

From 40
Water Spray System
200 200 B59V
(5.4.3a) B14V
PIAL
IAS
150 200 Set at 12.7 bar

200 150 200 150 PS PI PX
ft N.O.
B6V
200
MS
B8V
N.O.
B7V
MS
B9V
200
187V
From
40
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PI PI General Service Air
Sea Water System (2.9.3a
Bilge, Fire and Hydrophore
2 1 Machinery)
General Service Tank
Pumps (1500 Litres)
CI CI 32 40
(245/150m3/h x 30/115mth) B16V B17V
B1V B2V
32
B3V B4V
PI
B36V B5V
Fire Line Drain To
S S
D
Pressure Pump Bilge
(2m3/h x 115mth)
CI
250 250 150 50
Low Sea IAS 250 IAS High
Inlet Chest Sea Inlet
From Bilge Main 200 From Forward B15V
(Starboard) Chest
LS Bilge Well (Port) 50 LS (Port)
BA24 S2V 1000 1000 1000 S1V BA23
5.4 Fire Fighting Systems Introduction Note: After use, the hose and nozzle unit must be properly stowed in the hose
box ready for future use. Any defects in the hose, nozzle, valve or system
5.4.1 Engine Room Fire main System The fire and deck wash system can supply sea water to the following: must be reported immediately and rectified as soon as possible. Hose boxes
The fire hydrants in the engine room must never be left with components which are defective.
Bilge, Fire and General Service Pumps
The fire hydrants on deck
Manufacturer: Hamworthy The bilge, fire and GS pumps are both permanently set for use on the fire and
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The fire hydrants in the accommodation block deck wash system, with the discharge and suction valves always being left
No. of sets: 2
The cargo manifold sea water curtain system open during normal operations.
Type: Vertical, motor-driven, centrifugal, self-priming
Model: SVS200F The escape route protection system In the event of an emergency, No.1 pump is started from the emergency panels
op
Capacity: 245/150m3/h at 30/115mth The side passageway bilge, bosuns store bilge, chain locker at the following positions.
bilge and bow thruster room bilge eductors Fire control station (start only)
The sea water cooling to the brakes on the port and starboard Locally at the pump (start and stop)
Sea Water Hydrophore Unit
windlasses
Manufacturer: Hamworthy IAS system (start and stop)
No. of sets: 1 The engine room fire main has outlets on each deck level in the engine room Main switchboard group starter panels (start and stop)
Model: EHU-1.5-OR and at each outlet is a hose box containing a fire hose and nozzle unit.
Pressure switch settings: On - 10 bar, Off - 11.5 bar No.2 pump cannot be started from the emergency panels, but is automatically
The fire main is pressurised at between 10 and 11.5 bar by means of a sea
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started via the IAS, activated by a low pressure switch, when the demand is
water hydrophore unit which is maintained under pressure by means of the greater than that of the sea water hydrophore unit pump.
3
Fire Line Pressurising Pump fire line pressure pump. The sea water hydrophore unit pump is rated at 2m /h
and cannot support washing down decks etc. The sea water hydrophore unit The pumps can also be used to pump bilges via the bilge main which connects
Manufacturer: Hamworthy
operates in the same way as the fresh water hydrophore units, with air pressure to all of the engine room bilge wells. This would only ever be used in an
No. of sets: 1 providing the loading in the hydrophore tanks. The connection from the sea emergency situation, as the oily water separator will be bypassed and it is
Model: MB32X4S water hydrophore unit to the fire main is via valve B17V to the outlet manifold possible that water contaminated with oil could be discharged overboard.
Capacity: 2m3/h at 115mth from the fire pump and the bilge, fire and GS pumps.
The water spray pump may be started locally, and only from the port main HV
Emergency Fire and Escape Route Protection Pump

Manufacturer:
No. of sets:
Hamworthy
1 ft
The fire line pressure pump is normally set for an automatic start and stop
operation. The pump selector switch is set to REMOTE, and automatic
operation may then be selected at the fire pump system IAS graphic screen.
The pump may be started and stopped manually if required by calling up the
pump faceplate at the IAS screen and double-clicking on the START or STOP
switchboard. Other emergency pumps are started from LV switchboard group
starter panels.
The No.1 fire, bilge and GS pump has a direct bilge suction from the engine
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room port forward bilge well. In normal operations however, the bilge suction
Type: Vertical, motor-driven, centrifugal, self-priming soft keys as necessary. valves on each pump would be closed. Sea suction for the pumps is taken from
Model: SVS250 the main sea water crossover main that connects to the high (port) and low
Capacity: 450/72m3/h at 90/110mth The main fire pump may also be started and stopped from the IAS screen (starboard) sea chests.
provided that the local selector switch is set to remote.
Dual delivery pressure is achieved by a changeover port on the suction side
Water Spray Pump There is no automatic start facility available for this pump, nor is there an of the pumps, which allows either in parallel or in series operation of the twin
automatic start after a blackout. impellers.
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No. of sets: 1 The hydrant outlet valves should be operated at frequent intervals to ensure
Note: It is extremely important that at no time should the bilge suction valves
Type: Motor-driven, vertical, centrifugal that they will open satisfactorily should it be necessary in the event of an
be left open when the pump discharge valves are open to the fire main. This
Model: EVD350E emergency.
is because of the risk that oil contaminated water could be pumped onto a
3
Capacity: 850m /h at 110mth fire and the possibility that the pump could lose suction from the bilge well.
Rating: 400kW at 1,800 rpm These valves are interlocked to prevent this happening.
Procedure to Operate the Sea Water Hydrophore Unit Position Description Valve The pump can be started from the following positions in the event of an
emergency.
No.2 Bilge, Fire and General Service Pump
a) Ensure that the main sea water crossover pipe is flooded with Fire control station (start only)
either the high or low sea suction valve open. Open Sea water suction valve B3V
Closed Suction valve from the bilge main B1V Locally at the pump (start and stop)
b) Vent the sea water hydrophore tank and, using the fire line Open Discharge valve to the fire main B8V No.4 group starter panel in the steering gear room (start and
pressure pump, fill it until the water level gauge glass is full, Closed Discharge valve to overboard B6V stop)
y
then stop the pump. Suction valve B15V and discharge valve
B16V must be open. Bridge emergency panel (start only)
c) On the port and starboard sides of the accommodation, at the
upper deck level, open the following valves.
c) Open the air supply valve and pressurise the hydrophore tank Fire Control Station
op
to the general service air supply pressure. The hydrophore tank Description Valve The fire control station, situated on the port side of the accommodation on the
gauge valves must be open.
Discharge valve from the engine room fire main system BF106 upper deck, contains the command for the fire fighting systems and equipment
Isolating valve to aft deck, steering gear room and BF107 necessary for fighting a fire from a safe environment.
d) The sea water hydrophore tank is now operational and SW can
be supplied to the fire main by opening valve B17V. starboard side of upper and main decks
It includes the following:
Isolating valve to starboard side of upper and main decks BF108
e) Select automatic operation for the fire line pressure pump. Isolating valve to port side of main deck BF94
Isolating valve to starboard side of main deck BF96 Personnel Protection
Procedure to Set Up the Bilge, Fire and General Service Pumps 4 sets - self-contained breathing apparatus with up to 30 minutes
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d) Start one of the bilge, fire and GS pumps from the one of the
for Fire Main Duties capacity
positions listed earlier.
12 sets - personnel protection equipment
It has been assumed that the sea water suction crossover line is in operation e) Open one of the desired engine room fire hydrant valves on the 4 sets - firemans outfit
and that each of the fire hydrant valves in the engine room, accommodation fire main after connecting the fire hose.
and on deck are closed. 1 set of first aid kit
4 sets of SCABA spare cylinders
Note: When one of the fire, bilge and GS pumps is started, the fire main
Emergency Fire and Escape Route Protection Pump
will be pressurised and ready for immediate operation. If all of the fire main
outlets are closed however, there will be no flow of water through the pump
which will result in a temperature rise and possible damage to the pump
casing. It is therefore usual to have at least one outlet or the hawse pipe
wash valve slightly open to ensure there is always a flow of water through ft
The emergency fire and escape route protection pump, which is located in
emergency fire pump space in the steering gear room can pressurise the fire
main system if required. However, its primary use is to pressurise the escape
route protection system, which consists of spray nozzles directed to protect
Communication Equipment
Common battery telephone

Automatic telephone
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the ships staff as they proceed to the liferafts and lifeboat in an emergency
the pump.
situation. General alarm pushbutton
a) Ensure all valves to the other services are closed. Fire alarm pushbutton
The emergency fire pump is an electrically-driven self-priming centrifugal
pump and is situated in the emergency fire pump recess in the steering gear Gas detection alarm repeater units (3)
b) In the engine room set the bilge, fire and general service pumps
compartment. Its power supply is taken from the emergency switchboard. Public address remote controller
for supplying water to the fire main as below. This is the normal
setting of the pump valves.
The emergency fire pump has its own sea suction chest with the suction valve
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BF133 and BF118 always in the open position, so that the pump can be started Fire Fighting Equipment
Position Description Valve and supply water to the fire main immediately.
No.1 Bilge, Fire and General Service Pump International ship/shore connection
Open Sea water suction valve B4V The sea chest valve BF133 is operated by a hydraulically actuated manual
Control cabinet for dry powder system for cargo manifold
Closed Suction valve from the bilge system B2V handwheel located at the steering gear room level.
Open Discharge valve to the fire main B9V Control cabinet for the local fire fighting system
The valves should be operated periodically to ensure that they are operational Supply cylinder cabinets for the CO2 system
Closed Discharge valve to overboard B7V
and free to be closed should the need arise.
Remote panel for fire detection system
Remote panel for gas detection system

Remote panel for gas sampling system
Control cabinet for the quick-closing valves and the fire
dampers
Control valve cabinet for CO2 systems to the following rooms:
y
Engine room
Port and starboard diesel generator rooms
Port and starboard main switchboard rooms
op
Port and starboard cargo switchboard rooms
Emergency generator room
Cargo compressor room
Cargo motor room
Hydraulic power pack room
Purifier room
Incinerator room
C
Paint store
Chemical store
Oil and grease store
Switch box for the cargo ESD system
Emergency stop pushbuttons for:
ES-C

ES-A2
ES-A1
ft
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D
Illustration 5.4.2a Fire and Deck Wash System

BF75 BF78
BF76 BF77
BF79 BF80 BF81
Aft Elevation BF82 BF83 BF84 Forward Elevation
y
BF129 BF85 BF86 BF87
BF107 BF88 BF89 BF121 BF90

To Escape Route BF03
BF92 Protection System
op
BF BF91
BF114 BF113 BF05
106
BF93
Steering Gear BF115 BF94
BF98 BF99
Room BF06 BF07 Eductor
2nd Deck BF122 BF123 Driving Line
Eductor
BF100 BF101 Driving Line To Chain Locker
BF11 BF08
BF116 3rd Deck BF124 BF125 to Bosuns Store
BF117 Key
Aft Peak
Tank
PI BF102 BF103 Fire Water Forward
BF118
Marine
PI Hydraulic Oil Diesel Oil
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Emergency Fire and BF126 BF127
4th Deck Tank
Escape Route Protection Pump BF104 Eductor
BF105
(450/72m3/h x 90/110mth) Driving Line
BF128
From Fire Jockey Pump to Bow BF09
Stern Tube Cooling BF133 Thruster Room
Water Tank
Fore Peak
Sea Chest Tank Top Deck Tank
Bilge, Fire & General Bow Thruster
Service Pump Pipe Duct Pipe Duct Room
(245/150m3/hx30/115mth)
Plan Forward
Cargo Manifold Platform Water Ballast Tank
For Emergency
Generator Room
BF114 BF107
To Escape Route Protection System
PI BF95
BF94
BF71
ft For Upper Deck
To Bilge Eductor
BF60
BF48
BF49
BF47
BF46 BF40 BF38 BF22 BF14

BF09
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Steering Gear BF108 BF91 BF68 BF56 BF34 BF28 BF18 BF07 BF05
BF106 BF93
Room BF61 BF41 BF23
BF72 BF66 BF62 BF58 BF54 BF44 BF36 BF32 BF30 BF26 BF20 BF08 BF03
To BF
Engine Casing BF15
Accommodation 119
BF115 BF132 BF12 BF01
No.4 Trunk No.3 Trunk No.2 Trunk No.1 Trunk BF11
Bosuns Store
To Swimming Pool Accommodation BF06
BF13 BF02
Area BF67
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BF110 BF109 BF16 BF120
BF21
BF74 BF70 BF65 BF59 BF55 BF45 BF37 BF33 BF31 BF27 BF04
BF130
BF64 BF43 BF25
BF96 BF69 BF57 BF36 BF29 BF19

BF92
BF131 BF112 BF73 BF63 BF50 BF42 BF39 BF24 BF17
BF97
To Hydraulic BF53
Power Unit Room BF51
To Escape Route Protection System BF52
Cargo Manifold Platform
5.4.2 Fire and Deck Wash System Under normal operating conditions, these valves should be kept open at all Aft Deck Fire Main
times to ensure that water is always available to all of the hydrants. Fire hydrants in the after deck areas and the funnel uptake casing are supplied
directly from the fire main system in the engine room via branch pipes. This
Fire Main Note: All of the hydrant valves should be opened at frequent intervals to section of the main is supplied with a drain valve to allow the lines to be
ensure that they will be free should they be required in an emergency. Use of drained in cold weather to prevent freezing. The main is also used to fill the
The fire main system has numerous hydrants in the engine room, accommodation all deck valves should take place at least once every two months and this can ships swimming pool through valve BF110.
block and forward and aft working deck areas. At each outlet is a hose box that be achieved during fire drills and normal deck washing procedures.
y
contains a fire hose and a discharge nozzle. These must be fully maintained at
all times and the outlet valves should be operated at regular intervals to ensure Accommodation Fire Main Systems
Hawse Pipe
that they open and close satisfactorily and are ready for immediate use in the The accommodation is equipped with two independent fire main systems, one
event of an emergency. Water supplied to the fire main on the main deck is also used at the two anchor that is supplied from the sea water fire main as shown in illustration 5.4.2a,
op
chain hawse pipes for cleaning the chain as the anchors are being retrieved. and is connected to the engine room fire pumps, and another first aid system
In addition to supplying water to the fire hydrants, the engine room fire main Each hawse pipe has its own isolating valve fitted with extended spindles to that operates using water from the potable fresh water system. The details
system also supplies water to the water spray system (at a much lower capacity allow them to be operated individually from the main deck level. The valves and layout of this second system have been provided in illustrations given in
than the designated water spray pump), the engine and bow thruster rooms, are BF03and BF04 for the port and starboard hawse pipes respectively. Section 5.4.10 of this manual.
the sewage treatment plant, the water spray system and the ships swimming
pool. The water spray system has been described in detail in Section 5.4.3 this Bow Thruster Room The sea water system has two hydrants fitted to each deck in accordance with
manual. the layout shown in illustration 5.4.2a of this manual. The outlets on each
The fire main is also used to provide driving water for the bow thruster room deck are permanently connected to 40mm diameter hoses that are 20 metres in
The fire main must be maintained in an operational condition at all times and bilge eductor. The flow to the eductor is regulated by valve BF08 to operate the length when fully extended. Each hose is equipped with a discharge nozzle that
C
all of the hydrant outlet valves kept closed. This will ensure that in the event eductor, the fire main and bilge system valves must first be lined-up and one of can be manually adjusted from a jet to a spray.
of an emergency, there is sufficient water pressure available at the hydrants in the fire pumps manually started.
the locality of the fire. The accommodation sea water fire main is split into two rising mains with one
Cargo Manifold Water Curtains supplying the port side and the other the starboard side. To prevent this section
Main Deck Fire Main System of line from freezing in cold conditions, it can be drained by isolating the fire
The port and starboard cargo manifold side shell water curtains are supplied pumps and opening hydrants low down in the engine room and the two air
Water supplied to the fire main on the main deck is configured in accordance with water from the main deck fire main. Each water curtain is supplied release valves located on top of the bridge deck. If this is done, care must be
with the layout shown in illustration 5.4.2a and is used to supply the with one regulating valve, on the port side BF47 and BF51 on the starboard taken to vent any air from the line from the highest point when refilling with
following:
The fire hydrants on the working decks
The hawse pipe for chain cable washing
The bow thruster room bilge eductor ft side. These valves are manual valves that have to be opened during cargo
operations. Because no isolating valves have been fitted on the branch lines,
these valves are the only ones that can be used to open or shut off the water to
the curtains.
water.
Preparation for the Operation of the Fire Main System

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To prepare the fire main and fire hydrant system for use, refer to illustration
The ship side water curtain arrangement by the loading Each water curtain spray rail has a deflector plate fitted over the top. The rail 5.4.2a and proceed as follows:
manifolds on the port and starboard sides nozzles are angled at 45 to the horizontal and together with the deflector plates
ensure that all of the spray water is directed down the side shell of the ship. It has been assumed that the sea water suction crossover line is in operation
The helicopter winching area on the starboard side of the
forward deck and that each of the fire hydrant valves in the engine room, accommodation
Chain Locker Draining and on deck are closed.
The fire main hydrants on the cargo deck have been positioned at 15 meter The forward deck fire main also supplies water to the chain locker eductor a) Open one fire hydrant outlet valve or a chain cable washing
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intervals to ensure that all areas of the main deck can be reached by water plates. The flow of water is regulated by valve BF07 with the two chain lockers
discharged from a fire hose. All of the hydrant outlets are branched off a valve/water curtain valve to ensure there is a continuous flow
having their own eductor suction valves, namely BG03 for the port locker and of water through the pumps.
150mm diameter fire main line that runs up each side of the ship in the side BG04 for the starboard.
passageways and up onto the trunk deck level, and all of the outlet valves are
numbered BF. The valves are manually operated and are used to remove any liquid that may
have collected in these spaces.
Intermediate valves have been fitted in the fire main along the passageways to
allow sections of the pipeline to be isolated in the event of a line failure or the
need to undertake maintenance.
Illustration 5.4.2a Fire and Deck Wash System

BF75 BF78
BF76 BF77
BF79 BF80 BF81
Aft Elevation BF82 BF83 BF84 Forward Elevation
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BF129 BF85 BF86 BF87
BF107 BF88 BF89 BF121 BF90

To Escape Route BF03
BF92 Protection System
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BF BF91
BF114 BF113 BF05
106
BF93
Steering Gear BF115 BF94
BF98 BF99
Room BF06 BF07 Eductor
2nd Deck BF122 BF123 Driving Line
Eductor
BF100 BF101 Driving Line To Chain Locker
BF11 BF08
BF116 3rd Deck BF124 BF125 to Bosuns Store
BF117 Key
Aft Peak
Tank
PI BF102 BF103 Fire Water Forward
BF118
Marine
PI Hydraulic Oil Diesel Oil
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Emergency Fire and BF126 BF127
4th Deck Tank
Escape Route Protection Pump BF104 Eductor
BF105
(450/72m3/h x 90/110mth) Driving Line
BF128
From Fire Jockey Pump to Bow BF09
Stern Tube Cooling BF133 Thruster Room
Water Tank
Fore Peak
Sea Chest Tank Top Deck Tank
Bilge, Fire & General Bow Thruster
Service Pump Pipe Duct Pipe Duct Room
(245/150m3/hx30/115mth)
Plan Forward
Cargo Manifold Platform Water Ballast Tank
For Emergency
Generator Room
BF114 BF107
To Escape Route Protection System
PI BF95
BF94
BF71
ft For Upper Deck
To Bilge Eductor
BF60
BF48
BF49
BF47
BF46 BF40 BF38 BF22 BF14

BF09
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Steering Gear BF108 BF91 BF68 BF56 BF34 BF28 BF18 BF07 BF05
BF106 BF93
Room BF61 BF41 BF23
BF72 BF66 BF62 BF58 BF54 BF44 BF36 BF32 BF30 BF26 BF20 BF08 BF03
To BF
Engine Casing BF15
Accommodation 119
BF115 BF132 BF12 BF01
No.4 Trunk No.3 Trunk No.2 Trunk No.1 Trunk BF11
Bosuns Store
To Swimming Pool Accommodation BF06
BF13 BF02
Area BF67
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BF110 BF109 BF16 BF120
BF21
BF74 BF70 BF65 BF59 BF55 BF45 BF37 BF33 BF31 BF27 BF04
BF130
BF64 BF43 BF25
BF96 BF69 BF57 BF36 BF29 BF19

BF92
BF131 BF112 BF73 BF63 BF50 BF42 BF39 BF24 BF17
BF97
To Hydraulic BF53
Power Unit Room BF51
To Escape Route Protection System BF52
Cargo Manifold Platform
Note: When one of the fire, bilge and GS pumps is started, the fire main Note: After use, the hose and nozzle unit must be properly stowed in the
will be pressurised and ready for immediate operation. If all of the fire main hose box ready for future use. Any defects found in the hose, nozzle, valve or
outlets are closed however, there will be no flow of water through the pump system must be reported immediately and rectified as soon as possible. Hose
which will result in a temperature rise and possible damage to the pump boxes must never be left with components which are defective.
casing. It is therefore usual to have at least one outlet or the hawse pipe
wash valve slightly open to ensure there is always a flow of water through
the pump.
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b) In the engine room, set the bilge, fire and general service pumps
for supplying water to the fire main as below. This is the normal
setting of the pump valves.
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Open Sea water suction valve B4V
Closed Suction valve from the bilge system B2V
Open Discharge valve to the fire main B9V
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Open Sea water suction valve B3V
Closed Suction valve from the bilge main B1V
Open Discharge valve to the fire main B8V
c) On the port and starboard sides of the accommodation, at the

upper deck level, open the following valves.
Description Valve ft
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Discharge valve from the engine room fire main system BF106
Isolating valve to aft deck, steering gear room and starboard BF107
side of upper and main decks
Isolating valve to starboard side of upper and main decks BF108
Isolating valve to port side of main deck BF94
Isolating valve to starboard side of main deck BF96
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d) Start one of the bilge, fire and GS pumps from the one of the
positions listed earlier.
The deck fire main is now pressurised and ready for use. Open the hydrant
valves as required.
Illustration 5.4.3a Water Spray System
Cargo Manifold
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WS27 WS11
WS28 WS26 WS24 WS10 WS07
Steering Gear
Room WS18 WS09 WS04
WS22 WS29 WS17 WS15 WS08 WS05 WS03 WS01
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WS20
WS09
No.4 Trunk WS16 WS06 WS02
WS
21
No.4 No.4
Liquid Gas
Dome Dome WS19 No.3 No.2 No.1
Liquid No.3 Liquid No.2 Liquid No.1
Dome Gas Dome Dome Gas Dome Dome Gas Dome
WS23 No.3 Trunk No.2 Trunk No.1 Trunk

WS25 Motor Cargo
Room Compressor
WS13
Room WS14
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CG614
CG615 Cargo Manifold
CG616 CG620 CG619
CG617 CG613
Engine Room
From
To and From
Fire Main
System B14V
Fresh Water
System
(2.12.1a Machinery)
IAS
B19V
BA41V
ft
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LS
(5.4.1a)
PM
IAS BA42V B18V
PI
Sea Water
Spray Pump To
Reference Shipyard Drawing: 2T-7400-003 Rev No.300 - Sea Water Spray System
(850m3/h x 110mth) No.1 and No.2
CI Water Ballast Eductors
Key
D
IAS BA43V
LS
Sea Water
From Sea Water Crossover LNG Vapour
5.4.3 sea Water Spray System The water spray pump and fire, bilge and GS pumps may be operated from:
Fire control station (start only)
Water Spray Pump Bridge emergency console (start only)
Manufacturer: Shin Shin Machinery Co. Ltd. Locally (start and stop)
No. of sets: 1
Via IAS (start and stop)
Type: Motor-driven, vertical, centrifugal
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Model: EVD350E Main switchboard group starter panels (start and stop)
3
Capacity: 850m /h at 110mth
Rating: 400kW at 1,800 rpm Procedure for Supplying Sea Water to the Water Spray System
op
Using the Water Spray Pump
Introduction It is assumed that the sea water main suction valves BA23V and BA24V at the
sea water valve chest(s) are open to provide sea water suction.
The water spray pump is located in the engine room and takes suction from the
main sea water crossover pipe. Either the high or low sea chest must be open a) Ensure all intermediate isolating valves along the water spray
to this suction main at all times. system on the deck are open.
The water spray pump supplies sea water to the spray nozzles at the following b) Set up the valves as shown in the following table:
locations:
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Accommodation forward bulkhead Position Description Valve
Cargo machinery and electric motor room exterior bulkheads Open Water spray pump suction valve BA43V
Open Water spray pump discharge valve BA41V
Cargo manifold area
Closed Water spray line drain valve B18V
Cargo tank liquid and gas domes As Required Deck system water spray line valve WS27V
Fuel gas master valves As Required Accommodation front system water spray line WS26V
valve
The water spray pump provides a dedicated supply of water to the deck water
spray system. A secondary supply, at greatly reduced capacity, is possible from
the bilge, fire and GS pumps. The water spray pump suction valve BA43V and
discharge valves BA42V and BA41V are operated from the IAS, the discharge ft As Required Accommodation aft system water spray line WS28V
Locked
closed
valve
Crossover valve from the fire main system B14V
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valves to the deck water spray system and accommodation water spray system
normally remain in the open position. After the water spray discharge valve c) Start the pump from the one of the positions listed previously.
there is a line drain valve B18V, in the engine room which is normally locked
closed. This valve is opened after the system has been operated in order to The water spray system is now in use and delivering water to all the spray
drain the water spray system. nozzles either onto the deck area(s) or the accommodation or both.
Provision is made for flushing the spray line with fresh water from the domestic
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fresh water system if required.
The water spray pump is also used for supplying drive water to the ballast
eductors, and may also be used for supplying the deck fire main system by
opening the cross-connecting valve B14V in the engine room. Conversely, the
water spray system can also be supplied by the fire, bilge and general service
pumps or the emergency fire pump via the same cross-connecting valve in the
engine room.
Illustration 5.4.4a Dry Powder System on Deck

Main Dry Spare Dry
Powder Monitor Powder Monitor
Elevation (Port and Starboard) (Port and Starboard)
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Aft Elevation
No.4 Trunk No.3 Trunk No.2 Trunk No.1 Trunk
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2nd Deck
3rd Deck
Aft Peak
No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
Tank
C
4th Deck
Tank Top Deck Key

No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank No.1 Water Ballast Tank Dry Powder
(Port and Starboard) (Port and Starboard) (Port and Starboard) (Port and Starboard)
Main Dry Spare Dry

Powder Local Release Powder
Plan
Dry Powder Unit No.3
ft Monitor Boxes for Monitors Monitor Dry Powder Unit No.1

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Steering Gear
Room Dry Powder
Hose Box No.8 Dry Powder Dry Powder Dry Powder
Hose Box No.6 Hose Box No.4 Hose Box No.2
No.4 Trunk Dry Powder No.2 Trunk No.1 Trunk Bosuns Store
Hose Box No.5 Dry Powder Dry Powder
Accommodation
Hose Box No.3 Hose Box No.1
Area Cargo
Dry Powder No.3 Trunk
Hose Box No.7 Manifold
D
Area
Dry Powder Unit No.4 Main Dry Local Release Spare Dry Dry Powder Unit No.2
Powder Boxes for Monitors Powder
Monitor Monitor Reference Shipyard Drawing: 2T-7400-003 Rev No.300 - Dry Powder Fire Ext. System
5.4.4 DECK Dry Powder System The remote release control cabinets are at the following locations: Release of the CO2 gas to the dry powder storage tank cylinders also opens the
dry powder discharge valve to the manifold monitor.
Cargo control room on C deck for the port and starboard
Equipment manifold monitors
The system is now in operation.
Manufacturer: Unitor Ltd. Fire control station on the upper deck for the port and starboard
No. of sets: 4 (two port, two starboard) manifold monitors If the system fails to operate, a tank runs out of dry powder or the N2 gas
Type: Sodium bicarbonate agents - nitrogen propellant Locally at each manifold monitor cylinders are empty, the tank on the other side can be connected as follows:
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Tank capacities: 1,710 litres containing 1,440kg (each tank) Main deck forward and aft for the hose cabinets - 8 sets
e) At the dry powder units open the manual crossover valves to
Nitrogen cylinders: 6 sets per tank, each 50 litres at 200 bar connect the port and starboard units.
Minimum discharge time:45 seconds with all monitors and hoses in use Each system consists of a tank containing sodium bicarbonate and a rack of 6
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cylinders containing N2 gas under pressure. The discharge valves on the N2 gas
Monitors: 2 sets each - port and starboard f) Open the release cabinet door for the opposite manifold, where
cylinders are designed to be opened manually or by the CO2 gas pressure from
Monitor capacities: 17kg/sec the release CO2 gas cylinder is located.
the remote release control cabinet bottle. Each release control cabinet contains
Hand hoses: 8 sets at 33m length - port and starboard one CO2 gas cylinder containing 2.68 litres pressurised to 55 bar.
g) Open the screw-down discharge valve on the release CO2 gas
Hand hose capacities: 3.5kg/sec cylinder.
The system is operated by releasing the CO2 gas cylinder in the control cabinet,
this activates the N2 gas cylinders discharge valves and opens the selection
Introduction h) Pull down the valve lever which open the ball valve on the CO2
valve on the dry powder supply pipe to the manifold monitor or the hose
gas discharge pipeline.
The dry powder fire extinguishing system consists of four identical systems, cabinet. The mixture of powder and N2 gas is then forced through the pipelines
to the monitors and hose cabinets.
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situated on the port and starboard side of the upper deck passageways, each
supplying one monitor and two hand hose cabinets. The monitors are situated The other dry powder unit will now discharge to the monitors on the side that
at the cargo hose manifolds and the hand hose cabinets are strategically situated The dry powder storage tank is pressurised by the N2 gas and the tank pressure has the empty tank.
to cover the cargo deck area. operates a pressure switch, which in turn opens a shuttle valve, to divert N2 gas
through the control valve to open the main discharge valve on the dry powder Note: Close the outlet valve on the empty tank to prevent powder being
tank. discharged into the empty tank.
Note: Before commencing cargo operations, direct the monitor towards the
cargo manifold to be used and open the valve under the monitor.
Procedure for Operating the Monitor Dry Powder System Procedure for Operating the Monitor Dry Powder System
No.1 dry powder unit is positioned forward port inside the bosun store and
supplies the port side manifold forward monitor and No.1 and No.3 hand
hose cabinets. No.2 dry powder unit is positioned forward starboard inside
the bosun store and supplies the starboard side manifold forward monitor and
No.2 and No.4 hand hose cabinets. No.3 dry powder unit is positioned in the ft from the Cargo Control Room or the Fire Control Station
a) Open the ball valve at the monitor; this must always be open
during cargo loading or discharge.
from the Local Station
If the remote systems fail the units can be locally operated. The nitrogen
cylinder release valves can be opened by using the local release cabinet.
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aft port trunk deck passageway and supplies the port side manifold aft monitor There are two release stations for the manifold monitors, one for the port a) Open the local release cabinet door for the required manifold,
and No.5 and No.7 hand hose cabinets. No.4 dry powder unit is positioned aft manifold and one for the starboard. where the release CO2 gas cylinder is located.
starboard trunk deck passageway and supplies the starboard side manifold aft
monitor and No.6 and No.8 hand hose cabinets. The monitors are situated at b) Open the release cabinet door for the required manifold, where b) Open the screw-down discharge valve on the release CO2 gas
the port and starboard side of the cargo manifold and the hand hose cabinets the release CO2 gas cylinder is located. cylinder.
are strategically situated to cover the cargo deck area.
c) Open the screw-down discharge valve on the release CO2 gas c) Pull down the valve lever which open the ball valve on the CO2
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Note: There is a crossover line between No.1 and No.2 dry powder units and cylinder. gas discharge pipeline.
between No.3 and No.4 dry powder units. This allows the operator to use the
port unit on the designated starboard monitor or vice versa. Similarly No.2 d) Pull down one of the two valve levers which open the ball CO2 gas will be released and open the N2 gas cylinders which will pressurise
and No.4 hose box can be supplied from No.1 dry powder unit. The aft deck valves on the CO2 gas discharge pipeline. One ball valve is for the dry powder storage tank. Release of the CO2 gas to the dry powder storage
is also interconnected. the aft monitor the other is for the forward monitor. tank also opens the dry powder discharge valve to the manifold monitor.
CO2 gas will be released and open the N2 gas cylinders which will pressurise The system is now in operation.
the dry powder storage tank.
Illustration 5.4.4b Dry Powder System

No. 7 Hose Station No. 5 Hose Station No. 3 Hose Station No. 1 Hose Station
Release Release
Fire Control Room Station Station
for Monitor Port Side Port Side for Monitor
Remote (After) (Forward)
Release Station
Operation
for Monitors
Instruction
Starboard Port
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A B
Dry Chemical Powder Room (Port Side After) Dry Chemical Powder Room (Port Side Forward)
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PI PI
Operation Instruction
Cargo Control Room 6 - Nitrogen Cylinders 6 - Nitrogen Cylinders

Remote
C
Release Station
for Monitors
Starboard Port
Operation Instruction Operation Instruction
No. 8 Hose Station No. 6 Hose Station No. 4 Hose Station No. 2 Hose Station
Release Release
Station Station
for Monitor Starboard Side Starboard Side for Monitor
ft (After) (Forward)
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A B
Dry Chemical Powder Room (Starboard Side Aft) Dry Chemical Powder Room (Starboard Side Forward)
Key
D
PI PI
CO2
Nitrogen
6 - Nitrogen Cylinders 6 - Nitrogen Cylinders
Nitrogen and
Sodium
Bicarbonate
Operation Instruction Operation Instruction

Reference Shipyard Drawing: 6T-7432-003 Rev No.03 - Dry Powder Fire Ext. System
If the system fails to operate, a tank runs out of dry powder or the N2 gas Procedure for Operating the Dry Powder Hose System Procedure to Clean the System After Use
cylinders are empty, the tank on the other side can be connected as follows:
a) Open the cabinet door at one of the hose stations. The system should be cleaned immediately after use by blowing through the
d) At the dry powder units open the manual crossover valves to pipelines with compressed air.
connect the port and starboard units. b) Take out the full length of the hose.
a) Close the handle in the release station or hose station.
e) Open the release cabinet door for the opposite manifold, where c) Open the screw-down discharge valve on the release CO2 gas
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the release CO2 gas cylinder is located. cylinder. b) Using a manual release handle, which is located near the N2 gas
cylinders, close the top valve of the N2 gas cylinders.
f) Open the screw-down discharge valve on the release CO2 gas d) Pull down the handle which opens the ball valve on the CO2
cylinder. gas discharge pipeline. CO2 gas will be released and open the c) Wait until all N2 gas is released from the dry powder tank.
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N2 gas cylinders which will pressurise the dry powder storage
g) Pull down the valve lever which open the ball valve on the CO2 tank. Release of the CO2 gas to the dry powder storage tank also d) Manually close the dry power storage tank main discharge
gas discharge pipeline. opens the dry powder discharge valve to the hose. valve.
The other dry powder unit will now discharge to the monitors on the side that e) Operate the pistol nozzle when the hose is pressurised and direct e) Connect an air hose from the ships general service air system
has the empty tank. dry powder as required. to the system flushing connection and blow air through the
system.
Procedure for Manual (Emergency) Operation of the Dry Note: It is important that the operator is standing in a well supported position
as there will be a high recoil when the nozzle is opened due to the gas f) When only air comes out of the drain, monitors or the hose
Powder System
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pressure in the system. nozzles, shut off the air supply, disconnect the air hose and
return all valves to their normal position.
a) Using a manual release handle, which is located near the N2 gas
cylinders, open the top release valve of the N2 gas cylinders. Precautions g) Recharge/replace the CO2 and N2 gas cylinders at the next
opportunity.
b) Manually open the relevant sector discharge valve on the Always wear full fireproof clothing and personal protection
distribution manifold. equipment h) Replenish the dry chemical agent in the dry powder tank.
After opening the cabinet door the operation must begin quickly
c) Operate a dry powder monitor or hose nozzle as required.
ft to prevent the powder caking

Be aware of the reaction of the nozzle gun on commencing
discharging
Prevent kinking of the hose and twists in the line
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D
Illustration 5.4.5a CO2 Fire Extinguishing System
CO2 Room Fire Control Station

Pa
No.15 No.12 No.5 No.4 No.3 No.2
Ka La Ma Na Oa No.16 Emergency No.14 No.13 Cargo No.11 No.8 Main Main Diesel Diesel
C-Deck Oil and Diesel Cargo Cargo Switchboard Cargo No.10 No.9 Hydraulic No.7 No.6 Switchboard Switchboard Generator Generator No.1
No. No. Grease Generator Motor Computer Room Switchboard Chemical Incinerator Power Paint Purifier Room Room Room Room Engine
Store Room Room Room (Starboard) Room (Port) Store Room Pack Room Store Room (Starboard) (Port) (Starboard) (Port) Room
291 291
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Open to Air
CO2 Cylinders for Engine Room
C-Deck
No. No.
266 151
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Open to Air
B-Deck
No. No. No. No. No. No. No. No. No. No. No. No.
1 7 8 18 19 29 30 79 80 129 130 150
Open to Air
CO2 Cylinders for Outside Engine Room (24 Cylinders)
A-Deck
No. No. No. No. No. No. No. No. No.
Emergency
1 3 4 5 6 7 9 12 24 Aa Ab Ba Bb Ca Cb Da Db Ea Eb Fa Fb Ga Gb Ha Hb Ia Ib Ja Jb Ka Kb La Lb Ma Mb Na Nb Oa Ob Pa Pb
Operating
Handles
CO2 Room
C
Open to Air
CO2 Cylinders for Engine Room CO2 Cylinders for Engine Room
A-Deck PI
No. No. No. No.

557 515 290 267
No.11 No.12 No.14 No.15
Cargo Cargo No.13 Cargo Emergency No.16
No.7 No.8 No.9 No.10 Switchboard Switchboard Cargo Compressor Deisel Oil/Grease
Paint Store Hydraulic Pack Incinerator Chemical Store Room Entrance Room Entrance Compressor Motor Room Generator Store Motor
Entrance Room Entrance Room Entrance Entrance (Starboard)
(Port) Room Entrance
ft Entrance Room Entrance Room Entrance
Pa
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Ja Jb Ia Ib Ha Hb Ga Gb Fa Fb Ea Eb Da Db Ca Cb Ba Bb Aa Ab
Ob Nb Mb Lb Kb Jb Ib Hb Gb Fb Eb Db Cb Bb Ab
Pb
No.1 No.1 No.2 No.3 No.4 No.5 No.6 No.7 No.8 No.9 No.10 No.11 No.12 No.13 No.14 No.15 No.16
D
Protected Areas
No.1 No.2 No.3 No.4 No.5 No.6 No.7 No.8 No.9 No.10 No.11 No.12 No.13 No.14 No.15 No.16
GVU GVU Main Switchboard
Engine Room Diesel Generator Diesel Generator Main Switchboard Purifier Room Paint Store Hydraulic Power Incinerator Room Chemical Store Cargo Switchboard Cargo Switchboard Cargo Compressor Cargo Compressor Emergency Diesel Oil and Grease
Room Room Room (Port)
557 Cylinders Room (Port) Room (Starboard) Room (Starboard) 7 Cylinders 3 Cylinders Pack Room 4 Cylinders 1 Cylinder Room (Port) Room :9
Room (Starboard)
Cylinders Room Motor Room Generator Room Store
(Port) (Starboard) 11 Cylinders
50 Cylinders 50 Cylinders 11 Cylinders 4 Cylinders 9 Cylinders 9 Cylinders
(Starboard) 24 Cylinders 12 Cylinders 6 Cylinders 1 Cylinders
5.4.5 Co
2 Fire extinguishing System System Description When the release system is activated for a particular protected space, only the
required number of cylinders for that space are released.
Areas Protected
Manufacturer: Unitor AS
Type: High pressure The central bank CO2 system installed on the vessel protects the following Protected Space No. of Cylinders
areas: Required
Capacity : 581 cylinders each containing 68 litres
557 cylinders for engine room spaces and 24 Engine room Engine room 557
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cylinders for outside engine room spaces Port diesel generator room Port diesel generator room 50
Starboard diesel generator room 50
Starboard diesel generator room
Port main switchboard and transformer room 11
Introduction Gas combustion unit GCU room
Starboard main switchboard and transformer room 11
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Port main switchboard and transformer room GCU room 7
WARNING
Starboard main switchboard and transformer room Purifier room 7
DANGER OF ASPHYXIATION
Purifier room Paint store 3
Re-entry to a CO2 flooded area should not be made until the area has
been thoroughly ventilated. Hydraulic power pack room 4
Paint store
Incinerator room 4
Hydraulic power pack room
WARNING Chemical store 1
Due to the hazard of electrostatic shock during gas release, the gas Incinerator room No.1 high voltage cargo switchboard rooms 9
bottles must not be touched. Chemical store No.2 high voltage cargo switchboard rooms 9
C
No.1 high voltage cargo switchboard rooms Cargo compressor room 24
Depending upon the application, CO2 is normally employed at levels of Cargo compressor motor room 12
between 35% and 50% by volume to produce an oxygen deficiency and thus No.2 high voltage cargo switchboard rooms
extinguish a fire. This level of oxygen deficiency is not sufficient to sustain Emergency generator room 6
Cargo compressor room Oil/grease store 1
life. Fixed high pressure CO2 fire extinguishing systems are therefore designed
to include safeguards which prevent the automatic or accidental release of CO2 Cargo compressor motor room
whilst the protected area is occupied. Emergency generator room Alarms and Trips
CO2 is an asphyxiant, but not toxic, and it does not produce decomposite
products in a fire situation.
The CO2 cylinders are fitted with a safety device called a bursting disc which
will relieve excess pressures caused by high temperatures. To avoid these discsft Oil/grease store
Central Bank CO2 System

The central bank CO2 system consists of 581 cylinders each containing 68
The engine room valve release cabinet door will stop the following:
Engine room ventilation fans - 4 sets
The engine room valve release cabinet door will initiate an audible and visual
alarm in all areas.
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bursting, it is recommended that the cylinders are located in areas where the litres of CO2 located in the CO2 room, which is situated on the port side of the
ambient temperature will not exceed 45C. engine casing on A, B and C decks.
Valve Release Cabinet
Note: Some gaseous extinguishing agents may cause low temperature burns These cylinders are connected to discharge nozzles within the protected space CO2 valve release cabinets are located in the following places:
when in contact with the skin. In such cases the affected area should be via cylinder manifolds and distribution pipework. CO2 room - engine room only
thoroughly irrigated with clean water and afterwards dressed by a first aid
trained person. A pressure gauge and pressure switch are fitted to the main CO2 manifold. Fire control room - all areas
D
Outside each room - near entrance door
The system is designed to discharge the required number of cylinders into
the protected space at the same time. Each protected space requires a certain
number of cylinders to give a 40% concentration of CO2. The system is operated by a supply of CO2 separate from the main fire
extinguishing CO2.
The total number of cylinders is determined by the largest protected
compartment and this is the high and low voltage switchboard and transformer It is stored in small pilot cylinders installed within the supply cabinet. The pilot
room, which also incorporates the engine control room. cylinders are connected to the main pilot system pipework via two isolation
valves installed within the valve release cabinet.
One isolation valve is connected via small bore pilot gas pipework to the h) After 10 minutes, close the pilot cylinder handwheel valve. Galley CO2 System
cylinder bank to open the cylinders after a time delay of approximately 30
seconds, the other is connected via a separate pilot gas line to open the line i) When the pilot pressure gauge within the control box is zero, The galley exhaust duct is fitted with a CO2 fire extinguishing system. The
valve to the protected spaces. The isolation valves are positioned so that the close both pilot isolation valves. CO2 is contained in a 6.8kg cylinder stored in a cabinet in the starboard
valve release cabinet door cannot be closed with the valves in the open position. bulkhead of the galley.
It is also arranged that the valve release cabinet door will operate the switches Note: Allow time for structural cooling before opening the space and
when in the open position, to initiate audible and visual alarms. ventilating the CO2 gas. The procedure for operating the system is as follows:
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A time delay unit is located in the pilot CO2 pipeline to the main storage bottles. a) On discovering a fire in a exhaust duct space, raise the alarm.
WARNING
This unit allows for a time delay of about 30 seconds between actuation of the
main cylinder release isolating valve and the actual operation of the cylinder Do not enter a CO2 flooded space without using breathing apparatus.
b) Stop the galley duct fan and close all dampers and flaps.
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release valves. This delay offers time for personnel in the protected spaces to
evacuate them after the CO2 release alarm has sounded. Manual Operating Procedure from the CO2 Room c) Conduct a muster of all personnel ensuring that everyone is
accounted for.
A pressure gauge is fitted to the pilot CO2 pipeline to indicate pilot CO2 Should the pilot CO2 cylinders fail to open the main CO2 cylinders for the
pressure. protected compartment then these must be opened manually. The main line d) Open the valve release cabinet door and open the release valve
valve to the protected compartment must also be operated manually. The CO2 on the cylinder.
Operating Procedure from the Fire Control Station cylinders for each protected compartment are grouped together and so it is
easy to recognise which cylinders must be manually opened for any protected e) Do not restart the duct fan until the fire has been extinguished
a) On discovering a fire in a protected space, shut down the compartment. and the vent duct is cool.
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machinery in that space together with fuel supplies, if any,
and ventilating systems. Close all doors, ventilators and other The procedure for opening the main cylinders is as below; these should be
openings having first ensured that all personnel have been opened by operation of the manual release lever on top of each CO2 cylinder
evacuated. as follows:
b) Conduct a muster of all personnel ensuring that everyone is a) Open the main line valve leading to the protected space.
accounted for. The gas must not be released until any missing
persons are accounted for and are known not to be in the b) Remove the manual release handle from its mounting position
c)
protected space where CO2 is to be released.
Open the valve release cabinet door for the compartment where
the fire is located. Upon opening the door an audible alarm will
sound and the ventilation fans will stop. Pull the two handles in ft c)
near the cylinders.
Insert the end of the handle into the hole in the release lever.
Push the handle as far as possible in order to operate the release
mechanism for the cylinder.
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a downwards direction on the isolation valves.
d) Repeat this procedure for each cylinder until the specified
d) Obtain the key for the supply cabinet from inside the valve number have been discharged.
release cabinet.
All cylinders can be individually manually discharged into any of the protected
e) Open the supply cabinet door and open the valve on one of the compartments as and when they are required.
pilot CO2 cylinders.
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f) Pilot CO2 will open the required number of cylinders for the
protected space and will also open the main ball valve. The gas
is released to the protected space after the time delay period.
g) Go to the CO2 room and check that the discharge valve for the
selected area has opened and the correct number of cylinders
have been released. If not open by hand.
Illustration 5.4.6a Fire Detection Panel
y
op
Central Unit Panel
Salwico CS3000
POWER ON
CS3000 CONTROL CHECK
FIRE
DISCONNECTION
6 13 DATE 2006-09-02 TEST......
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ALARM TRANSFER
SECTION DETECTOR TIME 08;52;24
EXTERNAL ALARM
MENU DELAY OFF.....
SYSTEM FAULT..
F1 F2 F3 F4 ABNORMAL COND.
ALARM MUTE
ALARMS IN QUEUE 7 8 9 S SECTION EA
EXTERNAL FAULT
ALARM
EXTERNAL CONTROL
ACTIVATED
ft ALARM RESET
4
1
5
2
6
3
D
SD
DETECTOR
SMOKE
DETECTOR
EC
AD
EXTERNAL
CONTROL
ALARM
DELAY
M
R
MUTE
RESET
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SECTION / DETECTOR
NOT RESET 0 ON OFF TIMER LIST
Fire Alarm Panel Operating Panel

D
5.4.6 Fire Detection System ALARM RESET: This key is used to reset the fire RESET: Fault handling key used to reset the
alarm. faults.
Manufacturer: Consilium Marine
Type: CS 3000 Salwico Fire Detection System ALARMS IN QUEUE: LEDs indicate multiple alarms ON, OFF, TIMER: Operation keys used to choose the
which can be scrolled through using operation to perform.
this key. Each alarm is listed in the
General Description alphanumeric display. LIST: List handling keys, the LIST key is
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used to open the list function.
The CS3000 Fire Detection system is a computerised, fully addressable The arrow keys are used to scroll
Indicators Description
analogue fire alarm system with analogue detectors. The operating panel, through the lists.
control unit and power supply are contained in a central cabinet in the EXT. CONTROL LED indicating that an external
op
wheelhouse. The detector loops are connected to the system with a 7.2Ah ACTIVATED: control output is active.
Indicators Description
battery system back-up in the event of a power failure. The system is looped
to the gas sampling and alarm system and to the IAS cabinet in the electrical SECTION/DETECTOR LED indicating that an alarm reset POWER ON: Illuminated when the power is on.
equipment room on C deck. NOT RESET: has been attempted but failed.
(Detector still in alarm) DISCONNECTION: General disconnection of detectors
The Salwico CS3000 comprises a wide range of detectors and sensors to indicator.
suit different needs and conditions. It includes detectors for different alarm Operating Panel
parameters, for example, smoke, heat and flames. Manual call points, short- TEST: Is lit when the central unit is in test
circuit isolators and a timer are connected to the loop where required. A fault mode.
The operating panel is used for controlling the system and to display extra
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in the system or a false alarm is detected immediately, since the function of information in case of a fire alarm. The alphanumeric display is used as a
the detectors and other installed loop units are automatically and continuously ALARM TRANSFER: Is lit when the dedicated fire output
complement to the numeric display on the fire alarm panel, as a communication is activated (steady light) and is
tested. medium when operating the system and to display guiding texts for the function flashing when the door is open, the
keys. Under normal conditions, when the central unit is in normal status, the fire output is deactivated.
The fire alarm repeater alarm unit is fitted in the fire control station. The repeater text Salwico CS3000 is displayed together with the date and time.
panel allows the ships staff to monitor alarms and scroll through alarms in
the queue list, but not to accept any alarms or perform any disconnections or EXTERNAL ALARM: Is lit when an external alarm output
reconnections. The system can also identify defective detectors in each loop. Keys Operation is disconnected or faulty.
The system can be monitored via the IAS.
Central Unit Panel

ft F1, F2, F3, F4:

