LNG Cargo Operating Manual

3J
Cargo Operating Manual

LNG AL WOSAIL (H1440)

1
st
draft / 2004.10.29
3J LNG AL WOSAIL

1
st
Draft / 2004.10.29 1 Index
Issue and Update Control .................................................................................. 2
Cargo Machinery Symbols and Colour Scheme .............................................. 3
Abbreviations ...................................................................................................... 4

Part 1 : Design Concept of the Vessel
1.1 Principal Particulars...........................................................................1 - 1
1.1.1 Principal Particulars of the Ship .............................................1 - 1
1.1.2 Principal Particulars of Cargo Machinery...............................1 - 3
1.1.3 Maker List...............................................................................1 - 5
1.1.4 General Arrangement ..............................................................1 - 7
1.1.5 Tanks and Capacity Plan.........................................................1 - 8
1.2 Classification, Rules and Regulations..............................................1 - 10
1.3 Design Concept of the Cargo System..............................................1 - 14
1.3.1 Cargo Containment System Principle ...................................1 - 14
1.3.2 Membrane Cargo Containment .............................................1 - 22
1.3.3 Deterioration or Failure ........................................................1 - 24
1.4 Hazardous Areas and Gas Dangerous Zone.....................................1 - 26

Part 2 : Properties of Gases
2.1 Characteristics of LNG......................................................................2 - 2
2.1.1 Physical Properties and Composition of LNG........................2 - 2
2.1.2 Flammability of Methane, Oxygen and Nitrogen Mixtures....2 - 3
2.1.3 Supplementary Characteristics of LNG..................................2 - 4
2.1.4 Avoidance of Cold Shock to Metal .........................................2 - 6
2.2 Properties of Nitrogen and Inert Gas .................................................2 - 7

Part 3 : Integrated Automation System (IAS)
3.1 General ..............................................................................................3 - 4
3.2 IAS Overview....................................................................................3 - 4
3.3 IAS Function Operation.....................................................................3 - 6
3.4 IAS Operation Guide .......................................................................3 - 10

Part 4 : Cargo System
4.1 Cargo Piping System.........................................................................4 - 2
4.1.1 Cargo System Piping Systems ................................................4 - 2
4.1.2 Material and specification of pipes and fittings ......................4 - 5
4.2 Cargo Tank Pressure Control System................................................4 - 7
4.2.1 Cargo Tank Pressure Control ..................................................4 - 7
4.2.2 Cargo Tank Vent Control ........................................................4 - 7
4.2.3 Mode Selection .......................................................................4 - 8
4.3 Cargo Pumps....................................................................................4 - 10
4.3.1 Main Cargo Pumps ...............................................................4 - 10
4.3.2 Stripping/Spray Pumps .........................................................4 - 14
4.3.3 Emergency Cargo Pump .......................................................4 - 18
4.4 Cargo Compressors..........................................................................4 - 22
4.4.1 HD Compressors...................................................................4 - 22
4.4.2 LD Compressors ...................................................................4 - 28
4.5 Boil-off / Warm-up Heater ...............................................................4 - 34
4.6 LNG Vaporizer.................................................................................4 - 36
4.7 Forcing Vaporizer ............................................................................4 - 38
4.8 Custody Transfer System.................................................................4 - 40
4.8.1 Radar-Based Level Gauging ................................................. 4 - 40
4.8.2 Float Level Gauge................................................................. 4 - 48
4.8.3 Trim-List Indicator................................................................4 - 50
4.9 Nitrogen Production System............................................................4 - 52
4.10 Inert Gas and Dry Air System........................................................4 - 54
4.11 Gas Detection System....................................................................4 - 58
4.12 Cargo and Ballast Valve Control ....................................................4 - 60
4.12.1 Cargo Valve Control System............................................... 4 - 60
4.12.2 Ballast and F.O Valve Control System................................ 4 - 64
4.12.3 Emergency Shutdown System............................................. 4 - 68
4.12.4 Ship Shore Link .................................................................. 4 - 71
4.12.5 Mooring Load Monitoring System...................................... 4 - 75
4.13 Relief Systems ...............................................................................4 - 80
4.13.1 Cargo Tank Relief Valves.................................................... 4 - 80
4.13.2 IBS & IS Relief Valves ....................................................... 4 - 80
4.14.3 Pipe Relief Valves ............................................................... 4 - 80