Function keys, used for choosing
functions from the menus in the
display and for entering certain
characters with no keys of their
own.
DELAY OFF:

SYSTEM FAULT:
Is lit when the time delay is
deactivated.
Is lit when a fault occurs in the

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The central unit panel is divided into two parts, the fire alarm panel and the system.
operating panel. The fire alarm panel is activated when there is a fire alarm 0-9: Numeric keys.
in the system. The operator verifies and supervises the system by using the ABNORMAL COND: Is lit when an abnormal condition
different keys and the display on the operating panel. has occurred.
Correction key: The last key stroke is erased.
Fire Alarm Panel Return key: The system returns to normal status,
Salwico CS30000 is displayed.
The fire alarm panel is activated when a fire alarm is detected on the system.
D
S, D, SD, EA, AD: Command keys used to choose the
The FIRE indicator flashes and the section number and detector address in
unit (section/detector no. etc) to
alarm are displayed on the numeric display.
operate.
Keys Operation MUTE: Fault handling key used to

ALARM MUTE: This key is used to acknowledge acknowledge faults and to mute the
the fire alarm and mute the buzzers. buzzers.
System Operation g) If ALARMS IN QUEUE is pressed when the last fire alarm The problem should be investigated. The non-resettable fire alarm is displayed
is displayed, the first fire alarm is displayed again and the again.
Detection of a Fire Alarm
ALARMS IN QUEUE indicator goes out for 5 seconds.
FIRE lamp is flashing: A fire alarm is detected in the system. The LIST key can always be used regardless of system status. Pressing LIST
shows the fire alarms one by one on the first line of the alphanumerical display.
a) Press ALARM MUTE to mute and acknowledge the fire Reset Fire Alarm They can then be reset in the normal way one by one. If the alarm does not
alarm. reset, the reason is displayed on line three. The problem should be investigated.
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Only one fire alarm can be reset at a time, ie, the displayed fire alarm. If there The not resettable fire alarm is displayed again.
b) The FIRE indicator stops blinking and becomes steady red. The are more, the next one will appear on the display.
audible fire alarm, including the internal buzzer is permanently
a) Press the MUTE button for 2 seconds to acknowledge the Fault Indication
silenced when the ALARM MUTE is pressed.
alarm.
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The FAULT indicator is flashing and the internal buzzer is sounding. One or
c) The section number and detector address in alarm are displayed more faults are detected in the system and the latest fault is displayed on the
on the fire alarm panel and on the alphanumerical display on the b) Press the LIST button. alphanumeric display. The first line displays the word FAULT, a fault code
operating panel. followed by the section number, the detector address, and a fault message.
c) Press the F1 button below the Fire Alarm display key to select Additional text is displayed on line two, if provided The fault codes are listed
d) The section number and the detector address are displayed on the appropriate fire alarm in the manufacturers manual. Only one fault can be acknowledged at a time.
the first line and additional information about the location is Press M in the FAULT field to acknowledge the fault and mute the buzzer.
displayed on the second line, if provided. d) Press the ALARM RESET button to reset the fire alarm. It will The FAULT indication stops flashing and becomes steady yellow. The internal
disappear from the display and be inserted into the history list. buzzer is permanently silenced. The fault is placed in a fault list and the
alphanumeric display is erased. The next fault is displayed if there are more
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ALARMS IN QUEUE lamp is flashing. There is more than one fire alarm in
the system. e) If the fire alarm does not reset, the reason is displayed on line faults. Otherwise the display is erased and it returns to its previous status. The
three. The indicator SECTION/DET NOT RESET is displayed. number of faults in the system and the order they occurred are displayed on
a) Press ALARM MUTE repeatedly to mute and acknowledge all This could be because the detector still detects high levels of line three. The fault list can be scrolled through by using the up and down
the fire alarms. smoke, fumes and/or ionisation etc. The actual detector may arrow keys.
also be faulty and should be investigated.
b) The FIRE and ALARMS IN QUEUE indicators stop flashing
and become steady red when all the fire alarms are muted. The
To Reset Faults
Fire Alarms That Do Not Reset
audible fire alarm is permanently silenced when the ALARM
c)
MUTE is pressed.
The section number and detector address in alarm are displayed

on the fire alarm panel and on the alphanumerical display on the ft
A detector that cannot be reset can be listed in two ways. Press the LIST or
ALARMS IN QUEUE key.
The ALARMS IN QUEUE key can only list the non-resettable fire alarms
a) Press LIST to open the list function. Faults can only be reset
from the fault list.
b) Press F2 to select the fault list. The latest fault is always

displayed first. The fault list can be scrolled through using the
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operating panel. if all fire alarms are acknowledged and reset (ie, the ALARMS IN QUEUE list key. The LED on the arrow key is lit if there are more faults
LEDs are not lit) and if all faults are acknowledged. If this is not the case, the to be listed.
d) The address of the first fire alarm is displayed on the first line ALARMS IN QUEUE key will only list the fire alarms that are not reset.
and additional information about the alarming unit is displayed
c) Press the arrow keys until the appropriate fault is displayed.
on the second line, if provided. The address of the latest fire a) Press ALARMS IN QUEUE repeatedly to select the appropriate
alarm is displayed on the third line and additional information fire alarm. The fire alarm address is displayed on the fire alarm d) Press R in the FAULT field to reset the fault. The system
about this unit is displayed on the fourth line. The total number panel and the operating panel alphanumerical display. attempts to reset the fault.
of fire alarms is shown to the right on line one.
D
b) Press ALARM RESET. The system tries to reset the fire alarm. e) The fault is reset if it disappears from the list. The next fault is
e) Press the ALARMS IN QUEUE button to display the next fire
displayed after about 5 seconds. If the fault list is empty, the text
alarm. If no key is depressed for about 60 seconds the display returns to the first non- LIST EMPTY is displayed, and the system returns to normal
resettable fire alarm. If the fire alarm is reset it disappears from the display status, Salwico CS3000 is displayed. If the fault is not reset,
f) The second fire alarm address is displayed both on the fire and from the fire alarm list. The display then returns to the next fire alarm or the reason is displayed on line three. Investigation is required.
alarm panel and on the alphanumerical display. The fire alarm is if there are no more fire alarms it returns to normal status, Salwico CS3000
presented on the two first lines on the display. Five seconds after is displayed. If the alarm does not reset, the reason is displayed on line three.
pressing ALARMS IN QUEUE, the first fire alarm is displayed
again.
Disconnections Reconnections
Different parts of the fire alarm system can be disconnected, for instance, Disconnected units can be reconnected from the disconnected list by selecting
sections, detectors, manual call points, section units, alarm devices, external the appropriate disconnection. The status is then changed by pressing the ON
control devices and loops. This can be useful when there is welding in a key or using the same procedure as Disconnection, but press the OFF - ON
particular section or removal of detectors is required due to structural shipboard button.
work etc. A whole section can be disconnected permanently or for a defined
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time interval using the timer function. The disconnected section can only be
reconnected from the Disconnections list.
When operating the system a mistake can be corrected using the BACK key to
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erase one step at a time backwards. To interrupt the disconnection function and
return to normal status, press the RETURN key. The system returns to normal
status and Salwico CS3000 is indicated.
Disconnection Process
a) Press the S button to select the section.
b) Enter a section number and the section menu is displayed.
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c) Press OFF to disconnect the section.
d) When the section is disconnected the text on line three is

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

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

if the system cannot disconnect the section. The system then
returns to the previous menu.
ft
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g) Continue to define the next disconnection or, if finished, return
to normal by pressing RETURN.
h) Press the D button to disconnect a detector.

D for all detectors
SD for smoke detectors
Heat detectors are selected in the section menu.
D
Further in-depth operations are available from the manufacturers manual.
Illustration 5.4.7a Quick-Closing Valves and Fire Dampers System
To Fire Damper Air Cylinder for Engine Room Ventilation

Fire
Control S
S No.1 Starboard Main
Station PS
PS
No.1 Port Main Generator Generator Room Supply
IAS
Room Supply Fan Damper Fan Damper
PI S No.2 Starboard Main
y
Starboard Main Generator Engines Group S
Air Bottle for S
Emergency Starboard Main Generator
Shut-Off Port Main Generator Engines Group S Room Exhaust Fan Damper
Valve Port Main Generator Room
op
Exhaust Fan Damper
Starboard Machinery Space
Supply Fan Damper
Port Machinery Space
Key Supply Fan Damper
Other Groups S
Air Purifier Room
Gas Oil Exhaust Fan Damper
S
Lubricating Oil Purifier Room Supply
From General Service Duct Damper
Air System (2.9.3a Machinery) Marine Diesel Oil
S S Switchboard and
Sludge/Waste Oil Switchboard and
Transformer Room (Starboard)
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Transformer Room (Port)
Electrical Signal Ventilation Damper Ventilation Damper
S Switchboard and
Instrumentation S Transformer Room (Starboard)
Switchboard and
Transformer Room (Port) Ventilation Damper
F-311V F-317V F-7V F-40V Ventilation Damper S Switchboard and
S Transformer Room (Starboard)
Switchboard and Supply Duct Damper
Incinerator Incinerator Gas Combustion Gas Combustion
Transformer Room (Port) S
Marine Diesel Waste Oil Unit Marine Diesel Unit Igniter Gas Gas Valve Unit Room
Supply Duct Damper
Oil Tank Service Tank Oil Service Tank Oil Service Tank (Starboard) Exhaust Fan
S Damper
Upper Deck Incinerator Room S
F-5V F-6V
ft S
S
Ventilation Damper
Incinerator Room
Supply Duct Damper
S
S
Gas Valve Unit Room
(Starboard) Exhaust Fan
Damper
Gas Valve Unit Room
(Starboard) Air Intake Damper
Gas Combustion Unit

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Gas Combustion Unit Room Exhaust Fan Damper
Inert Gas Room Air Inlet Damper
Generator Gas Oil S
Service Tank L-243V L-14V L-15V Gas Combustion Unit
S Gas Valve Unit Room Room Exhaust Fan Damper
306V
2nd Deck (Port) Exhaust Fan
Gear Box Generator Engine Generator Engine Damper Gas Combustion Unit
Lubricating Oil Lubricating Oil Lubricating Oil
S 307V Fan Room Damper
Gravity Tank Settling Tank (Port) Settling Tank (Starboard) Gas Valve Unit Room
(Port) Exhaust Fan
3rd Deck Damper Gas Combustion Unit
D
308V Fan Room Damper
S
Gas Valve Unit Room Gas Combustion Unit
270V (Port) Air Intake Damper 309V Fan Room Damper
F-102V F-301V F-3V F-10V F-201V F-202V F-1V F-104V F-302V F-4V F-103V F-203V F-204V F-2V
Gas Combustion Unit
Funnel Ventilation 281V Fan Room Damper
Marine Diesel Marine Diesel Marine Diesel Marine Diesel 271V Damper
Marine Diesel Marine Diesel
Oil Settling Tank Oil Bunker Tank Oil Settling Tank Oil Settling Tank
Oil Service Tank (Port) Oil Service Tank (Starboard) Funnel Ventilation Damper
(Port) (Port) (Starboard) (Starboard) 282V
Funnel Ventilation
4th Deck Damper
Funnel Ventilation Damper
5.4.7 Quick-Closing valves, fire dampers and Tank Valve Description Valve Tank Valve Description Valve
emergency stops Marine diesel oil bunker Marine diesel oil transfer pump F1V Gas combustion unit igniter Outlet to gas combustion unit gas F40V
tank (port) suction gas oil service tank oil ignition pump
Introduction Marine diesel oil bunker Marine diesel oil transfer pump F2V Incinerator marine diesel oil Incinerator ignition pump suction F311V
tank (starboard) suction tank
To ensure a fast and effective ability to respond to a fire situation the ship is Marine diesel oil service Marine diesel oil transfer pump F3V
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provided with means to shut off tanks containing flammable liquids that would tank (port) suction
normally be open; to shut down the pumps and other equipment that could Marine diesel oil service Marine diesel oil transfer pump F4V Fire Dampers
cause or maintain a fire and to shut off the air supply to a fire. tank (starboard) suction Remote Operation
Incinerator waste oil service Mill pump suction F317V Fire dampers operate to close the ventilation openings in the event of a fire
op
Oil Tank Quick-Closing Valves tank in the engine room spaces. The dampers are kept open by air pressure acting
Marine diesel oil service To auxiliary boiler and separator F101V on the pneumatic cylinders from the 250 litre storage cylinder, via the supply
CAUTION tank (port) valve which is locked open. A counterweight, which is attached to the damper
Some tanks such as lubricating oil tanks do not have quick-closing valves Marine diesel oil settling To separator F102V linkage closes the damper when the cock is turned 90 to vent the air from the
fitted. This is because they are normally closed and only opened for short tank (port) pneumatic cylinders.
periods of time when required. It is therefore important to ensure that Marine diesel oil service To auxiliary boiler and separator F103V
these valves are always closed when not in use. tank (starboard) There are 35 fire dampers which are activated from the fire control station, of
which 25 are activated by the emergency stop system.
Marine diesel oil settling To separator F104V
All of the outlet valves from the fuel oil and lubricating oil tanks from which
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tank (starboard)
oil could flow to feed a fire are equipped with pneumatically operated quick- Marine diesel oil service To No.1 generator engine F201V Mushroom-type engine room ventilators and engine room vent fan dampers are
closing valves. These valves are operated from the fire control station located tank (port) manually opened and closed by means of manually operated levers. These are
on the upper deck on the port side of the accommodation block. situated at the ventilators.
Marine diesel oil service To No.2 generator engine F202V
tank (port)
The valves are supplied with compressed air at 7 bar from a 250 litre storage
cylinder located in a cabinet in the fire control station. The cylinder is fitted Marine diesel oil service To No.3 generator engine F203V Emergency Stops
with an alarm to warn of low pressure and is fed from the engine room general tank (starboard)
service air main. Marine diesel oil service To No.4 generator engine F204V The emergency stops are grouped as follows:
A non-return valve is fitted on the inlet line which is normally in the open
position to ensure that a full charge of air is always available.
The oil tanks are grouped into three systems as shown in illustration 5.4.7a,
ft tank (starboard)
Marine diesel oil settling
tank (port)
Marine diesel oil settling
To auxiliary boiler
To auxiliary boiler
F301V
F302V
ES-C - Engine Room Auxiliary Machinery
Waste management store exhaust fan

Deck store and workshop exhaust fan
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tank (starboard)
with one three-way cock operating each system. In normal operation the supply Paint store exhaust fan
Generator engine lubricating Outlet valve L14V
line to each group of tank valves is vented to atmosphere, but when the cock is Oil and grease store exhaust fan
oil settling tank (port)
turned 90, compressed air is directed to the pistons, which collapse the bridge
of each valve in that group, thus causing the valves to close. Generator engine lubricating Outlet valve L15V Chemical store exhaust fan
oil settling tank (starboard)
Nos.1 and 2 compressor room exhaust fans
The valves are reset by venting the air supply and operating the valve Reduction gear lubricating Outlet valve L243V
handwheel in a closed direction to reset the bridge mechanism and then by oil gravity tank Nos.1 and 2 passageway exhaust fans
D
opening the valve in the normal way. Propulsion motor LO Outlet to bearings L245V Pipe duct keel exhaust fan
gravity tank
Hydraulic pressure unit valve control room exhaust fan
The valves listed in the following table all relate to the illustration 5.4.7a Inert gas generator gas oil Outlet to gas oil transfer pump F6V
shown above. service tank Emergency generator room exhaust fan
Inert gas generator gas oil Outlet to inert gas generator gas oil F5V Nos.1 and 2 compressor room supply fan
service tank service pump Steering gear room supply fan
Gas combustion unit marine Outlet to gas combustion unit F7V
diesel oil service tank marine diesel oil service pump Nos.1 and 2 bosuns store supply fans
Illustration 5.4.7a Quick-Closing Valves and Fire Dampers System
To Fire Damper Air Cylinder for Engine Room Ventilation

Fire
Control S
S No.1 Starboard Main
Station PS
PS
IAS
PI S No.2 Starboard Main
Starboard Main Generator Engines Group S
y
Air Bottle for S
Emergency Starboard Main Generator
Shut-Off Port Main Generator Engines Group S Room Exhaust Fan Damper
Valve Port Main Generator Room
Exhaust Fan Damper
op
Starboard Machinery Space
Supply Fan Damper
Port Machinery Space
Key Supply Fan Damper
Other Groups S
Air Purifier Room
Gas Oil Exhaust Fan Damper
S
Lubricating Oil Purifier Room Supply
From General Service Duct Damper
Air System (2.9.3a Machinery) Marine Diesel Oil
S S Switchboard and
Sludge/Waste Oil Switchboard and
Transformer Room (Port) Transformer Room (Starboard)
C
Electrical Signal Ventilation Damper Ventilation Damper
S Switchboard and
Instrumentation S Transformer Room (Starboard)
Switchboard and
Transformer Room (Port) Ventilation Damper
F-311V F-317V F-7V F-40V Ventilation Damper S Switchboard and
S Transformer Room (Starboard)
Switchboard and Supply Duct Damper
Incinerator Incinerator Gas Combustion Gas Combustion
Transformer Room (Port) S
Marine Diesel Waste Oil Unit Marine Diesel Unit Igniter Gas Gas Valve Unit Room
Supply Duct Damper
Oil Tank Service Tank Oil Service Tank Oil Service Tank (Starboard) Exhaust Fan
S Damper
Upper Deck Incinerator Room S
Gas Valve Unit Room
Ventilation Damper
F-5V F-6V
ft S
S
Incinerator Room
Supply Duct Damper
S
S
(Starboard) Exhaust Fan
Damper
Gas Valve Unit Room
(Starboard) Air Intake Damper
Gas Combustion Unit

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Gas Combustion Unit Room Exhaust Fan Damper
Inert Gas Room Air Inlet Damper
Generator Gas Oil S
Service Tank L-243V L-14V L-15V Gas Combustion Unit
S Gas Valve Unit Room Room Exhaust Fan Damper
306V
2nd Deck (Port) Exhaust Fan
Gear Box Generator Engine Generator Engine Damper Gas Combustion Unit
Lubricating Oil Lubricating Oil Lubricating Oil
S 307V Fan Room Damper
Gravity Tank Settling Tank (Port) Settling Tank (Starboard) Gas Valve Unit Room
(Port) Exhaust Fan
3rd Deck Damper Gas Combustion Unit
308V Fan Room Damper
D
S
Gas Valve Unit Room Gas Combustion Unit
270V (Port) Air Intake Damper 309V Fan Room Damper
F-102V F-301V F-3V F-10V F-201V F-202V F-1V F-104V F-302V F-4V F-103V F-203V F-204V F-2V
Gas Combustion Unit
Funnel Ventilation 281V Fan Room Damper
Marine Diesel Marine Diesel Marine Diesel Marine Diesel 271V Damper
Marine Diesel Marine Diesel
Oil Settling Tank Oil Bunker Tank Oil Settling Tank Oil Settling Tank
Oil Service Tank (Port) Oil Service Tank (Starboard) Funnel Ventilation Damper
(Port) (Port) (Starboard) (Starboard) 282V
Funnel Ventilation
4th Deck Damper
Funnel Ventilation Damper
Bow thruster room supply fan Waste oil transfer pump No.1 LO separator supply pump
Nos.1 and 2 HD compressor auxiliary LO pumps No.2 LO separator No.1 MDO separator
Nos.1 and 2 LD compressor auxiliary LO pumps No.2 LO separator supply pump No.1 MDO separator supply pump
Nos.1 and 2 remote operated cargo valve hydraulic oil pumps No.2 MDO separator Reduction gearing CJC filter
Nos.1 and 2 remote operated ballast valve hydraulic oil pumps No.2 MDO separator supply pump No.2 jacking unit LO pump
y
Nos.1 and 2 remote operated cargo valve hydraulic oil topping- Engine room bilge pump
up pumps
No.1 jacking unit LO pump ES-B - Engine Room Auxiliary Machinery
Nos.1 and 2 remote operated ballast valve hydraulic oil topping-
up pumps Smoking room exhaust fan
op
ES-A1 - Engine Room Auxiliary Machinery
Nos.1 and 2 forward MDO transfer pumps Hospital and dispensary room fan
Fans:
Night pantry
Nos.1 and 2 main diesel generator room supply fan
ES-A2 - Engine Room Auxiliary Machinery Nos.1 and 2 wheelhouse duct heater
No.1 main diesel generator room exhaust fan
Fans: Duty mess room exhaust fan
No.1 GCU room exhaust fan
Nos.3 and 4 main diesel generator room supply fan Galley supply fan
Nos.1 and 2 gas valve unit hood room exhaust fan (port)
No.2 machinery space supply fan Sanitary space exhaust fan
No.2 auxiliary air handling unit (AHJ 01)
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No.2 main diesel generator room exhaust fan Air conditioning room exhaust fan
No.1 propulsion motor transformer cooling fan
No.2 GCU room exhaust fan Wheelhouse air conditioning coil unit
Nos.1 and 2 propulsion motor transformer cooling fan
Nos.1 and 2 gas valve unit hood room exhaust fan (starboard) Galley air conditioning coil unit
Auxiliary boiler
No.2 auxiliary air handling unit (AHJ 02) Nos.1 and 2 main air conditioning units
Nos.1 and 3 GCU power unit
No.2 propulsion motor transformer cooling fan No.1 auxiliary air conditioning units (AHU01 and 02)
No.1 inert gas generator blower
No.2 inert gas generator blower Galley and pantry exhaust fan
Inert gas generator air dryer unit
No.1 and 2 GCU power unit
No.2 MCC for Nos.3 and 4 generator engines
Starboard exhaust gas economiser
ft No.1 MCC for Nos.1 and 2 generator engines
Port exhaust gas economiser
Machinery space supply fan
Sundry space exhaust fan
Provisions refrigeration fan
Battery room exhaust fan
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Engine room toilet exhaust fan
Nos.1 and 2 AC unit cooler for port converter room The emergency stop switches are at the following locations:
Electrical workshop fan coil unit
Welding space exhaust fan Oil pumps:
Wheelhouse Panel
Nos.1 and 2 AC unit cooler for starboard converter room Nos.1, 2, 3 and 4 MDO circulating pumps
ES-A1, ES-A2, ES-B and ES-C
No.1 reduction gearing LO circulating pump
Oil pumps:
D
No.1 LO transfer pump
Nos.5, 6, 7 and 8 MDO circulating pumps Fire Control Station
No.1 MDO transfer pump
No.2 reduction gearing LO circulating pump
No.1 MCC for Nos.1 and 2 generator engines ES-A1, ES-A2, and ES-C
No.2 LO transfer pump
Auxiliary boiler
No.2 MDO transfer pump
Inert gas generator FO pump
No.2 MCC for No.3 and 4 generators Engine Room Entrance
Gas oil transfer pump
Gas oil transfer pump ES-A1 and ES-A2
No.1 LO separator
Illustration 5.4.8a Water Mist Fire Extinguishing System

Wheelhouse
Key
LOCAL FIRE FIGHTING SYSTEM
EXTENSION INDICATOR PANEL
High Pressure Fresh Water
Fresh Water
y
Electrical Signal
Air
Extension Indicator Panel
Local Operating Panels
op
Discharge Alarm to With Location
Light Signal Column LOCAL FIRE FIGHTING SYSTEM
CONTROL PANEL
Generator Engine Generator Engine Boiler Main Power
Monitoring Signal to 1 and 2 3 and 4
Alarm Monitoring System

G.C.U Incenerator Lubricating Oil and
IGG Main Diesel Oil Purifiers
Generator Engine 1,2

Valve Abnormal
Generator Engine 1,2
Valve Abnormal IGG
Lubricating Oil and
Main Diesel Oil Purifiers S Inert Gas Generator Area
G.C.U Valve Incenerator IGG

Lubricating Oil and
Main Diesel Oil Purifiers
NO
Abnormal Valve Abnormal Valve Abnormal Valve Abnormal
NC
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From Pump Power
Emergency
Fail
Pump Manual Pump Motor Overload Pre Warning
S Incinerator Area
Switchboard
Auto/Manual System Stop Buzzer Lamp Test Buzzer NO
NC
Generator Engine Generator Engine Boiler Buzzer Stop
1 and 2 3 and 4
S Boiler Area
G.C.U Incenerator IGG Lubricating Oil and
Main Diesel Oil Purifiers
NO
NC
LOCAL FIRE-FIGHTING SYSTEM OPERATION PROCEDURE
From
Emergency
Switchboard
Source
LOCAL FIRE FIGHTING
PUMP START PANEL
0
Anemeter
100
200
A
300
60
0 90
0
Running
ft In case of fire (Manual Operation)

(1) Push the [START (DISCHARGE)] switch of the discharge section --- this switch is lighting
<< Fire water is discharged >>
Discharge stop
(1) Push the [STOP DISCHARGE] switch
<< Discharge is stopped >> ___ the (DISCHARGE) lamp turns off the light
Restoration after fire fighting
(1) At the first restore fire detector and fire pump unit.
(2) Push the [SYSTEM RESET] switch of control panel ___ system is initialized
Notice of indication
Lamp lighting and a siren are signifying activity/abnormality of equipment.
Do proper operation according to system instructions.
In case of fire, mechanical ventilations are stopped automatically.
Attention of switch operation.
Never operate a switch besides a fire or inspection!
Push the [SYSTEM RESET] switch after restoration of external equipment.
Careful reading and understand an instruction manual before operating control panel.
S
NC
NO
Purifier Area
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Hour Meter
Fire Control Station
S GCU Area
Starboard
m
Fresh Water
LO Manual/Auto Start Stop Heater NO
Tank
181m3 NC
Junction Box
CNP S Nos.1 and 2 Generator Engine Area
NO
D
NC
PI PI PS
S Nos.3 and 4 Generator Engine Area
Port
Fresh Water NO
Tank NC
181m3 D31V NO
NC NC
Water Mist Fire Extinguishing Supply Pump
(300 Litres/min x 12kg/cm2)
Air Test Connection
5.4.8 Engine Room water mist Fire extinguishING The areas protected by the system are as listed below: Manual Operation
sYSTEM
Area No. of Nozzles The system can be activated from the following locations:
Manufacturer: Tanktech Co. Ltd Port main generator room 20 Port side of the A deck level outside the incinerator room
No. of sets: 1 Starboard main generator room 20 entrance - serving the incinerator
Model: X-Mist Gas combustion unit 4 Starboard side of the A deck level, in the GCU fan room near
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Pump type: Multistage vertical centrifugal Incinerator 1 the GCU operating panel - serving the GCU
Pump model: MXV 50-1605-60 Lubricating oil and marine diesel oil separators 5 2nd deck level forward the auxiliary boiler burner cleaning
Capacity: 18m3/h at 10kg/cm2 Inert gas generator 5 bench - serving the auxiliary boiler
Detection system: CS 3000 Auxiliary boiler 1
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Port forward on the 3rd deck level, outside the port switchboard
and transformer room - serving the inert gas generator
The system is maintained in a constant state of readiness and the pump is
Introduction permanently connected to one of the fresh water tanks. 4th deck level, near the elevator door, 2 panels - serving the port
main generator engine room and the starboard main generator
The system comprises a fire detection part and a fire fighting part. The fire In automatic mode the system is activated by smoke or flame detector heads engine room
detection is provided by the CS 3000 fire detection system and the fire fighting mounted in the protected areas. Outside the purifier room forward door on the 4th deck level
part is provided by a single multi-stage water pump. - serving the purifier room
If one detector is activated a warning alarm is sounded, when a second detector
The Tanktech fire fighting system provides a high pressure water mist spray to At the fire control station on the upper deck, where all the above
head is activated the system is brought into operation
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specific areas of the machinery space and is additional to and independent of areas can be activated
other engine room fire fighting systems. CAUTION At the pump solenoid valves, which are operated using the
During periods of engine room maintenance it is important to ensure special screwdriver located next to the solenoid valves
The equipment consists of a high pressure multi-stage pump which takes
that the spray heads are never painted as this will impair their
suction from either the port or starboard fresh water tank through a gate valve There is an indicator panel on the bridge.
performance.
which is locked open. The pump is located in the engine room on the 3rd deck
level on the port aft side near No.2 inert gas generator blower unit.
Procedure for Operating the Water Mist Fighting System Blowing Through the System After Use
The principle of the water mist system is that the very fine droplets of water
tend to exclude oxygen from the atmosphere in the vicinity of the fire, thereby
starving the burning material of oxygen. When the fine water droplets come
into contact with the flames they rapidly evaporate because of their large
surface area for small mass and this produces a rapid cooling effect on the ft a) Ensure that the fresh water tank has sufficient water for
operating the local fire fighting system.
b) Ensure that power is available to the fire fighting control

After the system has been operated for a particular space the lines must be
blown through with compressed air to remove all water which could cause
corrosion.
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fire. The pump unit must be isolated so that it will not operate and the pump
panel.
discharge valve closed. The pump drain valve is opened to drain water from the
The steam produced by the evaporation acts to further reduce the space pump outlet lines. The flushing air valves from the general service air system
c) Ensure that the high pressure pump starting panel has power
available for oxygen. Because the water is in mist form the system is also and the section supply valves for the areas which have been operated manually
available and is switched to AUTO.
useful for oil fires. are opened. Compressed air is then blown through the section pipes and the
spray heads, removing all water from that section. When flushing is complete
d) Ensure that all of the manual valves at the pump unit are open
Water at high pressure is injected into the protected space through special the air valves are closed, the section supply valves are returned to the closed
except the air supply valve, test valves and drain valve.
position and to automatic operation. The pump drain valve is closed and the
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nozzles which break down the water stream into very fine mist-like particles.
The positioning and distance of the spray heads from the protected equipment pump returned to AUTO.
In this condition the system will operate automatically with the appropriate
is critical to ensure complete protection is provided. machinery valve releasing water to the spray heads for that protected space.
System checks must then be carried out after purging to ensure that the system
The pump supplies seven outlet lines fitted with sprinkler nozzles which serve and its control panels are set for automatic operation.
various areas of the machinery space. Each outlet has its own supply valve
remotely operated from the control panel.
Procedure for Testing the System
The system should be tested once each month with an officer on duty on the
bridge at the time of testing.
a) Close the outlet valves after the section valves to all protected
spaces.
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b) Open the test valve below the outlet valve and also open the
drain valve.
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c) Open the section valve manually by pressing the section
pushbutton.
d) Check that the pump starts and that the section valve opens and
the control panel indicates mist release.
e) Reset the control panel alarm and check that the pump stops and
the section valve closes.
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f) Close the section test valve and repeat the test for the other
section.
g) After completion of tests close the drain valve and open all
outlet valves after the section valves.
h) Check that fresh water is available, check and clean strainers

and ensure that the system is returned to the AUTO mode.
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5.4.9 Galley Deep Fat Fryer Wet Chemical System Procedure for Operating the Fay Fryer Extinguishing System
Manufacturer: Ansul a) After auto-ignition of the fat fryer has taken place, the fire alarm
Type: R-102, Wet Chemical pushbutton in the galley or passageway should be pressed and
information relayed to the bridge duty officer on the nature of
the fire.
The fat fryer appliance in the galley is protected by a fixed fire suppressant
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system. The protection system is comprised of a single 5.7 litre storage cylinder b) Activate the galley emergency stops (ES-G) from the working
containing an aqueous organic wet chemical solution which is pressurised with alleyway adjacent to the entrance into the galley on the port
nitrogen to a pressure of 690kPa when the release cartridge is activated. The side, this will isolate the electrical supply to the fat fryer (and all
system is fitted with a remote release mechanism mounted in the bulkhead galley electrical equipment) and stop the two galley ventilation
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close to the entrance door of the galley leading to the working alleyway. fans. The fan dampers for the galley uptakes, one natural supply
Additionally, the housing front panel for the storage and release cartridge is and one electrical supply and exhaust should be closed. Ensure
fitted with a Cocked Fired indicator. The wet chemical discharge from the all staff are out of the galley.
cylinder is led via piping to a single fixed nozzle located above the fat fryer
appliance. c) Release the fat fryer fire suppressant system from the pull
release station located in the galley adjacent to the entrance into
Fat fryers are particularly difficult to protect due to the amount of stored heat the galley on the port side. The system will now knock down the
that is contained in a large quantity of cooking oil. This is relevant, in that flames and form a foam layer on the surface.
in order to stop the oil reflashing after the flame has been extinguished, it is
very important that the temperature of the liquid is allowed to cool to a level
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WARNING
approximately 33C below its auto-ignition temperature. In the event that
the thermal cut-out on the fat fryer fails to operate, the temperature of the No attempt should be made to remove the foam layer or spray water
oil will be raised by the heating element to an auto-ignition temperature of onto the fat fryer unit.
approximately 370C. This temperature can rise further until the heat source is
removed and the action of extinguishing takes place. d) Ensure that the flames have not spread into the galley ducting.
The wet chemical agent is a premixed aqueous solution which, when released e) Careful monitoring of the fat fryer unit and surrounding area,
as an atomised spray onto the burning surface quickly knocks down the flame including the galley trunking area, should be maintained by
within 4 to 6 seconds and forms a foam layer on top of the liquid. The layer of
foam must be able to remain stable without breaking down for approximately
20 minutes, during which time the temperature of the liquid should have cooled
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down sufficiently to stop re-ignition. Therefore it is vital that the heat source is
eliminated as soon as possible and that no attempt is made to remove the foam
a fire watch team until they are sure that the fire has been
extinguished.
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layer until it can be confirmed that the fryer is cold.
Note: There are no toxic products produced by this system when it is released
or after its effect on the fire.
WARNING
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It is important that the electrical supply is isolated from the fat fryer
before the fire suppressant system is used as the wet chemical solution is
electrically conductive.
5.4.10 first aid FIRE FIGHTING SYSTEM

Introduction
The first aid fire fighting system consists of hose reel and nozzle sets connected
to the domestic fresh water and situated within the accommodation. This
allows fresh water to be quickly made available to extinguish any fires before
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they can develop.
The hose reel and nozzle sets are located at the following locations:
Upper deck alleyway starboard side - near entrance to No.2 LV
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cargo switchboard room
Upper deck alleyway port side - near entrance to fire control
station
A deck alleyway port side - near crews mess room
A deck alleyway starboard side - near officers lounge
B deck alleyway port side - near hospital door
B deck alleyway starboard side - near cooks cabin
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C deck alleyway port side - outside conference room
C deck alleyway starboard side - outside general office
D deck alleyway port side - outside chief engineers day room
D deck alleyway starboard side - outside captains day room
Navigating bridge deck - wheelhouse starboard side inboard
bulkhead
Operation
In the event of a fire proceed as follows: ft
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a) Raise the alarm and proceed to the nearest hose and reel set.
b) Open the fresh water valve and run out the hose reel towards the
fire
c) Open the nozzle valve and direct the fresh water spray towards
the base of the fire.
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5.5 Cargo Machinery Fresh Water Cooling System
Illustrations
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5.5a Cargo Machinery Fresh Water Cooling System
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ft
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Illustration 5.5a Cargo Machinery Fresh Water Cooling System
FC23
Air Separator
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CARGO MOTOR ROOM No.1 High Duty CARGO COMPRESSOR ROOM
FC3 Compressor
Motor
PI FC4
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FC19
No.1 High Duty

FC5 Compressor
Lubricating Oil
FC6 Cooler
No.2 High Duty

FC7 Compressor
FC20 Motor
FC8
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No.2 High Duty
Compressor
FC9
Lubricating Oil
FC10 Cooler
No.1 Low Duty

Compressor
FC11
Lubricating Oil
FC12 Cooler
ft FC13
FC14
No.2 Low Duty
Compressor
Lubricating Oil
Cooler
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FC-21
No.1 Low Duty
FC15
Compressor Motor
FC16
FC-22
No.2 Low Duty

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FC17
Compressor Motor
FC18
To/From Auxiliary
Central Cooling Drain Cooler for
FC-01
Fresh Water System Cargo Heater
(2.5.2a Machinery)
FC-02 Key
Fresh Water
5.5 cargo machinery Fresh Water Cooling The system is designed to regulate the temperature at the discharge side of the Position Description Valve
System coolers to 36C. Should there be a failure in the electrical or air supply to this
Open No.1 LD compressor LO cooler outlet valve FC11
valve it will move to the fully open position.
Open No.2 LD compressor LO cooler inlet valve FC14
Auxiliary Cooling Fresh Water Booster Pumps
The correct amount of chemical corrosion inhibitor is added to the system Open No.2 LD compressor LO cooler outlet valve FC13
automatically from the chemical dosage tank. The analysis of the system Open No.1 LD compressor motor inlet valve FC16
Model: C125VID1 should be done on a regular basis to keep the corrosion inhibitor at the correct Open No.1 LD compressor motor outlet valve FC15
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Type: Vertical centrifugal level so protecting the water circuits.
Open No.2 LD compressor motor inlet valve FC18
No. of sets: 2
A make-up tank located on the upper deck in the engine casing allows for Open No.2 LD compressor motor outlet valve FC17
Capacity: 130m3/h at 30mth
thermal expansion of the fresh water in the system and provides a static Open Air vent valve for No.1 HD compressor motor FC19
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pressure head on the suction side of the pumps. outlet line
Introduction Open Air vent valve for No.2 HD compressor motor FC20
The make-up/expansion tank is replenished from the machinery distilled outlet line
The cargo machinery fresh water cooling system is supplied from the engine water transfer system as detailed in Section 2.12.1 in the Machinery Operating Open Air vent valve for No.1 LD compressor motor FC21
room auxiliary central cooling fresh water system as mentioned in Section Manual. outlet line
2.5.2 in the Machinery Operating Manual. Open Air vent valve for No.2 LD compressor motor FC22
outlet line
The pressure is boosted by two auxiliary fresh water booster pumps, situated in Procedure for the Operation of the Cargo Machinery Fresh
the engine room, which circulate the cooling fresh water through the following Water Cooling System d) At the IAS central machinery fresh water cooling system
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items of equipment: graphic screen set both auxiliary FW booster pumps to AUTO.
a) Ensure all the pressure gauge and instrumentation valves are
High duty compressor motors
open and that all instruments and gauges are reading correctly e) Select and start one auxiliary FW booster pump as the duty
High duty compressor LO coolers pump and start that pump, with the discharge valve throttled at
b) Ensure that the auxiliary central fresh water cooling system is the start and gradually opened fully.
Low duty compressor motors
operating in the engine room.
Low duty compressor LO coolers f) If the second pump is available it may be set to AUTO and will
Drain cooler for the cargo heaters c) Set up the valves as shown in the following table: act as the standby pump.
The two auxiliary fresh water booster pumps are normally selected with one
of the pumps as the duty pump and the other stopped or on standby ready to
operate should the duty pump fail. ft Position
Open
Open
Description
No.1 auxiliary FW booster pump inlet valve
No.1 auxiliary FW booster pump outlet valve
Valve
W249V
W251V
Note: The duty pump may be started locally, but the unless the other pump
is set to remote it will not act as the standby pump.
g) Check the system for leaks as temperatures rise.

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Open No.2 auxiliary FW booster pump inlet valve W250V
The auxiliary fresh water booster pumps may be selected for LOCAL or Open No.2 auxiliary FW booster pump outlet valve W252V
REMOTE operation by means of the selector switch located near the pumps. Open Drain cooler for the cargo heaters inlet valve FC02
When LOCAL has been selected the pumps can be started and stopped by means
Open Drain cooler for the cargo heaters outlet FC01
of the switches and pushbuttons at the local control panel. When REMOTE has
valve
been selected the pumps are controlled from the operator workstation mimic
display in the engine control room. The pumps may be started and stopped Open No.1 HD compressor motor inlet valve FC04
manually from the operator workstation, or a pump may be selected to AUTO Open No.1 HD compressor motor outlet valve FC03
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mode which means that it acts as the standby pump and will start automatically Open No.1 HD compressor LO cooler inlet valve FC06
should the duty pump fail. Open No.1 HD compressor LO cooler outlet valve FC05
Open No.2 HD compressor motor inlet valve FC08
In the engine room a temperature controlled valve regulates the quantity of
circulating fresh water being drawn through the auxiliary central cooling fresh Open No.2 HD compressor motor outlet valve FC07
water system coolers by the engine room duty pump. Open No.2 HD compressor LO cooler inlet valve FC10
Open No.2 HD compressor LO cooler outlet valve FC09
Open No.1 LD compressor LO cooler inlet valve FC12
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5.6 Forward Bilge System
Illustrations
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5.6a Forward Bilge System
5.6b Bilge System on Deck
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Illustration 5.6a Forward Bilge System
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BG08 BG06
From Fire Main
LAH
IAS BG
BG08 BG01 BF07 Bosuns Store
BG10 BG07 06 Oily BG10
BG02
Storage
BF11 Tank (2m)
LS From Fire Main BG09
BG11 BG03 BF08
BG36 To Cable Wash
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BG07 Chain Chain
BF07 From
Locker Locker
Fire Main
BG01 Bilge
Well
BG02 BG03
From Fire Main Forward
Peak Tank
BG04
Bosuns Store
ft
Chain
Locker
BG35
BG34
Oily Bilge Pump

4m x 30m
Air
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LAH CA76
IAS
BG12 Bow Thruster Room
LS
BG09
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Key
Bilges
Fire Water
Electrical Signal
Issue: Final Draft - September 2008 IMO No. 9333591 Section 5..6 - Page 1 of 4
5.6 Forward Bilge System Chain Lockers Procedure for Pumping Out the Passageway Bilges Using the
Position Description Valve Passageway Stripping Eductors
Introduction Open Sea water supply valve BF07
Open Eductor discharge valve BG01 The eductors operate using sea water from the fire and wash deck main. The
The chain lockers, bosuns store, bow thruster compartment and forward pump fire and wash deck main is provided with sea water by the bilge, fire and GS
Open Port chain locker suction valve BG03
room compartments have bilge wells. pumps.
Open Starboard chain locker suction valve BG04
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The passageway bilge eductors are located in the port and starboard
The bilges are discharged using bilge eductors that are driven by sea water passageways at the aft, centre and forward positions.
from the deck fire main system supplied by the fire pumps. The bilge water is Bosuns Store Bilge Wells
discharged directly overboard through a ship side valve fitted in the fore peak a) Connect a flexible hose from the nearest deck fire main hydrant
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area. to the eductor drive for the selected bilge eductor.
Open Sea water supply valve BF11
Open Eductor discharge valve BG06 b) Set the bilge, fire and GS pump discharge valves so that water
Procedure for Discharging Bilge Water from the Forward
Open Port eductor suction valve BG08 is directed to the fire and wash deck main.
Bilge System
Open Starboard eductor suction valve BG09
c) Start the selected bilge, fire and GS pump and supply sea water
There are four eductors with each one draining different bilge wells.
e) When the sea water supply valve to the eductor has been to the fire main. Under normal circumstances the fire main
opened, the eductor will create a partial vacuum in the eductor valves from the engine room fire pump and the bilge, fire and
a) Start any fire pump to pressurise the fire main system after
suction pipe and that will remove water from the bilge well. GS pumps and the emergency fire pump are open so that the
setting the valve system. The engine room fire pump or the
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fire main may be pressurised above the jockey pump pressure
bilge, fire and GS pumps or the emergency fire pump can be
immediately when required.
manually started, or a request made to the bridge for any of the f) Close the bilge well suction valve when the well is empty.
pumps to be started. Fire pumps are normally kept ready with
d) Open the water supply valve to the eductor as in the following
valves open so that any of the pumps can immediately supply g) Shut the water supply valve to the eductor when all bilges table and when the eductor is producing the correct vacuum, the
the fire main, which is kept pressurised by the fire jockey pump connected to that eductor are empty and then close the system suction will evacuate the contents through the non-return flap
and associated hydrophore tank. valves. valve from the passageway bilge well.
b) Open the eductor overboard discharge valve BG10 to discharge h) Close the eductor overboard discharge valves BG06 and
c)
from the chain lockers and the bow thruster room.
Open the eductor overboard discharge valve BG06 to discharge

from the forward pump room and the bosuns store.
ft BG10.
Note: Only clean water may be pumped from the forward pump room. Any
contaminated water/oil accumulation is discharged into the oily storage tank
Port Aft Passageway
Position
Open
Confirm
Description
Sea water supply valve
Eductor suction non-return flap valve is free
Valve
BF71
BG26
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using the 4m3/h pneumatic oily bilge pump. The contents of the tank are to to operate
d) Open the eductor and system valves as detailed in the following be drained to drums for disposal ashore.
tables.
Starboard Aft Passageway
Bow Thruster Room Bilge Well Forward Pump Room Bilge Wells Position Description Valve
Position Description Valve Open Sea water supply valve BF73
Open Sea water supply valve BF08 Confirm Eductor suction non-return flap valve is free BG27
Open Air supply valve CA76
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to operate
Open Eductor discharge valve BG11 Open Pump discharge valve BG34
Open Thruster room bilge well suction valve (non- BG12 Open Forward pump room bilge well BG35
return valve set open)
Illustration 5.6b Bilge System on Deck From From

Fire Main Fire Main
Test Cock Test Cock
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Bilge Well
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Key
Transverse Cofferdam Bilges
Fire Water
Electrical Signal
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Water Ballast Water Ballast
Tank (Port) Tank (Starboard)
Plan
With Test Cock With Test Cock With Test Cock
From LS From LS LS From
Fire Main Fire Main Fire Main Bow Thruster
Room
LAH LAH LAH
IAS IAS IAS
BF71 BF38 BF14
BG26
ftNo.4 Trunk No.3 Trunk

BG15
No.2 Trunk No.1 Trunk

BG13
To
Overboard
Discharge
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BG12
Cofferdam Cofferdam Cofferdam Cofferdam Cofferdam

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BF73 BF39 BF17 LAH

LAH LAH LAH IAS
BG27 IAS BG16 IAS IAS BG14 From
Fire Main
From From From
Fire Main Fire Main Fire Main LS
LS LS LS
With Test Cock With Test Cock With Test Cock
Port Centre Passageway

Confirm Eductor suction non-return flap valve is free BG15
to operate
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Starboard Centre Passageway
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to operate
Port Forward Passageway

to operate
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Starboard Forward Passageway
to operate
e) When the passageway bilge well is empty, close the sea water
supply valve. If required, empty another passageway bilge
well in the same way. When all passageway bilge wells are
empty stop the bilge, fire and GS pump and close all valves not ft
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required to be open.
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Issue: Final Draft - September 2008 IMO No. 9333591 Section 5..6 - Page 4 of 4
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SECTION 6: Cargo Operations
6.1 Insulation Space Pressurising
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6.1.1 Insulation Space Inerting
6.1.2 In-Service Test
Illustrations
6.1.1a No.1 Tank Nitrogen Pressure Control System Screen Shot
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6.1.1b IBS and IS Piping Arrangement
6.1.1c Insulation Space Inerting
6.1.2a In-Service Test
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Illustration 6.1.1a No.1 Tank Nitrogen Pressure Control System Screen Shot
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6.1 Insulation space pressurising c) The IS supply control valves NG15, NG33, NG54 and NG83, Illustration 6.1.1b IBS and IS Piping Arrangement
are set for IBS plus 0.4kPa, ie, 1.1kPa, and the IS exhaust valves Nitrogen Exhaust, Safety Vent, Nitrogen Exhaust, Safety Vent,
6.1.1 Insulation Space Inerting NG07, NG25, NG45 and NG78 are set for IBS plus 0.7kPa Gas Detection and Portable Gas Detection and Portable
Gas Sampling for IBS Gas Sampling for IS
gauge, ie, 1.7kPa via the split range controller for the space.
Exhaust Nitrogen
The interbarrier space (IBS) and insulation spaces (IS) are filled with dry To Vent Mast
To Gas To Gas
nitrogen gas. This is automatically maintained by alternate exhaust and make- Note: Ensure that the manual bypass/isolating valves situated on both the Detector Detector
up, as the atmospheric pressure of the temperature rises and falls, under a supply and exhaust lines on each tank are closed, eg, NG113, NG114, NG130
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pressure of between 5 and 10mbar above atmospheric. and NC112 for No.1 tank IBS supply. Exhaust Nitrogen
To Deck
The nitrogen provides a dry and inert medium for the following purposes: d) Set the pressure control valve from the nitrogen buffer tank
PCV-8.70 to 500kPa to supply the IBS/IS pressurisation
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To prevent formation of a flammable mixture in the event of
header.
a LNG leak
To permit easy detection of a leak through a barrier e) Open the manual isolating valves NG90 and NG92 on the
To prevent corrosion insulation space pressurisation header and set the control valve
NG91 to 30kPa at the IAS, to allow the supply of nitrogen to the Pressure Sensor Pressure Sensor
Nitrogen is produced by two generators in the engine room and stored in a headers from the nitrogen buffer tank in the engine room. These Connection to Controller
and Indicator for IBS
Connection to Controller
and Indicator for IS
pressurised 24m3 buffer tank, ready to be supplied to the pressurisation headers valves are located ot the aft end of the port trunkway.
through make-up regulating valves.
In the event of cargo gas leakage into an insulation space, each space can be
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From the headers, branches are led to the interbarrier and insulation spaces of swept with a continuous feed of nitrogen by opening the exhaust bypass valve
each tank. Excess nitrogen is vented through regulating exhaust valves to the from the space and allowing a controlled purge. Close monitoring of the gas Insulation Space
nitrogen vent mast on each tank from the IBS and to deck from the IS. analyser on this space will be necessary during purging. Interbarrier Space
Both IBS and IS of each tank are provided with pressure exhaust valves which CAUTION Deflection Plate
open at a pressure, sensed in each space, of 3kPa for the IBS and 3.5kPa for The insulation spaces must at all times be protected against over- Reference Shipyard Drawing: 2T-7400-003 Rev No.300 - Nitrogen System
the IS above atmospheric. A manual bypass with a globe valve is provided for pressure, which might otherwise result in membrane failure.
local venting and sweeping of a space if required.
The nitrogen production plant is maintained in an automatic mode. One 125m3/
ft
h package is able to maintain the pressure in the buffer tank owing to the small
demands placed upon the system. When a high nitrogen demand is detected,
the second 125m3/h package will start automatically. (See Section 4.8 for
A portable elbow bend can be connected to the IBS supply header for connection
to the spray line for IBS stripping if required, see Section 7.2 for details.
Set Points
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details of the nitrogen production plant.) Space Set Point Action
IBS 0.2kpa Low pressure alarm
Operating Procedure for Normal Inerting IBS 0.5kPa N2 supply valve control
(See illustration 6.1.1a.) IBS 1.0kPa N2 exhaust valve control
IBS 1.5kPa High pressure alarm
a) Each space is fitted with one controller arranged for the split
IBS 3.0kPa Pressure relief valve opens
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range control of the supply and exhaust valves. The manual
valves each side of the supply and exhaust control valves IS 0.4kPa Low pressure alarm
together with the valves to the liquid and gas dome gauge IS IBS + 0.2kPa (0.7kPa) N2 supply valve control
boards should be fully open. IS IBS + 0.5kPa (1.5kPa) N2 exhaust valve control
IS 2.5kPa High pressure alarm
b) The IBS nitrogen supply control valves NC110, 210, 310, 410 IS 3.5kPa Pressure relief valve opens
are normally set to open at 0.7kPa, and IBS exhaust valves
NC102, 202, 302, 402 are set for 1.0kPa by the split range
controller via the IAS.
Illustration 6.1.1c Insulation Space Inerting

Key
Nitrogen
Vent Mast Nitrogen
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To Liquid Dome From Nitrogen Purging
Gauge Board and Sealing Header
CR404 CR403
CR304 CR303
CR204
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CR203
CR104 CR103
To Gas Dome
To Gas CR402 CR401
Gauge Board
Detection Board CR302 CR301
CR202 CR201
CR102 CR101
CS405
CS305
CS205 To Gas To Gas
CS105
C
Detection Panel Detection Panel
To Spray Line IBS Control IS Control
Exhaust Valves Exhaust Valves
CL405 NG07
CL305 NC102
NG25
From IBS and IS CL205 NC202
NG45
Pressurising Header CL105 NC302
NG78
NC402
CL404
CL304
CL204
NG15 CL104
NG33
NG54
NG83
Aft Part IS Bilge Well
(in Each Cofferdam)
ft Emergency Pump
Column Barrel
ra
NC110
NC210
NC310
NC410
D
IBS
IBS
IS
IS
Reference Shipyard Drawing: 2T-7400-003 rev No.300- Nitrogen System
6.1.2 In-Service Test Illustration 6.1.2a In Service Test

From Insulation Space
Classification society regulations require that the barriers of a membrane tank Pressurisation Header
should be capable of being checked periodically for their effectiveness. The
following covers the practice, recommendations and the precautions, which From Insulation Space
should be taken during the in-service periodical examination of the interbarrier Pressurisation Header
and insulation membranes.
y
Method for Checking the Effectiveness of the Barriers
To N2 Vent Mast
Primary Barrier (304L Stainless Steel)
op
To Gas Detector
Each IBS space is provided with a permanently installed gas detection system
capable of measuring gas concentration at intervals not exceeding thirty To Spray Line
minutes. The results of this monitoring give a continuous indication of the
membrane tightness; any gas concentration in excess with regard to the steady
rates would be the indication of membrane damage.
PI
Depending on the degree of leakage the gas concentration can be controlled by
purging with nitrogen or alternatively it may be necessary to take the vessel out
of service to effect repairs. PI
C
Secondary Barrier (Triplex)
The insulation space is monitored in the same manner and the same procedures
S
for purging in the way that the IBS would be carried out. Leakage through the IB
secondary barrier will show as a migration of nitrogen from the higher to lower IS
pressure space, ie, IS to IBS. The IS supply (make-up) and IBS exhaust valves
AM
will be continually open. ER
D
F
ft C OF
Safety Valve Connection for IBS
Nitrogen Distribution
ra
at IBS Bottom and Stripping of the
Aft Bilge Well Leaked Cargo in IBS (Bottom Aft Part)
Nitrogen Distribution and
Portable Level Measuring
Portable Liquid Level Measuring
and Portable Gas Sampling for
IBS (Low Point)
D
Nitrogen Distribution at IBS
Top and Portable Gas
Sampling for IBS (High Point)
Safety Connection Valve for IS

Reference Shipyard Drawing:
Portable Gas Sampling for IS (High Point) 2T-7400-003 Rev No.300 - Nitrogen System
y
6.2 Post Dry Dock Operations
6.2.1 Initial Insulation Space Inerting
op
6.2.2 Drying Cargo Tanks
6.2.3 Inerting Cargo Tanks
6.2.4 Gassing-Up Cargo Tanks
6.2.5 Cooling Down Cargo Tanks
Illustrations
C
6.2.1a Initial Insulation Space Inerting
6.2.2a Drying Cargo Tanks (Summer)
6.2.2b Drying Cargo Tanks (Winter)
6.2.3a Inerting

ft
6.2.4a Gassing-Up (Venting)
6.2.4b Gassing-Up (GCU)

ra
6.2.4c Gassing-Up (Return to Shore)
6.2.5a Initial Cooling Down

D
Illustration 6.2.1a Insulation Spaces Evacuation
PAL PAH PI FI PAL PAH PAL PIC PI FI
PX PI FX PX PI PI PX PI FX
NG
NG93 109
To Gas
y
Combustion NG92 NG91 NG90
Unit NG94
NG97 NG96
op
DPIC
PS PIAL NG76
DACS
PI
NG86 CN685 NG84 Purging and Interbarrier

1: For Emergency NG88 Sealing Header and Insulation
Pump Junction Spaces Pressurisation
M45 NG83
Box Purging A Header
NG79
2: For Thermowell
Purging PI
NG81 NG80 NG80
C
M29
To Safety
Chamber To Fixed Gas
M44 Detection System No.5 Vent Mast
NG82
NG87 Gas
No.4 VP NG78
IBS
Dome
IS
Liquid
IBS
IS
40V Pressure Gauge and Twin
NG82 NG83 NG84 Dome
Chambers Water Guard System Detail
Set at PI
5.5 bar M37 M38 NG85
A
Set 5 bar PCV8.70

Set
5 bar
M27
PCV8.68
ft NC514
PI
NC505
NG77
Valve Closed
During IBS
and IS
Vacuum
Process
Water
ra
M33 M35 NC515 NC512 To Fixed Gas
NC517
Detection System
NC518 NC507
NC501 From
Set at To Fixed Gas Engine Room
13 bar Detection
V8.64 System CN504 CN502 Twin Chambers Water Guard System is Used
NC516
to Protect Insulated Spaces During Filling
To Spray Line With Nitrogen Operation
NC503
Nitrogen Buffer Tank PI NC510 CN509 NC508

(65m3)
D
NC511 PIC Key
NC519 Nitrogen
From Nitrogen Generator Air
Membrane Unit
Plug Electrical Signal
To Nitrogen Generator
Membrane Unit For Purging Pressure Gauge and
A Twin Chambers Water
Guard System Detail
6.2 post dry dock operation Operating Procedure for Evacuating Insulation Spaces between the cargo tanks and the insulation spaces. At no time is the cargo tank
pressure to be less than 2.0kPa higher than the insulation space pressure.
6.2.1 initial insulation space inerting Prior to any evacuation or re-inertion of these spaces, great care has to be taken
to ensure all sampling and control systems are fully operational and personnel CAUTION
are fully conversed in the operation. The insulation spaces must at all times be protected against high
Introduction pressure, which might otherwise result in membrane failure. Ensure
All valves are assumed to be shut. that the interbarrier pressure relief valves CR102 to CR402 and CR103
y
Prior to putting a cargo tank into service after dry docking, it is necessary to
to CR403 are correctly fitted and the valves are all certified as having a
replace the ambient humid air in the insulation space with dry nitrogen. a) Isolate any pressure gauge, transducer or instrument which could set opening pressure of 3kPa gauge. The insulation space pressure relief
be damaged by the vacuum and install temporary manometers valves CR101 to CR401 and CR104 to CR404 are set to open at 3.5kPa.
This is done by evacuating the insulation spaces with the vacuum pump and to allow pressures in the insulation spaces to be monitored.
op
refilling them with nitrogen. This procedure is repeated until the oxygen
The twin chambers water guard system is still in place.
content is less than 2%. b) Install the twin chambers water guard system to the relief vents
for the interbarrier and insulation spaces at the liquid dome. a) The manual valves each side of the exhaust control valves for
CAUTION the IBS and IS, together with the valves to the liquid and gas
To avoid major damage to the secondary barrier, never evacuate the c) Prepare the vacuum pump for use. dome gauge boards, also the gas detection system, should be
interbarrier space while leaving the associated insulation space under fully open.
pressure and never fill an insulation space while the interbarrier space d) Start the vacuum pump.
is under a vacuum. Position Description Valve
e) Monitor the insulation spaces pressure. When it has been
Open Tank No.1 IBS exhaust isolation valves NC101, NC103
C
Evacuation of all the insulation spaces takes approximately eight (8) hours. reduced to -800kPa in both spaces, stop the pump.
Three (3) cycles are usually necessary to reduce the oxygen to less than 2% of Open Tank No.1 IS exhaust isolation valves NG06, NG08
its volume. During the evacuation of the insulation spaces, tightness of the interbarrier and Open Tank No.1 liquid dome gauge board valves NG12, NC115
insulation spaces relief valves has to be confirmed and if leaks are suspected, Open Tank No.1 gas dome gauge board valves NG04, NC105
use blanks until the operation is completed.
CAUTION Open Tank No.1 gas detection system valves NG02, NC107,
Change in temperature or barometric pressure can produce differentials NC108
far in excess of 3.0kPa in insulation spaces which are shut in. With the CAUTION
Blanks must be clearly marked and notices posted. Blanks should Open Tank No.2 IBS exhaust isolation valves NC201, NC203
cargo system out of service and during inerting always maintain the
insulation space and interbarrier space at the same pressure. Severe
damage to the membrane will result if differentials exceed 3.0kPa.
Before refilling with nitrogen, the insulation spaces are evacuated to -800kPa.
The evacuation of the insulation spaces is also used in order to check the
ft be removed and all relief systems confirmed as operational before
refilling.
On completion of a dry dock period the insulation and interbarrier spaces

require inerting and this can be carried out either by using the on board
Open
Open
Open
Open
Tank No.2 IS exhaust isolation valves
Tank No.2 liquid dome gauge board valves
Tank No.2 gas dome gauge board valves
Tank No.2 gas detection system valves
NG24, NG26
NG35, NC215
NG22, NC205
NG20, NC207,
ra
integrity of the barriers during periodical tests. nitrogen generator or by having the nitrogen supplied from ashore. NC208
Open Tank No.3 IBS exhaust isolation valves NC301, NC303
To avoid possible damage to the membranes, both the insulation spaces are Prior to any inerting of these spaces, either with the nitrogen being supplied Open Tank No.3 IS exhaust isolation valves NG44, NG46
evacuated together. A temporary bypass is installed between the interbarrier from ashore or on board, great care has to be taken to ensure that all of the Open Tank No.3 liquid dome gauge board valves NG51, NC315
and insulation exhaust lines, at valve NG03 and valve NC106 on No.1 tank, sampling, control and pressure relief systems are fully operational and that the
Open Tank No.3 gas dome gauge board valves NG42, NC305
at the liquid dome. The vacuum pump is connected to this bypass to allow for personnel involved are fully conversant in the operation.
Open Tank No.3 gas detection system valves NG41, NC307,
simultaneous evacuation.
D
NC308
Operating Procedure for Inerting with Nitrogen Generator
Note: The vacuum pump, together with the twin chambers water guard Open Tank No.4 IBS exhaust isolation valves NC401, NC403
system and hoses are supplied at refit either by the shipyard or owners Using the 125m3/h nitrogen generators in the engine room, pressurise the 24m3 Open Tank No.4 IS exhaust isolation valves NG77, NG79
supply. buffer tank to a maximum pressure of 120kPa and set the supply valve PCV- Open Tank No.4 liquid dome gauge board valves NG80, NC415
8.70 to the pressurisation headers at 50kPa. Open Tank No.4 gas dome gauge board valves NG75, NC205
Open Tank No.4 gas detection system valves NG73, NC407,
Prior to inerting/pressurising the insulation spaces, the cargo tank pressure
must be increased to maintain a minimum differential pressure of 2.0kPa NC408
Illustration 6.2.1b Initial Insulation Space Inerting FI Key

FI To Drain Pot
High Duty A-F JL - Nitrogen Distribution at IBS Bottom and Stripping of the Leaked Cargo in IBS (Bottom Aft Part)
Compressor Low Duty
From Nitrogen NG110 NG122 Compressor G - Portable Liquid Level Measuring and Portable Gas Sampling for IBS (Low Point)
Buffer Tank in FI NG123
FI H - Nitrogen Distribution at IBS Top and Portable Gas Sampling (High Point)
Engine Room NG112 NG111 NG103 High Duty NG102 NC501 V - Nitrogen Distribution and Portable Level Measuring in IS
Compressor Low Duty
NG121 Compressor K - Safety Valve Connection for IS M - Portable Gas Sampling for IS (High Point)
NG124
NG93 NG60 NG61 I - Safety Valve Connection for IBS N - Pressure Sensor Line for IBS Safety Valve
y
NG62 NG59 Interbarrier Space and Insulation Spaces Pressurisation Header
NG92 NG91 NG90 Purging and Sealing Header
NG97 NG96 NG94 Shore Supply

To Fixed Gas at N2 Manifold
NG To No.4 To Fixed Gas NG To No.3 Detection NG To No.2 NG To No.1
NG38 To Fixed Gas To Fixed Gas
82 53 32 14
op
Liquid Detection System Liquid System Liquid Detection Liquid Detection
NG Dome NG Dome NG Dome System NG Dome System
83 Gauge 54 Gauge 33 Gauge 15 Gauge
Board Board Board Board
NG NG NG NG NG NG NG NG
84 85 55 56 34 35 16 17
Near Cargo
Portable Gas Portable Gas Gear Locker Portable Gas Portable Gas
Sampling for Sampling for Sampling for Sampling for
NG87 IS Bilge Well NG NG58 IS Bilge Well NG37 IS Bilge Well NG19 IS Bilge Well
77 NG47
NG NG NG
To IS NG To IS 44 To IS 24 To IS 06
Bilge 78 Bilge Bilge Bilge
NG NG NG NG NG NG NG NG NG NG NG
C
Well Well Well Well
81 80 NG NG NG73 52 51 45 31 35 25 13 12 07
79 76 NG NG NG40 NG NG NG20 NG NG NG02
K M NG63 K M NG48 46 43 K M NG27 26 23 K M NG11 08 05
NG74
IBS NG IBS NG IBS NG IBS NG
NG41 NG21 NG03
64 49 28 10
IBS NG75 NG NG NG NG
65 50 IBS NG42 29 IBS NG22 09 IBS NG04
No.4 Gas
Dome LNG LNG LNG LNG
IS Gas Dome Mast Mast No.3 Gas Mast No.2 Gas Mast No.1 Gas
No.4 Gauge No.3 Dome No.2 Dome No.1 Dome
Gas Dome Gas Dome Gas Dome
IS
H
Dome
I
Board
NC405
N2
Mast
IS
H
Dome
ft N
I
N2 IS
Mast
NC
308
Gauge
Board
NC305
IS
H
Dome
N
I
N2 IS
Mast
NC
208
Gauge
Board
NC205
IS
H
Dome
N
I
N2 IS
Mast
NC
108
Gauge
Board
NC105
ra
G ABCDEF J L NC G ABCDEF J L G ABCDEF J L G ABCDEF J L
408 NC NC NC406 NC NC NC306 NC NC NC206 NC NC NC106
403 404 303 304 203 204 103 104
To Fixed Gas
Detection System NC To No.3 Liquid NC To No.2 Liquid NC To No.1 Liquid NC
402 NC 302 NC 202 NC 102 NC
Dome Gauge Dome Gauge Dome Gauge
407 307 207 107
NC415 To No.4 Liquid NC NC315 Board NC NC215 Board NC NC115 Board NC
Dome Gauge
Board 401 301 201 101
NC416 NC316 NC216 NC116
NC NC NC NC NC NC NC NC
D
411 412 311 312 211 212 111 112
NC418 NC NG To Fixed Gas NC318 NC NG NC218 NC NG NC118 NC NG
410 133 Detection 310 132 210 131 110 130
NC NC NG NG System NC NC NG NG NC NC NG NG NC NC NG NG
417 414 86 120 317 314 57 118 217 214 36 116 117 114 18 114
FI From Engine Room, FI To Fixed Gas FI FI
Detection To Fixed Gas To Fixed Gas
GCU Vent and Detection Detection
NC413 NG Master Valve Purge NC313 NG System NC213 NG NC113 NG
System Key System
To Spray 119 To Spray 117 To Spray 115 To Spray 113
NG39
CS405 Line CS305 Line Near Manifold CS205 Line CS105 Line Nitrogen
b) The following IBS and IS nitrogen supply bypass valves are to Position Description Valve Operating Procedure for Inerting with Shore Nitrogen
be open.
Open Tank No.4 IBS exhaust regulating valve NC404
After evacuation the insulation spaces are filled with nitrogen, the cycle is
bypass
Position Description Valve repeated until the oxygen content in the spaces is less than 2%.
Open Tank No.4 IS exhaust regulating valve NG76
Open Tank No.1 IBS supply bypass valves NG114, NC112 bypass Liquid nitrogen is supplied from the shore to the ships nitrogen manifold and
Open Tank No.1 IS supply bypass valve NG17 Open Sampling valves on IS/IBS gas detection NG02, NC107, distributed via the interbarrier and insulation space pressurisation header to
y
Open Tank No.2 IBS supply bypass valves NG116, NC212 lines NC108 each insulation space. The ships nitrogen generators may not be used due to
Open Tank No.2 IS supply bypass valve NG35 NG20, NC207, the large quantity required for initial filling.
Open Tank No.3 IBS supply bypass valves NG118, NC312 NC208
NG40, NC307, It is assumed, but unlikely, that all valves are closed prior to use and the
Open Tank No.3 IS supply bypass valve NG56
op
NC308 chambers water guard system is still in place.
Open Tank No.4 IBS supply bypass valves NG120, NC412 NG73, NC407,
Open Tank No.4 IS supply bypass valve NG85 NC408 a) Set up the tank valves for the IBS and IS supply and exhaust as
per the previous section, Inerting with Nitrogen Generator.
c) The IBS exhaust regulating valves NC102, 202, 302, 402 are set f) Adjust the pressure in the spaces using the bypass valves to
for 1.0kPa, and the IS exhaust regulating valves NG07, NG25, purge equally at a pressure of 95kPaA. b) Adjust the set point on the supply demand valve from the
NG45 and NG78 are set for IBS plus 0.5kPa gauge, ie, 1.5kPa. nitrogen buffer tank NG91 to zero, and close the manual
g) Monitor the nitrogen content at the exhaust sample points isolating valves NG93 and NG92 to shut off the supply of
d) Ensure that the IBS manual supply bypass/isolating valves not opened at step (c) and at the IS exhaust vent pipes on deck. nitrogen from the on-board generating system.
in use on each tank are closed.
C
h) The purging of the insulation spaces takes about three changes c) Crack open a manifold supply valve, for example NG38 port
Position Description Valve of atmosphere to bring the oxygen content down to 2%. aft on the manifold which is the connecting valve into the
Closed Tank No.1 IBS supply bypass valves NG113, NG130 insulation space pressurisation header. When ready request the
i) Once the purging is complete the manual isolation valves each shore facility to start supplying nitrogen at a slow rate.
Closed Tank No.2 IBS supply bypass valves NG115, NG131
side of the IBS and IS supply control valves should be opened.
Closed Tank No.3 IBS supply bypass valves NG117, NG132
The supply of nitrogen is controlled by the rate of flow from the shore facility
Closed Tank No.4 IBS supply bypass valves NG113, NG133 j) The supply control valves for the interbarrier spaces should be and the use of the bypass valves.
set to 0.5kPa and the insulation spaces IBS+2kPa.
When the buffer tank is up to pressure, raise the set point of the regulating
space pressurisation header.

ft
valve NG91 to 0.5kPa, this will pressurise the interbarrier space and insulation k) The IBS and IS supply and exhaust valves should be closed to
allow the system to come up to normal working pressure.
d) Monitor the nitrogen content at the IBS exhaust sample points
e)
and at the IS exhaust vent pipes on deck.
When the nitrogen content in the samples is within the required

ra
e) The IBS and IS exhaust manual bypass valve are open. CAUTION limits, that is the oxygen content is less than 2%, the manual
The insulation spaces must at all times be protected against high isolation valves each side of the IBS and IS supply control
Position Description Valve pressure, which might otherwise result in membrane failure. Ensure valves should be opened.
Open Tank No.1 IBS exhaust regulating valve NC104 that the interbarrier pressure relief valves CR102 to CR402 and CR103
bypass to CR403 are correctly fitted and the valves are all certified as having a f) The supply control valves for the interbarrier spaces should be
Open Tank No.1 IS exhaust regulating valve NG05 set opening pressure of 3kPa gauge. The insulation space pressure relief set to 0.5kPa and the insulation spaces IBS+2kPa.
bypass valves CR101 to CR401 and CR104 to CR404 are set to open at 3.5kPa.
g) When the insulation and interbarrier spaces have reached the
D
required pressure, stop the supply of nitrogen from ashore, close
bypass
the manifold valve NG38 and set up the system for automatic
Open Tank No.2 IS exhaust regulating valve NG23 make-up from the on-board nitrogen generating system.
bypass
bypass
Open Tank No.3 IS exhaust regulating valve NG43
bypass
Illustration 6.2.2a Drying Cargo Tanks (Summer)

Key
CL CL CL CL
CG526 CG519 LO 041 031 CG CG 021 011
CG510 CG509 Dry-Air C Cargo Pump
001 007
No.1 Warm- CG546
CG up / Boil-off CG547 Atmospheric Air S Spray Pump
No.1 FBO Mist
571 Heater CS CL CL CS CS
CG561 CG534 Separator 011 043 033 009 CL CL 001
LD Compressors LO Locked Open Spray Cooler
CG565 LO 023 013
CG518 CG512 CG CS
y
567 CS LC Locked Closed
CG CG CG CG549 CG548 CG 003
CS CG566 LC 514
613 619 614 CG LO 618 Note:Dry-Air is Heavier than Cargo Tanks Atmosphere
CG569 523 No.2
CG572 511 CG508
CG562 CG568 CG535
CG615 CG531 LO
NBO Mist
CS CS Separator
op
CG620 LO CG528
525
CS516 CS522
524
CG527 CG521 LO
No.2 Warm- CS CG563 CG559 No.1 CG532 CS515
CG CG570 526
CG616 up / Boil-off
617 Heater HD Compressors CG544 Drain Pot
CS
CG564 CG560 CG533 561
No.2 CS517
CG520 CG513
CG545 Vapour Return
CG
Starboard 530 CG550
Gas Valve CG501
Hood Room CS503 CS502
CS502 CS527
CS564 CS504
Port
C
CS518 CS519 CG507 CS014 CS013
Gas Valve CG504
Hood Room LNG Forcing CS CL CL CS CS CL CL CS
Vaporiser Vaporiser CS505 CS506 Drain to 012 044 034 010 004 024 014 002
CS562 Tank No.3
GCU CS565 CR311
Gas Valve CS509 CG CG CG
Hood Room Cargo CS510 712 CS CL CL 002 008 CL CL
CS501 CS511 CS512 CS503
Machinery CS507 CS508 702 042 302 022 012
Room CS505 CS506 CS513
CS
CS566 704
IG02
From Inert Gas
CG605 CG604
Plant in Engine
Room
Dry-Air Supply
to Ballast Line
IG03 IG04
IG05
IG01
ft CL602
CG603 CG602 CG601
Gas Main
Vapour Main
Liquid Main
Spray Main
CG606
CL701
CG703
ra
M
CS703 CS701
CG702
CS201
CS101
CS401
CS301
CS601 CL601
CL206
CL106
CL406
M M M
M M M M M
CL306
CS402 CS302 CS202 CS102
CG701
CS212
CS213
CS112
CS113
CS412
CS413
CS312
CS313
CG201
CG101
CS405 CS305 CS205 CS105
CG401
CG301
CS204 CS203
CS104 CS103
CS404 CS403
CS304 CS303
CL401 M CL301 M CL201 M CL101 M
CL202
CL102
CL402
CL302
CR207
CR107
CL209 CS209 CS109
CL208
CL207
CL109
CL108
CL107
CR407
CR307
CS409 CS309
CL409
CL408
CL407
CL309
CL308
CL307
CG204
CG104
CS208
CS108
M M
CG404
CG304
D
CS408
CS308
M M
M M M M

M M M M
CR205
CR105
CR405
CR305
M M M M
M M M M

(P) (P) (P) (P)
CL217
CL216
CL317
CL316
(S) (S)
CL117
CL116
CL417
CL416
(S) (S)
C C C C C C C C
Foot Foot Foot Foot
S No.2 (S) No.1 (P) S Cargo Tank No.3 No.2 (S) No.1 (P) Valve S Cargo Tank No.2 No.2 (S) No.1 (P) S
No.2 (S) No.1 (P) Valve Cargo Tank No.4 Valve Valve Cargo Tank No.1
6.2.2 drying cargo tanks b) Install the elbow to connect the discharge line from the dry-air/ i) Monitor the dew point of each tank by taking a reading with a
inert gas plant with the liquid header. portable meter at the liquid dome sample lines. These sample
lines measure at the top, middle and bottom of the tank, and the
Introduction c) Confirm the spectacle flanges on the vapour dome are in the valves are listed as SA101 to SA106 on No.1 tank and are also
open position. fitted on tanks Nos.2, 3 and 4 respectively.
During a dry docking or tank inspection, the cargo tanks which have been
opened up and contain wet-air must be dried out before cargo can be carried d) Open valve CL602 to supply dry-air to the liquid header. j) Monitor the dew point at the gas dome through the sample valves
y
again. The drying process is necessary to avoid the formation of ice when the on the vapour header located between the two manual vapour
tanks are cooled down, and to prevent the formation of corrosive agents if the e) Using the IAS open the individual tank loading valves in valves, these valves are listed as CG102 and CG103 at No.1
humidity combines with the sulphur and nitrogen oxides present in the inert accordance with the following table. tank, and are also fitted on tanks Nos.2, 3 and 4 respectively.
gas.
op
Position Description Valve k) When the dew point has reached -20C or less, close the filling
Before gassing-up, the tanks are filled with inert gas to prevent the possibility and the vapour valves of the tank.
of any flammable air/LNG mixtures forming. Normal humid air is initially Open No.1 tank loading valves CL106, CL107
displaced by dry-air and then the dry-air is displaced by inert gas produced Open No.2 tank loading valves CL206, CL207
Note: No.1 tank should be the final tank processed to ensure that the system
from the dry-air/inert gas plant. (Refer to Section 4.9 of this manual for further Open No.3 tank loading valves Cl306, CL307
is always full of inert gas.
details on the operation of the inert gas generator). Open No.4 tank loading valves CL406, CL407
The inert gas is primarily nitrogen and carbon dioxide containing less than 1% l) Wet-air which may be contained in the discharge lines from the
f) Open the manual header valves to the vapour domes in cargo pumps, float level piping and any associated pipework in
oxygen and with a dew point of -45C or below. accordance with the following table: the cargo compressor room must also be purged with dry-air;
C
In the summer the dry-air is heavier than the ambient air, therefore the dry-air this is normally carried out in conjunction with the drying of
Position Description Valve the cargo tanks. Section 6.7.3 of this manual provides a detailed
from the dry-air/inert gas plant is introduced to the bottom of the cargo tanks
through the filling pipes. The ambient air is displaced from the top of each tank Open No.1 tank vapour valves CG101, CG104 procedure on this, simply substitute dry-air for inert gas.
through the vapour header, and is discharged from the vent mast at No.1 tank. Open No.2 tank vapour valves CG201, CG204
This is followed by introducing inert gas using the same piping route and the m) When all of the tanks have been dried, stop the inert gas plant.
Open No.3 tank vapour valves CG301, CG304
displacement method. The nitrogen system should be ready to be brought into Close the supply valve CL602 to the liquid header. Valve
Open No.4 tank vapour valves CG401, CG404 CG703 is to be left open at all times, except for isolation or
use.
Open Vapour header valve to No.1 vent mast riser CG703 maintenance.
In winter the dry-air can be lighter than the ambient air and in this case the
dry-air is introduced into the top of the tank through the gas dome and vapour
header. The ambient air is displaced up the filling line into the liquid header
and then vented to atmosphere through the forward vent mast at No.1 tank.
ft g) Raise the set point of regulating valve CG702 to 10kpa and
maintain the cargo tank pressure at least 2kPa higher than
the insulation spaces, venting through the No.1 mast riser as
necessary.
Note: It is necessary to lower the tanks dew point by the use of dry-air to
at least -20C, before feeding the tanks with inert gas to avoid the formation
of corrosive agents.
ra
The drying operation can be carried out in port or at sea, taking approximately The parameters for operation are as follows:
h) Open the delivery valve to the deck 6041, which is downstream
20 hours to reduce the dew point to < -20C, at which time the plant operation No.1 cargo tank = 25,942.8m3
of the two non-return valves, IG03 and IG04 on the dry-air/inert
is changed over to produce inert gas.
gas discharge line. This valve should be opened first as the IG No.2 cargo tank = 44,870.6m3
funnel bypass and IG to deck valve changeover is not automatic,
No.3 cargo tank = 44,870.6m3
Operating Procedure for Drying Tanks (Summer) only when changing to the purge position is this automatic.
(See illustration 6.2.2a above.) Keeping valve 6041 closed could lead to a generator shutdown No.4 cargo tank = 39,298.8m3
due to high pressure. Start the inert gas generator to produce
D
Total volume = 154,982.8m3
All valves are assumed closed prior to operations. dry-air discharging to the funnel through the purge valve 6021
until the correct dew point has been obtained. When the dew Volume of dry-air produced per hour = 15,000m3/h
Dry-air with a dew point of -45C is produced by the dry-air/inert gas plant at point is -45C or below, close valve 6021. Time taken for drying operation = 20 hours
a flow rate of 15,000Nm3/h.
a) Prepare the dry-air/inert gas plant for use in the dry-air mode.
Illustration 6.2.2b Drying Cargo Tanks (Winter)

Key
CL CL CL CL
CG526 LO 041 031 021 011
CG519 CG510 CG509 Dry-Air C Cargo Pump CG CG
No.1 Warm-
CG up / Boil-off CG547 CG546 001 007
No.1 Atmospheric Air S Spray Pump
571 Heater FBO Mist CS CL CL CS
CG561 CG534 Separator 011 043 033 CL 001
LO Locked Open Spray Cooler CL
CG CG CG CG565 LD Compressors LO CS
CG518 CG512 CS 023 013
613 619 614 CG572 CG567 009
y
CS LC Locked Closed 003
CG569 CG549 CG548 LC 514 CG
CG CG566
CG615 618 Note:Dry-Air is lighter than cargo tanks atmosphere
511 CS No.2
LO CG508
CG531 523
CG562 CG568 CG535
LO
NBO Mist
CG CG528 Separator
CS
op
620 LO
524 CS
CG527 CG521 LO
522
CS515
CG No.2 Warm- CG563 CG559 No.1 CG532
CG up / Boil-off CG570 CS CS CS
617 616 Heater 526 525 516 Drain Pot
HD Compressors CG544
CS
CS517 561
CG520 CG513 CG564 CG560 No.2 CG533
CG545 Vapour Return

CG
Starboard 530 CG550
Gas Valve CG501
CS502 CS527
CS564 CS504
Port
C
CS518 CS519 CG507 CS014 CS
Gas Valve CG504 CS CL 013
Hood Room LNG Forcing CS CL CL CS 004 024
CS505 CS506 044 CS
Vaporiser CS562 Vaporiser 012 034 010 CL
Drain to 014 002
GCU CS505
Tank No.3
CR311
CG002
Gas Valve CS509
CG008
CG
CL042
CL302
Hood Room Cargo CS501 CS511 CS512 CS503 CS510 712 CS CL CL
Machinery CS507 CS508 702 022 012
CS
CS566 704
IG02
From Inert Gas CG605 CG604
Plant in Engine
Room
Dry-Air Supply
to Ballast Line
IG03 IG04
IG05
IG01
ft CL602
CG603 CG602 CG601
Gas Main
Vapour Main
Liquid Main
Spray Main
CG606
CL701
CG703
ra
M
CS703 CS701
CG702
CS201
CS101
CS401
CS301
CS601 CL601
CL206
CL106
CL406
M M M
M M M M M
CL306
CS402 CS302 CS202 CS102
CG701
CS212
CS213
CS112
CS113
CS412
CS413
CS312
CS313
CG201
CG101
CS405 CS305 CS205 CS105
CG401
CG301
CS204 CS203
CS104 CS103
CS404 CS403
CS304 CS303
CL401 M CL301 M CL201 M CL101 M
CL202
CL102
CL402
CL302
CR207
CR107
CL209 CS209 CS109
CL208
CL207
CL109
CL108
CL107
CR407
CR307
CS409 CS309
CL409
CL408
CL407
CL309
CL308
CL307
CG204
CG104
CS208
CS108
M M
CG404
CG304
D
CS408
CS308
M M
M M M M
M M M M
CR205
CR105

CR405
CR305
M M M M
M M M M

(P) (P) (P) (P)
CL217
CL216
CL417
CL416
CL117
CL116
(S) (S)
CL317
CL316
(S) (S)
C C C C C C C C
Foot Foot Foot Foot
No.2 (S) No.1 (P) S Cargo Tank No.4 S Cargo Tank No.3 No.2 (S) No.1 (P) Valve S Cargo Tank No.2 No.2 (S) No.1 (P) Valve S Cargo Tank No.1
Valve No.2 (S) No.1 (P) Valve
Operating Procedure for Drying Tanks (Winter) i) Open the delivery valve to the deck 6041, which is downstream The parameters for operation are as follows:
(See illustration 6.2.2b above.) of the two non-return valves, IG03 and IG04 on the dry-air/inert
No.1 cargo tank = 25,942.8m3
gas discharge line. This valve should be opened first as the IG
All valves are assumed closed prior to operations. funnel bypass and IG to deck valve changeover is not automatic, No.2 cargo tank = 44,870.6m3
only when changing to the purge position is this automatic. No.3 cargo tank = 44,870.6m3
Dry-air, with a dew point of -45C, is produced by the dry-air/inert gas plant Keeping valve 6041 closed could lead to a generator shutdown
at a flow rate of 15,000Nm3/h. due to high pressure. Start the inert gas generator to produce No.4 cargo tank = 39,298.8m3
y
dry-air discharging to the funnel through the purge valve 6021 Total volume = 154,982.8m3
a) Prepare the dry-air/inert gas plant for use in the dry-air mode. until the correct dew point has been obtained. When the dew
Volume of dry-air produced per hour = 15,000m3/h
point is -45C or below, close valve 6021.
b) Install the elbow to connect the discharge line from the dry-air/ Time taken for drying operation = 20 hours
op
inert gas plant with the vapour header. j) Monitor the dew point of each tank by taking a reading with a
portable meter at the liquid dome sample lines. These sample
c) Install the elbow to connect the liquid main to No.1 vent mast lines measure at the top, middle and bottom of the tank, the
riser. valves are listed as SA101 to SA106 on No.1 tank, and are also
fitted on tanks Nos.2, 3 and 4 respectively.
d) Confirm the spectacle flanges on the vapour dome are in the
open position. k) Monitor the dew point at the gas dome through the sample
valves on the liquid header located at the tank filling valve,
e) Open valves CG604 and CG601 to supply dry-air to the vapour valves CL101 and CL111, and are also fitted on tanks Nos.2, 3
C
header. and 4 respectively.
f) Using the IAS open the individual tank loading valves in l) When the dew point has reached -20C or less, close the filling
accordance with the following table: and the vapour valves of the tank.
Position Description Valve Note: No.1 tank should be the final tank processed to ensure that the system
Open No.1 tank loading valves CL106, CL107 is always full of dry-air.
Open No.2 tank loading valves CL206, CL207
Open
Open
No.3 tank loading valves
No.4 tank loading valves
g) Open the manual header valves to the vapour domes in

CL306, CL307
CL406, CL407
ft m) Wet-air which may be contained in the discharge lines from the

cargo pumps, float level piping and any associated pipework in
the cargo compressor room must also be purged with dry-air.
This is normally carried out in conjunction with the drying of
the cargo tanks.
ra
accordance with the following table:
n) When all of the tanks have been dried, stop the inert gas plant.
Position Description Valve Close the supply valves CG604 and CG601 to the vapour header
Open No.1 tank vapour valves CG101, CG104 and close CL701 to the venting system at the No.1 mast riser.
o) Open valve CG703, this is to be left open at all times, except for
Open No.3 tank vapour valves CG301, CG304 isolation or maintenance.
D
Open Liquid header valve to No.1 vent mast riser CL701 Note: It is necessary to lower the tanks dew point by the use of dry-air to
at least -20C, before feeding the tanks with inert gas to avoid the formation
h) Raise the set point of regulating valve CG702 to 10kpa and of corrosive agents.
maintain the cargo tank pressure at least 2kPa higher than
the insulation spaces, venting through the No.1 mast riser as
necessary.
Illustration 6.2.3a Inerting

Key
CL041
CL031
CL021
CL011
CG526 CG519 LO
CG510 CG509 Inert Gas C Cargo Pump
CG001
CG007
No.1 Warm-
up / Boil-off CG547 CG546 Dry-Air S Spray Pump
Heater No.1 FBO Mist
CS009
CS003
CS001
CS011
CL043
CL033
CL023
CL013
CG
571 Separator LO Locked Open
CG561 CG534 Spray Cooler
LD Compressors LO
CG567
CG518 CG512 CG565
CS LC Locked Closed
y
CG CG CG CG CG CG569 CG549 CG548 LC
514 CG
613 619 614 531 572 CG CG566 No.2 618
CS
511 LO CG508
523
CG527 CG521 CG562 CG568 CG535 LO
CG615 NBO Mist
CS CG528 Separator
CG No.2 Warm- CS
CG570
op
LO 525
620 up / Boil-off 524 CS
Heater LO
CG 522 CS515
CS CG563 CG559 No.1 CG532
CG CG 530 526
617 616 HD Compressors CG544 Drain Pot
CG520 CG513 CS
CS 561
516 CS517
CG564 CG560 No.2 CG533
CG545 Vapour Return

CG550
Starboard
Gas Valve CG501
Hood Room CS503 CS502 CS527
CS504
CS564 CS502
Port CS519 CG507
C
CS518 CS014 CS013
Gas Valve CG504 Forcing
CL044
CL034
CL024
CL014
CS012
CS010
CS004
CS002
Hood Room LNG Vaporiser CS505 CS506 Drain to
Vaporiser Tank No.3
CS562 CR311
CS565
GCU
CS519
CG002
Gas Valve
CG712
CG008
CS510
CL042
CL302
CL022
CL012
CS702
Hood Room
Cargo CS501 CS511 CS512 CS503
Machinery CS507 CS508
CS704
CS566
IG02
From Inert Gas
CG605 CG604
Plant in Engine
Room
Dry-Air Supply
to Ballast Line
IG03 IG04
IG05
IG01
ft CL602
CG603 CG602 CG601
Gas Main
Vapour Main
Liquid Main
Spray Main
CG606
CL701
CG703
ra
M
CS703 CS701
CG702
CS201
CS101
CS401
CS301
CS601 CL601
CL206
CL106
CL406
M M M
M M M M M
CL306
CS402 CS302 CS202 CS102
CG701
CS212
CS213
CS112
CS113
CS412
CS413
CS312
CS313
CG201
CG101
CS405 CS305 CS205 CS105
CG401
CG301
CS204 CS203
CS104 CS103
CS404 CS403
CS304 CS303
CL401 M CL301 M CL201 M CL101 M
CL202
CL102
CL402
CL302
CR207
CR107
CL209 CS209 CS109
CL208
CL207
CL109
CL108
CL107
CR407
CR307
CS409 CS309
CL409
CL408
CL407
CL309
CL308
CL307
CG204
CG104
CS208
CS108
M M
CG404
CG304
CS408
CS308
D
M M
M M M M
M M M M
CR205
CR105
CR405
CR305
M M M M

M M M M

(P) (P) (P) (P)
(S) (S) (S) (S)

CL417
CL416
CL317
CL316
CL217
CL216
CL117
CL116
6.2.3 Inerting Cargo Tanks Position Description Valve the cargo compressor room must also be purged with inert gas.
This is normally carried out in conjunction with the drying of
After the tanks have been dried to -20C they must be inerted with inert gas to the cargo tanks. Section 6.7.3 of this manual provides a detailed
reduce the oxygen content from 21% to less than 2%, and dry them to -40C procedure on this.
f) Open the manual header valves to the vapour domes in
before LNG vapour can be allowed to enter the tanks.
accordance with the following table:
m) When all of the tanks are inerted to less than 2% oxygen and
Inert gas, with an oxygen content less than 1% and a dew point of -45C, is dried to -40C dew point:
y
produced by the dry-air/inert gas plant with a flow rate of 15,000Nm3/h. Position Description Valve
Stop the supply of inert gas.
The inert gas should be introduced at the bottom of each tank simultaneously Open No.2 tank vapour valves CG201, CG204 Close the supply valve CL602 to the liquid header.
through the filling pipes. The inert gas will be displaced from the top of each Open No.3 tank vapour valves CG301, CG304 Close the tank filling valves CL107~CL407.
op
tank through the vapour domes and discharged to atmosphere through LNG
Open No.4 tank vapour valves CG401, CG404 Ensure vapour header vent valve, CG702, is set in auto to
vent mast No.1.
Open Vapour header valve to No.1 vent mast riser CG703 3kPa.
The inerting operation can be carried out alongside or at sea and will take Remove the elbow piece at CL602.
about 20 hours to inert all four tanks to less than 2% oxygen and dry them to g) Raise the set point of regulating valve CG702 to 10kpa and
maintain the cargo tank pressure at least 2kPa higher than Valve CG703 is to be left open at all times, except for
-40C.
the insulation spaces, venting through the No.1 mast riser as isolation or maintenance.
Emergency pump wells have to be inerted with nitrogen before inerting the necessary.
cargo tanks, using a flexible connection to the sample point from the nitrogen Note: Until the ship is ready to load LNG, the tanks should be maintained
h) Open the delivery valve to the deck 6041, which is downstream under inert gas as long as necessary. If required, pressurise the tanks 3kPa
C
purge and sealing header.
of the two non-return valves, IG03 and IG04 on the dry-air/inert above atmospheric pressure and to reduce leakage, isolate all the valves at
gas discharge line. This valve should be opened first as the IG the forward venting system.
Operating Procedure for Inerting Cargo Tanks funnel bypass and IG to deck valve changeover is not automatic,
(See illustration 6.2.3a.) only when changing to the purge position is this automatic. The parameters for operation are as follows:
Keeping valve 6041 closed could lead to a generator shutdown
All valves are assumed closed prior to operations. No.1 cargo tank = 25,942.9m3
due to high pressure. Start the inert gas generator to produce
dry-air discharging to the funnel through the purge valve 6021 No.2 cargo tank = 44,878.7m3
Inert gas, with a dew point of -45C, is produced by the dry-air/inert gas plant until the correct dew point has been obtained. When the dew No.3 cargo tank = 44,855.0m3
at a flow rate of 15,000Nm3/h.
a) Prepare the dry-air/inert gas plant for use in the inert gas
mode.
ft i)
point is -45C or below, close valve 6021.
Monitor the dew point of each tank by taking a reading with a

portable meter at the liquid dome sample lines. These sample
lines measure at the top, middle and bottom of the tank and the
No.4 cargo tank
Total volume
= 39,298.1m3
= 155,045.7m3
Volume of inert gas produced per hour = 15,000m3/h
ra
b) Install the elbow to connect the discharge line from the dry-air/ valves are listed as SA101 to SA106 on No.1 tank, and are also Time taken for drying operation = 20 hours
inert gas generator with the liquid header. fitted on tanks Nos.2, 3 and 4 respectively.
c) Confirm the spectacle flanges on the vapour dome are in the j) Monitor the dew point at the gas dome through the sample valves
open position. on the vapour header located between the two manual vapour
valves, these valves are listed as CG101 and CG104 at No.1
d) Open valve CL602 to supply inert gas to the liquid header. tank, and are also fitted on tanks Nos.2, 3 and 4 respectively.
D
e) Using the IAS open the individual tank loading valves in k) When the dew point has reached -40C or less, close the filling
accordance with the following table: and the vapour valves of the tank.
Position Description Valve Note: No.1 tank should be the final tank processed to ensure that the system
Open No.1 tank loading valves CL106, CL107 is always full of inert gas.
l) Dry-air which may be contained in the discharge lines from the
Open No.3 tank loading valves CLl306, CL307
cargo pumps, float level piping and any associated pipework in
Illustration 6.2.4a Gassing-Up (Venting)

Key
CL041
CL031
CL021
CL011
LO
CG526 CG519 CG510 CG509 Inert Gas C Cargo Pump
CG001
CG007
CG No.1 Warm-
up / Boil-off CG547 CG546 Liquid LNG
571 No.1 S Spray Pump
Heater FBO Mist
CS009
CS003
CS001
CS011
CL043
CL033
CL023
CL013
CG
CG561 CG534 Separator Warm LNG Vapour
613 LD Compressors Spray Cooler
CG CG565 LO
CG CG CG572 CG518 CG512 CG
531 LO Locked Open
y
619 614 567
CG618
CG549 CG548 CS
CG566 No.2 LC 514
CG CS LC Locked Closed
LO
CG615 CG569 523
511 CG562 CG535 CG508
CG CG568
620 CG527 LO
CG521 NBO Mist
CS CS
No.2 Warm- LO Separator
op
CG570 524 525 CG528
up / Boil-off CS
Heater LO
CS CG563 CG559 No.1 CG532 522 CS515
CG CG 526
HD Compressors CS
617 616 CG544
CG520 CG513 516
Drain Pot
CS
CG564 CG560 No.2 CG533 561
CG530
CS517 Vapour Return
CG545
CG550
Starboard
CG501
Gas Valve
CS527
CS564 CS502 CS504
Port
C
CS518 CS519 CG507 CS014 CS013
Gas Valve CG504
CL044
CL034
CL024
CL014
CS012
CS010
CS004
CS002
Hood Room LNG Forcing CS505 CS506
Vaporiser CS562 Vaporiser CS565 Drain to
GCU Tank No.3 CR311
CG002
Gas Valve
CG712
CG008
CS509
CL042
CL302
CL022
CL012
CS702
Hood Room
Cargo CS501 CS511 CS512 CS503 CS510
CS704
CS566
IG02
From Inert Gas
CG605 CG604
Plant in Engine
Room
Dry-Air Supply
to Ballast Line
IG03 IG04
IG05
IG01
ft CL602
CG603 CG602 CG601
Gas Main
Vapour Main
Liquid Main
Spray Main
CG606
CL701
CG703
ra
M
CS703 CS701
CG702
CS201
CS101
CS401
CS301
CS601 CL601
CL206
CL106
CL406
M M M
M M M M M
CL306
CS402 CS302 CS202 CS102
CG701
CS212
CS213
CS112
CS113
CS412
CS413
CS312
CS313
CG201
CG101
CS405 CS305 CS205 CS105
CG401
CG301
CS204 CS203
CS104 CS103
CS404 CS403
CS304 CS303
CL401 M CL301 M CL201 M CL101 M
CL202
CL102
CL402
CL302
CR207
CR107
CS209 CS109
CL209
CL208
CL207
CL109
CL108
CL107
CR407
CR307
CS409 CS309
CL409
CL408
CL407
CL309
CL308
CL307
CG204
CG104
CS208
CS108
M M
CG404
CG304
D
CS408
CS308
M M
M M M M
M M M M
CR205
CR105
CR405
CR305
M M M M

M M M M

(P) (P) (P) (P)
(S) (S) (S) (S)