Part 5 : Cargo Auxiliary and Ballast System
5.1 Temperature Monitoring System........................................................ 5 - 3
5.2 Insulation Space Nitrogen Control System........................................5 - 6
5.3 Cofferdam Glycol Heating System.................................................. 5 - 10
5.3.1 Glycol Water Heater.............................................................. 5 - 10
5.3.2 Cofferdam Glycol Heating System....................................... 5 - 12
5.3.3 Hull Ventilation.....................................................................5 - 14
5.4 Cargo Machinery FW Cooling System............................................ 5 - 16
5.5 Ballast System.................................................................................. 5 - 18
5.6 Fire Fighting System........................................................................5 - 20
5.6.1 Fire and Deck Wash System.................................................. 5 - 20
5.6.2 Water Spray System.............................................................. 5 - 22
5.6.3 Dry Powder System.............................................................. 5 - 26
5.6.4 CO
2
System...........................................................................5 - 30
5.6.5 Fire Detection System...........................................................5 - 32

Part 6 : Cargo Operations
6.1 Post Dry Dock Operation................................................................... 6 - 2
6.1.1. Procedure for Normal Inerting............................................... 6 - 2
6.1.2 Drying Cargo Tanks ................................................................ 6 - 4
6.1.3 Inerting Cargo Tanks............................................................... 6 - 6
6.1.4 Gassing-up Cargo Tanks ......................................................... 6 - 8
6.1.5 Cooling Down Cargo Tanks.................................................. 6 - 12
6.2 Ballast Passage................................................................................. 6 - 13
6.2.1 Cooling Down Tanks Prior to Arrival ................................... 6 - 16
6.2.2 Spraying During Ballast Voyage ........................................... 6 - 18
6.3 Loading............................................................................................ 6 - 19
6.3.1 Preparations for Loading....................................................... 6 - 19
6.3.2 Cargo Lines Cool Down........................................................ 6 - 22
6.3.3 To Load Cargo with Vapour Return to Shore........................ 6 - 26
6.3.4 Nitrogen Set-up during Loading ........................................... 6 - 28
6.3.5 De-Ballasting ........................................................................6 - 30
6.4 Loaded Voyage with Boil-Off Gas Burning..................................... 6 - 32
6.4.1 Normal Boil-Off Gas Burning .............................................. 6 - 32
6.4.2 Forced Boil-Off Gas Burning................................................ 6 - 34
6.5 Discharging with Gas Return from Shore........................................ 6 - 36
6.5.1 Preparations for Unloading ...................................................6 - 36
6.5.2 Liquid Line and Arm Cooldown before Discharging............6 - 38
6.5.3 Discharging with Gas Return from Shore .............................6 - 40
6.5.4 Ballasting...............................................................................6 - 44
6.6 Pre-Dry Dock Operations.................................................................6 - 46
6.6.1 Stripping and Line Draining..................................................6 - 46
6.6.2 Tank Warm Up ......................................................................6 - 48
6.6.3 Inerting..................................................................................6 - 50
6.6.4 Aeration.................................................................................6 - 52
6.6.5 Aeration of Cofferdam Space ................................................6 - 54

Part 7 : Emergency Procedures
7.1 Water Leakage to Barrier Space.........................................................7 - 2
7.2 Fire and Emergency Breakaway.........................................................7 - 3
7.3 Emergency Cargo Pump Installation..................................................7 - 6
7.4 One Tank Operation ...........................................................................7 - 8
7.4.1 Warm Up (No.3 Cargo Tank) ..................................................7 - 8
7.4.2 Inerting (No.3 Cargo Tank) ...................................................7 - 10
7.4.3 Aeration (No.3 Cargo Tank) ..................................................7 - 12
7.4.4 Drying and Inerting (No.3 Cargo Tank) ................................7 - 14
7.4.5 Gassing-up (No.3 Cargo Tank)..............................................7 - 16
7.4.6 Cool Down (No.3 Cargo Tank) .............................................7 - 18
7.5 Ship to Ship Transfer........................................................................7 - 19
7.6 Jettisoning of Cargo .........................................................................7 - 21

3J LNG AL WOSAIL

1
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Draft / 2004.10.29 2 Issue and Update Control
Issue and Update Control

This manual was produced by:

PENTATECH CO., LTD.
For any new issue or update contact:

3F, Ansan Business Incubator
932, Wongok-Dong, Danwon-Gu,
Ansan-Si, Gyeonggi-Do, Korea

E-Mail: company@pentatech.co.kr

Introduction

1. Modification/Correction Records
Modification/Correction
Records
Date

2. General

Although the ship is supplied with Shipbuilders plans and manufacturers
instruction books, there is no single handbook which gives guidance on
operating complete systems.