CL417
CL416
CL317
CL316
CL217
CL216
CL117
CL116
6.2.4 Gassing-Up Cargo Tanks On completion of the warm LNG vapour purging, the cargo tanks will normally Position Description Valve
be cooled down.
Open Spray valves to each tank CS101, CS201
Introduction It may be necessary to undertake the purging of one or more tanks at sea using
CS301, CS401
CS102, CS108
LNG liquid already on board. In this case the liquid will be supplied to the
After lay-up or dry dock, the cargo tanks are filled with inert gas or nitrogen. CS109, CS202
vaporiser via the stripping/spray header using the stripping/spray pump of a
If the purging has been carried out with inert gas, the cargo tanks then have CS208, CS209
cargo tank containing LNG liquid.
CS302, CS308
y
to be purged with LNG vapour and cooled down when the vessel arrives at
the loading terminal. This is because that unlike nitrogen, inert gas contains CS309, CS402
The first stage of the operation while venting to atmosphere will take
15% carbon dioxide (CO2) which will freeze at around -60C and produces a CS408, CS409
approximately 10 hours, the second stage can be in two forms, with either
white powder or foam which can block valves, filters and nozzles. To avoid vapour returned to shore for 10 hours, or the use of the gas combustion unit
any problems with blocked filters etc, the liquid header, spray header and d) Set up the LNG and forcing vaporiser for nitrogen purge.
op
which will take approximately 55 hours.
vaporisers are purged with nitrogen prior to the purging of the cargo tanks with
inert gas. Position Description Valve
Procedure to Purge the Manifolds, Spray Header and Vaporisers Open Inlet valve to LNG vaporiser CS511
The inert gas in the cargo tanks is then replaced with warm LNG vapour to with Nitrogen Open LNG vaporiser flow control valve CS501
remove any freezable gases such as CO2 and to complete the drying of the
tanks. Open LNG vaporiser temperature control valve CS502
Pressurise the spray header to 1 bar via the forward manifold. Purge the spray
header into one tank at a time for approximately five minutes to ensure all the Open Inlet valve to forcing vaporiser CS512
lines have been cleared with nitrogen, then open the sample point/purge valves Open Forcing vaporiser flow control valve CS503
Operation
on each of the vaporisers for approximately five minutes to ensure the filters Open LNG vaporiser temperature control valve CS504
C
are completely purged, or until readings from the portable meters show the Open Local sample valves on both vaporiser
LNG is supplied from the terminal to the liquid manifold where it passes to the
nitrogen content exceeds 95% by volume and the CO2 less than 1%. Close the
stripping/spray header via the appropriate ESDS liquid valve.
sample point valves. e) After five minutes purging each vaporiser using the local
It is then fed to the LNG vaporiser and the LNG vapour produced is passed at sample valves, until readings from the portable meters show
a) Ensure both the nitrogen generators are on line, ready to supply the nitrogen content exceeds 95% by volume and the CO2 less
+20C to the vapour header and then into each tank via the vapour domes.
nitrogen to the system. than 1% by volume, then stop nitrogen purging and set up for
Note: Care must be taken to ensure the supply of LNG vapour to the tanks gassing-up.
b) Connect a purging hose between the nitrogen header manifold,
is at a sufficiently slow rate that will not destroy the interface between the
inert gas and the LNG vapour. No gas should be detected at the tank mid-
height sample valve until 7-8 hours after the desired flow rate is fed from the
vaporiser to the tanks.
ft c)
both the cargo manifolds and forward manifold (three hoses).
Open the nitrogen supply valves to the forward manifold and the
crossover valve to the spray main, to pressurise the spray header
f) During the purging of the spray lines, open the sample valves
at the extremities of the liquid line and purge the manifold
crossover and lines to the liquid main.
ra
to approximately 1 bar. This could take about 2 hours. Purge the
The LNG vapour is lighter than the inert gas, which allows the inert gases in spray line to each tank for five minutes, opening the tank valves Procedure for Gassing-Up the Cargo Tanks with LNG Vapour
the cargo tanks to be exhausted up the tank loading column to the liquid header. one set at a time.
The inert gas then free-flows to shore through the HD compressors and vapour Stage One (See Illustration 6.2.4a)
manifold. It has been assumed, though unlikely, that all of the valves are closed prior to
use.
Open Manifold cooldown crossover valve to CS001
Note: It may be possible at some terminals to discharge the inert gas to
spray main a) Install the following removable bends:
atmosphere until the 5% hydrocarbon (% figure will be specified by the
D
particular port authority) is detected at No.1 mast riser, the exhaust gas is Open Spray header block valves CS701, CS703
Liquid header to the compressors (only if compressors are
then directed ashore via the HD compressors, or to the GCU through the gas Open Spray header to vaporiser inlet valve CS601
required).
burning line.
Liquid header to No.1 mast riser.
The operation is considered complete when the hydrocarbon content (HC), as
measured at the top of the cargo filling pipe exceeds 95% by volume, 99% at b) Prepare the LNG vaporiser for use.
the tank bottom, and the CO2 less than 1% by volume. This normally entails
approximately 1.5 changes of the volume of the atmosphere in the cargo tank. c) Adjust the set point of the temperature control valve to +20C
for the LNG vaporiser.
Illustration 6.2.4b Gassing-Up (GCU)

Key
CL041
CL031
CL021
CL011
CG526 LO
CG519 CG510 CG509 Inert Gas C Cargo Pump
CG001
CG007
CG No.1 Warm-
up / Boil-off CG547 CG546 Liquid LNG
571 No.1 S Spray Pump
Heater FBO Mist
CS009
CS003
CS001
CS011
CL043
CL033
CL023
CL013
CG CG CG CG CG LD Compressors LO
Spray Cooler
CG565 CG567
613 619 614 531 572 CG518 CG512 LO Locked Open
y
CG569 CG549 CG548 CS CG
CG566 No.2 LC
CG CS 514 618 LC Locked Closed
CG615 LO
511 523
CG527 CG521 CG562 CG568 CG535 CG508
No.2 Warm- LO
up / Boil-off NBO Mist
Heater CS CS Separator
CG LO CG528
op
CG570 524 525
620 CS
LO
522
CS CG563 CG559 No.1 CG532 CS515
CG CG 526 CS
617 616 HD Compressors CG544 Drain Pot
516
CG520 CG513 CS
561
CG564 CG560 No.2 CG533 CS517
CG545 Vapour Return
CG530 CG550
Starboard
CG501
Gas Valve
CS527
CS504
CS564 CS502
Port CS519 CG507
C
CS518 CS014 CS013
CL044
CL034
CL024
CL014
CS012
CS010
CS004
CS002
LNG Vaporiser
Vaporiser Drain to
CS519 CS565
GCU Tank No.3 CR311
CG002
Gas Valve
CG712
CG008
CL042
CL302
CL022
CL012
CS702
Hood Room Cargo CS501 CS511 CS512 CS510
CS503
CS704
CS566
IG02
From Inert Gas
CG605 CG604
Plant in Engine
Room
Dry-Air Supply
to Ballast Line
IG03 IG04
IG05
IG01
ft CL602 CG603 CG602

CS505 CS506
CG601
Gas Main
Vapour Main
Liquid Main
Spray Main
CG606
CL701
CG703
ra
M
CS703 CS701
CG702
CS201
CS101
CS401
CS301
CS601 CL601
CL206
CL106
CL406
M M M
M M M M M
CL306
CS402 CS302 CS202 CS102
CG701
CS212
CS213
CS112
CS113
CS412
CS413
CS312
CS313
CG201
CG101
CS405 CS305 CS205 CS105
CG401
CG301
CS204 CS203
CS104 CS103
CS404 CS403
CS304 CS303
CL401 M CL301 M CL201 M CL101 M
CL202
CL102
CL402
CL302
CR207
CR107
CS209 CS109
CL209
CL208
CL207
CL109
CL108
CL107
CR407
CR307
CS409 CS309
CL409
CL408
CL407
CL309
CL308
CL307
CG204
CG104
CS208
CS108
M M
CG404
CG304
D
CS408
CS308
M M
M M M M
M M M M
CR205
CR105
CR405
CR305
M M M M

M M M M

(P) (P) (P) (P)
(S) (S) (S) (S)

CL417
CL416
CL317
CL316
CL217
CL216
CL117
CL116
d) Using the IAS system, adjust the set point of the flow control i) Using the IAS open the individual tank loading valves in n) If this is not possible, direct gas to the gas combustion unit
valve for the LNG vaporiser to a flow of 26m3/h, which will accordance with the following table: through the gas burning header, via one HD compressor and fuel
give an inlet pressure of 300kPa and an outlet flow of 13,245m3/ gas heater, setting up the system as follows:
h at 30kPa. Position Description Valve
Open No.1 tank loading valves CL106, CL107 Position Description Valve
e) Adjust the set point of the regulating valve at the No.1 mast Open Power generating plant/gas combustion unit CG614
riser so that at all times the cargo tank pressure is at least 2.0kPa GCU) supply valve
y
higher than the insulation spaces. Open No.3 tank loading valves CL306, CL307
Open No.4 tank loading valves CL406, CL 407 Open No.2 heater outlet valve CG572
Set Heater control valves CG520, CG521
j) Using the IAS, open valve CL011, the forward ESD manifold Open No.2 heater inlet valve CG513
Set No.1 mast riser control valve CG702
op
valve on the port side, and request the terminal to commence the
Open Liquid header to No.1 vent mast crossover CL701 supply of LNG liquid to the ship at a slow rate. Slowly increase
valve Note: It may not be necessary to use the heaters, in which case open valve
the rate of delivery until the required rate to the vaporiser is CG618 to pass the output from the HD compressor direct to the gas to engine
attained. Whether rate or pressure is used will depend on the room line.
f) Set up the spray header to supply LNG to the LNG vaporiser in terminal. Either start at 100kPa (1 bar) and slowly build up to
accordance with the following table: 300kPa (3 bar) or start at 2m3/h and slowly build up to 26m3/h.
CAUTION
Position Description Valve The vapour heaters should be thoroughly preheated by steam before the
k) Adjust the No.1 mast riser pressure with CG702 to 10.0kPa.
Open Spray crossover valve to spray main CS702 As a minimum the cargo tank pressure must be at least 2.0kPa admission of any natural gas vapour. This will prevent the formation of
Open Spray header to vaporiser inlet valve CS601 ice inside.
C
higher than the insulation spaces.
Open Spray header block valve CS703
l) Monitor the inert gas exhausting at each liquid dome using the Personnel should always be present when the heater is put into operation, to
Open LNG vaporiser inlet valve CS511 locally monitor the temperature in the steam exhaust line and the vapour outlet.
mid cargo tank sample cock initially, followed by the sample
Auto LNG vaporiser control valve CS501 During local operation, all of the monitoring facilities are available via the IAS
cock at the top of the loading line. Also monitor the inert gas
Auto LNG vaporiser temperature control valve CS502 exhausted at the No.1 mast riser, using the sample cock. display screens.
Open LNG vaporiser outlet valve CG504
Open Vaporiser crossover discharge valve to supply CG603 m) When 5% hydrocarbon, (or the quantity the port authority will During local operation, all of the alarms and trips are available and can be
line to vapour header allow), is detected at the No.1 mast riser and each vapour dome, monitored through the IAS.
g) Open header valves to the vapour domes in accordance with the

following table:
ft request permission from the terminal personnel to direct exhaust
gas to the terminal facilities.

Note: It may be necessary to continue venting via the No.1 mast riser until
the level of nitrogen in the vapour reduces to a level where the vapour can be
burnt in the power generating plant and or oxidiser(s). (Nitrogen composition
ra
at a maximum is 30%).
Position Description Valve Open Liquid header to compressor line valve CL602
Full open No.1 tank vapour valves CG101, CG104 Open Liquid header to compressor line valve CG604
Full open No.2 tank vapour valves CG201, CG204 Open No.1 HD compressor inlet valve CG532
Full open No.3 tank vapour valves CG301, CG304 Open No.2 HD compressor inlet valve CG533
Full open No.4 tank vapour valves CG401, CG404 Auto No.1 HD compressor surge valve CG544
Auto No.2 HD compressor surge valve CG545
D
Note: For safety reasons, ensure that the hull water curtain on the connected Open No.1 HD compressor outlet valve CG559
side is in operation and that all purge/sampling valves are closed. Open No.2 HD compressor outlet valve CG560
Open Compressor supply to vapour manifold valve CG550
h) Open valve CS001, the isolating valve to the stripping/spray Open Port vapour manifold ESD valve CG001
line, if using the forward liquid manifold on the port side.
Procedure to Purge the Machinery Room with LNG Vapour d) On completion, shut down the separator drain valve, sample Boil-Off /Warm-Up Heaters
points and cooler inlet valves and prepare to purge the next
Where the machinery space equipment was inerted using inert gas rather than piece of machinery. The heaters are purged from the LD compressors and vented to the GCU.
nitrogen prior to the gassing-up of the tanks, then these areas will have to be Initially purge No.1 heater via both LD compressors then via No.2 heater.
purged with LNG vapour to ensure all traces of the inert gas are removed. This
would normally be carried out during the gassing-up of the cargo tanks.
FBO Mist Separator
Open No.1 LD compressor discharge valve to CG561
y
a) The FBO mist separator is purged for five minutes from the
During the change of atmosphere, purge the following sections for approximately No.1 heater
NBO mist separator bypass to No.4 tank as follows:
5 minutes each:
Open No.2 LD compressor discharge valve to CG562
No.1 heater
a) Purge the following lines and equipment for 5 minutes each: Position Description Valve
op
Open No.1 heater inlet valves CG512, CG518
Both heaters, LD compressors, spray coolers, mist separators Open NBO mist separator bypass valve CS508
Open No.1 heater outlet valve to GCU CG571
(the HD compressors need not be purged with nitrogen Open Drain line valve to No.4 tank CS514
when they are being used in Stage 2 of this operation). Open No.1 LD compressor discharge valve to CG567
No.2 heater
Extremities of vapour header via sample points. b) The line from the NBO separator is now purged to the forcing
vaporiser for five minutes. Open No.2 LD compressor discharge valve to CG568
No.2 heater
Purge each piece of equipment for about 5 minutes as follows:
Position Description Valve Open No.2 heater inlet valves CG570, CG520
Open Forcing vaporiser outlet valve CS507 Open No.2 heater outlet valve to GCU CG572
NBO Mist Separator and Spray Coolers
C
Close Drain line valve to No.4 tank CS514 Open Inlet valve to CGU gas line CG614
Position Description Valve a) Open the sample valves in sequence and purge until the
Open Vapour header to mist separator valves CG601, CG528 LD Compressors hydrocarbon content is 95%.
a) Purge to the spray cooler via the drain line to No.4 tank for five a) The compressors are purged from the supply to the NBO mist b) On completion, shut down the sample valves, all valves open at
minutes. separator and vented to the vapour return manifold. present for use in purging the machinery room and prepare to
purge the next section of line.
Position Description Valve Position Description Valve
Open
Open
Open
Spray pre-cooler inlet valves
Crossover valve to separator drain line
Drain line valve to No.4 tank
CS516, CS522
CS527
CR317
ft Open
Open
Open
Vapour manifold bypass valve and drain
valves
No.1 LD compressor inlet valve
No.2 LD compressor inlet valve
CG007, CG005,
CG006
CG534
CG535
c) Continue with gassing-up the cargo tanks while carrying out the
above.
Procedure to Purge the Cargo Tanks with LNG Vapour

ra
b) Close the spray pre-cooler inlet valves and open the separator Open No.1 LD compressor bypass control valves CG547, CG546 Stage Two (See illustration 6.2.4c)
drain valve, the mist separator is now purging to No.4 tank. Open No.2 LD compressor bypass control valves CG549, CG548
The second stage of the procedure is to bring the hydrocarbon content inside
b) Open the sample valves on each compressor in sequence and the cargo tanks up to 99% by volume utilising the HD compressors, and
Close Spray pre-cooler inlet valves CS516, CS522 purge until the hydrocarbon content is 95%. returning vapour to shore and the automatic gas burning control system.
Close Crossover valve to separator drain line CS527
D
Open Separator drain line valve to No.4 tank CS515 a) Prepare both of the HD compressors for use.
c) The two spray coolers on the outlet from the LD compressors c) On completion, shut down the bypass valves, vapour manifold b) Install the elbow connecting the liquid line to the suction for the
can be purged directly into the line to the heaters. bypass and drain valve and prepare to purge the next piece of HD compressors if not already installed.
machinery.
Position Description Valve c) Adjust the set point of both HD compressors pressure control
valve to 6.0kPag, or the required value.
Open Spray cooler inlet valves CS525, CS523
CS526, CS524
d) On the HD compressors open the following valves:
Illustration 6.2.4c Gassing-Up (Return to Shore)

Key
CL041
CL031
CL021
CL011
CG526 CG519 LO
CG510 CG509 Inert Gas C Cargo Pump
CG001
CG007
No.1 Warm-
CG up / Boil-off CG547 CG546 Liquid LNG
Heater No.1 S Spray Pump
FBO Mist
CS009
CS003
CS001
CS011
CL043
CL033
CL023
CL013
571
LD Compressors LO Spray Cooler
CG CG CG CG565
CG572 CG518 CG512
619 614 531 CG567 LO Locked Open
y
CG CG549 CG548 CS CG
CG CG566 No.2 LC
514
613 CS 618 LC Locked Closed
CG569 511 LO
523
CG615 CG527 CG521 CG562 CG568 CG535 CG508
LO
No.2 Warm- NBO Mist
up / Boil-off CS CS Separator
Heater LO 525 CG528
CG620 524
op
CG570 CS
LO
CG563 CG559 CG532 522
CS No.1 CS515
CG 526 CS
CG616 HD Compressors CG544
617 516 Drain Pot
CG520 CG513 CS
561
CG564 CG560 No.2 CG533 CS517
CG545 Vapour Return

CG530 CG550
Starboard
CG501
Gas Valve
CS504
CS564 CS502 CG507
Port CS519
C
CS518 CS014 CS013
Gas Valve CG504 CS505 CS506
CL044
CL034
CL024
CL014
CS012
CS010
CS004
CS002
Hood Room LNG Forcing
GCU Tank No.3
CR311
CG002
Gas Valve CS509
CG712
CG008
CL042
CL302
CL022
CL012
CS702
Hood Room Cargo CS510
Machinery CS501 CS511 CS512 CS503
CS507 CS508
Room
CS505 CS506 CS513
CS704
CS566
IG02
From Inert Gas
CG605 CG604
Plant in Engine
Room
Dry-Air Supply
to Ballast Line
IG03 IG04
IG05
IG01
ft CL602 CG603 CG602 CG601

Gas Main
Vapour Main
Liquid Main
Spray Main
CG606
CL701
CG703
ra
M
CS703 CS701
CG702
CS201
CS101
CS401
CS301
CS601 CL601
CL206
CL106
CL406
M M M
M M M M M
CL306
CS402 CS302 CS202 CS102
CG701
CS212
CS213
CS112
CS113
CS412
CS413
CS312
CS313
CG201
CG101
CS405 CS305 CS205 CS105
CG401
CG301
CS204 CS203
CS104 CS103
CS404 CS403
CS304 CS303
CL401 M CL301 M CL201 M CL101 M
CL202
CL102
CL402
CL302
CR207
CR107
CS209 CS109
CL209
CL208
CL207
CL109
CL108
CL107
CR407
CR307
CS409 CS309
CL409
CL408
CL407
CL309
CL308
CL307
CG204
CG104
CS208
CS108
M M
CG404
CG304
CS408
CS308
D
M M
M M M M
M M M M
CR205
CR105
CR405
CR305
M M M M

M M M M

(P) (P) (P) (P)
(S) (S) (S) (S)

CL417
CL416
CL317
CL316
CL217
CL216
CL117
CL116
Position Description Valve j) Stop both HD compressors.

Open Liquid header to compressor line valve CL602
k) Close valve CS601, the isolating line to the stripping/spray
Open Liquid header to compressor line valve CG604 lines.
Open No.1 HD compressor inlet valve CG532
Open No.2 HD compressor inlet valve CG533 l) Do not shut down the vaporiser until it has been warmed through
Auto No.1 HD compressor surge valve CG544 to the ambient temperature.
y
Auto No.2 HD compressor surge valve CG545
m) Remove and blank the removable bends after purging them with
Open No.1 HD compressor outlet valve CG559 nitrogen and testing the gas content.
Open No.2 HD compressor outlet valve CG560
op
Open Compressor supply to vapour manifold valve CG550 n) Prepare the cargo system for cooldown.
Open Port vapour manifold ESD valve CG001
This operation can be carried out either by free flow or by using one HD
compressor supplying vapour to the GCU where there is no vapour return to
Note: Ensure that valve CG712, vapour main to vapour manifold, is closed
shore, however, the duration will be considerably extended. During the actual
otherwise the vapour will recirculate around the system.
cooldown phase, if the GCU is to be used then one LD compressor on high
speed will be required to generate sufficient pressure.
e) Open the vapour manifold valve CG001 (port side). This will
enable a free flow of gas to the terminal and is a check that the
pipeline layout on board has been arranged correctly.
C
f) Confirm the manual valve CG703, the vapour header to vent
mast riser, is open. Using the IAS, adjust the set point of the
No.1 mast riser control valve CG702 to the required value, for
example 20kPag, so that this valve will remain closed during
normal running of the compressors, but would act in a safety
capacity if necessary.
g) As the tank pressure increases, use the IAS system to start one
or both of the compressors as necessary returning vapour to
shore.
h) Using the IAS, monitor the pressure inside the tanks. ft

ra
The automatic gas burning control system should be put into operation as
soon as the vapour produced can be burnt in the gas combustion unit, whilst
continuing to return gas to shore via the HD compressors.
If the cargo tank pressure increases, request the terminal to reduce the supply
of LNG.
D
If the cargo tank pressure decreases, either shut down one of the compressors
as necessary, or request the terminal to increase the LNG liquid supply to the
vaporiser.
When the cargo tank hydrocarbon content reaches 80%, throttle-in the
individual tank loading valve until it is only just cracked open.
i) Request the terminal to stop the supply of LNG liquid.
Illustration 6.2.5a Initial Cooling Down

Key
CL041
CL031
CL021
CL011
LO
CG526 CG510 CG509 Liquid LNG
CG519 C Cargo Pump
CG001
CG007
CG No.1 Warm- CG547 CG546
571 up / Boil-off No.1 Cold LNG Vapour S Spray Pump
Heater FBO Mist
CS009
CS003
CS001
CS011
CL043
CL033
CL023
CL013
CG561 CG534 Separator
CG CG CG CG CG CG565 CG LD Compressors LO LO Locked Open Spray Cooler
613 619 614 531 572 567
LC Locked Closed
y
CG518 CG512 CG549 CG548 CS
CG CG566 No.2 LC CG
CS 514 618
CG615 511 LO
CG569 523 CG535
CG562 CG508
CG620 CG527 CG521 CG568
LO
NBO Mist
No.2 Warm- CS CS
up / Boil-off LO CG528 Separator
op
Heater 524 525
CS
LO
522
CS CG563 CG559 No.1 CG532 CS515
CG617
CG570 526 CS
CG616 HD Compressors CG544 516 Drain Pot
CG520 CG513 CS
CG564 CG560 CG533 CS517 561
No.2
CG545 Vapour Return

CG530 CG550
Starboard
Gas Valve CG501
CS527
CS564 CS502 CS504
Port
C
CS518 CS519 CG507 CS014 CS013
Gas Valve CG504
CL044
CL034
CL024
CL014
CS012
CS010
CS004
CS002
CS505 CS506
Vaporiser CS562 Vaporiser Drain to
GCU CS565 Tank No.3
CR311
CG002
Gas Valve
CG712
CG008
CS509
CL042
CL302
CL022
CL012
CS702
CS501 CS511 CS512 CS503
Room
CS513
CS704
CS566
IG02
From Inert Gas
Plant in Engine CG605 CG604
Room
Dry-Air Supply
to Ballast Line
IG03 IG04
IG05
IG01
ft CL602 CG603 CG602 CG601

Gas Main
Vapour Main
Liquid Main
Spray Main
CG606
CL701
CG703
ra
M
CS703 CS701
CG702
CS201
CS101
CS401
CS301
CS601 CL601
CL206
CL106
CL406
M M M
M M M M M
CL306
CS402 CS302 CS202 CS102
CG701
CS212
CS213
CS112
CS113
CS412
CS413
CS312
CS313
CG201
CG101
CS405 CS305 CS205 CS105
CG401
CG301
CS204 CS203
CS104 CS103
CS404 CS403
CS304 CS303
CL401 M CL301 M CL201 M CL101 M
CL202
CL102
CL402
CL302
CR207
CR107
CL209 CS209 CS109
CL208
CL207
CL109
CL108
CL107
CR407
CR307
CS409 CS309
CL409
CL408
CL407
CL309
CL308
CL307
CG204
CG104
CS208
CS108
M M
CG404
CG304
D
CS408
CS308
M M
M M M M
M M M M
CR205
CR105
CR405
CR305
M M M M

M M M M

(P) (P) (P) (P)
(S) (S) (S) (S)

CL417
CL416
CL317
CL316
CL217
CL216
CL117
CL116
6.2.5 Cooling Down Cargo Tanks Cooling down cargo tanks from +30 to -130C so they can be loaded requires Initial Avg Tank Temp Time to Cool to Avg Temp -130C Quantity
LNG to be sprayed into the tanks for about 10 hours at a rate of 90m3/h, or
-113 3 200
about 900m3 total. That quantity is sufficient to cool the tank vapour and
Introduction primary membrane to the desired -130C temperature to permit the tanks to be -118 2 100
loaded within 12.5 hours. -125 1 50
Arriving at the terminal to load the first cargo after refit or repairs where the -130 0 0
vessel was required to be gas free, the cargo tanks will be inert and at ambient
LNG Quantity Used for Cooldown in 10 Hours
y
temperature. After the cargo system has been purge-dried and gassed-up, the
LNG is supplied from the terminal to the cooldown manifold, and from there
headers and tanks must be cooled down before loading can commence. The
directly to the spray header which is open to the cargo tanks. Once the cargo
cooldown operation follows immediately after the completion of gassing-up, If all four cargo tanks are cooled simultaneously through the spray nozzles in
tank cooldown is nearing completion, the liquid manifold crossovers, liquid
using LNG supplied from the terminal. one cooldown header for 10 hours continuously at an average spray header
header and loading lines are cooled down.
pressure of 200kPa, then the LNG quantity used for cooldown will be about
op
Unlike rigid cargo tank designs, vertical thermal gradients in the tank walls are 900m3 and the average temperature in each tank will be -130C or colder.
Cooldown of the cargo tanks is considered complete when the temperature
not a significant limitation on the rate of cooldown. The rate of cooldown is
sensors in each tank indicate an average temperature of -130C or lower over
limited for the following reasons: The following table from Gaz Transport & Technigas is based on the average
the whole tank. This applies only for the first cooldown after the tank has
cooldown data from other Mark111 type membrane vessels, with 2 bar pressure
To avoid excessive pump tower stress. been warmed-up, subsequent cooldowns only require the bottom temperature
to the spray rail. This is only a guide and individual vessels may differ.
Vapour generation must remain within the capabilities of the sensors to be -130C or lower. When this temperature has been reached, and
HD compressors to maintain the cargo tanks at a pressure of the Custody Transfer System (CTS) registers the presence of liquid, bulk
Cooling Down Time Primary Barrier loading can begin.
between 5.0 and 7.0kPa gauge. Mean Temperature
C
To remain within the capacity of the nitrogen system to maintain 0 hour 30C Vapour generated during the cooldown of the tanks is returned to the terminal
the interbarrier and insulation spaces at the required pressures. 1 hour 12C via the HD compressors and the vapour manifold, as in the normal manner for
2 hours -20C loading.
If the terminal can handle the vapours, all four cargo tanks can be simultaneously
cooled down to an average temperature in each of -130C in 10 hours and use 3 hours -47C
During cooldown, nitrogen flow to the IBS and IS spaces will significantly
about 900/m3 of LNG. 4 hours -67C increase. It is essential that the rate of cooldown is controlled so that it remains
5 hours -85C within the limits of the nitrogen system to maintain the interbarrier space
LNG is supplied from the terminal to one of the four liquid manifolds and 6 hours -100C pressures at 0.2-0.7kPa gauge and the insulation space pressure at IBS+0.2
from there directly to the spray header which is open to one of the two spray kPa gauge.
headers in each tank, the other header is a 100% back-up. Once the cargo tank
cooldown is nearing completion, the liquid manifold crossovers, liquid header
and loading lines are cooled down.
ft 7 hours
8 hours
9 hours
10 hours
-113C
-118C
-125C
-130C
Once the cooldown is complete and the build-up to bulk loading has commenced,
the tank membrane will be at or near to the liquid cargo temperature, but it will
take some hours to establish fully cooled down temperature gradients through
ra
Cooldown of the cargo tanks is considered complete when the temperature the insulation. Consequently, boil-off from the cargo will be higher than
sensors in each tank indicate an average temperature over the whole tank of The following table can be used as a guide to calculate the quantity of LNG normal during the first 3-4 days after loading to fully cool all of the cargo tank
-130C or colder at most terminals. Arzew requires a bottom temperature of and the time required to complete cooldown of all four tanks that are not fully insulation to the loaded voyage operating temperature.
-145C before start of loading. When these temperatures have been reached, cooled down to -130C before loading can be started.
and the Custody Transfer System (CTS) registers the presence of liquid, bulk
loading can begin.
Procedure to Prepare for Tank Cooldown
Initial Avg Tank Temp Time to Cool to Avg Temp -130C Quantity
C Hours m3 Place in service the heating system for the cofferdams.
Vapour generated during the cooldown of the tanks is returned to the terminal
D
30 10 900
via either the terminals vapour return compressors (Arzew) or one of the
12 9 800 a) Prepare the records for the tank, secondary barrier and hull
ships HD compressors and the vapour manifold, as in the normal manner for
-20 8 700 temperatures.
loading.
-47 7 600 b) Check that the nitrogen pressurisation system for the insulation
During cooldown, nitrogen flow to the IBS and IS spaces will significantly -67 6 500 spaces is in automatic operation and lined-up to supply the
increase as those spaces cool down. It is essential that the rate of cooldown in
-85 5 400 additional nitrogen necessary to compensate for the contraction
the cargo tanks is controlled so that it remains within the limits of the nitrogen
-100 4 300 from cooling of the tanks. Prior to the cooling down, the
system to maintain the interbarrier and insulation space at a minimum pressure
nitrogen pressure inside the IBS will be raised to 0.7kPag and
of at least 0.3kPa above atmospheric pressure.
Illustration 6.2.5a Initial Cooling Down

Key
CL041
CL031
CL021
CL011
LO
CG526 CG510 CG509 Liquid LNG
CG519 C Cargo Pump
CG001
CG007
571 up / Boil-off No.1 Cold LNG Vapour S Spray Pump
Heater FBO Mist
CS009
CS003
CS001
CS011
CL043
CL033
CL023
CL013
CG CG CG CG CG CG565 CG LD Compressors LO LO Locked Open Spray Cooler
613 619 614 531 572 567
LC Locked Closed
y
CG518 CG512 CG549 CG548 CS
CG CG566 No.2 LC CG
CS 514 618
CG615 511 LO
CG569 523 CG535
CG562 CG508
CG620 CG527 CG521 CG568
LO
NBO Mist
No.2 Warm- CS CS
up / Boil-off LO CG528 Separator
op
Heater 524 525
CS
LO
522
CS CG563 CG559 No.1 CG532 CS515
CG617
CG570 526 CS
CG616 HD Compressors CG544 516 Drain Pot
CG520 CG513 CS
CG564 CG560 CG533 CS517 561
No.2
CG545 Vapour Return

CG530 CG550
Starboard
Gas Valve CG501
CS527
CS564 CS502 CS504
Port
C
CS518 CS519 CG507 CS014 CS013
Gas Valve CG504
CL044
CL034
CL024
CL014
CS012
CS010
CS004
CS002
CS505 CS506
Vaporiser CS562 Vaporiser Drain to
GCU CS565 Tank No.3
CR311
CG002
Gas Valve
CG712
CG008
CS509
CL042
CL302
CL022
CL012
CS702
CS501 CS511 CS512 CS503
Room
CS513
CS704
CS566
IG02
From Inert Gas
Room
Dry-Air Supply
to Ballast Line
IG03 IG04
IG05
IG01
ft CL602 CG603 CG602 CG601

Gas Main
Vapour Main
Liquid Main
Spray Main
CG606
CL701
CG703
ra
M
CS703 CS701
CG702
CS201
CS101
CS401
CS301
CS601 CL601
CL206
CL106
CL406
M M M
M M M M M
CL306
CS402 CS302 CS202 CS102
CG701
CS212
CS213
CS112
CS113
CS412
CS413
CS312
CS313
CG201
CG101
CS405 CS305 CS205 CS105
CG401
CG301
CS204 CS203
CS104 CS103
CS404 CS403
CS304 CS303
CL401 M CL301 M CL201 M CL101 M
CL202
CL102
CL402
CL302
CR207
CR107
CL209 CS209 CS109
CL208
CL207
CL109
CL108
CL107
CR407
CR307
CS409 CS309
CL409
CL408
CL407
CL309
CL308
CL307
CG204
CG104
CS208
CS108
M M
CG404
CG304
D
CS408
CS308
M M
M M M M
M M M M
CR205
CR105
CR405
CR305
M M M M

M M M M

(P) (P) (P) (P)
(S) (S) (S) (S)

CL417
CL416
CL317
CL316
CL217
CL216
CL117
CL116
the IS will be maintained at IBS +2mbarg. Pressurise the buffer c) Prepare both HD compressors for use.
tank to the maximum pressure.
d) Adjust the set point of both HD compressors pressure control
c) Check that the gas detection system is in normal operation. valve to 5.0kPa, or the required value.
d) Prepare the nitrogen generators for use. e) On the HD compressors, open the valves in accordance with the
following:
y
e) Prepare both HD compressors for use.
f) Automatic gas burning control system should be in operation. Open Vapour header valve to compressor supply CG601
line
op
Procedure for Cooldown with Gas Return Through the Vapour Open No.1 HD compressor inlet valve CG532
Header Open No.2 HD compressor inlet valve CG533
(See illustration 6.2.5a.) Automatic No.1 HD compressor surge valve CG544
Automatic No.2 HD compressor surge valve CG545
Assuming the ship is ready to prepare for cooldown after the completion of
gassing-up.
Note: When cooling down, one spray rail should be sufficient for this Open Compressor supply valve to vapour manifold CG550
Open Vapour header to vapour manifold CG712
C
operation, experience will dictate whether the second rail needs to be used.
a) Open the spray header valves to each tank and the spray rails. f) Open the vapour manifold valve CG001 (port side). This will
enable a free flow of gas to the terminal and is a check that the
Position Description Valve pipeline layout on board has been arranged correctly.
Open Spray crossover valve to spray main CS001
g) Request the terminal to supply LNG liquid for the cooling down
Open Spray line block valves CS701, CS702, operation at minimum flow.
CS703
Open
Open
Open
Open
No.1 tank spray master valve
No.1 tank spray rail inlet valves
CS101
CS108, CS109
CS201
CS208, CS209 ft h) When the vapour pressure inside the tanks rises to approximately
5.0kPa, start one or both of the compressors as necessary using
the IAS. Increase the spray nozzle pressure.
ra
Note: Ensure that valve CG712, vapour main to vapour manifold, is closed,
Open No.3 tank spray master valve CS3012
otherwise the vapour will recirculate around the system.
Open No.3 tank spray rail inlet valves CS308, CS309
Open No.4 tank spray master valve CS401 i) Using the IAS, monitor the pressure inside the tanks and
Open No.4 tank spray rail inlet valve CS408, CS409 temperature cooldown rate. Adjust the spray rail inlet valves
CS101, CS201, CS301 and CS401 to obtain an average
b) Open the vapour valves on each tank as all the tanks are kept temperature fall of 20/25C per hour during the first 5 hours,
connected to the vapour header.
D
thereafter 10/12C per hour.
Position Description Valve If the tank pressure continues to increase, request the terminal to reduce the
Full open No.1 tank vapour valves CG101, CG104 supply of LNG.
Full open No.2 tank vapour valves CG201, CG204
If the tank pressure decreases, either shut down one of the compressors or
Full open No.3 tank vapour valves CG301, CG304 request terminal to increase supply of LNG.
Full open No.4 tank vapour valves CG401, CG404
This procedure will normally take approximately 10 hours.
Procedure for Cooldown with Nil Vapour Return to Shore and c) Using the IAS, monitor the pressure inside the tanks and
Using the Ships Stripping Pump temperature cooldown rate. Adjust the spray rail master valves
CS101, CS201, and CS401 to obtain an average temperature fall
In this example it has been assumed that the gassing-up has been completed of 20/25C per hour during the first 5 hours, thereafter 10/12C
alongside, as well as the cooling down of No.3 cargo tank and loading of LNG per hour.
to that tank with at least sufficient LNG to cool down the remaining three
tanks. An LD compressor is to be prepared ready for use instead of an HD Note: The rate of cooldown will be controlled by the ability of the GCU to
y
compressor. burn the vapour generated, therefore it will be necessary to increase or reduce
the pressure generated by the spray pump to maintain the tank pressures
Note: When cooling down, one spray rail should be sufficient for this within reasonable limits, while one LD compressor at high speed supplies the
operation, experience will dictate whether the second rail needs to be used. GCU. Additional vapour cannot be burned in the engine due to the vapour
op
temperature from the LD compressor.
a) Open the spray header valves to each tank and the spray rails.
Start No.3 cargo tank stripping pump and open the pump d) Use of an HD compressor to supply the vapour to the CGU is
discharge valve CS304. Set in automatic mode valve CS302 not possible, as it is necessary to use an LD compressor at high
stripping pump return line to tank. speed to produce the necessary pressure.
e) Cooldown of the cargo tanks is considered complete when

the top (99%) and bottom (end) temperature sensors in each
Open Spray crossover valve to spray main CS001 tank indicate temperatures of -130C or lower. When these
C
Open Spray line block valves CS701, CS703 temperatures have been reached, and the Custody Transfer
Open No.1 tank spray master valve CS101 System (CTS) registers the presence of liquid, bulk loading can
Open No.1 tank spray rail inlet valves CS108, CS109 begin.
Open
Open
CS401
CS408, CS409
b) Open the vapour valves on each tank as all the tanks are kept
connected to the vapour header. These should already be open ft
ra
for the automatic gas burning system.

Full open No.1 tank vapour valves CG101,
CG104
D
CG204
CG304
CG404
y
6.3 Ballast Passage
6.3.1 Cooling Down Cargo Tanks Prior to Arrival
op
6.3.2 Spraying During Ballast Voyage, Single Tank
6.3.3 Sloshing Inside the Cargo Tanks
Illustrations
6.3a Ballast Voyage
C
6.3.1a Cooling Down Cargo Tanks Prior to Arrival on Ballast Voyage
6.3.2a Cooling Down Single Cargo Tank Prior to Arrival on Ballast Voyage
ft
ra
D
Illustration 6.3a Ballast Voyage Key

Liquid LNG C Cargo Pump
CL041
CL301
CL021
CL011
LO
CG526 CG519 CG510 CG509
CG001
S Spray Pump
CG007
Cold LNG Vapour
No.1 Warm- CG547 CG546
CG up / Boil-off No.1 FBO Mist
Heater Separator Warm LNG Vapour Spray Cooler
CS009
CS003
CS001
CS011
CL043
CL033
CL023
CL013
571
CG561 CG534
CG LD Compressors
CG565 LO Condensate Return LO Locked open
567 CS
CG518 CG512
y
CG549 CG548 514 LC Locked Closed
CG CG CG CG CG CG566 LC
CG511 CS No.2
613 619 614 531 572 LO
CG569 523 CG508
CG562 CG568 CG535
LO
CG615 CG527 CG521 NBO Mist
CS CS Separator CG
CG616 CG620
CG570 LO 525 CG528
op
No.2 Warm- 524 CS 618
up / Boil-off LO
522
Heater CS CG563 CG559 No.1 CG532 CS515
CG617
526 CS
HD Compressors CG544 Drain Pot
516
CG520 CG513 CS
CG564 CG560 CG533 561
No.2 CS517
CG545 Vapour Return
CG
530 CG550
Starboard
Gas Valve CG501
CS527
CS502 CS504
CS564
Port CS519 CG507
C
CS518 CS014 CS013
Gas Valve CG504
CL044
CL034
CL024
CL014
CS012
CS010
CS004
CS002
Hood Room LNG Forcing CS505 CS506 Drain to
Vaporiser CS562 Vaporiser Tank No.3
CS565 CR311
GCU
CG002
Gas Valve
CG712
CG008
CS509
CL042
CL302
CL022
CL012
CS702
CS501 CS511 CS512 CS503
CS704
CS566
IG02
From Inert Gas
CG605 CG604
Plant in Engine
Room
Dry-Air Supply
to Ballast Line
IG03 IG04
IG05
IG01
ft CL602
CG603 CG602 CG601
Gas Main
Vapour Main
Liquid Main
Spray Main
CG606
CL701
CG703
ra
M
CS703 CS701
CG702
CS201
CS101
CS401
CS301
CS601 CL601
CL206
CL106
CL406
M M M
M M M M M
CL306
CS402 CS302 CS202 CS102
CG701
CS212
CS213
CS112
CS113
CS412
CS413
CS312
CS313
CG201
CG101
CS405 CS305 CS205 CS105
CG401
CG301
CS204 CS203
CS104 CS103
CS404 CS403
CS304 CS303
CL401 M CL301 M CL201 M CL101 M
CL202
CL102
CL402
CL302
CR207
CR107
CS209 CS109
CL209
CL208
CL207
CL109
CL108
CL107
CR407
CR307
CS409 CS309
CL409
CL408
CL407
CL309
CL308
CL307
CG204
CG104
CS208
CS108
M M
CG404
CG304
D
CS408
CS308
M M
M M M M
M M M M
CR205
CR105
CR405
CR305
M M M M

M M M M

(P) (P) (P) (P)
(S) (S) (S) (S)

CL417
CL416
CL317
CL316
CL217
CL216
CL117
CL116
6.3 BALLAST passage 2) During longer ballast voyages, the lighter parts of the liquid If a long delay at the loading port is experienced, the remaining heel will
layer remaining in the tank will evaporate, thus making slowly boil-off and the gas available as fuel gas will reduce. Therefore, care
the liquid almost LPG and at temperatures of higher than must be taken to stop gas burning as the tank system pressures continue to drop
Introduction -100C. The upper parts of the tanks will reach almost positive as the temperature rises. The degree of natural warm-up will depend on the
temperatures and under these conditions it will be necessary to time factor, voyage and weather conditions.
A characteristic of cargo tanks with the Gaz Transport & Technigaz (GTT) cool down the tanks before loading.
Mark III type membrane is that as long as some quantity of LNG remains at After refit, the first ballast voyage will have to be made using diesel oil
y
the bottom of the tanks, the temperature at the top will normally remain below Three methods of cooling down are possible, and the one selected will depend only. The ships are designed to burn gas all the time which will necessitate
-50C. on the operating conditions of the ship. appropriate levels of heel retention. If it becomes necessary to heel out and
run on MDO, operation will be very uneconomical, apart from any logistical
However, if the ballast voyage is too long, the lighter fractions of the liquid will 1) Cool down the tanks with LNG supplied from shore as described difficulties replenishing MDO.
op
evaporate. Eventually most of the methane disappears and the liquid remaining in Section 6.2.5.
in the tanks at the end of the voyage is almost all LPG with a high temperature Due to the different calorific values of diesel oil and gas, power requirements
and a very high specific gravity, which precludes pumping. 2) Cool down the tanks just before arrival at the loading terminal. need to be carefully controlled to prevent overloading the diesel generators.
At the previous cargo discharge, an LNG heel is retained in one
Cooling down of the cargo tanks is carried out primarily to reduce vapour or more of the tanks, provided that the heel does not exceed
generation during loading and to prevent any thermal shock on the heavy 10% of the tank height (see sloshing). On top of the quantity to
structures such as the pump tower. Loading then takes place when the tanks are be sprayed, the amount of the LNG heel to be retained will be
in a cold state, ie, colder than -130C. calculated by assuming a boil-off equivalent to 50% of the boil-
off under laden conditions.
C
Cold Maintenance During Ballast Voyage
3) Maintaining the cargo tanks cold during the ballast voyage by
Different methods are used to keep the cargo tanks cold during ballast voyages periodically spraying with LNG so that the average temperature
and these are detailed as follows: inside the tanks does not exceed -120C/-130C. As before, an
LNG heel is kept in one of the tanks, provided that the level
1) For short voyages of up to eighteen days a heel of LNG is does not exceed 10% of the tank height (see sloshing). On top
retained in each tank at the end of the discharge. The level must of the quantity to be sprayed, the amount of the LNG heel that
never be above 10% of the height of the tank, and the quantities needs to be retained will be calculated by assuming a boil-off
equivalent of 50% of the boil-off under laden conditions.
can be calculated by considering a boil-off of approximately
0.18% per day and the need to arrive at the loading port with
a minimum layer of 10cm of liquid spread over the whole
surface of the tank bottom (with the ship on an even keel). For
voyages over seven days increase the minimum layer to 12cm, ft Cooling down is carried out by spraying LNG inside the tanks for whichever
method is used. Each tank is provided with two spray rings.
ra
progressively increasing the depth of the layer according to Note: It is obvious that this system will generate more boil-off than the first
voyage length. In addition, a further quantity will need to be proposed system. The quantity of LNG to be retained on board will have to
kept in No.4 and No.3 tanks for use with the spray pumps to be calculated with enough margin to avoid the situation at mid-voyage where
provide additional fuel to the power generation plant. the residual is too heavy for the pump to operate.
(Authors Note: The quantities in this section will have to be confirmed after a Conservation of bunkers is important, consequently, the co-operation of all
few voyages and are for guidance only.) members of the management team is essential to ensure as much boil-off gas as
D
possible is used to supply the power generation plant fuel demand, thus keeping
With this method of cold maintenance, the tank bottom temperature should be diesel oil consumption to a minimum. The target is 100% fuel gas supply using
below -130C and the top below -80C, which allows loading without further the forcing vaporiser for requirements in addition to natural boil-off.
cooling down.
Fuel gas supply on the ballast voyage is carried out in the same way as on a
loaded voyage, with the LD compressor controlling the cargo tank pressures and
the forcing vaporiser providing the additional fuel gas (see Section 6.5, Loaded
Voyage With Boil-off Gas Burning) as required by the main generators.
Illustration 6.3.1a Cooling Down Cargo Tanks Prior to Arrival on Ballast Voyage Key
CL041
CL031
CL021
CL011
LO
CG526 CG510 CG509
CG001
CG519 S Spray Pump
CG007
Cold LNG Vapour
CG
571 up / Boil-off No.1
FBO Mist Warm LNG Vapour Spray Cooler
CS009
CS003
CS001
CS011
CL043
CL033
CL023
CL013
Heater
LD Compressors LO Condensate Return LO Locked open
CG565
CG518 CG512 CG
y
CG CG CG 567 CG549 CG548 CS LC Locked Closed
CG566
613 619 614 No.2 LC 514
CG CS
CG CG CG569 LO
511 523 CG562 CG535
531 572 CG508 CG618
CG568
CG615 LO
NBO Mist
CG CG527 CG521 CS CS
op
LO CG528 Separator
620 524 525
No.2 Warm- CS
CG570 LO
522
up / Boil-off CG563 CG559 CG532
Heater CS No.1
CG CG
617 616 526
HD Compressors CG544 CS CS515
516 CS
CG520 CG513 Drain Pot 561
CG564 CG560 No.2 CG533
CG545 CS517 Vapour Return

CG530
Starboard CG550
Gas Valve CG501
CS502 CS527
CS564 CS504
Port
C
CS518 CS519 CG507 CS014 CS013
Gas Valve CG504
CL044
CL034
CL024
CL014
CS012
CS010
CS004
CS002
GCU Tank No.3
CR311
CG002
Gas Valve
CG712
CG008
CS509
CL042
CL302
CL022
CL012
CS702
Hood Room Cargo CS501 CS511 CS512 CS503 CS510
CS704
CS566
IG02
From Inert Gas
CG605 CG604
Plant in Engine
Room
Dry-Air Supply
to Ballast Line
IG03 IG04
IG05
IG01
ft CL602
CG603 CG602 CG601
Gas Main
Vapour Main
Liquid Main
Spray Main
CG606
CL701
CG703
ra
M
CS703 CS701
CG702
CS201
CS101
CS401
CS301
CS601 CL601
CL206
CL106
CL406
M M M
M M M M M
CL306
CS402 CS302 CS202 CS102
CG701
CS212
CS213
CS112
CS113
CS412
CS413
CS312
CS313
CG201
CG101
CS405 CS305 CS205 CS105
CG401
CG301
CS204 CS203
CS104 CS103
CS404 CS403
CS304 CS303
CL401 M CL301 M CL201 M CL101 M
CL202
CL102
CL402
CL302
CR207
CR107
CS209 CS109
CL209
CL208
CL207
CL109
CL108
CL107
CR407
CR307
CS409 CS309
CL409
CL408
CL407
CL309
CL308
CL307
CG204
CG104
CS208
CS108
M M
CG404
CG304
D
CS408
CS308
M M
M M M M
M M M M
CR205
CR105
CR405
CR305
M M M M

M M M M

(P) (P) (P) (P)
(S) (S) (S) (S)

CL417
CL416
CL317
CL316
CL217
CL216
CL117
CL116
6.3.1 Cooling Down cargo Tanks Prior to Position Description Valve Position Description Valve
Arrival Open No.1 tank vapour valves CG101, CG104 Automatic No.2 LD compressor inlet control valve CS535
Open No.2 tank vapour valves CG201, CG204 Automatic No.2 LD compressor surge control valve CS549
Introduction Open No.3 tank vapour valves CG301, CG304 Locked No.2 LD compressor outlet valve CS548
Open No.4 tank vapour valves CG401, CG404 Open
It is assumed all valves are closed, with the exception of those in use for the Open Vapour return bypass to gas burning line CG618
Open No.1 vent mast vapour header block valve CG703
y
forcing vaporiser, spray coolers and LD compressor as part of the automatic
gas control system using the heel in No.3 and No.4 tank. The heel retained Automatic No.1 vent mast control valve CG702
e) Set up the valves on No.1 heater and gas burning line.
in No.3 and No.4 cargo tanks is also for cooling down No.1 and No.2 tanks
that have been allowed to warm-up due to the length of the voyage. A single
Set Up for Automatic Gas Control Position Description Valve
op
spray pump can be used for both fuel gas and to spray one cargo tank while
maintaining a pressure of 800kPa to the forcing vaporiser and 200kPa to the Automatic No.1 heater inlet control valve CS518
spray main, however, the capacity of the pump is a limiting factor. In this a) Set up the valves on the spray line header and the forcing Automatic No.1 heater temperature control valve CS519
instance two spray pumps are in use. (See illustration 6.3.1a.) vaporiser.
Open No.1 heater outlet valve CS526
Open Vapour return bypass to gas burning line CG618
Cooling Down Cargo Tanks Prior to Arrival with the Automatic Open Spray line block valve CS601
Open Gas burning supply valves as required by the CG613, CG619
Gas Control System in Use engine demand CG617, CG616
Automatic Gas burning supply control valve CG620
a) Prepare the records for the tank, secondary barrier and hull Open No.4 tank spray rail inlet valve CS409
C
temperatures. Automatic No.4 tank spray return valve CS402 Note: Demand from No.4 cargo tank to the generators is automatically
Open Forcing vaporiser inlet valve CS512 controlled by the engine requirements. Spraying is carried out in No.4 tank
b) Check that the nitrogen pressurisation system for the insulation Automatic Forcing vaporiser control valve CS503 to maintain temperature.
spaces is in automatic operation and lined-up to supply the Automatic Forcing vaporiser temperature control valve CS505
additional nitrogen necessary to compensate for the contraction
from cooling of the tanks. Prior to the cooling down, the Set Up for Cooling Down
b) Set up the valves on the NBO and FBO mist separators.
nitrogen pressure inside the IBS will be raised to 0.7kPag and
the IS will be maintained at IBS +0.2kPag. Pressurise the buffer a) Set up the valves on the spray line header for cooling down
c)
tank to maximum pressure.
Check that the gas detection system is in normal operation.
d) Place in service the heating system for the cofferdams if not ft Automatic
Automatic
Open
NBO mist separator drain valve
FBO mist separator drain valve
Condensate drain to No.3 tank
CS515
CS514
CR316
Position
Closed
No.1 and No.2 cargo tanks.
Description
Spray line block valve
Valve
CS703
ra
Open FBO mist separator outlet valve CG509 Open Spray line block valve CS701
already operating.
c) Set up the valves on the spray coolers for the LD compressor Open No.2 tank spray master valve CS201
e) The automatic gas burning control system will maintain the tank and NBO mist separator.
pressure at 6.0kPa during cooling down of the cargo tanks. Automatic No.3 tank spray master valve CS301
Automatic No.3 tank spray return valve CS302
f) The spray pump in No.4 cargo tank is supplying the forcing
vaporiser and spray coolers as required by the generators. Open Spray cooler line inlet valve CS513
D
Automatic NBO mist separator spray cooler control CS516 b) No.3 spray pump is started after the spray discharge valve
g) The spray pump in No.3 cargo tank is supplying the cooling valve CS304 is opened 20% to allow minimum flow.
medium for No.1 and No.2 cargo tanks. Automatic LD compressor spray cooler control valve CS523
Locked Spray coolers needle valves CS522 Note: Due to the level of vapour generation during cooldown usually only
As the insulation barrier space and insulation space spaces cool open CS523 one tank at a time will be cooled down.
down, the set points can be lowered to the normal operating settings.
d) Set up the valves on No.2 LD compressor. c) Open slowly the spray rail inlet control valves on No.1 and No.2
h) Open the vapour dome outlet valves to the vapour header. cargo tanks and slowly open the discharge valve to No.3 spray
pump to maintain a pressure of 20kPa in the spray main.

Open No.1 tank spray rail inlet valve CS109
Care should be taken to maintain control of the vapour pressure either by
y
use in the power generating plant as fuel or burned in the GCU. Venting to
atmosphere via the forward mast riser is for safety reasons only.
d) Once all of the spray headers are cool, increase the flow to the
op
tanks by adjusting the spray pump discharge valve to maintain
an even cooldown and control of vapour pressure whilst keeping
200kPa pressure in the spray main.
e) Using the IAS, monitor the pressure inside the tanks and
temperature cooldown rate. Adjust the spray rail inlet valves
CS109 and CS209 to obtain an average temperature fall of
20/25C per hour during the first 4 hours, thereafter 10/12C per
hour.
C
f) When all of the tanks have reached the required temperature
(-100C at the top, -130C at the bottom) either continue to
spray the tanks until the required heel remains or stop the spray
pump.
g) On completion of cooldown, stop No.3 spray pump and close

CS304 the discharge valve, operate the following valves to
allow the spray line to drain back to No.3 tank.
Position
Close
Close
Description
No.1 tank spray rail master valve
No.2 tank spray rail master valve
Valve
CS109
CS201 ft
ra
Close No.3 tank spray rail inlet valve CS301
Open No.3 spray return line valve CS302
h) Reset the nitrogen supply system to normal operating set points.

Continue supplying fuel gas from No.3 cargo tank via the
vaporiser with the LD compressor controlling the cargo tank
pressure.
D
Cooling down the cargo tanks from +30C to -130C, over a period of 10
hours will require a total of approximately 900m3 of LNG using the starboard
spray rail at 200kPa. At a mean cooling rate of 20C per hour over the first 5
hours, this should correspond to a mean cooling rate of 8C to 9C per hour
for the secondary barrier, giving a temperature of approximately -80C after
10 hours.
Illustration 6.3.2a Cooling Down Single Tank Prior to Arrival on Ballast Voyage Key
CL041
CL301
CL021
CL011
LO
CG526 CG519 CG510 CG509
CG001
S Spray Pump
CG007
Cold LNG Vapour
571 up / Boil-off No.1
CS009
CS003
CS001
CS011
CL043
CL033
CL023
CL013
Heater
CG565 CG567 LD Compressors LO Condensate Return LO Locked open
CG518 CG512
y
CG549 CG548 CS LC Locked Closed
CG CG CG LC
CG CG CG566 514
613 619 614 No.2
531 572 CG569 CG CS
511
LO
523 CG508
CG562 CG568 CG535
CG615 CG527 LO
CG521 NBO Mist
CG Separator CG618
CS CS CG528
op
620 No.2 Warm- CG570 LO
524 525 CS
up / Boil-off LO
522
Heater
CG CG CS CG563 CG559 No.1 CG532 CS
617 616 526 HD Compressors 516
CG544 CS515
CG520 CG513 CS
Drain Pot 561
CG564 CG560 No.2 CG533
CG545 CS517 Vapour Return
CG530 CG550
Starboard
Gas Valve CG501
CS527
CS502 CS504
CS564 CG507
Port CS519
C
CS518 CS014 CS013
Gas Valve CG504
CL044
CL034
CL024
CL014
CS505 CS506
CS012
CS010
CS004
CS002
CS562 Vaporiser
Vaporiser Drain to
CS565 Tank No.3
GCU CR311
CG002
Gas Valve CS509
CG712
CG008
CL042
CL302
CL022
CL012
Cargo
CS702
Hood Room CS501 CS511 CS512 CS503 CS510
CS704
CS566
IG02
Plant in Engine
Room
Dry-Air Supply
to Ballast Line
IG03 IG04
IG05
IG01
ft CL602
CG603 CG602 CG601
Gas Main
Vapour Main
Liquid Main
Spray Main
CG606
CL701
CG703
ra
M
CS703 CS701
CG702
CS201
CS101
CS401
CS301
CS601 CL601
CL206
CL106
CL406
M M M
M M M M M
CL306
CS402 CS302 CS202 CS102
CG701
CS212
CS213
CS112
CS113
CS412
CS413
CS312
CS313
CG201
CG101
CS405 CS305 CS205 CS105
CG401
CG301
CS204 CS203
CS104 CS103
CS404 CS403
CS304 CS303
CL401 M CL301 M CL201 M CL101 M
CL202
CL102
CL402
CL302
CR207
CR107
CS209 CS109
CL209
CL208
CL207
CL109
CL108
CL107
CR407
CR307
CS409 CS309
CL409
CL408
CL407
CL309
CL308
CL307
CG204
CG104
CS208
CS108
M M
CG404
CG304
CS408
CS308
D
M M
M M M M
M M M M
CR205
CR105
CR405
CR305
M M M M

M M M M

(P) (P) (P) (P)
(S) (S) (S) (S)

CL417
CL416
CL317
CL316
CL217
CL216
CL117
CL116
6.3.2 Spraying During Ballast Voyage, Single Position Description Valve

Tank Automatic No.1 vent mast control valve CG702
(See illustration 6.3.2a.)
h) Open the valves on No.4 tank spray line header, ensure block
valve on spray line between No.3 and No.4 cargo tanks is
In this example a single cargo tank (No.4 tank) is to be cooled down using the
open.
heel in No.3 cargo tank.
y
It has been assumed that the vapour outlets from Nos.1, 2, 3 and 4 cargo tanks Position Description Valve
are open. Open No.4 tank starboard spray rail valve CS409
Open No.4 tank spray line master valve CS401
op
Procedure for Cooling Down Cargo Tanks Prior to Arrival i) No.3 spray pump is started after the spray discharge valve is
partially opened, to allow minimum flow for cooling down the
a) Prepare the records for the tank, secondary barrier and hull
spray header.
temperatures.
j) Increase flow by adjusting the spray pump discharge valve
b) Check that the nitrogen pressurisation system for the insulation
CS304, and flow to the tank by adjusting CS302, in order to
spaces is in automatic operation and lined-up to supply the
maintain an even cooldown and control of the tank vapour
additional nitrogen necessary to compensate for the contraction
pressure. Adjust the spray rail control valve to obtain an average
from cooling of the tanks. Prior to the cooling down, the
C
temperature fall of 20/25C per hour during the first 4 hours,
nitrogen pressure inside No.4 IBS will be raised to 0.7kPag and
thereafter 10/12C per hour.
the IS will be maintained at IBS +0.2kPag. Pressurise the buffer
tank to maximum pressure.
k) When the tank has attained the required minimum vapour
temperatures (-100C at the top, -130C at the bottom) stop the
c) Check that the gas detection system is in normal operation.
spray pump.
d) Place in service the heating system for the cofferdams if not
l) On completion of tank cooldown, close the spray line block
already operating.
valve CS703, but leave the section of the spray header open and
e)
f)
The automatic gas burning control system will maintain the tank
pressure at 6.0kPa during cooling down of the cargo tank.
The spray pump in No.3 cargo tank is supplying the forcing

ft allow the line to drain into No.4 cargo tank. Once drained, close
the spray valves on No.4 tank.
m) Reset the nitrogen supply system to normal operating set

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points.
vaporiser and spray coolers for the LD compressor.
The above operation can be repeated for each individual tank, however, care
As the interbarrier spaces and insulation spaces cool down, the set points can
must be taken when the forcing vaporiser is in use to maintain 800kPa in the
be lowered to the normal operating settings.
spray main to the vaporiser throughout the operation, though only 200kPa
pressure is required at the spray rail for cooldown of the cargo tank. The rate
g) Open the vapour dome outlet valves to the vapour header where
of cooldown may be limited by the capacity of the stripping pump.
not already open.
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Open No.1 vent mast vapour header block valve CG703
6.3.3 Sloshing inside the Cargo tanks

Sloshing
From the experience gained on the first LNG ships put into service and from a
large number of model tests and computer analyses, Gaz Transport Technigaz
have designed the Mark III system which is reasonably free from any sloshing
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risk.
The ships cargo tanks are designed to limit the impact forces and the safety
margin has been considerably enlarged. However, operators should be always
be aware of the potential risks to the cargo containment system and also on the
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tank equipment due to sloshing.
Precautions to Avoid Damage Due to Sloshing

Cargo Tank Levels in Metres
The first precaution is to maintain the level of the tanks within the required
GTT and Class limits, ie:
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Lower than a level corresponding to 10% of the height of the
tank.

2.7545m 2.7550m 2.7529m 2.7536m
2046.8m3 4227.1m3 4228.3m3 3705.2m3
Higher than a level corresponding to 70% of the height of the

tank.

ft
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19.28m 19.28m 19.28m 19.28m
17904.6m3 33449.6m3 33449.6m3 29297.1m3
Ships Movement
The second precaution is to try to limit the ships movement, which would
generate sloshing in the tanks. This can be done by requesting that the ships
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heading be changed to reduce the ship motion. Alteration of course and/or
speed could be used to provide sufficient time for an internal transfer of cargo
if this were feasible. A reduction in speed alone may be the only alternative if
the destination cannot be reached due to the alteration of course and an internal
transfer is not possible to limit the sloshing.
The amplitude of sloshing depends on the condition of the sea (wave pattern),
the trim and the speed of the ship.
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6.4 Loading
6.4.1 Preparations for Loading
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6.4.2 Cargo Lines Cooldown
6.4.3 To Load Cargo with Vapour Return to Shore via the High Duty Compressor
6.4.4 Draining and Inerting Manifold Pipes and Loading Arms
6.4.5 Deballasting
Illustrations
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6.4.1a Preparations for Loading
6.4.2a Cargo Line Cooldown
6.4.3a To Load Cargo With Vapour Return to Shore
6.4.3b Cargo Manifold Screen Shot

ft
6.4.3c Loading No.1 and No.2 Tanks Screen Shot
6.4.3d Loading No.3 and No.4 Tanks Screen Shot

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6.4.4a Manifold/ Shore Lines Draining
6.4.5a Deballasting - Running
6.4.5b Deballasting - Pumping
6.4.5c Ballast System Screen Shot

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Illustration 6.4.1a Preparations for Loading

Terminal Ship
Prior To Terminal Ship
Arrival Terminal advises ship of arm Ship advises terminal of tank Test ESD
Witness and log ESD1 operation Test of ESD operation
configuration to be used condition (Warm)
Pilot/loading master advises Witness and log ESD1 operation
1: LNG loading Warm terminal control room before opening ship's manifold
Lines are 2: LNG loading Inerted valves
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Numbered from Vapour return etc
Forward 3:LNG loading Boil-Off
4:LNG loading Ship confirms ETA When ship's vapour return manifold Fully open ship's vapour return
To Shore
is open, open loading arm vapour valve
Ship advises systems operational
return valve
Ship advises changes (if any) Ship's cargo tanks will balance with
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Cofferdam heating on If ship Inerted, vapour return to shore tank at approximately 4kPa
line-up with shore flare
Arrival Secure ship at jetty
Cool Down
Cool down loading arms and Ship advises terminal of readiness
Pilot/loading master advises
Ship checks communications ship's liquid lines to start cooldown of loading arms
terminal on completion
and ship's liquid lines.
Ship continuously monitors Terminal advises ship when ready
loading frequency CCR requests start
Main propulsion on standby Cool both arms simultaneously
Fire fighting equipment ready until frosted over entire length
Secure gangway Fire main pressurised OR Operation controlled by loading
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Pilot/loading master advises (approximately 45/60 minutes)
terminal staff
OR
If ship is in inerted condition, If ship is in inerted condition,
Check gangway advise ship when ready to start CCR advises terminal when ready
Hand over crew list cooldown of first loading arm to start cooldown of first loading
Pre-loading
Meeting Pilot/loading master Display appropriate signage and liquid line arm and liquid line
Relevant terminal personnel Ship's CCR specifies flow rate
Review loading schedule (approximately 20m3/h)
Relevant ship's personnel
Connecting
Up Vapour return arm connected first
Position safety locks
Pressure test with N2
ft
Review loading schedule
Loading strainers in place

ESD Test
(Warm) Initiate ESD1 signal from shore
Witness and log ESD1 operation

of all shore hydraulic valves
Witness and log ESD1 operation
of all ship's valves
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Manifold blanks removed
Gas-Up
(If Inerted) Terminal confirms readiness to Ship's CCR confirms readiness to
Check gas-up ship's lines and tanks gas-up lines and tanks
System Terminal control room checks
System line-up Total Gas-Up
Line - Up Vapour return lined up to shore Ship's CCR specifies liquid flow rate
Time
If ship inerted, vapour return to Monitor from CCR flare until CO2 content below 10% Ship's CCR requests start Approximately
line-up with shore flare When below 10% line-up for 20 Hours
normal vapour return recovery When CO2 content below 10%
inform terminal
Safety Continue gassing-up until CO2
Carry out safety inspection Carry out safety inspection
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Inspection content is below 1% by volume
Complete and sign safety check list Complete and sign safety checklist
Start side water curtain at manifold
Cool Down
Terminal confirms readiness to Ship's CCR confirms readiness to Total Gas-Up
Tanks
cool down ship's lines and tanks cool down tanks And
CTS Carry out initial CTS gauging Carry Out
out initial
Carry Initial CTS gauging
Gauging Initial cooldown flow rates approx: Ship's CCR specifies liquid flow rate Cooldown
before opening ship's manifold 100m3/h for 4 hours Time
valves Ship's CCR requests start Approximately
150m3/h for 2 hours
200m3/h for 4 hours Ship's CCR informs terminal when 30 Hours
cooldown complete
Ready For Loading
Issue: Final Draft - August 2008 IMO No. 9333591 Section 6.4.1 - Page 1 of 2
6.4 Loading On completion of loading, the liquid header and other liquid lines are drained 6.4.1 preparations for loading
to No.4 cargo tank. The liquid remaining in the inclined part of the liquid
manifolds is pushed inboard using nitrogen pressure from shore, and the Prepare for loading as follows:
Introduction loading arms are then purged and disconnected. If the vessel is not sailing
The chief officer is to prepare a detailed loading and deballasting
immediately, the power generating plant and GCU will burn any excess boil-
After cooldown is complete, the vessel is ready to load LNG. The cargo tanks plan which includes the trim and stability conditions during
off gas.
are loaded simultaneously and deballasting is carried out at the same time. loading.
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Refer to Section 6.4.5, Deballasting. The pre-arrival checklists are to be completed.
Loading is complete when all of the tanks are 98% full by volume. A pre-loading meeting is to be held together with the terminal
representatives. The ship/shore safety list is to be filled in.
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During loading the boil-off and displaced gas is returned to the shore facilities. The Custody Transfer Measurement (CTM) is to be carried
It will normally be necessary to use at least one HD compressor whilst loading out together with the terminal representatives, surveyors and
to reduce and maintain the cargo tank pressure to the required pressure at authorities (customs).
between 5.0kPa and 10.0kPa gauge. Both compressors can be used in parallel
All connections (bonding wire, telephones, loading and
if required. While loading it is also possible to operate the generators on fuel
bunkering arms) at the manifold are to be carried out according
gas, however, the number of terminals where this is permitted is minimal at
to the terminals cargo handling manual.
present. Normally no gas burning is permitted between CTS measurements.
In this instance the No.1 LD compressor will supply the fuel gas requirements The HD compressors are to be made ready for use in sending
with the excess being returned to shore via valve CG547 as only one generator vapour to the shore.
is required for power requirements. The fuel gas demand for one generator
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The chief officer is to supervise all loading operations on
is lower than the minimum flow from the LD compressor that is required to board.
avoid the compressor surging. Valve CG618 in the automatic mode is utilised
to provide additional flow rather than use of the GCU. The sounding, temperature and pressure on all cargo tanks is to
be checked and noted according to the schedule for the loading.
The Cargo Monitoring Record is to be filled in.
Operation
Vessel is ready to cool down the loading arms.
LNG is loaded via the loading manifolds to the liquid header and then to each (See illustration 6.4.1a, Preparations for Loading.)
tank filling valve.
The boil-off and displaced vapour leaves each tank via the gas domes to the
vapour header. The vapour is initially free-flowed to shore via the vapour
crossover manifold. As the tank pressure rises, one HD compressor is brought ft
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into operation to increase the gas flow to shore and limit the vapour main and
hence cargo tank pressure.
Deballasting is undertaken at the same time as cargo loading and the

deballasting sequence is arranged to keep the vessel within the required limits
of draught, trim, stress and stability.
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Deballasting takes normally about 10 hours and so will be completed shortly
before the end of loading.
The flow of nitrogen to the interbarrier space (IBS) and the insulation space (IS)
is increased to maintain a positive pressure in these spaces during completion
of cooldown and start of loading. The automatic nitrogen control system will
maintain the pressure in the insulation spaces, however, raise the set point of
the IBS from +0.2kPag to +0.7kPag prior to cooldown (with experience it may
be found unnecessary to do this).
Illustration 6.4.2a Cargo Line Cooldown Key
CL041
CL031
CL021
CL011
Liquid LNG
LO
CG526 CG519 CG510 CG509 C Cargo Pump
CG001
CG007
Cold LNG Vapour
CG No.1 Warm- CG546
CG547 FBO Mist
571 up / Boil-off No.1 S Spray Pump
Separator Warm LNG Vapour
CS009
CS003
CS001
CS011
CL043
CL033
CL023
CL013
Heater
CG561 CG534
LD Compressors LO
Spray Cooler
CG565 LO Locked Open
CG567
CS
CG518 CG512
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LC 514
CG CG CG CG549 CG548 LC Locked Closed
613 619 614 CG CS CG566
LO No.2 CG508
CG CG CG569 511 523
531 572 CG562 CG535 LO
CG568
CG615 NBO Mist
CG
CG528 Separator
CG CG527 CS CS 618
CG521
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620 LO
524 525 CS
No.2 Warm- CG570 LO
522
up / Boil-off CS515
Heater CS CG563 CG559 No.1 CG532
CG CG 526 CS
617 616 HD Compressors CG544 516 Drain Pot
CS
CG520 CG513 561
CG564 CG560 No.2 CG533 CS517
CG545 Vapour Return

CG
CG550
Starboard 530
Gas Valve CG501
CS527
CS502 CS504
CS564 CG507
Port CS519
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CS518 CS014 CS013
Gas Valve CG504
CL044
CL034
CL024
CL014
CS505 CS506
CS012
CS010
CS004
CS002
Hood Room Forcing Drain to
LNG
Vaporiser Tank No.3
Vaporiser CS562 CR311
CS565
GCU
CG002
Gas Valve CS509
CG712
CG008
CL042
CL302
CL022
CL012
CS702
Machinery CS501 CS511 CS512 CS503 CS507 CS508
CS704
CS566
IG02
From Inert Gas
CG605 CG604
Plant in Engine
Room
Dry-Air Supply
to Ballast Line
IG03 IG04
IG05
IG01
ft CL602
CG603 CG602 CG601
Gas Main
Vapour Main
Liquid Main
Spray Main
CG606
CL701
CG703
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M
CS703 CS701
CG702
CS201
CS101
CS401
CS301
CS601 CL601
CL206
CL106
CL406
M M M
M M M M M
CL306
CS402 CS302 CS202 CS102
CG701
CS212
CS213
CS112
CS113
CS412
CS413
CS312
CS313
CG201
CG101
CS405 CS305 CS205 CS105
CG401
CG301
CS204 CS203
CS104 CS103
CS404 CS403
CS304 CS303
CL401 M CL301 M CL201 M CL101 M
CL202
CL102
CL402
CL302
CR207
CR107
CS209 CS109
CL209
CL208
CL207
CL109
CL108
CL107
CR407
CR307
CS409 CS309
CL409
CL408
CL407
CL309
CL308
CL307
CG204
CG104
CS208
CS108
M M
CG404
CG304
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CS408
CS308
M M
M M M M
M M M M
CR205
CR105
CR405
CR305
M M M M

M M M M

(P) (P) (P) (P)
(S) (S) (S) (S)

CL417
CL416
CL317
CL316
CL217
CL216
CL117
CL116
6.4.2 cargo lines cooldown f) Open the tank valves in accordance with the following table: j) Using the IAS, adjust the set point of No.1 mast riser control
valve CG702 to the required value, for example 23kPa, so that
Position Description Valve this valve will remain closed during normal running of the
Pre-cooling of Liquid Pipes Before Loading compressors, but would act in a safety capacity if necessary.
The cargo tanks will normally be maintained at -130C or colder during a Open No.2 tank vapour valves CG201, CG204
k) Set up the port manifold, numbered from forward to aft as
ballast voyage by drawing off the LNG vapour and using it as fuel in the main Open No.3 tank vapour valves CG301, CG304 follows. Most terminals only provide three chicksans, for sake
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generator engines. As long as the tanks are at this temperature, the cooling Open No.4 tank vapour valves CG401, CG404 of clarity all manifolds are used.
down of the cargo liquid lines can begin. This operation must be started in
Open Vapour header block valve to No.1 mast CG703
sufficient time before loading commences with approximately 90 minutes
riser Position Description Valve
being required.
Open No.1 tank liquid branch valve CL106 Open Port liquid manifold ESD valves CL001, CL021,
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LNG is introduced into the liquid crossover and liquid header at a limited flow Open No.2 tank liquid branch valve CL206 CL301, CL401
rate. The liquid flashes-off immediately due to the high temperature within Open No.3 tank liquid branch valve CL306 Open No.1 port manifold double-shut valve CL013
the pipes and the vapour that is generated is introduced to all of the tanks via Open No.4 tank liquid branch valve CL406 Open No.2 port manifold double-shut valve CL023
the filling valves which are 10% open. The pre-cooling is then carried out as Open 10% No.1 tank filling valve CL107 Open No.3 port manifold double-shut valve CL033
follows:
Open 10% No.2 tank filling valve CL207 Open No.4 port manifold double-shut valve CL043
Open 10% No.3 tank filling valve CL307
Procedure for Cooling Liquid Lines Open 10% No.4 tank filling valve CL407
l) Request shore to supply LNG at a slow rate through all four
loading arms.
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In this case it has been assumed that the vessel is berthed port side to. g) Prepare both HD compressors for use. Adjust the set point of
The pre-cooling must be thoroughly monitored by observation of the
both HD compressors pressure control valve to 5.0kPa, or the
a) Check the connection of the liquid and vapour arms, temperatures and pressures. Temperature monitoring at the liquid header
required value.
communications with shore, ship/shore electrical and pneumatic crossover connection and at each cargo tank is available at the IAS. As the filling
connection and ESDS safety devices. Carry out safety tours. valves are already open, the pressure in the tanks will start to rise, bringing the
h) On the HD compressors open the following valves:
tank pressures up together. As the pressure rises the HD compressors should be
b) Complete the relevant ship/shore safety checklist. started and controlled from the IAS.
Open Compressor supply from vapour header valve CG601 m) When the temperature at the liquid header for the tanks has
When the shore terminal is ready to purge the manifold connections with
nitrogen:
c) Open liquid manifold ESDS valves CL011, CL021, CL031 and

CL041. ft Open
Open
Open
Open
Vapour free-flow valve to vapour manifold
No.1 HD compressor inlet valve
No.2 HD compressor inlet valve
No.1 HD compressor outlet valve
CG712
CG532
CG533
CG559
fallen to approximately -100C, the liquid line is cooled down
and loading can commence.
Once the ship and shore pipelines have cooled down (about 90 minutes, but
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will vary with terminals), open all of the tank filling valves fully and commence
Open No.2 HD compressor outlet valve CG560 loading at the agreed rate. Ensure that the HD compressors are working in
Note: The LD compressor anti-surge line is connected into the vapour return
line. The compressors are interlocked with the shore vapour valves, CG-001 Automatic No.1 HD compressor surge control valve CG544 automatic mode, and that as the loading rate increases, they are able to limit the
and CG-002, and the return valve CG-712, one of which MUST be open for Automatic No.2 HD compressor surge control valve CG545 tank pressure to 5.0kPa~10.0kPa gauge. If the compressors are unable to cope
a LD compressor to run. Open Compressor supply valve to vapour manifold CG550 with the volume of boil-off and displaced gas, it will be necessary to reduce
the loading rate.
d) Pressurise the loading arms and manifold, then leak test. Purge Note: Ensure valve CG712 is closed once the HD compressor is started,
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to atmosphere via the manifold drain valves until a reading of otherwise vapour will circulate around the system. Note: It is important to patrol the deck area to monitor for cargo leaks. All
1% oxygen is obtained, then close the ESD valves. leaks, no matter how small, must be corrected immediately, even if this
i) Open the vapour manifold valve CG001 (port side). This will requires slowing down or stopping the loading.
e) Pressurise the vapour arm/manifold with nitrogen and leak test. enable a free flow of gas to the terminal and is a check that the
This is carried out with the vapour manifold closed. Purge the pipeline layout on board has been arranged correctly.
vapour arm to atmosphere via the manifold vent valve.
When it is agreed between the ship and the shore that the vessel is ready to
cool down:
Illustration 6.4.3a To Load Cargo with Vapour Return to Shore

Key
CL041
CL031
CL021
CL011
Liquid LNG
LO
CG526 CG519 CG510 CG509
CG001
CG007
CG C Cargo Pump
No.1 Warm- Cold LNG Vapour
571 up / Boil-off CG547 CG546
Heater No.1 FBO Mist S Spray Pump
CS009
CS003
CS001
CS011
CL043
CL033
CL023
CL013
Warm LNG Vapour
CG565 LD Compressors LO Spray Cooler
CG567 LO Locked Open
CG518 CG512
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CG CG CG CG CG CG549 CG548 CS CG
CG569 CG566 LC Locked Closed
613 619 614 531 572 CS No.2 LC 514 618
CG LO
511 523
CG562 CG568 CG535 CG508
CG527 CG521
CG615 LO
No.2 Warm- CS NBO Mist
CG up / Boil-off CS
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LO
524 525 CG528 Separator
620 Heater
CG570
CG CG CS
526 LO
522 CS515
617 616 HD Compressors CG544
CG520 CG513 CS
CS Drain Pot
516 561
CG564 CG560 No.2 CG533
CS517
CG545 Vapour Return
CG530 CG550
Starboard
Gas Valve CG501
CS527
CS502 CS504
CS564
Port CS519 CG507
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CS518 CS014 CS013
Gas Valve CG504
CL044
CL034
CL024
CL014
CS012
CS010
CS004
CS002
LNG Forcing
Vaporiser Vaporiser Drain to
CS562
GCU CS565 Tank No.3 CR311
CG002
Gas Valve
CG712
CG008
CS509
CL042
CL302
CL022
CL012
CS702
Hood Room
Cargo CS510
CS501 CS511 CS512 CS503
Room
CS704
CS505 CS506 CS513
CS566
IG02
From Inert Gas
CG605 CG604
Plant in Engine
Room
Dry-Air Supply
to Ballast Line
IG03 IG04
IG05
IG01
ft CL602
CG603 CG602 CG601
Gas Main
Vapour Main
Liquid Main
Spray Main
CG606
CL701
CG703
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M
CS703 CS701
CG702
CS201
CS101
CS401
CS301
CS601 CL601
CL206
CL106
CL406
M M M
M M M M M
CL306
CS402 CS302 CS202 CS102
CG701
CS212
CS213
CS112
CS113
CS412
CS413
CS312
CS313
CG201
CG101
CS405 CS305 CS205 CS105
CG401
CG301
CS204 CS203
CS104 CS103
CS404 CS403
CS304 CS303
CL401 M CL301 M CL201 M CL101 M
CL202
CL102
CL402
CL302
CR207
CR107
CS209 CS109
CL209
CL208
CL207
CL109
CL108
CL107
CR407
CR307
CS409 CS309
CL409
CL408
CL407
CL309
CL308
CL307
CG204
CG104
CS208
CS108
M M
CG404
CG304
D
CS408
CS308
M M
M M M M
M M M M
CR205
CR105
CR405
CR305
M M M M

M M M M

(P) (P) (P) (P)
(S) (S) (S) (S)

CL417
CL416
CL317
CL316
CL217
CL216
CL117
CL116
6.4.3 To Load Cargo with Vapour Return to Shore c) On the HD compressors open the following valves: j) Monitor the tank pressures in order to achieve a pressure of
via the High duty compressor about 5.0kPa-10.0kPa.
It has been assumed for clarity of the following description that all of the Open Compressor supply from vapour header valve CG601 k) Start one or both of the HD compressors as necessary.
valves are CLOSED prior to use and that the ship is port side alongside.
Open Vapour free-flow valve to vapour manifold CG712
Note: Ensure valve CG712 is closed once the HD compressor is started,
Open No.1 HD compressor inlet valve CG532
Note: The LD compressor anti-surge line is connected into the vapour return otherwise vapour will circulate around the system.
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line. The compressors are interlocked with the shore vapour valves, CG-001 Open No.2 HD compressor inlet valve CG533
and CG-002, and the return valve CG-712, one of which MUST be open for Open No.1 HD compressor outlet valve CG559 l) Adjust the opening of the tank filling valves to maintain an even
a LD compressor to run. Open No.2 HD compressor outlet valve CG560 distribution.
Automatic No.1 HD compressor surge control valve CG544
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m) Ease in the filling valve of each tank as the tank approaches full
Preparations Before Loading a Cargo Automatic No.2 HD compressor surge control valve CG545
capacity. Arrange to terminate the tanks at 15 minute intervals
Open Compressor supply valve to vapour manifold CG550 or in accordance with the terminals procedure.
To prepare for cargo loading operations proceed as follows:
d) Open the vapour manifold valve CG001 (port side). This will n) The level alarms will sound when the tanks are at the following
Switch on the unblocking level alarms in the custody transfer
enable a free flow of gas to the terminal and is a check that the levels:
system and run a custody transfer print-out for official tank
pipeline layout on board has been arranged correctly.
gauging High level alarm sounds at 97%, No.1 tank 26.497m, No.2
Confirm that the cargo system has been cooled down as detailed e) Using the IAS, adjust the set point of No.1 mast riser control tank 26.265m, No.3 tank 26.265m and No.4 tank 26.265m.
in Section 6.4.2 valve CG702 to the required value, for example 23kPa, so that
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High High level alarm sounds at 98%, standby to close
this valve will remain closed during normal running of the valve. No.1 tank 26.833m, No.2 tank 26.673m, No.3 tank
compressors, but would act in a safety capacity if necessary. 26.673m and No.4 tank 26.673m.
Procedure for Loading Cargo with Vapour Return
(See illustration 6.4.3a.) The tanks are topped-off at 98.5% capacity in Nos.1, 2, 3
f) Set up the port manifold, numbered from forward to aft as
follows: and 4 tanks. The filling valve will be manually closed from
a) Set up the loading valves on the cargo tanks as follows: the IAS. No.1 tank 27.004m, No.2 tank 26.882m, No.3 tank
26.882m and No.4 tank 26.882m.
Open
Open
Open
Open
No.1 tank vapour valves
CG101, CG104
CG201, CG204
CG301, CG304
CG401, CG404 ft
Open
Open
Open
Port liquid manifold ESD valves
No.1 port manifold double-shut valve

CL001, CL021,
CL301, CL401
CL013
CL023
Note: The independent extremely high level alarm will operate at 99%
capacity and initiate an emergency shutdown. There is a preparatory alarm at
98.5% which closes the individual tank loading valve if still open.
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Open No.3 port manifold double-shut valve CL033 CAUTION
Open Vapour header block valve to No.1 CG703
Open No.4 port manifold double-shut valve CL043 The very high level alarms and shutdowns are emergency devices only
mast riser
and should on no account be used as part of the normal topping-off
Open No.1 tank liquid branch valve CL106 g) Request shore to supply LNG at a slow rate through all four operation.
Open No.2 tank liquid branch valve CL206 loading arms. During the time of slow loading it is important
Open No.3 tank liquid branch valve CL306 to patrol the whole deck area to monitor for all potential cargo o) Before topping-off the first tank, request the shore to reduce
Open No.4 tank liquid branch valve CL406 leaks. All leaks, even the smallest one, must be corrected the loading rate and continue reducing when topping-off each
immediately, even if this requires slowing down or even
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Open No.1 tank filling valve CL107 following tank. When a tank is at its required level, close the
stopping the loading. corresponding loading valve, ie:
Open No.2 tank filling valve CL207
Open No.3 tank filling valve CL307 h) Increase the loading rate in stages as agreed with the terminal at Tank No.1 - CL107
Open No.4 tank filling valve CL407 the pre-loading meeting. Tank No.2 - CL207
Tank No.3 - CL307
b) Prepare both HD compressors for use. Adjust the set point of i) Start the deballasting programme. Keep the draught, trim
both HD compressors pressure control valve to 5.0kPa, or the and hull stresses within permissible limits by controlling the
required value. deballasting. It is convenient to finish loading in tank No.4 for ease of line draining.
Illustration 6.4.3b Cargo Manifold Screen Shot
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op
C
ft
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Illustration 6.4.3c Loading No.1 and No.2 Tanks Screen Shot
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op
C
ft
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Illustration 6.4.3d Loading No.3 and No.4 Tanks Screen Shot
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op
C
ft
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p) Slow down and stop the HD compressors as falling tank

pressures require. When the compressors are stopped, free-flow
vapour to shore via vapour crossover valve CG712.
q) Stop loading when the final tank reaches 98.5% capacity, minus
an allowance for line draining, and leave the tank loading valve
CL407 open. The final tank independent level alarm system is
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put into OVERRIDE operation to prevent inadvertent automatic
closing at the 98.5% alarm and to allow draining of the lines.
WARNING
op
Per the IGC Code, no cargo tank can be loaded to more than the
maximum fill limit of 98.9% capacity. If a tank is accidentally loaded
to more than 98.9% capacity, then a pump in that tank shall be used to
pump the excess LNG to another tank or back to the loading terminal
before the final CTS measurement is taken by the Gauging Surveyor.
r) Return the nitrogen supply set points for IBS to +2mbarg and
IS equal to IBS +2mbar (with experience it may be found
unnecessary to raise the set points prior to cooldown).
C
s) Complete the deballasting operation to obtain an even keel
situation for final measurement. When the measurement is
completed adjust the ballast tank levels for sailing condition.
Note: An even keel is not strictly required, but many terminals prefer
the vessel to be upright and on an even keel for the final custody transfer
measurements.
t) Drain lines to final tank and carry out final custody transfer.
u) Disconnect the liquid and vapour arms.

ft
ra
v) Set up the LD compressor system for gas burning at sea if
the automatic gas burning control system is not already in
operation.
w) Adjust the ballast for departure trim condition.
x) Inhibit the high level alarms prior to proceeding to sea.

D
y) Open all tank valves to allow warming-up. These are normally
the loading valves, pump discharge valves and spray valves on
the tank domes.
Illustration 6.4.4a Manifold/Shore Lines Drawing Key
CL041
CL031
CL021
CL011
Liquid LNG
LO
CG526 CG519 CG510 CG509 C Cargo Pump
CG001
CG007
Cold LNG Vapour
CG up / Boil-off No.1 S Spray Pump
Heater FBO Mist Warm LNG Vapour
CS009
CS003
CS001
CS011
CL043
CL033
CL023
CL013
571
Spray Cooler
CG565 CG567 LD Compressors LO Nitrogen
CG518 CG512
y
CG CG CG CG CG CG569 CG549 CG548 CS LO Locked Open
531 572 CG CS CG566 No.2 LC 514
613 619 614 LO
511 523 LC Locked Closed
CG562 CG568 CG535 CG508
No.2 Warm- CS NBO Mist
CS
CG up / Boil-off CG570 LO 525 Separator
524 CG528
op
620 Heater
CS
CG563 CG559 No.1 CG532 LO
CS 522 CS515 CG618
CG CG 526
CG520 CG513 HD Compressors CG544 CS
617 616 Drain Pot
516 CS
561
CG564 CG560 No.2 CG533
CS517
CG545 Vapour Return
CG530 CG550
Starboard CG501
Gas Valve
CS504
CS564 CS502 CG507
Port CS519
C
CS518 CS014 CS013
CL044
CL034
CL024
CL014
CS012
CS010
CS004
CS002
CS562 CS565 Tank No.3
GCU CR311
CG002
Gas Valve
CG712
CG008
CS509
CL042
CL302
CL022
CL012
CS702
Hood Room Cargo CS501 CS511 CS512 CS503 CS510
CS704
CS566
IG02
From Inert Gas
CG605 CG604
Plant in Engine
Room
Dry-Air Supply
to Ballast Line
IG03 IG04
IG05
IG01
ft CL602
CG603 CG602 CG601
Gas Main
Vapour Main
Liquid Main
Spray Main
CG606
CL701
CG703
ra
M
CS703 CS701
CG702
CS201
CS101
CS401
CS301
CS601 CL601
CL206
CL106
CL406
M M M
M M M M M
CL306
CS402 CS302 CS202 CS102
CG701
CS212
CS213
CS112
CS113
CS412
CS413
CS312
CS313
CG201
CG101
CS405 CS305 CS205 CS105
CG401
CG301
CS204 CS203
CS104 CS103
CS404 CS403
CS304 CS303
CL401 M CL301 M CL201 M CL101 M
CL202
CL102
CL402
CL302
CR207
CR107
CL209 CS209 CS109
CL208
CL207
CL109
CL108
CL107
CR407
CR307
CS409 CS309
CL409
CL408
CL407
CL309
CL308
CL307
CG204
CG104
CS208
CS108
M M
CG404
CG304
D
CS408
CS308
M M
M M M M
M M M M
CR205
CR105
CR405
CR305
M M M M

M M M M

(P) (P) (P) (P)
(S) (S) (S) (S)

CL417
CL416
CL317
CL316
CL217
CL216
CL117
CL116
6.4.4 Draining and Inerting manifold pipes and Position Description Valve Note: The above are a guide, individual terminals may require a different
loading arms Close No.1 port manifold manual shut-off valve CL013 disconnection sequence and procedure.
Open No.1 port manifold cooldown valve CS001
Introduction
c) Request the shore terminal to start the nitrogen gas supply and
When the loading and discharge operations are completed, draining and to raise the pressure in the liquid arm to 300kPa (3 bar). That
y
purging operations are carried out to remove all trapped liquid and vapour in pressure is sufficient to force the liquid trapped in the large
the manifold liquid pipes and loading arms in order that the loading arms can cargo manifold piping to enter the 80mm diameter cooldown
safely be disconnected. The system is provided with two-valve protection to pipe and be forced by the nitrogen vapour to rise up the 5 metre
prevent an accidental release of LNG. high vertical cooldown pipe into the spray main and flow into
op
cargo tank No.4.
To further prevent against accidental spillage, only one loading arm is to be
disconnected at a time. The ship manifold is fitted with hinged manifold blanks, It should take about 5 minutes to blow the liquid up the cooldown pipe. When
which allow the blank flange to easily and quickly be swung into position after the pressure in the liquid arms suddenly decreases to about 40kPa (0.4 bar),
the loading arm is disconnected. The gasket must be installed and at least four it indicates the liquid has been forced up and out of the large manifold pipes.
bolts inserted and tightened in the blank flange before the next loading arm can Continue the nitrogen purge for one minute, then close manual manifold
be disconnected. The ships staff are to complete the bolting of the blank flange cooldown valve CS001.
at the same time the next loading arm is being disconnected.
Check for remaining LNG liquid by opening the liquid manifold manual drain
The cargo manifold is located about 5 metres below the crossover piping on valves CL053, Cl504.
C
this ship, so the trapped LNG cannot drain by gravity to the cargo tanks.
If LNG liquid is still in the pipe, repeat the above operations.
Nitrogen vapour from the shore terminal is used to blow the LNG liquid
and vapour in the liquid arms and ship manifold piping to the ships cargo When hydrocarbon readings obtained from a portable meter are less than 1.0%
tanks through the 80mm diameter spray piping system connecting the cargo HC by volume at the vent cocks, close the liquid manifold ESD valve CL011
manifolds to the cargo tanks. and the manifold cooldown valve CS001.
Vapour in the vapour manifold is blown to the cargo tanks through the vapour Request the shore terminal to stop the nitrogen supply.
header by nitrogen gas supplied from the shore terminal.
Operation
ft Slowly open the liquid manifold manual drain valves CL051, CL502 to ensure
the pressure in the arm is at atmospheric, then close the valves and advise the
shore terminal it is safe to disconnect the loading arm.
ra
The procedure described below is based on draining and inerting the port side
Repeat the above operation for each loading arm and manifold.
No.1 cargo manifold to cargo tank No.4, assuming it will be used as the heel
tank for the ballast voyage.
When all the liquid lines have been purged and disconnected, shut the ESD
valve CG001 on the vapour manifold and open the vapour bypass valve
Operation Procedure CG007.
a) Operate the following valves from the IAS: Note: If an LD compressor is running, CG-712 must be opened before CG-
D
001 or CG-002 is closed.
Open No.4 tank spray valves CS408, CS409 Request shore to purge with nitrogen until the portable meters read less than
1% HC by volume, close the vapour bypass valve CG007.
Open Spray header valves CS702, CS703
Open No.1 port manifold ESD valve CL011 Disconnect the vapour arm.
b) Operate the following manually operated valves locally at the

manifold:
Illustration 6.4.5a Deballasting - Running LIAHL LAHH

IAS IAS Bosuns Store
Ballast Tank
Forward
Gas Line
Water
Ballast
BA53
y
Tank
Drain
LCAL (Port)
IAS
LCAL
LS
Water Ballast Fore
LS LIAHL
Aft Peak LX Peak
IAS
op
Tank Tank
BA51
LAHH
LS (Void)
BA14 IAS LIAHL
IAS
BA02 BA01
LX
LIAHL LAHH
LS BA52
IAS
LX LS LIAHL
LX
IAS
LS
LS
IAS
LCAL Thruster
IAS
Forward Room
Water
C
Ballast
Tank
Water
(Engine
Room) LIAHL LAHH
IAS IAS
Key
Ballast Water
Inert Gas
Hydraulic Oil
To Inert Gas
Generator BA25
ft
BA49
104V
BA45
BA27 BA29
BA46
BA31
BA47
BA33
BA48
BA35
BA38 BA40
BA50
BA44
ra
Electrical Signal
PI PI PI
Pump Pump Pump Pump
PI PI PI
To Water
BA41 BA42 BA43

BA18 BA19 BA22
D
BA21 BA20
High
Sea Chest Low
BA44 Sea Chest
6.4.5 deballasting Description Valve Position Description Valve

No.4 starboard BA13 Close No.2 ballast pump suction valve BA30
It is assumed that the main sea water crossover pipe is already in use, supplying
other sea water systems, eg, the main circulating system, the sea water service Close Ballast main crossover valves BA18, BA19
system and that the cargo and ballast valve hydraulic system is also in service, d) Run ballast to the sea until it becomes necessary to start the Close Ballast discharge crossover valves BA46, BA47
therefore ballast should not be run out through this line. ballast pumps. Close Ballast discharge crossover valves BA45, BA48
Close Ballast port overboard discharge valve BA49
y
Operating Procedure to Deballast the Ship by Gravity Operating Procedure to Deballast the Ship by Pumping Close Ballast starboard overboard discharge valve BA50
CAUTION a) Prepare the required number of ballast pumps, for discharge to f) Strip the ballast tanks as required, it may be necessary to do this
sea via the port and starboard high overboard discharge valves. after sailing (see below).
op
Great care must be taken in the operation of the ballast system, failure
(Normally only one or two pumps are used during deballasting,
to do so will cause damage to the glass reinforced plastic pipework.
No.1 and No.2 for the following example.)
Damage is generally caused by pressure surge due to sudden changes in Operating Procedure to Strip the Ballast Tanks Using a Ballast
the flow rates. During the deballasting operation this can be caused by Eductor
the opening of a full or partly full tank into the main lines when under Position Description Valve
vacuum. Under no circumstances should a vacuum be drawn on a closed Open No.1 ballast pump suction valve BA26
Note: The water spray pump is to be available at all times during cargo
ballast main. Open No.2 ballast pump suction valve BA30 operations, therefore educting during cargo operations may not be possible.
Open Ballast discharge crossover valves BA46, BA47
a) Set up the ballast system to run to sea via the ballast main
Close Ballast pump bypass valves BA29, BA33 a) Set up ballast eductor using the water spray pump to supply the
C
overboard discharge line.
drive water.
Position Description Valve b) Confirm that the required ballast tank valves are open.
Open Ballast pump suction bypass valves BA29, BA33
c) From the IAS start the ballast pump(s). Open Ballast stripping crossover valve BA22
Open Ballast pump discharge line to overboard BA45, BA48
Open Eductor drive water overboard discharge BA44
crossover valves d) Open the discharge valve on the pumps in use. valve
Open Ballast high overboard discharge valves BA49, BA50
Open Eductor discharge valves BA38, BA40
Open Ballast main crossover valves BA18, BA19
Open Ballast rail main forward crossover valve
b) A flow will now be established.

BA03
ft Position
Open
Open
Description
No.1 ballast pump discharge valve
Valve
BA27
BA31
Ensure that ballast lines are not put under vacuum when changing from one set
Open
Open
Open
Eductor drive water supply valves
Spray pump suction and discharge valves
Eductor suction valves
BA37, BA39
BA42, BA43
BA20, BA21
ra
c) Open the valves on the tank(s) to be emptied as per the of tanks to another by opening the next set of tanks before those currently in b) Open the valve on first tank to be stripped.
deballasting plan, ensuring the vessel remains upright and use reach the final level.
stability is within the acceptable limits at all times. Description Valve
Forward port BA04
Description Valve Note: Ballast main pressures are monitored via the IAS; pressure and
Forward starboard BA05
Forward port BA04 vacuum alarms are provided in the IAS. Tank valves are interlocked with
the four level switches in the ballast ring main. No.1 port BA06
Forward starboard BA05
No.1 starboard BA07
D
No.1 port BA06
e) When the suction has been lost on all tanks, stop the pumps and No.2 port BA08
No.1 starboard BA07 close the main ballast system down. No.2 starboard BA09
No.2 port BA08
No.3 port BA10
No.2 starboard BA09 Position Description Valve No.3 starboard BA11
No.3 port BA10 Close No.1 ballast pump discharge valve BA27 No.4 port BA12
No.3 starboard BA11 Close No.2 ballast pump discharge valve BA31 No.4 starboard BA13
No.4 port BA12 Close No.1 ballast pump suction valve BA26
Illustration 6.4.5b Deballasting - Pumping LIAHL LAHH

Ballast Tank
Forward
Gas Line
Water
Ballast
BA53
y
Tank
Drain
LCAL (Port)
IAS
LCAL
LS
Water Ballast Fore
LS LIAHL
Aft Peak LX Peak
IAS
op
Tank Tank
BA51
LAHH
LS (Void)
BA14 IAS LIAHL
IAS
BA02 BA01
LX
LIAHL LAHH
LS BA52
IAS
LX LS LIAHL
LX
IAS
LS
LS
IAS
LCAL Thruster
IAS
Forward Room
Water
C
Ballast
Tank
Water
(Engine
Room) LIAHL LAHH
IAS IAS
Key
Ballast Water
Inert Gas
Hydraulic Oil
To Inert Gas
Generator BA25
ft
BA49
104V
BA45
BA27 BA29
BA46
BA31
BA47
BA33
BA48
BA35
BA38 BA40
BA50
BA44
ra
Electrical Signal
PI PI PI
Pump Pump Pump Pump
PI PI PI
To Water
BA41 BA42 BA43

BA18 BA19 BA22
D
BA21 BA20
High
Sea Chest Low
BA44 Sea Chest
c) Start the water spray pump to supply the eductors. Other Ballast Tanks Position Description Valve
Open Ballast stripping crossover valve BA22
d) When all tanks have been stripped, stop the spray pump and The filling and discharge of these tanks is carried out in the same manner as
close the eductor system down. that used for the main ballast system using the ballast pumps and stripping Open Eductor drive water overboard discharge BA44
eductor. valve
Position Description Valve Open No.1 eductor discharge valve BA38
Close Ballast stripping crossover valve BA22 Open No.1 eductor drive water supply valve BA37
Operating Procedure to Deballast the Engine Room Tanks
y
Close Eductor drive water overboard discharge BA44 Open Spray pump supply and discharge valves BA42, BA43
valve a) Prepare the ballast pump for discharge to sea via the port high Open Eductor suction valves BA20, BA21
Close Eductor discharge valves BA38, BA40 overboard discharge valve. Only one pump is to be used.
op
Close Eductor drive water supply valves BA37, BA39 g) Open the eductor suction valve.
Close Spray pump suction and discharge valves BA42, BA43 Position Description Valve
Close Eductor suction valves BA20, BA21 Open No.3 ballast pump suction crossover valves BA18, BA19 Position Description Valve
Open No.3 ballast pump suction valve BA34 Open Eductor suction valves BA20, BA21
Open No.3 ballast pump discharge crossover valve BA48
h) When one tank has been stripped, ensure the next tank valve is
Open Ballast port overboard discharge valve BA49
opened before closing the previous tank.
b) Open the port and starboard engine room tank suction valves. i) When all tanks have been stripped, close the eductor system
C
down.
Open Engine room port ballast tank suction valve BA16 Position Description Valve
Open Engine room starboard ballast tank suction BA17 Close Eductor suction valve BA021F
valve Close Ballast stripping crossover valve BA020F
Close Ballast stripping crossover valve BA016F
c) From the IAS start No.3 ballast pump.
Close Eductor drive water overboard discharge BA030F
valve
ft d) Open the No.3 pump discharge valve.
Position
Open
Description
Valve
BA35
Close
Close
Eductor discharge valve
Eductor drive water supply
BA019F
BA017F
Note: The same procedure is used for filling and discharging the aft peak
ra
and fore peak tanks.
e) When the suction has been lost on the tanks, stop the pump and
close the main ballast system down.

Close No.3 ballast pump suction crossover valves BA18, BA19
D
Close No.3 ballast pump suction valve BA34
Close No.3 ballast pump discharge crossover valve BA48
Close Ballast port overboard discharge valve BA49
f) Set up No.1 ballast eductor using the water spray pump to

supply the drive water.
Illustration 6.4.5c Ballast System Screen Shot
y
op
C
ft
ra
D
y
6.5 Loaded Voyage with Boil-off Gas Burning
6.5.1 Gas Burning Overview
op
6.5.2 Operational Overview of the Fuel Gas System
Illustration
6.5.1a Gas Firing (Tank Pressure Control)
6.5.2a Gas Firing with Forcing Vaporiser
C
6.5.2b Gas Firing with Forcing Vaporiser - Return to Shore
6.5.2c Gas Combustion Unit Screen Shot
6.5.2d Vent Mast Screen Shot
6.5.2e Fuel Gas Management Overview Screen Shot
6.5.2f Fuel Gas Management Screen Shot

ft
6.5.2g LD Start Sequence on GCU Screen Shot
6.5.2h Forcing Vaporiser Screen Shot

ra
6.5.2i Forced Gas Sequence Engines Running Screen Shot
D
Illustration 6.5.1a Gas Firing (Tank Pressure Control) Key

CL041
CL031
CL021
CL011
LO
CG510 CG509
CG001
S Spray Pump
CG007
CG526 Cold LNG Vapour
CG519
CG CG547 CG546
No.1 Warm- No.1
CS009
CS003
CS001
CS011
CL043
CL033
CL023
CL013
571 up / Boil-off
Heater CG561 CG534 Separator
CG565 LD Compressors LO LO Locked open
CG567
y
CG CG CG518 CG512 CG548 CS LC Locked Closed
CG CG CG CG549
572 CS CG566 No.2 LC
514
613 619 614 531 LO
CG569 CG 523
511 CG562 CG568 CG535 CG508
CG527 CG521 LO CG618
CG615 NBO Mist
CS CS
CG No.2 Warm- LO
524 525 CG528 Separator
op
620 up / Boil-off CG570 CS
Heater LO
CS CG563 CG559 No.1 CG532 522
CG CG 526 CS515
HD Compressors CG544 CS
617 616 516
CG520 CG513 Drain Pot CS
561
CG564 CG560 No.2 CG533
CS517
CG545 Vapour Return
CG550
CG530
Starboard CG501
Gas Valve
CS504
CS564 CS502 CG507
Port CS519
C
CS518 CS014 CS013
CL044
CL034
CL024
CL014
Forcing
CS012
CS010
CS004
CS002
Hood Room LNG
CS562 Vaporiser
Vaporiser Drain to
CS565 Tank No.3
GCU CR311
CG002
Gas Valve
CG712
CG008
CS509
CL042
CL302
CL022
CL012
CS702
Hood Room
CS704
CS566
IG02
From Inert Gas
CG605 CG604
Plant in Engine
Room
Dry-Air Supply
to Ballast Line
IG03 IG04
IG05
IG01
ft CL602
CG603 CG602 CG601
Gas Main
Vapour Main
Liquid Main
Spray Main
CG606
CL701
CG703
ra
M
CS703 CS701
CG702
CS201
CS101
CS401
CS301
CS601 CL601
CL206
CL106
CL406
M M M
M M M M M
CL306
CS402 CS302 CS202 CS102
CG701
CS212
CS213
CS112
CS113
CS412
CS413
CS312
CS313
CG201
CG101
CS405 CS305 CS205 CS105
CG401
CG301
CS204 CS203
CS104 CS103
CS404 CS403
CS304 CS303
CL401 M CL301 M CL201 M CL101 M
CL202
CL102
CL402
CL302
CR207
CR107
CS209 CS109
CL209
CL208
CL207
CL109
CL108
CL107
CR407
CR307
CS409 CS309
CL409
CL408
CL407
CL309
CL308
CL307
CG204
CG104
CS208
CS108
M M
CG404
CG304
D
CS408
CS308
M M
M M M M
M M M M
CR205
CR105
CR405
CR305
M M M M

M M M M

(P) (P) (P) (P)
(S) (S) (S) (S)

CL417
CL416
CL317
CL316
CL217
CL216
CL117
CL116
6.5 loaded voyage with boil-off gas The LD compressor then discharges the gas to No.1 or No.2 warm-up/boil- Forced Boil-Off Gas Burning
burning off heaters. These heaters are sized and controlled so that they deliver the gas
from the deck cargo system to the generator engines or the GCU at a nominal If the fuel consumption of the main generators cannot be met by the gas
temperature of 25C, with the temperature being controlled by the operation of supplied by natural boil-off from the tanks, additional gas can be obtained
6.5.1 gas burning overview
the bypass valves CG519 and CG521 for heaters No.1 and No.2 respectively. by utilising the forcing vaporiser. This is fed by the spray pumps, which are
The heated gas is then delivered to the engine room via valves CG613 for the located in each tank (see Note), to supply the LNG liquid to the vaporiser via
Natural Boil-Off Gas Burning engines or CG615 for the GCU. the spray main. The gas is then delivered from the forcing vaporiser, via the
y
FBO mist separator to the inlet of the fuel gas heaters, No.1 and No.2 as shown
The primary objective of the two LD compressors fitted in the cargo machinery The LD compressors inlet guide vane position is governed by the cargo tank in illustration 6.5.2a. The outlet temperature of the gas from the vaporiser is
room is to maintain the cargo tank pressures (and temperatures) at a preset pressure in relation to the required pressure, while the flow of gas through automatically controlled by the bypass valve CS504 that passes the forced
level and to deliver the boil-off gas to the engine room at a constant pressure. the operating compressor is controlled by adjusting the variable guide vane boil-off gas to the FBO mist separator and regulates the gas inlet temperature
op
Because the compressors are used to control the tank pressures in this way, the position. to the heaters.
compressor output can vary and will correspond directly to the conditions in
the tank. During periods of minimum flow, the gas delivered to the compressor should The LNG vapour from the vaporiser then passes directly to the warm-up/
be around -140C in order to provide sufficient pressure for feeding the diesel boil-off heaters, No.1 and No.2, where it mixes with the output from the LD
During all periods that the vessel is in service and is gassed up, the boil-off generators with gas at 650kPaA. A spray cooler is situated before the NBO mist compressor to maintain a pressure of 510kPa (5.1 bar) in the fuel gas line to
from the tanks will be burnt as fuel in the ships main generating plant or separator and can be used as necessary to cool the vapour by liquid injection. the engine room.
disposed of in the gas combustion unit (GCU). This gas burning operation is The cooled vapour then passes through the mist separator unit to remove any
started on the deck but controlled by the ships engineers from the ECR. droplets of LNG. The forcing vaporiser is automatic in operation and will be started through the
IAS if the natural boil-off rate from the cargo tanks is insufficient to maintain
C
Under normal operating conditions when the vessel is at sea, one LD Note: If the cargo tank pressure continues to increase because the fuel gas the system pressure and meet the generator demand.
compressor, and one spray pump for the spray coolers, will be running to consumption of the power generating plant is not sufficient to burn all of the
supply fuel gas to the engine room to ensure that a stable gas supply to the boil-off gas, the GCU is used to burn any excess gas. As detailed in the section for natural boil-off gas, when the vessel is in port,
diesel generators is achieved. only one generator will be required to be in use. In this situation the output
An additional spray cooler is situated on the outlet from each LD compressor from the vaporiser and the LD compressor will be in excess of the fuel gas
Note: Any of the spray pumps can be used to supply the LNG liquid for the to the heaters and can be used, as necessary, to cool the vapour by liquid demand of the engine, therefore the forcing vaporiser will be shut down.
spray coolers and vaporisers, but normally it is either No.3 or No.4 spray injection down to the heaters design inlet temperature of -40C for boil-off gas
pump, with the condensate from the mist separators being returned to the operations. When a spray pump is in operation it will maintain a pressure of 800kPa (8
bar) in the spray main, but should the pressure exceed 800kPa, the spray return
tank supplying the LNG liquid.
If for any reason the boil-off cannot be used by the main generators, or if the
volume is too great for the requirements of the generating plant, any excess gas
will be burnt in the gas combustion unit. ft The cargo and gas burning piping system is arranged so that excess boil-off gas
can be vented should there be any inadvertent stopping of gas burning in the
engine room or GCU plant. The automatic control valve CG702 at the main
mast riser can be used for this purpose, but only as a last resort.
valves CS302 for tank No.3 or CS402 for tank No.4 will open and return the
excess LNG to the appropriate tank.
If switched to AUTOMATIC the spray pumps can be controlled by the IAS.

ra
The spray pumps are arranged not to stop automatically and so this must be
When the vessel is either alongside a shore side terminal or at anchor, only one If the gas header pressure falls to less than 2.0kPa above the IBS pressure, an done manually through the IAS, but they are protected with a time delayed trip
main generator will normally be in operation and connected to the switchboard. alarm will sound. if a low pump discharge pressure is detected after starting and they can also be
In this situation the fuel gas demand from the engine may be lower than the stopped through the emergency shutdown system (ESDS). If the spray pumps
minimum discharge capacity of one compressor. During these conditions, and In the event of automatic or manual shutdown of the gas burning system, or if are switched to MANUAL, they can both be started and stopped remotely/
to prevent the compressor from surging, sufficient gas flow is maintained by the tank pressure falls to 1.0kPa above the insulation spaces pressure, valves manually through the IAS workstation mimic.
returning the excess gas from the compressor, either ashore via the vapour main CG616 and CG617 will close and the gas burning supply line to the engine
If an LD compressor only is running to supply gas to the engines, its load is
D
or to the gas combustion unit (GCU) where it is burnt. Valves CG-547 and room will be purged with nitrogen.
CG-549 are the LD compressor automatic anti-surge valves, they have been controlled by engine demand. If the forcing vaporiser is in use as well, the
connected to the vapour crossover because connecting them to the compressor compressor is controlled by the tank pressure and the vaporiser by engine
suction as on a single-stage machine would lead to a rapid increase in suction demand.
temperature when they are open.
The cargo tank natural boil-off gas enters the vapour header via the cargo tank
gas domes where it is directed via the NBO mist separator to one of the LD
compressors.
Illustration 6.5.2a Gas Firing with Forcing Vaporiser

Key
CL041
CL031
CL021
CL011
LO
CG526 CG519 CG510 CG509
CG001
CG007
Cold LNG Vapour S Spray Pump
CG up / Boil-off No.1
FBO Mist
CS009
CS003
CS001
Heater
CS011
571
CL043
CL033
CL023
CL013
Warm LNG Vapour Spray Cooler
CG561 CG CG534 Separator
CG565 LD Compressors LO
567 Condensate Return LO Locked open
CG518 CG512
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CG CG CG CG CG CG549 CG548 CS LC Locked Closed
CG566 LC
613 619 614 531 572 CG569 CS No.2 514
CG511 LO
523
CG562 CG568 CG535 CG508
CG527 CG521
CG615 LO CG
No.2 Warm- NBO Mist 618
CG up / Boil-off CS CS
CG570 LO Separator
op
Heater 524 525 CG528 CS
620 LO
522
CG CG CS CS515
526
616 HD Compressors CG544 516
617 CS
CG520 CG513 Drain Pot
561
CG564 CG560 No.2 CG533
CS517
CG545 Vapour Return
CG530 CG550
Starboard
CG501
Gas Valve
CS504
CS564 CS502 CS519 CG507
Port
C
CS518 CS014 CS013
Gas Valve CS505 CS506
CG504
CL044
CL034
CL024
CL014
Forcing
CS012
CS010
CS004
CS002
Hood Room LNG Drain to
CS562 Vaporiser
Vaporiser Tank No.3
CS565 CR311
GCU
CG002
Gas Valve
CG712
CG008
CS509
CL042
CL302
CL022
CL012
CS702
CS501 CS511 CS512 CS503
CS704
IG02 CS566
Plant in Engine
Room
Dry-Air Supply
to Ballast Line
IG03 IG04
IG05
IG01
ft CL602
CG603 CG602 CG601
Gas Main
Vapour Main
Liquid Main
Spray Main
CG606
CL701
CG703
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M
CS703 CS701
CG702
CS201
CS101
CS401
CS301
CS601 CL601
CL206
CL106
CL406
M M M
M M M M M
CL306
CS402 CS302 CS202 CS102
CG701
CS212
CS213
CS112
CS113
CS412
CS413
CS312
CS313
CG201
CG101
CS405 CS305 CS205 CS105
CG401
CG301
CS204 CS203
CS104 CS103
CS404 CS403
CS304 CS303
CL401 M CL301 M CL201 M CL101 M
CL202
CL102
CL402
CL302
CR207
CR107
CS209 CS109
CL209
CL208
CL207
CL109
CL108
CL107
CR407
CR307
CS409 CS309
CL409
CL408
CL407
CL309
CL308
CL307
CG204
CG104
CS208
CS108
M M
CG404
CG304
D
CS408
CS308
M M
M M M M
M M M M
CR205
CR105
CR405
CR305
M M M M

M M M M

(P) (P) (P) (P)
(S) (S) (S) (S)

CL417
CL416
CL317
CL316
CL217
CL216
CL117
CL116
6.5.2 Operational overview of the fuel gas Position Description Valve To Prepare the Gas Combustion Unit for Operation
system Open Fuel gas supply valve to engine room CG613
The description detailed below applies to the operation of the gas combustion
Automatic Fuel gas supply from LD compressor surge CG619 unit with the valve numbers being as detailed in illustration 2.6.8a of the
Introduction valves CG618 Machinery Operating Manual. It has been assumed that power is available to
Automatic Fuel gas supply pressure control valve from CG620 the BCC and PCC control panels and that the GCU is switched to manual/
There are two basic operating modes on the fuel gas system and these are listed LD compressor surge valve remote operation.
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as follows: Automatic Fuel gas ESDS valves to engine room CG616
The vessel is at sea or in port but has no liquid or vapour line CG617 a) Check the gas combustion unit is secure and that the burner
connections to the shore terminal. Automatic Fuel gas ESDS valve to GCU plant CG615 module is correctly mounted. This is particularly important after
Automatic Fuel gas valve to GCU plant CG614 any maintenance periods where the burner has been removed or
The vessel is in port with vapour and liquid connections to the
op
disturbed.
shore terminal.
d) Prepare the spray cooler for pre-cooling of vapour from
No.1 compressor and open the valves in accordance with the b) Ensure that control air is available to the unit for use by the
In the latter case it is not necessary to burn the excess vapour generated by the
following table: pneumatic valves and for the MDO burner and pilot burner
automatic gas control system in the GCU, but to return the excess vapour to
atomisation.
shore.
Position Description Valve c) Check that the fuel gas and gas oil and diesel oil supplies to the
Operating Procedure When the Vapour and Liquid Arms are Locked Liquid inlet valve to spray cooler CS523 burners are in order and ready for service.
Open
Not Connected
C
Automatic Temperature control valve to the spray cooler CS525 d) Confirm the gas combustion unit safety features are operational
It has been assumed that No.1 LD compressor is to be used and that all valves Open Inlet valve to spray cooler CS513 and that the controllers are set in accordance with their
are closed prior to use. Illustration 6.5.2a refers. specifications.
e) Open the vapour dome valves to the vapour line.
a) Prepare No.1 LD compressor to supply the engine room with e) Press the Lamp Test pushbutton to ensure that all indicator
boil-off gas for the power generating plant. Position Description Valve lamps are operational.
Open No.1 vapour dome outlet valves CG101, CG104
Position Description Valve Open No.2 vapour dome outlet valves CG201, CG204 Procedure for Starting the Plant for Local Operation
Open
Locked
Open
Open
Vapour header to compressor supply line
Inlet to NBO mist separator
No.1 compressor inlet valve

CG601
CG528
CG534 ft Open
Open
f)
No.3 vapour dome outlet valves
No.4 vapour dome outlet valves
CG301, CG304
CG401, CG404
Prepare the forcing vaporiser and No.3 spray pump in No.3 tank
To start the burner, proceed as follows:
a) Switch on the burner control by the master switch to the ON

position 1.
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Open No.1 compressor outlet valve CG561 for operation and then open the following valves:
Automatic Surge valve for No.1 compressor CG547 The Control Voltage On lamp will show a steady green light.
Locked Surge control isolating valve CG456 Position Description Valve
Open Open Forcing vaporiser inlet valve CS512 b) Press the Acknowledge pushbutton on the HMI Operating panel
Automatic Forcing vaporiser supply control valve CS503 to reset any alarms.
b) Prepare No.1 warm-up/boil-off heater to supply the engine Automatic Forcing vaporiser temperature control valve CS504
room with boil-off gas for the power generating plant. The GCU will be on operation level 7 and will require to be changed to
D
Open Spray pump discharge valve 15% CS304
operation level 6.
Automatic Spray main return valve to No.3 cargo tank CS302
Open No.3 tank spray main isolating valve CS301 c) To gain access to operation level 6, login as OPE6 (insert
Open Inlet valve to No.1 warm-up/boil-off heater CG512
Open Spray main outlet to vaporiser CS601 - PRESS ENTER) and enter the password (insert - PRESS
Automatic No.1 warm-up/boil-off heater control valves CG518, CG519 ENTER).
Open Spray main isolating valve CS703
Open Outlet valve to fuel gas line CG526
d) Press the Login pushbutton, which allows the changeover to
c) Set the gas valves to the GCU line and generators: operation level 6.
Illustration 6.5.2b Gas Firing with Forcing Vaporiser - Return to Shore

Key
CL041
CL031
CL021
CL011
LO
CG526 CG519 CG510 CG509
CG001
CG007
No.1 Warm- Cold LNG Vapour S Spray Pump
up / Boil-off CG547 CG546
CG No.1
Heater FBO Mist
CS009
CS003
CS001
CS011
CL043
CL033
CL023
CL013
571 Warm LNG Vapour Spray Cooler
LD Compressors LO
CG565 Condensate Return LO Locked open
CG567
CG518 CG512
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CG CG CG CG549 CG548 CS LC Locked Closed
CG CG CG CS CG566 No.2 LC
613 619 614 514
531 572 511 LO
CG569 523
CG562 CG568 CG535 CG508
LO
CG615 CG527 CG521 NBO Mist
CS CS CG
CG LO CG528 Separator 618
No.2 Warm- 524 525
op
620 CG570 CS
up / Boil-off LO
Heater CG563 CG559 No.1 CG532 522
CS CS515
CG CG 526 HD Compressors CG544 CS
617 616 516 Drain Pot CS
CG520 CG513 561
CG564 CG560 No.2 CG533
CS517
CG545 Vapour Return
CG CG550
Starboard 530 CG501
Gas Valve
CS504
CS502 CS519 CG507
Port CS564
C
CS518 CS014 CS013
Gas Valve CG504 Forcing CS505 CS506
CL044
CL034
CL024
CL014
CS012
CS010
CS004
CS002
Hood Room LNG Vaporiser
CS562 Drain to
Vaporiser CS565 Tank No.3 CR311
GCU
CS509
CG002
Gas Valve
CG712
CG008
CL042
CL302
CL022
CL012
CS702
CS507 CS508
Room
CS505 CS506 CS513
CS704
CS566
IG02
Plant in Engine
Room
Dry-Air Supply
to Ballast Line
IG03 IG04
IG05
IG01
ft CL602
CG603 CG602 CG601
Gas Main
Vapour Main
Liquid Main
Spray Main
CG606
CL701
CG703
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M
CS703 CS701
CG702
CS201
CS101
CS401
CS301
CS601 CL601
CL206
CL106
CL406
M M M
M M M M M
CL306
CS402 CS302 CS202 CS102
CG701
CS212
CS213
CS112
CS113
CS412
CS413
CS312
CS313
CG201
CG101
CS405 CS305 CS205 CS105
CG401
CG301
CS204 CS203
CS104 CS103
CS404 CS403
CS304 CS303
CL401 M CL301 M CL201 M CL101 M
CL202
CL102
CL402
CL302
CR207
CR107
CS209 CS109
CL209
CL208
CL207
CL109
CL108
CL107
CR407
CR307
CS409 CS309
CL409
CL408
CL407
CL309
CL308
CL307
CG204
CG104
CS208
CS108
M M
CG404
CG304
D
CS408
CS308
M M
M M M M
M M M M
CR205
CR105
CR405
CR305
M M M M

M M M M

(P) (P) (P) (P)
(S) (S) (S) (S)

CL417
CL416
CL317
CL316
CL217
CL216
CL117
CL116
e) Press the Operation pushbutton, followed by the LOCAL As the load on the engines increases, the forcing vaporiser will then be started b) Close valve CG-615.
operation key. by the IAS and after reaching a predetermined flow rate through the vaporiser,
the GCU will be switched to standby mode. c) Open valve CG-614.
f) Press the Manual Mode Status pushbutton and ensure that the
Manual mode is activated. d) Reset the activated alarm - CGU Line Pressure 30PT5BA and
Ship in Open Sea After Loading
30PT5BB Excessive Difference.
g) Press the acknowledge Alarm pushbutton on the bottom right- When the ship has been loaded and is in open sea mode, the gas inlet to the
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hand side of the screen to cancel any alarms. forcing vaporiser is normally blocked and only allowed to operate if the inlet e) Close valve CG-618.
temperature is less than -135C. After loading, this temperature could be as
h) Press the Operation pushbutton. high as -80C, and so until the temperature has been sufficiently reduced the The fuel gas high pressure controller changes to Remote Manual mode.
engines power will be ramped (blocked) until the inlet temperature has dropped
op
i) Press the Line Activate pushbutton. and the forcing vaporiser brought into operation. f) On GCU screen 130 - LD Compressor Aft Cooler, open the
either valve CG-567 or CG-568, Hot Gas to CGU, on the
j) Select which mode is required, in this case Free Flow. Fuel gas is now being supplied to the main generators by both the LD compressor which is not in use.
compressor and the vaporiser, with excess vapour being burnt in the GCU and
excess liquid being returned to the tank it came from. The following alarms are activated when the Hot Gas to the GCU valve is
Procedure for Testing CGU open:
Note: If the vaporiser has been stopped during cargo operations it is necessary LD Compressor external FGS trip
CAUTION to start it before the vessels departure.
The vapour heaters and the forcing vaporiser should be thoroughly LD Compressor common trip
C
preheated with steam before the admission of LNG vapour. This protects LD Compressor emergency stop
the heat exchangers from the formation of ice. Procedure For Testing the Gas Combustion Unit on Free-Flow
When at Sea GCU line flow to CGU unhealthy
Note: Personnel should always be present when the heater and vaporiser are
put into operation, to locally monitor the temperature in the steam exhaust Note: The vaporiser header pressure is to be above 14kPa to prevent the The Gas Combustion Unit can now be operated on Free Flow mode.
line and the vapour outlet. During local operation all monitoring facilities are GCU tripping on minimum gas pressure, which is set at 5kPa.
available via the IAS display screens.
Procedure To Put the GCU Back Into BOG Disposal Mode
Fuel Gas System Condition
Harbour Mode
When in harbour mode there is normally only one generator engine connected
to the switchboard and with the vapour line connected to the shore terminal, the
GCU reverts to its standby mode. In harbour mode, an LD compressor will be ft One LD compressor in use on high speed supplying the
generator engines at a pressure of 510kPa
Forcing vaporiser may also be in use with the LD compressor
a) Close either valve CG-567 or CG-568, Hot Gas to CGU, on the
compressor which is not in use.
b) On the GCU screen 133, open valve CG-620.

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running, the vapour line will be connected to shore, a fuel gas pump running, on NBO control
but the forcing vaporiser shut down. This valve is not normally in operator control and is controlled by the Cargo
GCU screen 141 Fuel Gas Management - GCU in BOG disposal
Tank Low Pressure controller and the Fuel Gas High Pressure controller.
mode
Ship in Empty Condition and Leaving Port on Ballast Voyage c) On the GCU screen 133, click on the Fuel Gas High Pressure
GCU screen 133 - Fuel Gas Network:
With the vessel having been discharged but with the vapour line still connected, Controller SV box to reveal the PID controller.
close the connection to the shore terminal. The GCU will then operate to burn CG-613 open
any excess gas that cannot be used in the main generator(s). The gas flow d) Select PID RESPONSE configuration to reveal the Fuel Gas
D
CG-615 open
from the LD compressors will reduce, the forcing vaporiser will not be in use High Pressure Controller screen.
but a fuel gas pump will be running. Switching the forcing vaporiser to the CG-620 shut and in Remote and Automatic mode
MANOEUVRING condition (which is only applicable in the ballast condition) CG-619 open e) At the bottom left-hand corner, select the Use Operator Set
provides the system with time to remove gas from the vaporisers supply line Point to reveal the Confirm screen and select OK.
CG-614 open
until an inlet temperature of -135C has been attained at its inlet. This may take
between 10 and 13 minutes to achieve. CG-618 open f) Return to the GCU screen 133, where the Fuel Gas High
Pressure Controller SV box is no longer coloured grey and valve
CG-620 can now be opened manually.
a) Switch the CGU off BOG disposal mode.
Illustration 6.5.2c Gas Combustion Unit Screen Shot
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g) Open valve CG-620 slowly to a maximum of 10% and equalise The GCU will go to Normal burner operation with the main gas burner Position Description Valve
the pressure in the CGU and the fuel gas lines. operating and the gas igniter extinguishing.
Open LNG supply to sprayer cooler CS-513
h) Once the pressure is equalised, open valve CG-615. Open Recirculation master CS-527
Note: Take care at this point, as the GCU load setting may ramp-up rapidly,
depending how far the SV has been lowered. Open Recirculation to cargo tank No.4 or CR-317 or
i) Close valve CG-620 and then go to the Use Operator Set Point recirculation to cargo tank No.3 CR-316
box and deselect, which will put the Fuel Gas High Pressure q) On GCU screen 132, select the arrow transfer load set point at Open Pre-cooler manual needle valve CS-522
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controller back into Remote Manual mode. the bottom of the GCU Control column, which transfers to IAS Open After cooler manual needle valve CS-524
screen 133 Fuel Gas Network. Open Generator engine after-cooler manual needle CS-523
The SV box is greyed out.
valve
r) Select Tank Pressure Control With GCU - Tank Pressure PID
op
j) Close valve CG-614. Controller to GCU SV and change over to Manual mode and
adjust the GCU load as required. Vapour System Line-Up
k) Open valve CG-618. c) Open the valve CS-601, LNG supply to compressors via the
s) Stop the GCU by lowering the load to zero. IAS screen 102 Fuel Gas Management Overview.
The Fuel Gas High Pressure controller goes back to Remote Automatic mode.
t) Select the GCU screen 110 Vent Mast and raise the Laden or d) Manually open the valves in the following table:
l) Select GCU screen 141 Fuel Gas Management and select CGU Ballast gauge pressure SV to 1kPa above the Vapour Header
BOG Disposal mode. pressure. Position Description Valve
Open NBO supply valve to mist separator CS-528
C
To Test the BOG Disposal Mode Operation on Both the A and B Trains The GCU will go to Standby mode, the main gas burner will extinguish and the
gas igniter will flash and operate continuously. Open No.1 LD BOG compressor suction valve CS-534
m) Confirm that: Open No.2 LD BOG compressor suction valve CS-535
Gas Train Selection/Status for A and B trains remote control u) Increase the SV by 2kPa above the Vapour Header pressure. Open No.2 LD BOG compressor hot gas valve to CS-568
is available GCU
The GCU will stop and the gas igniter will extinguish. Close No.1 LD BOG compressor hot gas valve to CS-567
Common alarms and trips are cleared
GCU
One gas train is selected Although the GCU is indicating Stopped on the GCU screen 132 control
n) Select GCU screen 110 Vent Mast and select either Laden
or Ballast gauge pressure CTRL PID SV box (refer to IAS
screen 141 Fuel Gas and BOG Management - Voyage Mode
Condition). ft column, it is still ready to cut-in automatically. On the local GCU control
panel screens, a message informs the operator that the GCU is stopped but on
standby.
To test the other gas train, deselect the gas train used, wait until the Duty
e)
f)
If using No.4 cargo tank spray pump, manually close valve CS-
703, aft spray main isolator.
The time for the initial line cooldown can be reduced by clearing
the spray header of vapour via valve CS-703 and No.3 cargo
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Selection box stops flashing and click on the other duty selection box. tank spray return valve CS-302. Valve CS-703 is then closed.
The control window appears with the current reference (SV will be set at 17
to 18kPa). Carry out the same procedure for this gas train by adjusting the Laden/Ballast g) If using No.3 cargo tank spray pump, open valve CS-703. The
Pressure CTRL set point. time for the initial cooldown can be reduced by clearing the
o) Lower the Laden or Ballast gauge pressure SV down to the spray header of vapour via No.4 tank return valve CS-402.
same value as the Vapour Header gauge pressure, as measured Procedure for Starting No.2 LD Compressor With Two BOG
by 8-PX-VR63. h) Ensure that the forward spray main isolator manual valve
Heaters in Use
D
CS-701, spray crossover isolator manual valve CS-702 and
On GCU screen 132, in the top right-hand corner, the Start Required light will the liquid line cooldown manual bypass valve CS-704 are all
turn green and the GCU will go to Standby mode, with the gas igniter operating Spray System Line Up closed.
continuously. a) Open the valve CS-601, LNG supply to vaporisers via the IAS
i) Ensure that the liquid to vaporisers isolator valve CL-601 is
screen 102 Fuel Gas Management Overview.
p) Lower the Laden or Ballast gauge pressure SV to 1kPa below closed.
the Vapour Header pressure measured by 8-PX-VR63. b) Manually open the valves in the following table:
Valve CL-601 can be opened momentarily to reduce the line cooldown time,
then closed.
Illustration 6.5.2d Vent Mast Screen Shot
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GCU After-Cooler Vapour Path This valve is not normally in operator control and is controlled by the Cargo c) Once frosting of pre-cooler nozzle line is observed, select
Opening valve CG-568 provides the vapour path to the GCU via the after- Tank Low Pressure Controller and Fuel Gas High Pressure Controller. screen 132 GCU Operating on Free Flow mode and select GCU
cooler, CG-569, No.1 BOG heater and valves CG-571 and CG-614. Compressor Start mode.
h) On screen 133 click on Fuel Gas High Pressure Controller SV
box to reveal the PID controller window. d) Check the No.1 LD VDV 1st stage are at 0%.
Engine After-Cooler Vapour Path
The vapour path to the generator engines is via valves CG-561, CG-565, the i) Select PID RESPONSE Configuration, to reveal the Fuel Gas e) Select screen 126 and select LD Comp. Sequence Status.
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engine after-cooler valve CG-513, through No.2 BOG heater and valves CG- High Pressure Controller screen, in the bottom left-hand corner
527 and CG-613. select the Use Operator Set Point, a confirm window appears, On screen 280 there are four options:
select OK.
1. Start Compressor on GCU.
Valve CG 619 is open; valve CG-620 is in Remote Manual control and valves
op
CG-615 and CG-618 are closed. j) Return to screen 133, the Fuel Gas High Pressure Controller 2. Select compressor to maintain tank pressure by GCU.
SV box is no longer greyed out and valve CG-620 can now be 3. Select compressor to fuel gas control (gas burning engines
opened manually to 100% to gas-up the fuel lines. already running).
Gassing-Up the GCU and the Fuel Gas Lines Sequence
a) Select screen 133 Fuel Gas Network and open CG-614. Allow 15 minutes for gassing-up of the fuel gas lines via GCU Free Flow mode 4. Select compressor to fuel gas control (gas burning engines not
to ensure gassed right up to valves CG-616 and CG-617. already running).
b) Select screen 132 Gas Combustion Unit and select the Line Gas
Up Mode (By Vent). k) Open valves CG-613, CG-614 and CG-619; open valve CG-620 f) Select option 1, tick box and start No.1 LD on automatic
100% and gas-up the fuel gas and GCU lines at the same time. sequence, select steps to the right-hand side of that option.
The GCU Gas A train bypass valve 132, safety shut-off
C
valve (also called main gas valve) 151 and automatic vent g) Select screen 281 - LD 1 Compressor Start sequence.
l) Select Line Gas Up Mode (By Vent), the sequence duration is
valve 153 open.
20 minutes.
Approximately 15 seconds later the GCU Gas B train bypass Once -90C achieved at LD suction, maintain the suction temperature below
valve 232, safety shut-off valve (also called main gas valve) m) At some point during the 20 minutes, open valve CG-615 for a 80C for 5 minutes (compressor discharge high temperature alarm -110C,
251 and automatic vent valve 253 open. few minutes to gas-up this short section of line, then close the trip -115C).
valve again.
h) Select screen 130. At the same time as waiting for LD suction
Note: Opening up the manual vent valves situated on each gas train by the
n) Close valve CG-620, then go to the Use Operator Set point line to cool down, open the GCU after-cooler control valve CS-
gas pilot burner lines can enhance the gassing-up procedure. (Recommended
by Saacke technician.)
The line Gas Up Mode (By Vent) duration time is 20 minutes.

ft box and deselect. This will put the Fuel Gas High Pressure
Controller back into Remote Manual mode and the SV box will
be greyed out. i)
526 to cool down line, then put into auto at SV of -45C.
Manually open valve CS-525 5% to cool down line to engine

after-cooler.
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Wait until the sequence selects GCU Burner Stop before proceeding. Procedure for Starting No.1 LD Compressor j) Chime (select) for high speed, 1st VDV change to 6% open,
shut valve CG-568.
c) Close the manual vent valves. Procedure assumes the selected spray pump is started and the spray main
pressure is set at 850kPa. Keep eye on 2nd stage VDV position and allow time for surge valve to close.
d) Once the sequence has finished select Free Flow on gas train
selected.
Note: It takes approximately one hour to cool down the spray line. k) Select tick box - High speed selected, there is a delay to check
back-pressure, 1st stage VDV ramped to 8%, there is a delay to
D
e) Locally check the combustion chamber pilot burner and main
a) Select screen 129 NBO Mist Separator and open valve CS-516 check back-pressure, 1st stage VDV ramped to 10%, there is
flame condition, fuel system, compressed air system, dilution
15 to 20% to cool down. a delay to check back-pressure, GCU changes over to normal
fan, combustion fan(s) and cooling fan.
burner operation.
f) Select screen 133 Fuel Gas Network and open Master Gas b) Once down to 105C to -115C put into auto, using auto level
control or timed level control. On screen 126, No.1 LD is now automatically changed to GCU pressure
Valves CG-613 and CG-619 to gas-up the fuel line.
control SV 400kPa.
g) Select screen 133 and open valve CG-620. Note: Regularly check that the compressor house vapour line is free of
liquid.
Illustration 6.5.2e Fuel Gas Management Overview Screen Shot
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Illustration 6.5.2f Fuel Gas Management Screen Shot
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Illustration 6.5.2g LD Start Sequence on GCU Screen Shot
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On screen 133, Fuel Gas Network valve CG-620 is not normally in operator u) Select screen 141, Fuel Gas and BOG Management and select a) Step 1 Isolate the Engine Line from the GCU Line:
control, as Cargo Tank Low Pressure Controller and Fuel Gas High Pressure GCU tick box for BOG disposal (at least one engine has to be
Reduce the load on the GCU (if running) to minimum and
Controller controls it. If required, open valve CG-620 manually to equalise the on gas).
stop the GCU.
pressures in engine line and GCU line.
v) Select screen 110, Vent Mast and select ballast/laden gauge Close valve CG-618 (this will cause the High pressure
l) To change to Manual mode, click on Fuel Gas High Pressure pressure setting and adjust to at least 1kPa above vapour header controller to switch to manual)
Controller SV box, then select PID Response Configuration, pressure. The GCU will change over to Standby mode. Close valve CG-615
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tick box Use Operator Set Point. The manual set value is no
longer greyed out and valve CG-620 can be opened. If the vapour header pressure drops to 2kPa below the ballast/laden gauge Close valve CG-619
pressure setting, the standby indication is removed and the GCU screen Open valve CG-614
m) Once the pressures have equalised, shut valve CG-620 and put indicates GCU burner stop.
Wait until the GCU line pressure falls to 25 kPa
op
Fuel Gas High Pressure Controller back into Auto by removing
the tick in the Use Operator Set Point box. If the vapour header pressure rises to the value set on screen 110, Vent Mast
with the LD running and the GCU in Standby mode (gas pilot burner in use, You have now isolated the Engine Line from the GCU Line and are ready to
n) Open valve CG-615 and close valves CG-614 and CG-567. one cooling fan, one dilution fan and one combustion fan running) it will start the GCU in Freeflow or Compressor Start Mode.
GCU after-cooler changes back to Manual, valve CS-526 closes change over to normal burner operation gas burner in use.
to 0%.
If the GCU is changed to Standby Eco mode (gas pilot burner in use with one b) Step 2 Start the GCU in Freeflow or Compressor Start mode.
o) Open valve CG-618, the Fuel Gas High Pressure Controller cooling fan running) and the vapour header pressure rises to the value set on Start No.1 LD compressor in Manual mode.
goes into Auto and will open if the fuel gas line pressure reaches screen 110 Vent Mast with the LD running, an alarm will be activated to advise Open the GCU After Cooler valve CS-526 10% to begin
C
530kPa in Ballast, and 550kPa in Laden. the operator to start the GCU. cooling.
p) Immediately after opening valve CG-618, select LD compressor Select Freeflow or Compressor Start mode on the GCU. The
flow control, select Cascade Control fuel gas control, then put Procedure for Starting No.2 LD Compressor When No.1 LD oil burner ignites.
engine after-cooler into Auto with an SV set at 20C. Compressor is Already Running and Supplying Fuel Gas to the Ensure all Start Permissives are available on No.1 LD
Generator Engines compressor.
The gas pressure gradually builds up to 510kPa, which is delivered to the GCU
and up to valves CG-616 and CG-617. Current condition: Start No.1 LD compressor in Manual mode at low speed.
(You can start the LD in sequence if you wish.)
q) Select screen 133 Fuel Gas Network and open valve CG-616.
r) Once valve CG-616 is open and sequence 51 has commenced

on screen 287 Gassing up Sequence Status, select steps on right- ft Spray pump running supplying the compressor house with fuel
gas requirements.
No.2 LD compressor running at high speed on Engine Fuel
Gas line (510kpa) via Engine After Cooler, No.2 BOG Heater,
Open valve CG-567.
Main gas burner on.
Set the GCU After Cooler to 45C in Auto mode.
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hand side. valves CG-613, CG-616 and 617.
Engine Fuel Gas line crossed-over into GCU line via valve CG-
Confirm that the sequence is successful on screen 288 Port/Stbd Gas Valve c) Step 3 Cool No.1 LD compressor suction down to <-90C,
615.
Hood Room Supply Lines Gassing Up Sequences. maintain <-80C for 5 minutes.
Over-pressure system set up as normal valve CG 620 in auto
s) Inform engine control room that engines can be changed over to set at 530kpa (Ballast) 550kpa (Loaded), valves CG-619, CG-
gas. 618 and CG 712 are open. All tank vapour dome valves open.
Note: Keep a good eye on the NBO Pre-cooler during this time. It might be
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prudent to change over to manual on valve CS-516 until you have cooled
Wait till engines are on gas and stable before putting GCU on standby. Note: When the system is running as above and you want to start an No.1 LD compressor suction down to temperature.
additional LD Compressor on the GCU to control tank pressure, follow the
t) On screen 133 Fuel Gas Network, manually reduce the load on procedure below implicitly, otherwise you risk tripping the compressor that
the GCU using Tank Pressure Control with GCU. d) Change back over to auto maintaining -100C at NBO Mist
is already running and having to vent due to high tank pressures.
Separator outlet.
e) Step 4 Start No.1 LD compressor in High Speed supplying the Procedure for Starting the Forcing Vaporiser FBO spray cooler - with only temperature in manual control,
GCU. open valve CS-561 to 10%.
Ensure BOG Disposal mode by the GCU is not selected on With the low duty BOG compressor is on high speed supplying gas to the gas
combustion unit and/or the engines proceed as follows if the forcing vaporiser Wait until there is a temperature change and adjust valves CS-504 and CS-503
page 141 Fuel Gas and BOG Management.
is required. as required to achieve an outlet temperature of between 0C and 10C (valve
Close No.1 LD compressor vanes to 6%. CS-503 open maximum of 35%). The inlet liquid temperature should be at
Start No.1 LD compressor in High Speed. (Keep a good a) Open the drains cooler fresh water inlet valve FC-02 and outlet least around 120C to 130C.
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check on NBO Mist Separator). valve FC-01.
l) Slowly bring the forcing vaporiser on line, producing a flow
Select the GCU Line pressure controller and set it to AUTO. b) Open the drains cooler inlet valve CS-38V, outlet valve CS-40V which does not cause the LD BOG compressor to be unstable.
This will increase the GCU Line pressure to 400kpa. and close the drains cooler bypass valve CS-39V.
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m) Select screen 123 and gradually open valve CS-561 to achieve
c) Open the gas vent drain tank outlet valve CS-42V. an outlet temperature from the FBO liquid separator of -100C.
f) Control the GCU load using the Tank Pressure Control by GCU
on page 133 Fuel Gas Network.
d) Ensure that the cargo steam supply system is up to pressure and Once the forcing vaporiser inlet temperature, outlet temperature and FBO
that the forcing vaporiser steam supply valve CS-02V is open liquid separator outlet temperature are within limits proceed as follows:
The operator can now put the Tank Pressure Controller by GCU in Auto mode, and that the shell has been vented.
maintaining a desired Vapour Header Pressure, or use the controller in Manual n) Select screen 124 and select Temperature and Ratio Control and
mode using the load percentage. e) Check that the drain pot level isolating valves are open. Output Correction and put into Automatic mode with a set value
of 0C.
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Keep a good eye on the GCU After Cooler temperature PID set point. f) Check that the condensate return valves CS-10V and CS-11V
are open and ensure that the drain trap bypass valve CS-09V is o) Select screen 123 and select FBO liquid separator Temperature
closed. and Ratio Control and put into Automatic mode with a set value
Sequence to Shut Down the LD Compressor and the GCU of -100C.
g) Check that the following valves are open:
Ramp-down the load on the GCU to a minimum.
Cargo spray system supply valve CS-512 to the forcing Note: Maximum temperature is 85C, above this and the engines will start
Change to Manual control on the LD compressor vanes and vaporiser to knock and automatically de-rate.
reduce to 0.
Forcing vaporiser outlet valve CG-507 and FBO mist
Stop the LD compressor.
Stop the GCU.
Shut valve CG-571 (No.1 heater outlet).
ft separator outlet valve CG-509.
h) Check that the LNG vaporiser emergency crossover valve CG-

501 is closed.
p) Select screen 124:
Once stable put Flow Control into Automatic mode.
When ready select forcing vaporiser Cascade from FG
Controller.
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Open valve CG-619.
Open valve CG-620 to 5% and allow the line pressures to i) Select screen 123: Forcing vaporiser is now on-line with a flow of just over minimum 400kg/hr.
equalise.
Ensure forcing vaporiser Vaporiser High Pressure Control is
Shut valve CG-620 and untick operator Set Point. in automatic with a set value of 800kPa. The forcer will remain on minimum until three conditions are met which are
as follows:
Close valve CG-614. FBO Liquid Separator - put the FBO liquid separator level
control into automatic and then enter a set value of 25%. 1. Vapour header pressure 0.5kPa below NBO calculator screen
Open valve CG-615. 140 set point.
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Open valve CG-618 (valve CG 620 changes to Auto on the Fuel j) Select screen 124: 2. Calculated gas flow through engines is greater than the NBO
Gas pressure line). reference + forcing vaporiser minimum flow (400kg/hr) +
Forcing vaporiser - with only temperature in manual control,
Open valve CG-571 slowly. open valve CS-504 to 10%. 200kg/hr (hysterisis).
Reset the BOG disposal to the GCU. Forcing vaporiser with flow in manual control, open valve 3. Fuel gas pressure is less than 510kPa.
Check the outlet temperature on the NBO separator. CS-503 to 15%.
Fuel gas pressure is controlled by the forcing vaporiser and the NBO pressure
k) Select screen 123: control is by the LD compressor.
Illustration 6.5.2h Forcing Vaporiser Screen Shot
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ft
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Changing Over the Spray Pumps Put the spray return controller into Auto mode and start
increasing the spray header pressure (forward of valve CS-701)
gradually in 50kPa increments until 850kPa is achieved.
Procedure for Changing Over the Cargo Tanks With No.3
Cargo Tank in Use The Spray header should now be pressurised to 850kPa either side of valve
CS-701, which is closed.
Current operating conditions are:
Ensure that the pressure at the forward end is steady before
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proceeding. Check line for leaks.
No.3 spray pump in use and supplying the fuel gas system.
Keep one person in the CCR monitoring the spray header
Valve CS-701 closed
pressure to the fuel gas system and have one person standing by
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Valve CS-702 closed the spray header forward isolation valve CS-701.
Valve CS-703 open Open valve CS-701 slowly until full open, ensuring that there is
Valves CS-013 and CS-014 - closed a steady 850kPa supplying the fuel gas system.
No.3 tank spray master open

Both No.2 and No.3 tanks are now supplying the fuel gas system at a pressure
No.3 tank spray return in Auto mode with spray header pressure of 850kPa.
set at 850kPa
No.3 tank spray discharge in Auto mode set at 65% load No.3 Tank Spray Pump can now be taken off the FG system as follows:
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No.4 tank spray master valve CS-401 closed Slowly close No.3 tank spray master valve CS-301
No.4 tank spray return open Put No.3 tank spray return in Manual control and open the valve
100%. This will reduce the pressure down to +/- 450kPa.
No.1 and No.2 cargo tanks are isolated in way of valve CS-701 and the masters
and returns are open to avoid trapped pressure in the spray branch line. Stop No.3 spray pump by clicking on the pump icon and
selecting STOP.
Sequence to Change Over to No.2 Tank Supplying the FG System Ensure that the No.3 tank spray return valve CS-302 remains in
the open position.
Close No.1 tank spray master valve CS101.
Close No.2 tank spray master valve CS201.
Ensure No.2 tank spray return CS-202 is open. ft
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Open No.2 tank spray discharge valve CS-204 - 20%.
Start Permissive will now be available on No.2 tank spray
pump.
Start No.2 spray pump in Manual mode by clicking on the pump
and selecting START.
A current low confidence alarm will sound and clear almost
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instantaneously.
Allow the pressure to fall after the initial pressure surge, it
should settle out at +/-450kPa.
Select No.2 spray pump discharge valve controller and set in
Auto mode at 65% load.
Open up No.2 tank spray master valve CS-201 gradually in 10%
increments until fully open. This will allow the spray header to
pressurise gradually.
Illustration 6.5.2i Forced Gas Sequence Engines Running Screen Shot
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ft
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6.6 Discharging
6.6.1 Preparations for Discharging
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6.6.2 Liquid Line Cooldown Before Discharging
6.6.3 Arm Cooldown Before Discharging
6.6.4 Discharging With Vapour Return From Shore
6.6.5 Discharging Without Vapour Return From Shore
6.6.6 Ballasting
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Illustrations
6.6.1a Preparations for Discharging
6.6.2a Liquid Line Cooldown Before Discharge
6.6.3a Arm Cooldown Before Discharging

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6.6.4a LNG Discharge With Vapour Return From Shore
6.6.4b Four Step Discharge Screen Shot

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6.6.4c Eight Step Discharge Screen Shot
6.6.5a LNG Discharge Without Vapour Return From Shore
6.6.5b Manifold Screen Shot
6.6.6a Ballasting - Pumping

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Document Section 6: British Emerald Date: August 2008
Illustration 6.6.1a Preparations for Discharging
Terminal Ship
Prior To
Cargo lines at -100C Terminal Ship
Arrival Terminal advises ship of arm
Check System
configuration to be used: Ship checks communications Terminal staff Relevant ship's personnel
Line-Up
LNG unloading Ship continuously monitors
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Vapour return loading frequency
Fire fighting equipment ready CTS
Main propulsion on standby Carry out initial CTS gauging Carry Out
Carry out initial
Initial CTS gauging
Gauging
Check fender system Fire fighting equipment ready before opening ship's manifold
Check ship/shore communication valves
Fire main pressurised
Position spotting line ESDS checked
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Check speed of approach meter Gas/fire detection checked Test ESD
Valve remote control system tested (Warm) Witness and log ESD1 operation Initiate ESD1 signal from ship/shore
of all shore hydraulic valves
CTS activated Witness and log ESD1 operation
Water in manifold spill trays of all ship valves
Cargo pumps insulation tested
Ship confirms ETA
Open Vapour
Ship advises systems operational Manifold Valve Fully open shore vapour ESD valve When shore vapour ESD valve is
open, open ship's vapour ESD valve
Ship advises changes (if any)
Ship's cargo tanks will balance
with shore tank at 7~10kPa
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Arrival
Secure ship at jetty Main propulsion on standby
Hand over crew list Ship advises terminal of readiness
Pilot/loading master advises
Display appropriate signage Cool Down to start cooldown of loading arms
terminal on completion
Cool down unloading arms
Use of main communication CCR advises terminal and sends
Equipment and radars prohibited Terminal advises ship when ready low flow of cargo via cargo pump
Hot work prohibited
Observe port regulations Cool all arms simultaneously
until frosted over entire length
Continuously check mooring tension Operaton controlled by loading
Rig
Gangway Terminal staff
ftWitness and check rigging of
gangway
ESD Test
(Cold) Terminal advises ship when ready
master (approx. 45/90 minutes)
Initiate ESD1 signal from ship/shore

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Witness and log ESD1 operation Witness and log ESD1 operation
of all shore valves of all ship's valves
Safety Carry out safety inspection
Inspection Carry out safety inspection
Complete and sign safety checklist Complete and sign safety checklist
Check O2 levels at sampling points Safety Carry out safety checks jointly Check through terminal safety
Checks with ship Checks jointly with terminal staff
Pre-discharge
Terminal staff Relevant ship's personnel
Meeting
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Review discharge schedule Review discharge schedule
Confirm safety checks Confirm safety checks
Ready For Discharging
Connect
Arms Vapour return arm connected first Start manifold water curtain
Position safety locks Loading strainers in place
Pressure test with N2 Manifold blanks removed
Inert to <1% O2
Connect ESD/Communications link
6.6 discharging Operation Due to the manifold configuration it is necessary to purge the cargo lines using
nitrogen at a pressure of at least 300kPa (3 bar). This is done several times to
The main cargo pumps discharge LNG to the main liquid header and then to ensure successful draining at the manifold connections.
Introduction shore via the amidships liquid crossover manifold connections.
The vapour arm is normally disconnected and the resumption of gas burning
In co-ordinating LNG operations, the ship must be compatible with the shore As the discharge rate is increased it then becomes necessary to supply LNG will cope with any vapour evolution.
side terminals. The ship and shore-based personnel must also be familiar with vapour from shore via the manifold and crossover to the vapour header into the
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each others equipment and the division of all of the responsibilities. cargo tank gas domes in order to maintain a pressure of 6.0kPag. 6.6.1 PreparationS for discharging
Each terminal has its own procedures which have to be strictly followed Should the vapour return supply from shore be insufficient to maintain the tank Preliminary preparation:
regarding the following operations: pressures, other means of supplying vapour to the tanks either by using the tank
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Approaching the terminal sprays or the main vaporiser, have to be used.
The chief officer is to prepare a detailed discharge and ballasting
Mooring plan which includes the trim and stability conditions during
Ballasting is undertaken at the same time as discharging. The ballasting
discharge.
Connecting operation is programmed to keep the vessel within the required limit of
draught, trim, hull stress and stability following indications obtained from the The pre-arrival checklists are to be completed.
Loading
loading calculator. A pre-discharge meeting is to be held together with the terminal
Disconnecting
representatives. The ship/shore safety list is to be filled in.
Departure During the discharge period, the ship is kept on an even keel. If it is necessary
to empty a cargo tank, the ship is trimmed according to the terminal maximum The custody transfer measurement (CTM) is to be carried out
with the terminal representatives, surveyors and authorities.
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During a normal discharge, only the main cargo pumps will be used and a draught by the stern to assist in the stripping of the tank.
quantity of cargo will be retained on board for cold maintenance and for fuel All connections (bonding wire, telephones, loading and
gas supply to the power generating plant. Forced vaporising will be used in Each tank is normally discharged down to a level of approximately 0.2m in bunkering arms) at the manifold are to be carried out according
addition to the boil-off gases to provide fuel on passage. tanks other than the heel tanks. The level in the heel tank or tanks will depend to the terminals Cargo Handling Manual.
upon the length of the ballast passage, and will be adjusted accordingly. One or
more of the tanks are discharged to a level of which will allow the spray pump The chief officer is to supervise all of the discharge operations
Whilst in port the gas supply to the propulsion plant is suspended and the
to be used to supply the forcing vaporiser during the voyage. on board.
vessel uses the diesel bunkers.
The sounding, temperature and pressure on all cargo tanks is
The quantity being retained in tanks varies according to the length of ballast
Note: At the present time, gas burning between CTS measurements is not
normally permitted.
The quantity of LNG to be retained on board will be in accordance with the

voyage duration of the ballast passage. ft voyage, expected elapsed time before loading and the volume of boil-off and
forced vaporising that is estimated to be burned in the ships power generating
plant.
to be checked and noted according to the schedule during the
loading. The Cargo Monitoring Record is to be filled in.
Vessel is ready to cool down the discharging arms.
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One pump of the two pumps in each tank is stopped at a level of approximately
0.6m to avoid excessive turbulence at the tank bottom which creates a
If the ship has to warm-up tanks for technical reasons, the stripping/spray
disturbance at the suction of both pumps.
pumps will be used to discharge the remaining cargo on the completion of the
bulk discharge with the main cargo pumps.
If the vessel is to warm-up one or more tanks for technical reasons, the ship
should be trimmed according to the terminal maximum draught. The cargo
During the cargo discharge, LNG vapour will normally be supplied from the
remaining in the tanks to be warmed-up will be discharged to shore or to other
shore terminal to maintain pressure in the cargo tanks.
tanks using the stripping/spray pumps on completion of the bulk discharge.
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The stripping pump is run together with the remaining main pump until the
main pump stops on low discharge pressure cut-out or low current.
On completion of discharge, the loading arms and pipelines are purged and
drained to No.4 cargo tank and the arms are then gas freed and disconnected.
Illustration 6.6.2a Liquid Line Cooldown Before Discharge Key

CL041
CL031
CL021
CL011
CG526 LO
CG519 CG510 CG509
CG001
S Spray Pump
CG007
Cold LNG Vapour
CG No.1 Warm-
571 up / Boil-off CG547 CG546
No.1 Warm LNG Vapour Spray Cooler
Heater FBO Mist
CS009
CS003
CS001
CS011
CL043
CL033
CL023
CL013
LD Compressors LO Condensate Return LO Locked Open
CG565
CG518 CG512 CG
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567 CG549 CG548 CS LC Locked Closed
613 619 614 CS No.2 514
CG511
531 572 LO
CG569 523
CG562 CG568 CG535 CG508
CG
CG615 LO 618
CG527 CG521 NBO Mist
CG CS CS
No.2 Warm- LO Separator
op
524 525 CG528
620 up / Boil-off
Heater CS CG563 CG559 CG532
CG570 No.1
CG 526 CS CS515
CG LO
HD Compressors CG544 522
617 616 Drain Pot CS
CG520 CG513 CS
561
CG564 CG560 No.2 CG533 516
CS517
CG545 Vapour Return
CG CG550
Starboard 530 CG501
Gas Valve
CS504
CS564 CS502 CS519 CG507
Port
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CS518 CS014 CS013
CL044
CL034
CL024
CL014
CS012
CS010
CS004
CS002
CS562 Drain to
Vaporiser
CS565 Tank No.3
GCU CR311
CG002
Gas Valve CS509
CG712
CG008
CL042
CL302
CL022
CL012
CS702
Hood Room
Room CS505 CS506
CS704
CS513
CS566
IG02
From Inert Gas
CG605 CG604
Plant in Engine
Room
Dry-Air Supply
to Ballast Line
IG03 IG04
IG05
IG01
ft CL602
CG603 CG602 CG601
Gas Main
Vapour Main
Liquid Main
Spray Main
CG606
CL701
CG703
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M
CS703 CS701
CG702
CS201
CS101
CS401
CS301
CS601 CL601
CL206
CL106
CL406
M M M
M M M M M
CL306
CS402 CS302 CS202 CS102
CG701
CS212
CS213
CS112
CS113
CS412
CS413
CS312
CS313
CG201
CG101
CS405 CS305 CS205 CS105
CG401
CG301
CS204 CS203
CS104 CS103
CS404 CS403
CS304 CS303
CL401 M CL301 M CL201 M CL101 M
CL202
CL102
CL402
CL302
CR207
CR107
CS209 CS109
CL209
CL208
CL207
CL109
CL108
CL107
CR407
CR307
CS409 CS309
CL409
CL408
CL407
CL309
CL308
CL307
CG204
CG104
CS208
CS108
M M
CG404
CG304
D
CS408
CS308
M M
M M M M
M M M M
CR205
CR105
CR405
CR305
M M M M

M M M M

(P) (P) (P) (P)
(S) (S) (S) (S)

CL417
CL416
CL317
CL316
CL217
CL216
CL117
CL116
6.6.2 Liquid Line Cooldown Before discharging Position Description Valve j) Line cooldown will be complete when the liquid header
temperature falls below -100C and frosting occurs at the
Open No.3 tank liquid master valve CL306
loading valves.
Introduction Open 10% No.3 tank liquid loading valve
k) When the cooldown is completed, stop No.3 spray pump from
The cargo lines are cooled down and the cargo plant is prepared to the highest c) Prepare the port manifold for cooling down. the IAS.
possible level before arrival at the loading or discharging port. This is to allow
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the discharging to commence as soon as the vessel is moored and all procedures Position Description Valve Position Description Valve
have been completed. The spool pieces and reducers with their required filters
Open Manifold spray to liquid header valves CS013, CS014 Close No.3 spray pump discharge CS304
are to be mounted.
d) The vapour dome outlet valves to the vapour header would l) If the time between cooldown completion and berthing is
The liquid line cool-down is carried out using the spray pump in No.3 tank
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normally be open. lengthy, the spray pump may be restarted.
to pump LNG from No.3 cargo tank through the spray header to the liquid
manifold pipework with the spray main block valve CS703 closed, thus
allowing the spray pump in No.4 cargo tank to provide fuel gas without Position Description Valve Note: Return of cooldown liquid to the bottom of the tank via the loading
restriction. Open No.1 tank vapour valves CG101, CG104 line can give rise to localised temperature increase at the tank bottom sensor.
Open No.2 tank vapour valves CG201, CG204 Sufficient time should be allowed for this to stabilise prior to gauging.
Vapour displaced from the crossover pipework passes through the liquid header Open No.3 tank vapour valves CG301, CG304
and then back to No.3 cargo tank via the filling line.
Vapour from the tanks will be supplied as fuel to the power generating plant
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using the LD compressor (which is maintaining tank pressure) and the fuel e) The automatic gas control system will be in use. Adjust the set
gas heater. The vaporiser will also be in use to supply any additional fuel gas point of the LD compressor pressure control valve to 6.0kPa (or
requirement. the required value).
Although the text and illustration above indicates No.3 spray pump being used The flow of gas to the main power generating plant and GCU can be supplied
for cooldown, any of the spray pumps could be used if required. via valves CG613 and CG615 respectively.
f) Using No.3 tank spray pump, LNG is passed via the spray
Operating Procedure to Cool Down the Liquid Lines
a) Prepare the spray header system for cooling down. It is assumed

that the No.4 spray pump is already running. (See illustration
6.6.2a.) ft header to the starboard manifold, then through the spray line to
liquid header crossover valves into the liquid header, returning
to No.3 cargo tank via the loading line.
g) From the IAS start No.3 spray pump to allow cooldown to

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commence.
Open No.3 spray pump discharge valve CS304 h) As cooldown of the header progresses, open and close each
approximately 15% of the tank loading valves in turn to permit cooldown of the
Open No.3 tank spray master to spray main CS301 complete liquid header.
Open Spray header block valve CS702
i) During line cooldown, monitor the following:
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Open Spray pump return valve to No.3 tank CS302
Cargo tank levels
b) Prepare the liquid header system for cooling down. Liquid crossover pressure
Liquid crossover temperature
Liquid header temperature
Vapour header pressure
Illustration 6.6.3a Arm Cooldown Before Discharge Key

CL041
CL031
CL021
CL011
LO
CG526 CG519 CG510 CG509
CG001
S Spray Pump
CG007
Cold LNG Vapour
No.1 Warm-
CG No.1
Heater FBO Mist Warm LNG Vapour Spray Cooler
CS009
CS003
CS001
CS011
CL043
CL033
CL023
CL013
571
LD Compressors Condensate Return LO Locked Open
CG565 LO
CG518 CG512
CG567
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CG549 CG548 CS LC Locked Closed
CG CG CG CG CG CG566
614 531 572 No.2 LC 514
613 619 CG569 CG511 CS
LO
523 CG562 CG535
CG568 CG508
CG
CG615 CG527 CG521 LO 618
No.2 Warm- CS CS NBO Mist
CG up / Boil-off CG570 LO Separator
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524 525 CG528
620 Heater CS
CS CG563 CG559 CG532 LO
No.1 522
CG CG 526 CS515
CG520 CG513 HD Compressors CG544 CS
617 616 CS
516 Drain Pot
561
CG564 CG560 No.2 CG533
CS517
CG545 Vapour Return
CG CG550
Starboard 530 CG501
Gas Valve
Hood Room CS527
CS504
CS564 CS502 CS519 CG507
Port
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CS518 CS505 CS506 CS014 CS013
CL044
CL034
CL024
CL014
CS012
CS010
CS004
CS002
Hood Room LNG
CS562 Vaporiser Drain to
Vaporiser
CS565 Tank No.3 CR311
GCU
CG002
Gas Valve
CG712
CG008
CS509
CL042
CL302
CL022
CL012
CS702
Hood Room
Room
CS704
CS505 CS506 CS513
CS566
IG02
From Inert Gas
CG605 CG604
Plant in Engine
Room
Dry-Air Supply
to Ballast Line
IG03 IG04
IG05
IG01
ft CL602
CG603 CG602 CG601
Gas Main
Vapour Main
Liquid Main
Spray Main
CG606
CL701
CG703
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M
CS703 CS701
CG702
CS201
CS101
CS401
CS301
CS601 CL601
CL206
CL106
CL406
M M M
M M M M M
CL306
CS402 CS302 CS202 CS102
CG701
CS212
CS213
CS112
CS113
CS412
CS413
CS312
CS313
CG201
CG101
CS405 CS305 CS205 CS105
CG401
CG301
CS204 CS203
CS104 CS103
CS404 CS403
CS304 CS303
CL401 M CL301 M CL201 M CL101 M
CL202
CL102
CL402
CL302
CR207
CR107
CS209 CS109
CL209
CL208
CL207
CL109
CL108
CL107
CR407
CR307
CS409 CS309
CL409
CL408
CL407
CL309
CL308
CL307
CG204
CG104
CS208
CS108
M M
CG404
CG304
D
CS408
CS308
M M
M M M M
M M M M
CR205
CR105
CR405
CR305
M M M M

M M M M

(P) (P) (P) (P)
(S) (S) (S) (S)

CL417
CL416
CL317
CL316
CL217
CL216
CL117
CL116
6.6.3 Arm Cooldown before Discharging Position Description Valve Operating Procedure for Cooling Down the Shore Liquid Arms
Open No.2 manifold cooldown valve CS003 Using a Cargo Pump
Introduction Open No.3 manifold cooldown valve CS009
On completion of testing the discharge arm connections, the vessel uses one
Open No.4 manifold cooldown valve CS011 main cargo pump circulating on its own tank to cool down the shore arms.
After the discharging arms are connected to the ships manifold, they are Open No.1 ESD liquid manifold valve CL011
pressurised with nitrogen and purged to atmosphere until the oxygen content Where pre-cooling of the ships liquid line has not been carried out, this can be
Open No.2 ESD liquid manifold valve CL021 done at the same time as the shore arms.
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is below 1%. The nitrogen is delivered from the shore at a pressure of up to
300kPa (3 bar). The connections are then tested for leaks using soapy water. Open No.3 ESD liquid manifold valve CL031
Open No.4 ESD liquid manifold valve CL041 a) Set up the port main cargo pump in No.2 tank ready to cool down
The cooldown procedure of the discharging arms follows the terminals the shore arms and manifolds via the double-shut bypass valves.
procedure and is carried out using the ships spray pump or a cargo pump in co- c) From the IAS, start No.3 spray pump circulating on No.3 cargo The port side to be used.
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operation with the shore terminal. Reference should be made to the terminals tank.
Cargo Operation Manual. Position Description Valve
d) Adjust No.3 spray pump return valve to pressurise the spray line Open No.2 port cargo pump discharge valve 20% CL208
The ship/shore safety checks will have been completed, the BOG burning shut and port manifold. Monitor the progress of frosting on the shore Open No.2 cargo tank loading valve 20% CL207
down if required by terminal (normally the case), else the automatic fuel gas arms. Open No.2 tank liquid branch valve CL206
control system will be in operation, custody transfer completed and the ship/
shore vapour line opened. e) The cooling down is complete when the manifold, ships liquid
line and shore arms are approximately -130C. This will take b) Open the port manifold ESD valves ready to cool down the
approximately 80 minutes, but will vary with terminals. Once shore arms.
C
Operating Procedure for Cooling Down the Shore Liquid Arms the shore arms are cooled down open the double-shut valves and
Using a Spray Pump close the manifold cooldown valves. c) From the IAS, start No.2 port cargo pump circulating on No.2
cargo tank.
On completion of testing the discharge arm connections, the vessel uses one f) Stop No.3 spray pump and open the pump return valve to drain
spray pump circulating on its own tank to cool down the shore arms. Where spray header back to tank. d) Adjust No.2 loading valve to pressurise the liquid line and port
pre-cooling of the ships liquid line has not been carried out, this can be done manifold. Monitor the progress of frosting on the shore arms.
at the same time as the shore arms. Position Description Valve
Close No.1 manifold cooldown valve CS001 Position Description Valve
For the purposes of clarity all four manifolds are shown in use. The manifolds
used will depend on the requirements of the terminal being discharged at.
a) Set up No.3 spray pump ready to cool down the shore arms and ft Close
Close
Close
Open
No.2 manifold cooldown valve
CS003
CS009
CS011
CL013
Open
Open
Open
Open
CL013
CL023
CL033
CL043
ra
manifolds via the double-shut bypass valves. The port side to be
used. Open No.2 port manifold double-shut valve CL023
e) The cooling down is complete when the manifold, ships liquid
Open No.3 port manifold double-shut valve CL033 line and shore arms are approximately -130C. This will take
Position Description Valve Open No.4 port manifold double-shut valve CL043 approximately 80 minutes, but will vary with terminals.
Open No.3 spray pump discharge valve CS304 Open Spray pump return valve to No.3 tank CS302
approximately 15% f) Stop No.2 cargo pump ready for an ESDS test.
Open No.3 tank spray master to spray main CS301 The terminal will require the vessel to carry out a cold ESD test on completion
D
Open Spray header block valve CS702 of the arm cooldown. On completion of the cooldown and when the shore facility is ready for
Open Spray pump return valve to No.3 tank CS302 discharge, proceed as outlined in Section 6.6.4 of this manual for discharging.
On completion of the cooldown and when the shore facility is ready for
discharge, proceed as outlined in Section 6.6.4 of this manual for discharging. The terminal will require the vessel to carry out a cold ESD test on completion
b) Prepare the port manifold ready to cool down the shore arms. of the arm cooldown.

Open No.1 manifold cooldown valve CS001
Illustration 6.6.4a LNG Discharge with Vapour Return from Shore

Key
CL041
CL031
CL021
CL011
LO Liquid LNG C Cargo Pump
CG526 CG519 CG510 CG509
CG001
CG007
No.1 Warm- Cold LNG Vapour S Spray Pump
CG No.1
Heater FBO Mist
CS009
CS003
CS001
CS011
CL043
CL033
CL023
CL013
571 Warm LNG Vapour Spray Cooler
CG565 LD Compressors LO
CG Condensate Return LO Locked Open
y
CG CG CG CG CG518 CG512 567 CG549 CG548 CS
CG CS CG566 LC CG LC Locked Closed
613 619 614 531 572 CG LO No.2 514 618
523
CG569 511
CG562 CG568 CG535 CG508
CG527 CG521 LO
CG615 NBO Mist
CS CS
Separator
op
CG No.2 Warm- LO
524 525 CG528
620 up / Boil-off CG570
CS
Heater LO
CS CG563 CG559 No.1 CG532 522
CS515
CG CG 526
HD Compressors CG544 CS
617 616 Drain Pot CS
CG520 CG513 516
561
CG564 CG560 No.2 CG533
CS517
CG545 Vapour Return
CG CG550
Starboard 530 CG501
Gas Valve
CS504
CS502 CS519 CG507
C
CS564
Port
CS518 CS014 CS013
CL044
CL034
CL024
CL014
Forcing
CS012
CS010
CS004
CS002
Hood Room LNG
CS562 Vaporiser
Vaporiser CS565 Drain to
GCU Tank No.3 CR311
CG002
Gas Valve
CG712
CG008
CS509
CL042
CL302
CL022
CL012
CS702
Hood Room
CS704
CS566
IG02
From Inert Gas
Plant in Engine
Room
Dry-Air Supply
to Ballast Line
IG03 IG04
IG05
IG01
ft CL602
CG603
CG605
CG602
CG604
CG601
Gas Main
Vapour Main
Liquid Main
CG606
CG703
ra
Spray Main CL701
M
CS703 CS701
CG702
CS201
CS101
CS401
CS301
CS601 CL601
CL206
CL106
CL406
M M M
M M M M M
CL306
CS402 CS302 CS202 CS102
CG701
CS212
CS213
CS112
CS113
CS412
CS413
CS312
CS313
CG201
CG101
CS405 CS305 CS205 CS105
CG401
CG301
CS204 CS203
CS104 CS103
CS404 CS403
CS304 CS303
CL401 M CL301 M CL201 M CL101 M
CL202
CL102
D
CL402
CL302
CR207
CR107
CS209 CS109
CL209
CL208
CL207
CL109
CL108
CL107
CR407
CR307
CS409 CS309
CL409
CL408
CL407
CL309
CL308
CL307
CG204
CG104
CS208
CS108
M M
CG404
CG304
CS408
CS308
M M
M M M M
M M M M
CR205
CR105
CR405
CR305
M M M M

M M M M

(P) (P) (P) (P)
(S) (S) (S) (S)

CL417
CL416
CL317
CL316
CL217
CL216
CL117
CL116
6.6.4 Discharging with Vapour Return From Shore 2. Filling valve CL107 starts to close. Subject to trading patterns, charterers requirements and forced vaporisation
needs, a heel may be required for maintaining the tank temperatures during the
3. Steps 1 and 2 continue until the branch valve CL106 is fully
ballast voyage. The actual quantity is allowed for in the discharge plan and the
Introduction open and the filling valve CL107 is fully closed.
pumps are to be stopped at the required ullages.
This section follows on from the completion of loading arm cooldown and Note: Check the pump motor ammeter carefully, the current should be steady
Note: When the liquid level reaches 2 metres or less, avoid stopping the
either starts with a cold ESD test or starting of the remaining cargo pumps. after the motor has been running for 3 seconds. During starting, while the
pump if at all possible until the cargo has been fully discharged. If the shore
y
discharge line is being filled, the current reading may be above normal.
facility is unable to accept the liquid for intermittent periods it is better to
a) On completion of a cold ESD test, operate the following
keep the pump going and recirculate it back into the tanks until discharge can
valves: CAUTION be resumed and completed.
Do not exceed the maximum rated current by 50% for more than 2 or
op
Position Description Valve 3 seconds when the tank is full. If the running current after this time is All LNG remaining in the downward leg of the loading arms and manifold
Open Manifold liquid ESD valves CL011, CL021 more than 150% of the maximum rated current, the overcurrent trip connection is to be drained to the tanks through the liquid line, assisted by
CL031, CL041 will be activated and the pump stopped. Determine the cause of high nitrogen pressure from ashore. The LNG and vapour manifolds are then purged
Open Double-shut valves CL013, CL023 current (possible blockage) before attempting to restart. with nitrogen until an acceptable hydrocarbon content is reached.
CL033, CL043
Open Manifold vapour ESD valve CG001 CAUTION
Open Vapour return crossover valve CG712 During a normal restart sequence the following times apply:
Auto Liquid branch valves CL106, CL206 1st restart: minimum 5 minutes after shutdown
CL306, CL406
C
Auto Tank filling valves CL107, CL207
CL307, CL407 3rd restart: 15 minutes after 2nd restart
No more than 4 restarts within one hour
With the valves on auto, ensure that the branch valves closes and the filling
valves open.
Refer to Section 4.3, Cargo Pumps, for further details.
Discharge will normally commence from No.1 tank, then No.2 tank, followed
e) Start the remainder of the cargo pumps according to shore
by No.3 tank and No.4 tank or as decided by the chief officer.
b) Select a sequence start for No.1 pump in No.1 tank. The

automatic sequence will perform the following:
1. Closing the tank branch valve. ft f)
terminal requests. Once all the pumps are in operation adjust the
discharge valves to obtain the required flow or pressure.
Request the shore terminal to supply return gas to the ship.

ra
2. Opening of cargo pump discharge valve CL108 to 20%. Completion of Discharge
3. Pump No.1 starts, recirculating via the filling valve.
Towards the end of the discharge, the flow of the pumps will diminish. In order
to maintain the pressure differential over the pump, the discharge valve will
c) Continue the sequence for No.2 pump in No.1 tank. The automatic
have to be throttled-in. This should be done at the 2 metre low level alarm from
sequence will perform the following four-step sequence:
the IAS screen.
1. Confirm closure of liquid branch valve CL106.
D
If any fluctuations are observed on the motor ammeter or the pump discharge
2. Opening of cargo pump discharge valve CL108 to 20%.
pressure gauge during final pumping, the discharge flow rate should be further
3. Confirm opening of the tank filling valve CL107. reduced until the readings stabilise. When the flow is throttled-down to about
4. Pump No.2 starts, recirculating via the filling valve. 658m3/h, the minimum continuous flow, the required non-pumpable suction
height (NPSH) will be about 20cms. This level represents the minimum level
attained by pumping. Artificially increasing the tank pressure can help to
d) Continue the sequence: reduce the NPSH (see SIGGTO Liquified Gas Handling Principles).
1. Liquid branch valve CL106 starts to open to 100%.
Illustration 6.6.4b Four Step Discharge Screen Shot
y
op
C
ft
ra
D
Illustration 6.6.4c Eight Step Discharge Screen Shot
y
op
C
ft
ra
D
Illustration 6.6.5a LNG Discharge without Vapour Return from Shore Key
CL041
CL031
CL021
CL011
LO
CG526 CG519 CG510 CG509
CG001
S Spray Pump
CG007
Cold LNG Vapour
CG No.1 Warm-
571 No.1
Heater FBO Mist Warm LNG Vapour Spray Cooler
CS009
CS003
CS001
CS011
CL043
CL033
CL023
CL013
CG565 LD Compressors LO Condensate Return LO Locked Open
CG518 CG512 CG567
y
CG548 CS LC Locked Closed
CG566 No.2 514
613 619 614 531 572 CG511 CS
LO
CG569 523 CG508
CG562 CG568 CG535
LO CG
CG527 CG521 NBO Mist
CG615 618
CS CS Separator
CG No.2 Warm- LO CG528
524 525
op
up / Boil-off CG570 CS
620 Heater LO
522
CS CG563 CG559 No.1 CG532 CS515
CG CG 526 CS
HD Compressors CG544 516 Drain Pot
617 616 CS
CG520 CG513 561
CG564 CG560 No.2 CG533 CS517
CG545 Vapour Return

CG550
CG530
Starboard CG501
Gas Valve
Hood Room CS527
CS503 CS502 CS504
CS502 CS519 CG507
CS564
Port
C
CS518 CS014 CS013
CL044
CL034
CL024
CL014
CS012
CS010
CS004
CS002
Hood Room Drain to
LNG Vaporiser
CS562 Tank No.3
GCU
CS509
CG002
Gas Valve
CG712
CG008
CL042
CL302
CL022
CL012
CS702
Hood Room
Room CS505 CS506
CS704
CS513
CS566
IG02
From Inert Gas
CG605 CG604
Plant in Engine
Room
Dry-Air Supply
to Ballast Line
IG03 IG04
IG05
IG01
ft CL602
CG603 CG602 CG601
Gas Main
Vapour Main
Liquid Main
Spray Main
CG606
CL701
CG703
ra
M
CS703 CS701
CG702
CS201
CS101
CS401
CS301
CS601 CL601
CL206
CL106
CL406
M M M
M M M M M
CL306
CS402 CS302 CS202 CS102
CG701
CS212
CS213
CS112
CS113
CS412
CS413
CS312
CS313
CG201
CG101
CS405 CS305 CS205 CS105
CG401
CG301
CS204 CS203
CS104 CS103
CS404 CS403
CS304 CS303
CL401 M CL301 M CL201 M CL101 M
CL202
CL102
CL402
CL302
CR207
CR107
CS209 CS109
CL209
CL208
CL207
CL109
CL108
CL107
CR407
CR307
CS409 CS309
CL409
CL408
CL407
CL309
CL308
CL307
CG204
CG104
CS208
CS108
M M
CG404
CG304
D
CS408
CS308
M M
M M M M
M M M M
CR205
CR105
CR405
CR305
M M M M

M M M M

(P) (P) (P) (P)
(S) (S) (S) (S)

CL417
CL416
CL317
CL316
CL217
CL216
CL117
CL116
6.6.5 Discharging without Vapour Return From 2. Filling valve CL107 starts to close. Subject to trading patterns, charterers requirements and forced vaporisation
Shore needs, a heel may be required for maintaining the tank temperatures during the
3. Steps 1 and 2 continue until the branch valve CL106 is fully
ballast voyage. The actual quantity is allowed for in the discharge plan and the
open and the filling valve CL107 is fully closed.
pumps are to be stopped at the required ullages.
Introduction
Note: Check the pump motor ammeter carefully, the current should be steady
Note: When the liquid level reaches 2 metres or less, avoid stopping the
This section follows on from the completion of loading arm cooldown and after the motor has been running for 3 seconds. During starting, while the
pump if at all possible until the cargo has been fully discharged. If the shore
y
either starts with a cold ESD test or starting of the remaining cargo pumps. discharge line is being filled, the current reading may be above normal.
facility is unable to accept the liquid for intermittent periods it is better to
keep the pump going and recirculate it back into the tanks until discharge can
a) On completion of a cold ESD test, operate the following CAUTION be resumed and completed.
valves: Do not exceed the maximum rated current by 50% for more than 2 or
op
3 seconds when the tank is full. If the running current after this time is All LNG remaining in the downward leg of the loading arms and manifold
Position Description Valve more than 150% of the maximum rated current, the overcurrent trip connection is to be drained to the tanks through the liquid line, assisted by
Open Manifold liquid ESD valves CL011, CL021 will be activated and the pump stopped. Determine the cause of high nitrogen pressure from ashore. The LNG and vapour manifolds are then purged
CL301, CL401 current (possible blockage) before attempting to restart. with nitrogen until an acceptable hydrocarbon content is reached.
Open Double-shut valves CL013, CL203
CL303, CL403 CAUTION
Open Manifold vapour ESD valve CG001 During a normal restart sequence the following times apply:
Open Vapour return crossover valve CG712 1st restart: minimum 5 minutes after shutdown
Auto Liquid branch valves CL106, CL206
C
CL306, CL406
Auto Tank filling valves CL107, CL207 3rd restart: 15 minutes after 2nd restart
CL307, CL407 No more than 4 restarts within one hour
With the valves on auto, ensure that the branch valves close and the filling Refer to Section 4.3, Cargo Pumps, for further details.
valves open.
e) Start the remainder of the cargo pumps according to shore
Discharge will commence from No.1 tank, then No.2 tank, followed by No.3
tank and No.4 tank or as decided by the chief officer.
b) Select a sequence start for No.1 pump in No.1 tank. The

automatic sequence will perform the following: ft terminal requests. Once all the pumps are in operation, adjust
the discharge valves to obtain the required flow or pressure.
Completion of Discharge
ra
1. Opening of cargo pump discharge valve CL108 to 20%. Towards the end of the discharge, the flow of the pumps will diminish. In order
2. Pump No.1 starts, recirculating via the filling valve. to maintain the pressure differential over the pump, the discharge valve will
have to be throttled-in. This should be done at the 2 metre low level alarm from
the IAS screen.
c) Continue the sequence for No.2 pump in No.1 tank. The automatic
sequence will perform the following four-step sequence:
If any fluctuations are observed on the motor ammeter or the pump discharge
1. Confirm closure of liquid branch valve CL106. pressure gauge during final pumping, the discharge flow rate should be further
D
2. Opening of cargo pump discharge valve CL108 to 20%. reduced until the readings stabilise. When the flow is throttled-down to about
658m3/h, the minimum continuous flow, the required non-pumpable suction
3. Confirm opening of the tank filling valve CL107. height (NPSH) will be about 20cms. This level represents the minimum level
4. Pump No.2 starts, recirculating via the filling valve. attained by pumping. Artificially increasing the tank pressure can help to
reduce the NPSH (see SIGGTO Liquified Gas Handling Principles).
d) Continue the sequence.

1. Liquid branch valve CL106 starts to open to 100%.
Illustration 6.6.5b Manifold Screen Shot
y
op
C
ft
ra
D
Draining Manifolds and Discharge Arms Operation Slowly open liquid manifold manual drain valves CL051, CL502 to reduce the
pressure to atmospheric, then close the valve and advise the shore terminal it
The procedure described below is based on draining and inerting the port side is safe to disconnect the loading arm.
When the loading and discharge operations are completed, draining and No.1 cargo manifold to cargo tank No.4, assuming it will be used as the heel
purging operations are carried out to remove all trapped liquid and vapour in tank for the ballast voyage. Repeat the above operation for each loading arm and manifold.
the manifold liquid pipes and loading arms in order that the loading arms can
safely be disconnected. The system is provided with two-valve protection to When all the liquid lines have been purged and disconnected, shut the ESD
Operation Procedure
y
prevent an accidental release of LNG. valve CG001 on the vapour manifold and open the vapour bypass valve
CG007.
To further prevent against accidental spillage, only one loading arm is to be a) Operate the following valves from the IAS:
disconnected at a time. The ship manifold is fitted with hinged spool pieces, Request shore to purge with nitrogen until the hydrocarbon meters read less
which allow the blank flange to easily and quickly be swung into position after
op
Position Description Valve than 1% by volume, close the vapour bypass valve CG007.
the loading arm is disconnected. The gasket must be installed and at least four Open No.4 tank spray valves CS408, CS409
bolts inserted and tightened in the blank flange before the next loading arm can Disconnect the vapour arm.
Open Spray header valves CS702, CS703
be disconnected. The ships staff are to complete the bolting of the blank flange
at the same time the next loading arm is being disconnected. Open No.1 port manifold ESD valve CL011
Note: The above are a guide, individual terminals may require a different
b) Operate the following manual operated valves locally at the disconnection sequence and procedure.
The cargo manifold is located about 5 metres below the crossover piping on
this ship, so the trapped LNG cannot drain by gravity to the cargo tanks. manifold:
Nitrogen vapour from the shore terminal is used to blow the LNG liquid Position Description Valve
C
and vapour in the liquid arms and ship manifold piping to the ships cargo Close No.1 port manifold manual shut-off valve CL013
tanks through the 80 mm diameter spray piping system connecting the cargo
Open No.1 port manifold cooldown valve CS001
manifolds to the cargo tanks.
Vapour in the vapour manifold is blown to the cargo tanks through the vapour
to raise the pressure in the liquid arm to 300kPa (3 bar). That
header by nitrogen gas supplied from the shore terminal.
pressure is sufficient to force the liquid trapped in the large
cargo manifold piping to enter the 80 mm diameter cooldown
pipe and be forced by the nitrogen vapour to rise up the 5 metre
ft high vertical cooldown pipe into the spray main and flow into
cargo tank No.4.
It should take about 5 minutes to blow the liquid up the cooldown pipe. When
ra
the pressure in the liquid arms suddenly decreases about 40kPa (0.4 bar), it
indicates the liquid has been forced up and out of the large manifold pipes.
Continue the nitrogen purge for one minute, then close manual manifold
cooldown valve CS001.
valves CL053, CL054.
D
After the liquid draining is complete and the hydrocarbon meters read less than
1% by volume, close the liquid manifold ESD valve CL011 and the manifold
Request the shore terminal to stop the nitrogen supply.
Illustration 6.6.6a Ballasting - Pumping LIAHL LAHH

Ballast Tank
Forward
Gas Line
Water
Ballast
BA53
y
Tank
Drain
LCAL (Port)
IAS
LCAL
LS
Water Ballast Fore
LS LIAHL
Aft Peak LX Peak
IAS
op
Tank Tank
BA51
LAHH
LS (Void)
BA14 IAS LIAHL
IAS
BA02 BA01
LX
LIAHL LAHH
LS BA52
IAS
LX LS LIAHL
LX
IAS
LS
LS
IAS
LCAL Thruster
IAS
Forward Room
Water
C
Ballast
Tank
Water
(Engine
Room) LIAHL LAHH
IAS IAS
Key
Ballast Water
Inert Gas
Hydraulic Oil
To Inert Gas
Generator BA25
ft
BA49
104V
BA45
BA27 BA29
BA46
BA31
BA47
BA33
BA48
BA35
BA38 BA40
BA50
BA44
ra
Electrical Signal
PI PI PI
Pump Pump Pump Pump
PI PI PI
To Water
BA41 BA42 BA43

BA18 BA19 BA22
D
BA21 BA20
High
Sea Chest Low
BA44 Sea Chest
6.6.6 ballasting c) Run ballast from the sea until it becomes necessary to start the Position Description Valve
ballast pumps.
Close Ballast main crossover valves BA18, BA19
It is assumed that the main sea water crossover pipe is already in use, supplying
other sea water systems, eg, the main circulating system, the sea water Close Ballast pump filling valves to tanks BA29, BA33
service system and that the cargo and ballast valve hydraulic system is also in
Operating Procedure to Ballast the Ship by Pumping Close Forward ballast main crossover valve BA03
service. a) Prepare the required number of ballast pumps, for loading Close
ballast. (Normally only one or two pumps are used during Close
y
Operating Procedure to Ballast the Ship by Gravity ballasting, No.1 and No.2 for the following example).
Other Ballast Tanks
CAUTION Position Description Valve
op
Great care must be taken in the operation of the ballast system, failure Open No.1 ballast pump sea suction valve BA28 The engine room ballast tanks, port, starboard and aft peak tanks are not
to do so will cause damage to the glass reinforced plastic pipework. Open No.2 ballast pump sea suction valve BA33 generally used during cargo operations but are filled when the vessel sails to
Damage is generally caused by pressure surge due to sudden changes in Close No.1 ballast pump suction valve BA26 dampen vibration.
the flow rates. During the deballasting operation this can be caused by Close No.2 ballast pump suction valve BA30
the opening of a full or partly full tank into the main lines when under The filling and discharge of these tanks is carried out in the same manner as
Open Ballast pump filling valves to tanks BA29, BA33 that used for the main ballast system using the ballast pumps and stripping
vacuum. Under no circumstances should a vacuum be drawn on a closed
ballast main. Open Ballast discharge line crossovers valves BA46, BA47 eductor.
a) Set up the ballast system to run to sea from the ballast main Open Forward ballast main crossover valve BA03 Operating Procedure to Ballast the Engine Room Tanks
C
line.
b) Confirm that the required ballast tank valves are open. a) Prepare the ballast pump for filling the engine room tanks. Only
Position Description Valve one pump is to be used.
Open No.1 ballast pump sea suction valve BA28 c) From the IAS start the ballast pump(s).
Open No.2 ballast pump sea suction valve BA33 Position Description Valve
Open No.1 ballast pump suction valve BA26 d) Open the discharge valve on the pumps in use.
Open No.2 ballast pump suction valve BA30 Open No.3 ballast pump sea suction valve BA36
b) Open the valves on the tank(s) to be filled as per the ballasting

plan, ensuring the vessel remains upright and stability is within
the acceptable limits at all times. ft Open
Open
BA27
BA31
Ensure that ballast lines are not put under stress when changing from one set of
Open Ballast pump filling valve to tanks BA33
b) Open the port and starboard engine room tank suction valves.
ra
tanks to another by opening the next set of tanks before closing those currently Position Description Valve
Description Valve in use. Open Engine room ballast tank suction valves BA16, BA17
Forward port BA04
Forward starboard BA05 Note: Ballast main pressures are monitored via the IAS; pressure and c) From the IAS start No.3 ballast pump.
No.1 port BA06 vacuum alarms are provided in the IAS. Tank valves are interlocked with
the four level switches in the ballast ring main. d) Open the No.3 pump discharge valve.
No.1 starboard BA07
No.2 port BA08
D
e) When the required levels have been reached in all tanks, stop Position Description Valve
No.2 starboard BA09 the pumps and close the main ballast system down. Open No.3 ballast pump discharge valve BA35
No.3 port BA10
No.3 starboard BA11 Position Description Valve e) When the tanks reach the required level, stop the pump and shut
No.4 port BA12 Close No.1 ballast pump discharge valve BA27 down the system.
No.4 starboard BA13 Close No.2 ballast pump discharge valve BA31
Close No.1 ballast pump sea suction valve BA28 Note: The same procedure is used for filling and discharging the aft peak
and fore peak tanks.
Close No.2 ballast pump sea suction valve BA32
Illustration 6.6.6b Ballast Pump Screen Shot
y
op
C
ft
ra
D
y
6.7 Pre Dry Dock Operations
6.7.1 Stripping and Line Draining
op
6.7.2 Tank Warm-Up
6.7.3 Gas Freeing
6.7.4 Aerating
Illustrations
C
6.7.1a Stripping to No.3 Tank while Maintaining Gas Burning
6.7.1b Stripping All Tanks without Maintaining Gas Burning
6.7.2a Warming-Up -1st Step with Gas Burning
6.7.2b Warming-Up - 2nd Step
6.7.3a Gas Freeing the Cargo Tanks

ft
6.7.3b Inert Gas System Valves
6.7.3c Gas Freeing Liquid Lines

ra
6.7.3d Gas Freeing Spray Lines
6.7.3e Gas Freeing Machinery Space and Vapour Line
6.7.4a Aerating Cargo Tanks

D
**
Illustration 6.7.1a Stripping to No.3 Tank while Maintaining Gas Burning Key
C Cargo Pump
CL041
CL031
CL021
CL011
Liquid LNG
LO
CG526 CG519 CG510 CG509
CG001
S Spray Pump
CG007
No.1 Warm- Cold LNG Vapour
CG up / Boil-off CG547 CG546
No.1
Heater FBO Mist Spray Cooler
CS009
CS003
CS001
Warm LNG Vapour
CS011
CL043
CL033
CL023
CL013
571
LD Compressors LO LO Locked Open
CG565
CG518 CG512
y
CG567 LC Locked Closed
CG CG CG CG549 CG548 CS
CG CG CG CS CG566 No.2 LC
613 619 614 LO 514 ** NOTE
531 572 511 523
CG569 Vapour Return from Shore
CG562 CG568 CG535 CG508
not Mandatory for this Operation
CS CS NBO Mist
No.2 Warm- LO
op
CG 524 525 Separator
620 Heater CS
CG570 CS CG563 CG559 No.1 CG532 LO
522
526 CS515
CG CG HD Compressors CG544
616 CS
617 Drain Pot CS
CG520 CG513 516
561
CG564 CG560 No.2 CG533
CS517
CG545 Vapour Return
CG550
CG530 CG501
Starboard
Gas Valve
CS504
CS502 CS519 CG507
CS564
C
Port
CS518 CS014 CS013
CL044
CL034
CL024
CL014
CS012
CS010
CS004
CS002
Vaporiser CS562 CS565 Drain to
GCU Tank No.3 CR311
CG002
Gas Valve
CG712
CG008
CS509
CL042
CL302
CL022
CL012
CS702
Hood Room
Room
CS704
CS505 CS506 CS513
CS566
IG02
From Inert Gas
CG605 CG604
Plant in Engine
Room
Dry-Air Supply
to Ballast Line
IG03 IG04
IG05
IG01
ft CL602
CG603 CG602 CG601
Gas Main
Vapour Main
Liquid Main
Spray Main
CG606
CL701
CG703
ra
M
CS703 CS701
CG702
CS201
CS101
CS401
CS301
CS601 CL601
CL206
CL106
CL406
M M M
M M M M M
CL306
CS402 CS302 CS202 CS102
CG701
CS212
CS213
CS112
CS113
CS412
CS413
CS312
CS313
CG201
CG101
CS405 CS305 CS205 CS105
CG401
CG301
CS204 CS203
CS104 CS103
CS404 CS403
CS304 CS303
CL401 M CL301 M CL201 M CL101 M
CL202
CL102
CL402
CL302
CR207
CR107
CL209 CS209 CS109
CL208
CL207
CL109
CL108
CL107
CR407
CR307
CS409 CS309
CL409
CL408
CL407
CL309
CL308
CL307
CG204
CG104
CS208
CS108
D
M M
CG404
CG304
CS408
CS308
M M
M M M M
M M M M
CR205
CR105
CR405
CR305
M M M M

M M M M

(P) (P) (P) (P)
(S) (S) (S) (S)

CL417
CL416
CL317
CL316
CL217
CL216
CL117
CL116
6.7 Pre dry dock operations e) When No.2 and No.4 tanks reach approximately 1.5 metres, j) When all of the cargo has been stripped ashore, drain the system
start the respective spray pumps and drain to No.3 tank. back to the final tank. All LNG remaining in the downward
leg of the shore arms and at the manifold connection is to be
Introduction Position Description Valve drained to the tanks through the spray line assisted by nitrogen
Open No.2 tank spray master valve CS201 pressure from ashore. The LNG and vapour manifolds are then
This section describes the cargo operations covering the period from the last purged with nitrogen until an acceptable hydrocarbon content is
discharge port up to the dry docking of the vessel. Open No.2 tank spray pump discharge valve CS204
reached.
y
6.7.1 Stripping and Line Draining Open No.4 tank spray pump discharge valve CS404
An alternative method of stripping is to strip each tank ashore rather than
consolidate in one tank. Here the stripping pumps are started on recirculation
Procedure to Strip Tanks and Drain Lines f) Discharge as much as possible with the main cargo pumps and at about the 1 metre level and when the main cargo pumps lose suction are
op
stop when they lose suction, drain the respective tank liquid used to discharge the maximum quantity ashore via the stripping main and one
In this example it is assumed that the fuel gas is now being supplied by the LD header back to the tank. Continue to drain the maximum quantity liquid arm.
compressor and that the vaporiser is not in use. to No.3 tank from No.2 and No.4 tanks with the stripping pumps
until the pumps lose suction. In practice, the main cargo pumps can usually get the level in the tanks down
No.3 tank will in this instance be the final tank, the final quantities of Nos.1, to that which is considered maximum out-turn and the stripping pumps may
2 and 4 tanks are to be consolidated into No.3 tank prior to being discharged g) When the No.2 and No.4 spray pumps lose suction and are not be used.
ashore. Discharge is via the port side manifold and the procedure is as stopped, operate the valves as listed in the following table:
follows:
Position Description Valve Procedure for Draining Lines Using the Shore Supply
C
a) When the No.1 tank is approaching approximately 1.5 metres, Close No.2 tank spray pump discharge valve CS204 Nitrogen
set up the No.1 spray pump to cool down the spray header to
Close No.4 tank spray pump discharge valve CS404
No.3 tank. The procedure described below is based on draining and inerting the port side
No.1 cargo manifold to cargo tank No.4, assuming it will be used as the heel
h) When No.3 tank reaches approximately 1 metre, start No.3 tank for the ballast voyage.
Position Description Valve spray pump on recirculation while the cargo pumps discharge as
Open No.1 tank spray header master valve CS101 much as possible to shore. Stop the main pumps when they lose
Open No.1 spray pump discharge valve CS104 suction. Drain the liquid header back to No.3 tank and prepare Operation Procedure
to discharge final drainings ashore, using the spray pump and
Open
Open
Open
Spray header block valve
Spray header block valve
Spray main return valve to No.3 tank and No.3
tank spray master valve.
CS701
CS703
CS301, CS302
ft No.2 port liquid arm.
Position
Open
Description
No.3 tank spray pump discharge valve
Valve
CS304
a)
Position
Open
Operate the following valves from the IAS:
Description
No.4 tank spray valves
Valve
CS408, CS409
ra
Close No.3 tank spray return valve CS302 Open Spray header valve CS702, CS703
b) Start the No.1 spray pump and cool down the spray header to
No.3 tank. Close Nos.1, 3 and 4 liquid manifold ESD valves CL011, CL031 Open No.1 port manifold ESD valve CL011
CL041
c) Discharge as much as possible with the main cargo pumps, then Close No.2 manifold double-shut valve CL203 b) Operate the following manual operated valves locally at the
stop when they lose suction, continue to transfer the remaining Open No.3 filling valve to drain liquid line CL307 manifold:
cargo to No.3 tank via the spray main line until all cargo has Open No.2 manifold to spray line valve CS003
been discharged from No.1 tank. Position Description Valve
D
Open Spray header to manifold block valve (after CS702
draining liquid lines) Close No.1 port manifold manual shut-off valve CL013
d) When No.1 spray pump loses suction and is stopped: Open No.1 port manifold cooldown valve CS001
i) Discharge No.3 tank to shore via the spray header using the
Position Description Valve No.3 spray pump. Continue the discharge until the spray pump
Close No.1 spray pump discharge valve CS104 loses suction.
**
Illustration 6.7.1b Stripping All Tanks Without Maintaining Gas Burning Key
CL041
CL031
CL021
CL011
LO
CG526 CG519 CG510 CG509
CG001
S Spray Pump
CG007
CG Cold LNG Vapour
No.1 Warm- CG546
571 up / Boil-off CG547
No.1
Heater FBO Mist Spray Cooler
CS009
CS003
CS001
CS011
CL043
CL033
CL023
CL013
LD Compressors LO LO Locked Open
CG565
CG518 CG512 CG
y
567 CG549 CG548 CS LC Locked Closed
514
613 CG CS No.2
619 614 531 572 LO ** NOTE
CG569 511 523
CG508 Vapour Return from Shore
CG562 CG568 CG535
CG527 not Mandatory for this Operation
CG521 LO
CG615 NBO Mist
No.2 Warm- CS CS CG618
up / Boil-off CG570 LO Separator
op
CG 524 525 CG528
620 Heater CS
LO
CS 522 CS515
CG563 CG559 No.1 CG532
CG CG 526
CS
617 616 CG520 CG513 HD Compressors CG544 Drain Pot
516 CS
561
CG564 CG560 No.2 CG533 CS517
CG545 Vapour Return

CG530 CG550
Starboard CG501
Gas Valve
CS504
CS564 CS502 CS519 CG507
C
Port
CS518 CS014 CS013
Gas Valve CG504
CL044
CL034
CL024
CL014
CS505 CS506
CS012
CS010
CS004
CS002
Drain to
Vaporiser Vaporiser
CS562 Tank No.3 CR311
CS565
GCU
CG002
Gas Valve
CG712
CG008
CS509
CL042
CL302
CL022
CL012
CS702
Hood Room
Room
CS505 CS506 CS513
CS704
CS566
IG02
From Inert Gas
CG605 CG604
Plant in Engine
Room
Dry-Air Supply
to Ballast Line
IG03 IG04
IG05
IG01
ft CL602
CG603 CG602 CG601 Gas Main
Vapour Main
Liquid Main
Spray Main
CG606
CL701
CG703
ra
M
CS703 CS701
CG702
CS201
CS101
CS401
CS301
CS601 CL601
CL206
CL106
CL406
M M M
M M M M M
CL306
CS402 CS302 CS202 CS102
CG701
CS212
CS213
CS112
CS113
CS412
CS413
CS312
CS313
CG201
CG101
CS405 CS305 CS205 CS105
CG401
CG301
CS204 CS203
CS104 CS103
CS404 CS403
CS304 CS303
CL401 M CL301 M CL201 M CL101 M
CL202
CL102
CL402
CL302
CR207
CR107
CL209 CS209 CS109
CL208
CL207
CL109
CL108
CL107
CR407
CR307
CS409 CS309
CL409
CL408
CL407
CL309
CL308
CL307
CG204
CG104
CS208
CS108
D
M M
CG404
CG304
CS408
CS308
M M
M M M M
M M M M
CR205
CR105
CR405
CR305
M M M M

M M M M

(P) (P) (P) (P)
(S) (S) (S) (S)

CL417
CL416
CL317
CL316
CL217
CL216
CL117
CL116
to raise the pressure in the liquid arm to 300kPa (3 bar). That
pressure is sufficient to force the liquid trapped in the large
cargo manifold piping to enter the 80mm diameter cooldown
pipe and be forced by the nitrogen vapour to rise up the 5 metre
high vertical cooldown pipe into the spray main and flow into
cargo tank No.4.
y
It should take about 5 minutes to blow the liquid up the cooldown pipe. When
the pressure in the liquid arms suddenly decreases about 40kPa (0.4 bar), it
indicates the liquid has been forced up and out of the large manifold pipes.
op
Continue the nitrogen purge for one minute, then close the manual manifold
valves CL053,Cl054.
After the liquid draining is complete and the hydrocarbon meters read less than
C
1% by volume, close the liquid manifold ESD valve CL011 and the manifold
Request the shore terminal to stop the nitrogen supply.
Slowly open liquid manifold manual drain valves CL051, CL502 to reduce the
pressure to atmospheric, then close the valve and advise the shore terminal it
is safe to disconnect the loading arm.
Repeat the above operation for each loading arm and manifold.
When all the liquid lines have been purged and disconnected, shut the ESD
valve CG001 on the vapour manifold and open the vapour bypass valve ft
ra
CG007.
Request shore to purge with nitrogen until the hydrocarbon meters read less
than 1% by volume, close the vapour bypass valve CG007.
Disconnect the vapour arm.

D
Note: The above are a guide, individual terminals may require a different
disconnection sequence and procedure.
Illustration 6.7.2a Warming-Up - 1st Step with Gas Burning
CL041
CL031
CL021
CL011
Key
LO
CG526 CG519 CG510 CG509
CG001
C Cargo Pump
CG007
Liquid LNG
CG up / Boil-off No.1
FBO Mist Cold LNG Vapour S Spray Pump
Heater
CS009
CS003
CS001
CS011
CL043
CL033
CL023
CL013
571
CG565 LD Compressors
CG567 LO Warm LNG Vapour Spray Cooler
CG518 CG512
y
CG CG CG CG549 CG548 CS LO Locked Open
CG CG CG CG566 LC
613 619 614 CS No.2 514
531 572 511 LO LC Locked Closed
CG569 523
CG562 CG568 CG535 CG508
CG527 CG521 LO
CG615 NBO Mist CG
No.2 Warm- CS CS 618
CG up / Boil-off LO CG528 Separator
CG570 524 525
op
620 Heater CS
LO
CS CG563 CG559 No.1 CG532 522 CS515
CG CG 526 CS
CG520 CG513 HD Compressors CG544
617 616 516 Drain Pot
CS
561
CG564 CG560 No.2 CG533 CS517
CG545 Vapour Return
CG530 CG550
Starboard
CG501
Gas Valve
CS504
CS511 CS502 CG507
Port CS519
CS014 CS013
C
Gas Valve CS518
CG504 Forcing
CL044
CL034
CL024
CL014
CS012
CS010
CS004
CS002
Hood Room LNG CS505 CS506 Drain to
Vaporiser Tank No.3
CS565
GCU
CG002
Gas Valve CS509
CG712
CG008
Cargo
CL042
CL302
CL022
CL012
CS702
Hood Room Machinery CS510
Room CS501 CS511 CS512 CS503 CS507 CS508
CS505 CS506 CS513
CS704
CS566
IG02
CG605 CG604
From Inert Gas CG606
Plant in Engine
Room
Dry-Air Supply
to Ballast Line
IG03 IG04
IG05
IG01
ft CL602
CG603 CG602 CG601
Gas Main
Vapour Main
Liquid Main
Spray Main CL701
CG703
ra
M
CS703 CS701
CG702
CS201
CS101
CS401
CS301
CS601 CL601
CL206
CL106
CL406
M M M
M M M M M
CL306
CS402 CS302 CS202 CS102
CG701
CS212
CS213
CS112
CS113
CS412
CS413
CS312
CS313
CG201
CG101
CS405 CS305 CS205 CS105
CG401
CG301
CS204 CS203
CS104 CS103
CS404 CS403
CS304 CS303
CL401 M CL301 M CL201 M CL101 M
CL202
CL102
CL402
CL302
CR207
CR107
CL209 CS209 CS109
CL208
CL207
CL109
CL108
CL107
CR407
CR307
CS409 CS309
CL409
CL408
CL407
CL309
CL308
CL307
CG204
CG104
CS208
CS108
M M
CG404
CG304
CS408
CS308
M M
D
M M M M
M M M M
CR205
CR105
CR405
CR305
M M M M

M M M M

(P) (P) (P) (P)
(S) (S) (S) (S)

CL417
CL416
CL317
CL316
CL217
CL216
CL117
CL116
6.7.2 Tank warm-Up Rolling and pitching of the vessel will assist evaporation and temperature Position Description Valve
sensors at the aft end of the tank will give a good indication of the progress of
Open Warm-up heater outlet crossover to liquid CG530
warm-up. Slight listing of the vessel will assist in correcting uneven warm-up
Introduction in any one tank.
header
Tank warm-up is part of the gas freeing operations carried out prior to a dry Burning gas in the engines requires a LD compressor to be running at high CAUTION
docking or when preparing tanks for internal inspection purposes. speed which in turn necessitates the use of the spray pre-cooler to maintain the The warm-up heaters should be thoroughly preheated with steam before
y
suction temperature below -100C. It will not be possible to burn gas in the the admission of methane vapour. This is to prevent ice formation.
The maximum amount of cargo will be discharged from all of the tanks to engines during warm-up. The amount that can be burned in the GCU will be
reduce the time necessary to vaporise the remaining liquid. severely restricted due to the low pressure available from a HD compressor or e) The automatic gas control system should contain and distribute
LD compressor running at low speed. the generated vapour.
When all of the cargo has been discharged, the vessel will either proceed to
op
sea or remain alongside the terminal, where any remaining liquid is vaporised Gas burning should continue as long as possible, normally until all the liquid CAUTION
before the tanks are warmed-up. has evaporated and the tank pressures start to fall. When returning heated vapour to the cargo tanks, the temperature
In the first step, hot vapour is introduced through the filling lines to the bottom at the heater outlet should not exceed +80C. This is to avoid possible
If not all of the tanks have to be warmed-up, the same procedure as for all tanks damage to the cargo piping insulation and safety valves.
of the tanks to facilitate the evaporation of any liquid remaining in the tanks. has to be followed. Any tanks that are to be inspected have to be completely
The second step, when the tank pressures have stabilised and any liquid isolated from the other tanks.
hydrocarbons remaining in the cargo tanks have vaporised, is to introduce hot f) Set up the valves on the cargo tanks in accordance with the
vapour through the vapour piping at the top of the tanks. following table:
Procedure to Use the Liquid Header for LNG Vaporisation
C
Excess vapour generated during the warm-up operation is directed to the GCU (Step 1) Position Description Valve
when at sea and the vent mast if required, or returned to shore if in port. Open No.1 tank filling valves CL106, CL107
During the tank warm-up, gas burning may be used by directing some vapour Open No.2 tank filling valves CL206, CL207
Note: The instructions that follow apply to the normal situation, ie, burning output via No.2 LD compressor and No.1 warm-up heater to the GCU, while Open No.3 tank filling valves CL306, CL307
excess vapour via the ships GCU when at sea or a shore vapour return. the bulk is sent via the HD compressors and warm-up heaters to the cargo
Open No.4 tank filling valves CL406, CL407
Venting to atmosphere is normally for safety reasons only. tanks. Manual control of the operation is carried out from the CCR.
After all the liquid which cannot be pumped has been vaporised, the flow in the a) Fit the elbow piece in the warm-up heater output line to the Open No.2 tank vapour valves CG201, CG204
tanks is reversed to increase the thermal exchange. Cold gas is sucked from the
tank bottom and warm gas is sent to the tank top so that the gas heater may be
used with its maximum output.
ft liquid header line at valve CL602 and the liquid header to vent
line at No.1 tank.
b) Fit the elbow piece to the gas main at No.4 tank.

Open
Open
g) On the HD compressors open the following valves:

CG301, CG304
CG401, CG404
ra
The warm-up operation continues until the temperature at the coldest point
of the insulation space barrier of each tank reaches +5C, ie, higher than the c) Swing the spectacle flange at CG701 to the open position to
dew point of the inert gas. This is to avoid the water content in the inert gas connect the gas main to the forward vent mast. Venting, if
required, will be operated via the gas main in order to have a Open Vapour header to compressor supply line CG601
condensing in the tank.
substantial warming-up of the cold gas. Open No.1 compressor inlet valve CG532
The warm-up operation requires a period of time depending on both the amount Open No.2 compressor inlet valve CG533
and the composition of liquid remaining in the tanks, and the temperature of d) Prepare both the warm-up heaters for use. It is assumed that the Open No.1 compressor outlet valve CG559
the tanks and insulation spaces. Generally, the warm-up will take about 42 automatic gas burning system is already in use.
D
Open No.2 compressor outlet valve CG560
hours using gas to shore or at sea with both gas burning and use of vent mast.
Auto No.1 compressor surge valve CG544
Initially, the tank temperatures will rise slowly as evaporation of the LNG Auto No.2 compressor surge valve CG545
Automatic Both warm-up heater inlet control valves CG518, CG520
proceeds, accompanied by high vapour generation. A vapour generation Open HD compressor outlet crossover to warm-up CG511
Automatic Both warm-up heater temperature control CG519, CG521 heaters
rate of approximately 8,000m3/h at 60C can be expected. On completion
valves
of evaporation, tank temperatures will rise rapidly and the rate of vapour
generation will fall to between 1,000 and 2,000m3/h at steadily increasing Open Both warm-up heater inlet block valves CG512,CG513
h) Carry out venting, if required, using the liquid header via valve
temperatures. Temperatures within the tank and primary insulation spaces are Open Both warm-up heater outlet valves CG571, CG527
CL701.
indicated at the IAS.
Illustration 6.7.2b Warming-Up - 2nd Step
CL041
CL031
CL021
CL011
Key
LO
CG526 CG510 CG509
CG001
CG519 C Cargo Pump
CG007
Liquid LNG
CG up / Boil-off No.1 S Spray Pump
FBO Mist Cold LNG Vapour
CS009
CS003
CS001
Heater
CS011
CL043
CL033
CL023
CL013
571
LD Compressors Warm LNG Vapour Spray Cooler
CG565 LO
CG518 CG512 CG567
y
CS LO Locked Open
CG CG CG CG549 CG548
CG CG CG CG566 LC
613 619 614 CS No.2 514
531 572 511 LO LC Locked Closed
CG569 523
CG562 CG568 CG535 CG508
NBO Mist CG618
CG No.2 Warm- CS CS
op
up / Boil-off CG570 LO CG528 Separator
620 524 525
Heater CS
LO
CS CG563 CG559 CG532 522
CG CG No.1 CS515
526 CS
617 616 HD Compressors 516
CG520 CG513 CG544
Drain Pot CS
561
CG564 CG560 No.2 CG533 CS517
CG CG545 Vapour Return

Starboard 530 CG550
Gas Valve CG501
CS527
CS502 CS504
CS564 CG507
Port CS519
C
CS518 CS014 CS013
Gas Valve CG504
CL044
CL034
CL024
CL014
CS012
CS010
CS004
CS002
Hood Room Forcing CS505 CS506
LNG
Vaporiser
Vaporiser CS562 Drain to
GCU CS565 Tank No.3 CR311
CG002
Gas Valve
CG712
CG008
CS509
CL042
CL302
CL022
CL012
CS702
Hood Room CS510
Cargo CS501 CS511 CS512 CS503
Room
CS704
CS505 CS506 CS513
CS566
IG02
CG605 CG604
From Inert Gas
Plant in Engine
Room
Dry-Air Supply
to Ballast Line
IG03 IG04
IG05
IG01
ft CL602
CG603 CG602 CG601
Gas Main
Vapour Main
Liquid Main
Spray Main
CG606
CL701
CG703
ra
M
CS703 CS701
CG702
CS201
CS101
CS401
CS301
CS601 CL601
CL206
CL106
CL406
M M M
M M M M M
CL306
CS402 CS302 CS202 CS102
CG701
CS212
CS213
CS112
CS113
CS412
CS413
CS312
CS313
CG201
CG101
CS405 CS305 CS205 CS105
CG401
CG301
CS204 CS203
CS104 CS103
CS404 CS403
CS304 CS303
CL401 M CL301 M CL201 M CL101 M
CL202
CL102
CL402
CL302
CR207
CR107
CL209 CS209 CS109
CL208
CL207
CL109
CL108
CL107
CR407
CR307
CS409 CS309
CL409
CL408
CL407
CL309
CL308
CL307
CG204
CG104
CS208
CS108
M M
CG404
CG304
D
CS408
CS308
M M
M M M M
M M M M
CR205
CR105
CR405
CR305
M M M M

M M M M

(P) (P) (P) (P)
(S) (S) (S) (S)

CL417
CL416
CL317
CL316
CL217
CL216
CL117
CL116
i) Set the vent valve CG702 to 19kPa if required for safety reasons Position Description Valve
until the pressures stabilise.
Close Gas main to No.1 vent mast riser CG701
j) Start the HD compressors from the IAS or manually. Close Vapour header to No.1 vent mast riser CG703
Open Liquid header to No.1 vent mast riser CL701
k) Adjust the temperature set point on the warm-up heater for Auto Vent mast riser CG702
+80C. This should be done very slowly allowing the auto gas
y
burning system to absorb the pressure rise. Where the vessel is c) Monitor the temperatures in each tank and adjust the opening of
alongside the vapour generated can be returned to shore. the filling valve to make the temperature progression uniform in
all the tanks.
l) Monitor the tank pressure, manually adjust the HD compressors
op
to maintain tank pressure initially between 10kPa and 19kPa, d) When the tank pressure starts to decrease, stop the BOG
and eventually as low as practicable while maintaining the burning. The power generating plant is changed to DO mode,
2.0kPa IBS/tank differential. however, the GCU should be kept available for use in free-flow
mode.
m) Check that the pressure in the insulation spaces, which has a
tendency to increase, remains inside the preset limits. Note: The cargo tank pressure should at all times be kept at least 2kPa above
the IBS pressure.
n) In general, when the tank bottom temperature significantly
rises above the boiling point of the vapour, evaporation of the e) After twenty/twenty-four hours, the temperature progression
C
methane is considered complete. slows down.
Procedure to Use the Vapour Main to Warm-Up the Cargo f) At the end of the operation, when the coldest temperature of the
insulation barrier is at least +5C, stop the warm-up.
Tanks (Step 2)
g) Shut off steam to the gas heaters and allow circulation for 10
a) On completion of vaporisation of the liquid that cannot be
minutes before shutting the inlet valves, then stop both HD
pumped, the system is changed over to supply warm gas via the
compressors and shut the filling valves on all tanks.
vapour header and the colder gas is sent to the HD compressors
Position
Open
via the liquid header.
Description
Warm-up heater crossover valve to vapour
Valve
CG603 fth) Shut down the HD compressors and initiate the set-up for
inerting the cargo tanks.
Note: A possible reduction in the combined warm-up inerting time

ra
header may be made if the inerting is started before the coldest temperature of
Close Warm-up heater crossover valve to liquid CG605 the insulation barrier is 5C, that is when the insulation temperature is
header about -10C. If this method is used the inert gas is sent via the warm-
Close Vapour header to HD compressor supply line CG601 up heaters to the tanks.
valve
Open Liquid header to HD compressor supply line CL602, CG604
valves
D
Now continue the warm-up and the burning of gas in the power
generating plant.
b) To vent warm vapour if required for safety reasons operate the

following valves:
Illustration 6.7.3a Gas Freeing the Cargo Tanks

Key
CL041
CL031
CL021
CL011
LO
CG001
CG007
No.1 Warm- CG546
CG up / Boil-off CG547 Warm LNG Vapour S Spray Pump
No.1
Heater FBO Mist
CS009
CS003
CS001
CS011
CL043
CL033
CL023
CL013
571
CG561 CG534 Separator LO Locked Open
LD Compressors LO
Spray Cooler
CG565
CG518 CG512 CG
LC Locked Closed
y
567 CG549 CG548 CS
CG CG CG CG
CS CG566 No.2 LC 514
613 619 614 511 LO
CG CG CG569 523
531 572 CG562 CG568 CG535 CG508
CG615 LO
NBO Mist CG
CG527 CG521 CS
CG CS Separator 618
op
LO 525 CG528
620 No.2 Warm- 524
up / Boil-off CG570
Heater CS CG563 CG559 No.1 CG532 CS CS515
CG CG LO
526 522
617 616 HD Compressors CG544 Drain Pot CS
CG520 CG513 CS 561
CG564 CG560 No.2 CG533 516
CS517
CG545 Vapour Return
CG
530 CG550
Starboard
Gas Valve CG501
CS504
CS564 CS502 CG507
Port CS519
C
CS518 CS014 CS013
CL044
CL034
CL024
CL014
CS012
CS010
CS004
CS002
Hood Room LNG Vaporiser CS505 CS506
Vaporiser Drain to
CS562 Tank No.3
CS565 CR311
GCU
CG002
Gas Valve CS509
CG712
CG008
CL042
CL302
CL022
CL012
CS702
Hood Room
Cargo CS510
CS501 CS511 CS512 CS503
Room
CS704
CS505 CS506 CS513
CS566
IG02
From Inert Gas
CG605 CG604
Plant in Engine
Room
Dry-Air Supply
to Ballast Line
IG03 IG04
IG05
IG01
ft CL602 CG603 CG602 CG601

Gas Main
Vapour Main
Liquid Main
Spray Main
CG606
CL701
CG703
ra
M
CS703 CS701
CG702
CS201
CS101
CS401
CS301
CS601 CL601
CL206
CL106
CL406
M M M
M M M M M
CL306
CS402 CS302 CS202 CS102
CG701
CS212
CS213
CS112
CS113
CS412
CS413
CS312
CS313
CG201
CG101
CS405 CS305 CS205 CS105
CG401
CG301
CS204 CS203
CS104 CS103
CS404 CS403
CS304 CS303
CL401 M CL301 M CL201 M CL101 M
CL202
CL102
CL402
CL302
CR207
CR107
CL209 CS209 CS109
CL208
CL207
CL109
CL108
CL107
CR407
CR307
CS409 CS309
CL409
CL408
CL407
CL309
CL308
CL307
CG204
CG104
CS208
CS108
M M
CG404
CG304
D
CS408
CS308
M M
M M M M
M M M M
CR205
CR105
CR405
CR305
M M M M

M M M M

(P) (P) (P) (P)
(S) (S) (S) (S)

CL417
CL416
CL317
CL316
CL217
CL216
CL117
CL116
6.7.3 gas freeing Position Description Valve f) Start the inert gas generator to produce inert gas, discharging
to the funnel via the purge valve 6021 until the correct oxygen
Introduction Open No.3 tank vapour valves CG301, CG304
level and dew point is obtained. When the oxygen content is less
Open No.4 tank vapour valves CG401, CG404 than 1% and the dew point is -45C, the delivery valve 6041 to
After the tanks have been warmed-up, the tanks are gas freed by displacing the deck upstream of the two non-return valves on the dry-air/inert
LNG vapour with inert gas. e) Open valve CG703, the vapour header to the mast riser line gas discharge line will be manually opened.
at No.1 tank. Pressure is controlled via the regulating valve
y
Inert gas from the inert gas plant is introduced at the bottom of the tanks CG702 set at 10kPa in automatic mode. Alternatively, where the g) Check the atmosphere of each tank at regular intervals from the
through the LNG filling piping. The gas from the tanks is then vented from vessel is at a terminal, open the vapour to shore manifold while vapour dome, using the portable oxygen analyser, gas meter and
the top of the tank through the vapour header to vent mast No.1 or to the shore maintaining a pressure of 10kPa in the cargo tanks and allow dew point meter. The oxygen (O2) content is to be less than 2%
terminal if in port. the inert gas/gas to free-flow via the HD compressors to shore, and the dew point less than -40C. The methane (CH4) % level
op
controlling the pressure using CG550. will be seen to drop with time to the required 2%.
Note: Investigations should be carried out to maintain the use of the GCU for
as long as possible to minimise the venting of gas to the atmosphere. Note: The cargo tank pressure should at all times be at least 2kPa above the h) During tank inerting, purge the LNG vapour contained in the
IBS pressure. lines and equipment for about 5 minutes or until the HC content
Inerting is necessary to prevent the possibility of having an air/LNG vapour is less than 2% by volume on the portable HC analyser at the
mixture in the flammable range. The operation is continued until the sample points valves.
hydrocarbon content is reduced to less than 2.0% and the operation takes
approximately 20 hours to complete. In addition to the cargo tanks, all of i) When the operation is complete, stop the supply of inert gas and
Illustration 6.7.3b Inert Gas System Valves
the pipework and fittings must be inerted. This is best done with inert gas or change over the inert gas plant to supply dry-air.
nitrogen while the plant is in operation for inerting the tanks.
C
To Funnel Top WARNING
Operating Procedure for Inerting Cargo Tanks Inert gas from this generator and pure nitrogen will not sustain life.
Great care must be exercised to ensure the safety of all personnel
(See illustration 6.7.3a.) LS
6021 involved with any operation using inert gas of any description to avoid
a) Prepare the dry-air/inert gas plant for use in the inert gas Purge Valve asphyxiation due to oxygen depletion.
mode.
LS
6041 Procedure for Inerting the Liquid Line
b) Install the elbow to connect the discharge line from the dry-air/
c)
inert gas dryer to the liquid main.
Open the valves to supply inert gas to the liquid header.

ft IG105
Delivery Valve
IG103
IG104
LS
6001
Pressure
Control Valve
During the inerting of the tanks it is also necessary to purge all the dead ends
of the liquid line to ensure there is no hydrocarbon remaining.
a) Purge the dead section of the liquid header by opening the liquid
ra
Position Description Valve header to No.1 vent riser regulating valve CL702 via crossover
Automatic IG purge valve to funnel line 6021 Inert Gas To valve CL701. Vent to atmosphere until the hydrocarbon content
Ballast Line
Open IG manual valve to liquid main CL602 is less than 1%.
IG102
d) Set up the valves on the cargo tanks in accordance with the Position Description Valve
following table: Inert Gas To Open Liquid header/No.1 vent riser crossover valve CL701
Compressor Drying
D
Room Unit
Position Description Valve Tag No.5000 b) Purge the port liquid manifolds.
Inert Gas
Open No.1 tank filling valves CL106, CL107 To Deck
Open No.2 tank filling valves CL206, CL207 Refrigerating Position Description Valve
Unit
Open No.3 tank filling valves CL306, CL307 Tag No.4000
Open No.1 manifold double-shut valve CL013
Open No.4 tank filling valves CL406, CL407 Open No.2 manifold double-shut valve CL203
Open No.1 tank vapour valves CG101, CG104 Open No.3 manifold double-shut valve CL303
Open No.2 tank vapour valves CG201, CG204 From Inert Gas Open No.4 manifold double-shut valve CL403
Generator/Dry-Air Plant
Illustration 6.7.3c Gas Freeing Liquid Lines

Key
CL041
CL031
CL021
CL011
LO
CG001
CG007
CG up / Boil-off No.1 LO Locked Open S Spray Pump
Heater FBO Mist
CS009
CS003
CS001
CS011
CL043
CL033
CL023
CL013
571
CG561 CG534 Separator LC Locked Closed
CG565
CG518 CG512 CG
y
567 CG549 CG548 CS
CG CG CG CG CG CG CG566
CS LC 514 CG618
613 619 614 531 572 511 LO No.2
CG569 523
CG562 CG568 CG535 CG508
CG527 CG521
CG615 LO
No.2 Warm- CS CS NBO Mist
CG up / Boil-off LO
524 525 Separator
op
620 Heater CG570 CG528
CS
LO
CS CG563 CG559 No.1 CG532 522
526 CS515
CG CG CS
617 616 HD Compressors CG544 516
CG520 CG513 Drain Pot CS
561
CG564 CG560 No.2 CG533
CS517
CG545 Vapour Return
CG550
CG530
Starboard CG501
Gas Valve
CS504
CS564 CS502 CS519 CG507
Port
C
CS518 CS014 CS013
CL044
CL034
CL024
CL014
CS012
CS010
CS004
CS002
Vaporiser Drain to
Vaporiser Tank No.3
CS562 CS565 CR311
GCU
CG002
Gas Valve
CG712
CG008
CS509
CL042
CL302
CL022
CL012
CS702
Hood Room Cargo
CS501 CS511 CS512 CS503 CS510
Machinery
CS507 CS508
Room
CS505 CS506
CS704
CS513
CS566
IG02
From Inert Gas
CG605 CG604
Plant in Engine
Room
Dry-Air Supply
to Ballast Line
IG03 IG04
IG05
IG01
ft CL602 CG603 CG602 CG601

Gas Main
Vapour Main
Liquid Main
Spray Main
CG606
CL701
CG703
ra
M
CS703 CS701
CG702
CS201
CS101
CS401
CS301
CS601 CL601
CL206
CL106
CL406
M M M
M M M M M
CL306
CS402 CS302 CS202 CS102
CG701
CS212
CS213
CS112
CS113
CS412
CS413
CS312
CS313
CG201
CG101
CS405 CS305 CS205 CS105
CG401
CG301
CS204 CS203
CS104 CS103
CS404 CS403
CS304 CS303
CL401 M CL301 M CL201 M CL101 M
CL202
CL102
CL402
CL302
CR207
CR107
CL209 CS209 CS109
CL208
CL207
CL109
CL108
CL107
CR407
CR307
CS409 CS309
CL409
CL408
CL407
CL309
CL308
CL307
CG204
CG104
CS208
CS108
M M
CG404
CG304
D
CS408
CS308
M M
M M M M
M M M M
CR205
CR105
CR405
CR305
M M M M

M M M M

(P) (P) (P) (P)
(S) (S) (S) (S)

CL417
CL416
CL317
CL316
CL217
CL216
CL117
CL116
Position Description Valve Procedure for Inerting the Spray Line Position Description Valve
Open No.1 manifold ESD valve CL011 (See illustration 6.7.3c.) Open No.4 tank spray valves CS408, CS409
Open No.2 manifold ESD valve CL021 Open No.4 tank spray spur valve CS405
Open No.3 manifold ESD valve CL031 The spray line and items of equipment in the cargo machinery room including Open No.4 tank spray crossover to cargo pump CS412, CS413
Open No.4 manifold ESD valve CL041 safety valves are inerted after completion of the liquid line inerting. discharge lines
Open No.4 tank spray return valve CS402
y
c) On completion, close the port manifold double-shut valves and a) Open the spray crossover valves from the liquid line and the
repeat the operation on the starboard manifold. spray master valve to each tank. d) Purge the spray main to the manifold.
d) Purge the starboard liquid manifolds. Position Description Valve Position Description Valve
op
Open Spray crossover and in line valves from liquid CL601, CS601 Open Port manifold spray bypass valves CS001, CS003
Position Description Valve line to spray main CS009, CS011
Open No.1 manifold double-shut valve CL014 Open Spray main line block valves CS701, CS703 Open Starboard manifold spray bypass valves CS002, CS004
Open No.2 manifold double-shut valve CL024 CS702 CS010, CS012
Open No.3 manifold double-shut valve CL034 Open Spray main to manifold block bypass valve CS704
Open No.4 manifold double-shut valve CL044 Open Spray master valve on No.1 tank CS101 e) On completion, close the manifold spray bypass valve and the
Open Spray master valve on No.2 tank CS201 liquid ESD valves.
Open No.1 manifold ESD valve CL012
Open No.2 manifold ESD valve CL022 Open Spray master valve on No.3 tank CS301
C
Open No.3 manifold ESD valve CL032 Open Spray master valve on No.4 tank CS401
Close Port manifold spray bypass valves CS001, CS003
Open No.4 manifold ESD valve CL042 CS009, CS011
b) Starting at No.1 tank, purge each section of the spray line, where
there is a blank flange on any spur, slacken off to allow the dead Close Starboard manifold spray bypass valves CS002, CS004
e) On completion, shut down the manifold double-shut valves.
end to be purged. CS010, CS012
Close Port manifold liquid ESD valves CL011, CL021
Position Description Valve CL031, CL041
Close No.1 manifold double-shut valve CL014
Open No.1 tank spray valves CS108, CS109 Close Starboard manifold liquid ESD valves CL012, CL022
Close
Close
Close
No.2 manifold double-shut valve
CL024
CL034
CL044
ft
Open
Open
Open
No.1 tank spray spur valve CS105
No.1 tank spray crossover to cargo pump CS112, CS113
discharge lines
No.1 tank spray return valve CS102
f)
CL032, CL042
Purge the relief/safety valves on the spray system using the

lifting handles.
ra
f) Purge the manifold cooldown line.
g) Close the spray master valve on each tank and the vaporiser
c) Repeat the process with tanks Nos.2, 3 and 4. crossover valve CS601.
Open Starboard manifold bypass valves CS002, CS010
Position Description Valve On completion of purging the spray main, the items of machinery in the cargo
Open/Close Forward manifold cooldown valve CS013 machinery room are to be purged for about 5 minutes or until the HC content
Open No.2 tank spray valves CS208, CS209
Open/Close Aft manifold cooldown valve CS014 is less than 2% by volume on the portable HC analyser at the sample point
Open No.2 tank spray spur valve CS205
valves.
D
g) Purge the relief/safety valves on the liquid header by operating Open No.2 tank spray crossover to cargo pump CS212, CS213
the lifting lever. discharge lines
Open No.3 tank spray valves CS308, CS309
Open No.3 tank spray spur valve CS305
Open No.3 tank spray crossover to cargo pump CS312, CS313
discharge lines
Illustration 6.7.3d Gas Freeing Spray Lines

Key
CL041
CL031
CL021
CL011
LO
CG001
CG007
CG up / Boil-off No.1 LO Locked Open S Spray Pump
FBO Mist
CS009
CS003
CS001
CS011
CL043
CL033
CL023
CL013
571 Heater
CG561 CG534 Separator LC Locked Closed
CG565
CG518 CG512 CG567
y
CG549 CG548 CS
CG CG CG CG566 CG
CS No.2 LC 514
613 619 614 618
CG569 CG511 LO 523
CG CG
572 CG562 CG568 CG535 CG508
531
LO
CG615 NBO Mist
CG527 CG521 CS CS
CG LO 525 CG528 Separator
op
CG570 524
620 No.2 Warm- CS
up / Boil-off LO
CS 522
Heater CG563 CG559 No.1 CG532 CS515
CG CG 526 CS
617 616 HD Compressors CG544 516 Drain Pot
CS
CG520 CG513
561
CG564 CG560 No.2 CG533 CS517
CG545 Vapour Return

CG530 CG550
Starboard
CG501
Gas Valve
CS504
CS564 CS502 CG507
Port CS519
C
CS518 CS014 CS013
CL044
CL034
CL024
CL014
CS012
CS010
CS004
CS002
Hood Room LNG CS505 CS506
Vaporiser
Vaporiser Drain to
GCU CR311
CG002
Gas Valve CS509
CG712
CG008
CL042
CL302
CL022
CL012
CS702
Hood Room
Cargo CS510
CS507 CS508
CS704
CS566
From Inert Gas IG02
Room
Dry-Air Supply
to Ballast Line
IG03 IG04
IG05
IG01
ft CL602 CG603 CG602 CG601

Gas Main
Vapour Main
Liquid Main
Spray Main
CG606
CL701
CG703
ra
M
CS703 CS701
CG702
CS201
CS101
CS401
CS301
CS601 CL601
CL206
CL106
CL406
M M M
M M M M M
CL306
CS402 CS302 CS202 CS102
CG701
CS212
CS213
CS112
CS113
CS412
CS413
CS312
CS313
CG201
CG101
CS405 CS305 CS205 CS105
CG401
CG301
CS204 CS203
CS104 CS103
CS404 CS403
CS304 CS303
CL401 M CL301 M CL201 M CL101 M
CL202
CL102
CL402
CL302
CR207
CR107
CL209 CS209 CS109
CL208
CL207
CL109
CL108
CL107
CR407
CR307
CS409 CS309
CL409
CL408
CL407
CL309
CL308
CL307
CG204
CG104
CS208
CS108
M M
CG404
CG304
D
CS408
CS308
M M
M M M M
M M M M
CR205
CR105
CR405
CR305
M M M M

M M M M

(P) (P) (P) (P)
(S) (S) (S) (S)

CL417
CL416
CL317
CL316
CL217
CL216
CL117
CL116
Procedure for Inerting the Machinery Room In-Line Spray Coolers b) Purge the outlet line to the FBO mist separator by opening the
outlet valve from the vaporisers.
(See illustration 6.7.3c.)
a) Purge the spray coolers, purge each unit for about five
minutes. Position Description Valve
The items of equipment in the machinery room are inerted using the spray and
vapour mains and venting via the gas main and No.1 vent riser. Close Forcing vaporiser sample valves CG505, CG506
Position Description Valve Open Forcing vaporiser outlet valve CG507
Open Supply line valve to the NBO spray cooler CS513
y
The gas main is set up to vent through No.1 vent riser via CG701 and the
spectacle flange which should be in the open position. Open Spray cooler control valve CS516 LNG Vaporiser
Confirm Spray cooler inlet valve locked open CS522
Gas Main Open Spray cooler supply line crossover to mist CS527
op
separator drain
a) Swing the spectacle piece at valve CG701 to the open position. Open LNG vaporiser inlet valve CS511
b) On completion, close the spray cooler control valve and purge Open LNG vaporiser control valve CS501
b) Set up the gas main to vent to No.1 vent riser. the spray coolers for the LD compressor outlets. Open LNG vaporiser temperature valve CS502
Open Forcing vaporiser bypass valve CS518
c) Prepare any blank flanges on the cargo system that have not
previously been used so they can be readily slacked back to a) Open the sample valves CG502 and CG503 and purge until the
allow purging of the dead ends. Open No.1 LD spray cooler control valve CS525
hydrocarbon content is less than 1%.
Confirm Spray cooler inlet valve locked open CS523
C
d) Open the following valves: Open No.2 LD spray cooler control valve CS526 b) Purge the relief/safety valves on the vaporisers using the lifting
Confirm Spray cooler inlet valve locked open CS524 handle.
Open Gas main to No.1 vent riser CG701 c) On completion, close the sample valves and open the LNG
c) On completion, close the spray coolers supply valve and control vaporiser outlet valve to clear the line into the heater discharge
Open Heater discharge to gas main CG602 valves. line.
Confirm Heater discharge line block valves CG530, CG531
e) Open the drains on the mist separators. Position Description Valve Position Description Valve
Position
Open
Open
Description
Drain to No.3 tank
Drain to No.4 tank
Valve
CR316
CR317 ft Close
Close
Close
Spray cooler supply valve
No.1 LD spray cooler control valve
No.2 LD spray cooler control valve
CS513
CS525
CS526
Close
Open
Forcing vaporiser sample valves
LNG vaporiser outlet valve
CG502, CG503
CG504
d) On completion, close the vaporiser inlet valves, then prepare to

ra
Open FBO mist separator drain CS514 purge the next piece of machinery.
d) Purge the next piece of equipment.
Open NBO mist separator drain CS515
f) Carry out inert gas purging of the machinery in the machinery
Vaporisers Close Vaporiser inlet valves CS511, CS512
room. Forcing Vaporiser

D
Open Forcing vaporiser inlet valve CS512
Open Forcing vaporiser control valve CS503
Open Forcing vaporiser temperature valve CS504
Open Forcing vaporiser bypass valve CS519
a) Open the sample valves CG505 and CG506 and purge until the
Illustration 6.7.3e Gas Freeing Machinery Space and Vapour Line

Key
CL041
CL031
CL021
CL011
LO
CG526 CG519 CG510 CG509
Inert Gas C Cargo Pump
CG001
CG007
No.1 Warm-
CG Heater No.1 LO Locked Open S Spray Pump
FBO Mist
CS009
CS003
CS001
CS011
CL043
CL033
CL023
CL013
571 CG561 CG534 Separator LC
CG565 LD Compressors LO Locked Closed Spray Cooler
CG567
CG518 CG512
y
CG549 CG548
CG CG CG CG566 CS
CG CG CS No.2 LC CG618
613 619 614 LO
514
531 572 523
CG569 CG511 CG562 CG535
CG568 CG508
CG527 CG521 LO
CG615
CS CS NBO Mist
CG No.2 Warm- LO Separator
op
CG570 524 525 CG528
up / Boil-off
620 Heater CS
CS CG563 CG559 No.1 CG532 LO
522 CS515
CG CG 526
617 616 HD Compressors CG544 CS
CG520 CG513 Drain Pot
516 CS
561
CG564 CG560 No.2 CG533
CS517
CG545 Vapour Return
CG530 CG550
Starboard CG501
Gas Valve
CS504
CS564 CS502 CG507
CS519
C
Port
CS518 CS014 CS013
Gas Valve CG504
CL044
CL034
CL024
CL014
CS012
CS010
CS004
CS002
GCU CR311
CG002
CG712
Gas Valve
CG008
CS509
CL042
CL302
CL022
CL012
CS702
Hood Room
Cargo CS503 CS510
CS501 CS511 CS512
CS704
CS566
IG02
From Inert Gas
CG605 CG604
Plant in Engine
Room
Dry-Air Supply
to Ballast Line
IG03 IG04
IG05
IG01
ft CL602
CG603 CG602 CG601
Gas Main
Vapour Main
Liquid Main
Spray Main
CG606
CL701
CG703
ra
M
CS703 CS701
CG702
CS201
CS101
CS401
CS301
CS601 CL601
CL206
CL106
CL406
M M M
M M M M M
CL306
CS402 CS302 CS202 CS102
CG701
CS212
CS213
CS112
CS113
CS412
CS413
CS312
CS313
CG201
CG101
CS405 CS305 CS205 CS105
CG401
CG301
CS204 CS203
CS104 CS103
CS404 CS403
CS304 CS303
CL401 M CL301 M CL201 M CL101 M
CL202
CL102
CL402
CL302
CR207
CR107
CL209 CS209 CS109
CL208
CL207
CL109
CL108
CL107
CR407
CR307
CS409 CS309
CL409
CL408
CL407
CL309
CL308
CL307
CG204
CG104
CS208
CS108
D
M M
CG404
CG304
CS408
CS308
M M
M M M M
M M M M
CR205
CR105
CR405
CR305
M M M M

M M M M

(P) (P) (P) (P)
(S) (S) (S) (S)

CL417
CL416
CL317
CL316
CL217
CL216
CL117
CL116
Low Duty Compressors and Mist Separators High Duty Compressors b) Open the heater supply crossover from the compressors to
ensure that section of line is purged.
The low duty compressors can be purged by passing inert gas through the NBO The high duty compressors can be purged by passing IG from the compressor
mist separator into the compressor suction line. supply line through the heaters and to atmosphere via the heater discharge line Position Description Valve
and gas main. Open Crossover from the compressor outlets to CG569, CG570
Position Description Valve the heater supply line
Open Compressor suction line from vapour header CG601 Position Description Valve
y
Confirm Locked open NBO separator inlet valve CG528 Open No.1 HD compressor inlet valve CG532 c) On completion, shut down the sample valves/drains and prepare
Open No.1 HD compressor surge control valve CG544 to purge the heater discharge line and gas main to No.1 vent
Open No.1 LD compressor inlet valve CG534
riser.
Open No.2 LD compressor inlet valve CG535 Open No.2 HD compressor inlet valve CG533
op
Open No.1 LD compressor surge control valve CG547 Open No.1 HD compressor surge control valve CG545
No.1 LD compressor surge block valve CG546
a) Open the sample valves on the compressors in sequence, purge Open No.1 heater outlet valve CG526
Open No.2 LD compressor surge control valve CG549
No.2 LD compressor surge block valve CG548 until the hydrocarbon content is less than 1%. Open No.1 heater crossover valve CG571
Open No.2 heater outlet valve CG527
Position Description Valve Open No.2 heater crossover valve CG572
a) Open the sample valves on the compressors in sequence, purge
until the hydrocarbon content is less than 1%. Open/Close No.1 HD compressor sample valves CG551, CG552
Open/Close No.2 HD compressor sample valves CG553, CG554 d) To clear the dead end at valve CG605, ease back the blank
C
Position Description Valve flange and purge for approximately five minutes, then close
b) On completion, close the sample valves and then prepare to valve CG605.
Open/Close No.1 LD compressor sample valves CG555, CG556
purge the next piece of machinery.
Open/Close No.2 LD compressor sample valves CG557, CG558
e) To clear the dead end at valve CG603, open to purge for
b) To purge the outlet line from the LD compressors and FBO mist Gas Heaters approximately five minutes, then close valve CG603.
separator to the heaters.
The warm-up/boil-off heaters are purged from the compressor discharge lines
Position Description Valve and then to the heater discharge line and gas main. Gas Main
Confirm
Open
Open
Open
Locked open FBO separator inlet valve
FBO separator outlet valve
No.1 LD compressor outlet valve
No.1 LD compressor outlet valve
CG508
CG509
CG561
CG567 ft Position
Open
Description Valve
Crossover connection between the LD and CG511
HD compressor discharge lines
The dead ends at each vapour dome tank side are purged by slacking back the
blank flanges. The gas main is then vented to No.1 mast riser followed by the
blank flanges on the vent line at each vapour dome being slackened off.
ra
Open No.1 heater block valve CG512 a) Slacken back on the blank flanges on the vapour dome side of
Open No.2 LD compressor outlet valve CG562
Open No.2 heater block valve CG513 the line, and purge for five minutes to clear the dead ends.
Open No.2 LD compressor outlet valve CG568
Open No.1 heater control valve CG518
Open No.2 heater control valve CG520 b) Purge for approximately five minutes, the hydrocarbon content
c) On completion, close the sample valves, then prepare to purge
Open No.1 heater temperature control valve CG519 can be checked at the sample valves on the emergency vent
the next piece of machinery.
line.
Open No.2 heater temperature control valve CG521
D
a) Open the sample valves/drains and purge until the hydrocarbon
content is less than 1%.

Open/Close No.1 heater sample valves CG522, CG523
Open/Close No.2 heater sample valves CG524, CG525
Fuel Gas Line to Engine Room Tank Safety Valves and Pump Discharge Columns
This can be purged as a continuation from the gas heaters. Purge the tank safety valves by operating the manual lifting device, the
hydrocarbon content can be checked at the vent mast riser sample valves.
Open Fuel gas supply ESD valves CG613, CG614 Purge all the cargo pumps, and spray pump columns by opening the sample
CG619 valves situated near to the respective pump discharge valves. Check the
y
hydrocarbon content and when less than 1% close the sample valves.
Open Crossover valves to No.4 vent mast NG104, NG105
NG125
The emergency pump columns are not purged while the tanks are being purged
because of the foot valve. To ensure they are properly purged a flexible hose
a) Purge the line through No.4 vent mast until the hydrocarbon
op
is connected to the sample valves at the column top and nitrogen is used for
content is less than 1%, then close the ESD valves. purging. The discharge valve is opened to ensure the section of line between
the emergency pump column and the tank filling line is purged.
Note: Automatic sequences are installed to purge the fuel gas lines to the
engine room (downstream of CG-613, CG-614 and CG-619). When all of the tanks, cargo pipework, instrumentation lines and machinery
have been purged with inert gas and the propulsion plant gas inlet purged with
nitrogen, the system can be changed over ready to aerate.
Vapour Manifold
On completion of inerting, shut all of the valves, sample lines and drains.
C
The vapour manifold is purged via the vapour return and from the vapour
main.

Open Vapour main to vapour manifold valve CG712
Open Vapour ESD valves CG001, CG002
a) Purge the vapour line through the sample valves until the
b) To clear the dead end at valve CG606, ease back the blank
flange and purge for approximately five minutes, then close ft
ra
valve CG606.
D
Illustration 6.7.4a Aerating Cargo Tanks

Key
CL041
CL031

British Emerald Cargo Operating Manual

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British Emerald Cargo Operating Manual

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Document Title: Cargo Operating Manual

Revision: Final Draft

3.1 Cargo Control Room Arrangement

5.2 Interbarrier Space and Insulation Space Pressure Control

5.6 Forward Bilge System

6.8 One Tank Operations 7.5 Fire and Emergency Breakaway

7.2 LNG Liquid Leakage into the Interbarrier Spaces (IBS)

7.3 Water Leakage to Insulation Space (IS)

Issue and Update Control This manual was produced by:

Documents conform to a standard format; The Technical Director

Cargo Symbols and Colour Scheme

Sounding Head with

Sounding Head with Self-

Swing Check Non-Return M

Sea Water Diaphragm Operated Valve Simplex Water Strainer

A Butterfly Valve With

Pilot Operated Tank

Cylinder Operated Valve with

Quick-Closing Valve Spectacle Flange Hand Pump Hose Coupling

Flap Check Non-Return

Electrical and Instrumentation Symbols

Power Distribution Board

INTRODUCTION Safe Operation Illustrations

Note: Notes are given to draw readers attention to points of interest or to

1.1 Principal Particulars

1.1.2 Principal Particulars of Cargo Equipment and Machinery

1.1.3 General Arrangement

1.1.4 Tanks and Capacity Plan

1.1.3b Cargo Machinery Room Layout

1.1.4a Tank Location Plan

1.2 Rules and Regulations

1.3.2a Membrane Cargo Containment (GTT Mark III)

1.3.2c IBS IS Section of Longitudinal Corner

1.3.2d Hull Steel Grades

1.4 Hazardous Areas and Gas Dangerous Zones

1.1 Principal Particulars Summer Freeboard: 7.696m

F.R.Fassmer and Co.

High Duty Compressors Cargo Pumps No. of sets: 2

Rated motor power:

Auxiliary Boiler Emergency Generator

1.1.3 General Arrangement

Illustration 1.1.3a General Arrangement

1 - Fore Peak Tank (Void)

Illustration 1.1.3b Cargo Machinery Room Layout

Cooler for NBU Level

Compressor Room Motor Room

Illustration 1.1.4a Tank Location Plan

1.1.4 Tanks And Capacity Plan

Cargo Tanks Diesel Oil Tanks (SG 0.900)

Lubricating Oil Tanks (SG 0.900)

Fresh Water Tanks (SG 1.000)

GTT III TANK LAYOUT

1.3.1 Cargo Containment System Principle

Between the two transverse bulkheads, each tank is composed of a prism

Illustration 1.3.2a Membrane Cargo Containment (GTT Mark III)

R-PU Foam 100mm

The insulation dimensions have been determined to ensure that:

Secondary Barrier Flat Panel

Illustration 1.3.2c IBS IS Section of Longitudinal Corner

Flat Joint Primary Barrier Knot

R-PU Foam 170mm

Illustration 1.3.2d Hull Steel Grades

Statement of Compliance issued).

Illustration 1.4a Hazardous Area and Gas Dangerous Zone Plan