The purpose of this manual is to fill some of the gaps and to provide the ships
officers with additional information not otherwise available on board. It is
intended to be used in conjunction with the other plans and instruction books
already on board and in no way replaces or supersedes them.
In addition to containing detailed information of the machinery and related
systems, the machinery manual provided by each vendor contains safety
procedures and procedures to be observed in emergencies and after accidents.
Used in conjunction with the SMS MANUAL, this information is designed to
ensure the safe and efficient operation of the ship. Quick reference to the relevant
information is assisted by division of the manual into Parts and Sections, detailed
in the general list of contents on the preceding pages.

Reference is made in this book to appropriate plans or instruction books.
For other information refer to:

1) Books and Publications contained in the SMS Directory
2) SMS Manual

In many cases the best operating practice can only be learnt by experience.
Where the information in this manual is found to be inadequate or incorrect,
details should be sent to Hull Piping Design Team of DSME so that revisions
may be made to manuals of other ships of the same class.

3. Safe Operation

The safety of the ship depends on the care and attention of all on board. Most
safety precautions are a matter of common sense and good housekeeping and are
detailed in the various manuals available onboard. However, records show that
even experienced operators sometimes neglect safety precautions through over
familiarity and the following basic rules must be remembered at all times.

1) Never continue to operate any machine or equipment which appears to be
potentially unsafe or dangerous and always report such a condition
immediately.
2) Make a point of testing all safety equipment and devices regularly.
3) Never ignore any unusual or suspicious circumstances, no matter how
trivial. Small symptoms often appear before a major failure occurs.
4) Never underestimate the fire hazard of petroleum products, whether fuel
oil or cargo vapour.
5) Never start a machine remotely from the control room without checking
visually if the machine is able to operate satisfactorily.

In the design of equipment and machinery, devices are included to ensure that as
far as possible in the event of a fault occurring, whether on the part of the
equipment or the operator, the equipment concerned will cease to function
without danger to personnel or damage to the machine. If these safety devices are
neglected, the operation of any machine is potentially dangerous.
4. Description

The concept of this Cargo Operating Manual is based on the presentation of
operating procedures in the form of one general sequential chart (algorithm)
which gives a step-by-step procedure for performing operations.
The manual consists of introductory sections which describe the systems and
equipment fitted and their method of operation related to a schematic diagram
where applicable. This is then followed where required by detailed operating
procedures for the system or equipment involved.

The overview of machinery operations consists of a basic operating algorithm
which sets out the procedure for operations, from preparing the plant for
operation from dead ship condition, to shutting down the plant in readiness for
dry dock. The relevant illustration and operation section number is located on the
right hand side of each box.

Each machinery operation consists of a detailed introductory section which
describes the objectives and methods of performing the operation, related to the
appropriate flow sheet which shows pipelines in use and directions of flow
within the pipelines.

Details of valves which are OPEN during the different operations are provided in
the text for reference.

5. Illustrations

All illustrations are referred to in the text and are located either within or above
the text where sufficiently small, so that both the text and illustration are
accessible when the manual is laid face up. When text concerning an illustration
covers several pages, the illustration is duplicated above each page of text.

Where flows are detailed in an illustration these are shown in colour. A key of all
colours and line styles used in an illustration is provided on the illustration.
Details of colour coding used in the illustrations are given in the colour scheme.

Symbols given in the manual adhere to international standards and keys to the
symbols used throughout the manual are given on the following pages.

6. Notices

The following notices occur throughout this manual:

Warning
Warnings are given to draw readers attention to operations where danger to life
or limb may occur.

Caution
Cautions are given to draw readers attention to operations where danger to life
or limb may occur.

Note
Notes are given to draw readers attention to points of interest or to supply
supplementary information.

3J LNG AL WOSAIL

1
st
Draft / 2004.10.30 3 Symbols and Colour Scheme
Cargo Machinery Symbols and Colour Scheme

DIV Symbol
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Description DIV Symbol
F
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G
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V
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&

C
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k
S
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V
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S
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V
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P
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D
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Description DIV Symbol Description
Ball Float Valve
Manual Adjusting Globe Valve
(Cone Disc Type)
Hydr. Operated Butterfly Valve
Air Motor Valve
Electric Motor Valve
Thermostatic Temp.
Regulating Valve
Pneumatic Cylinder Rotary Disc
Type 3-way Temp. Control Valve
Solenoid Valve
Pneumatic Piston Valve
Pneumatic Diaphragm Control
Valve
Pneumatic Diaphragm Control
Valve With Hand Wheel
Air Filter Regulator
Hand Operated
Remote Control
Spring
Float
Hydraulic Operated
Intermediated Position Control
Pneumatic Diaphragm Actuator
Pneumatic Position Actuator
Electric Motor Driven
Air Motor Driven
Solenoid Actuator
Deck Stand (Reach Rod)
Deck Stand (Hydraulic)
Fire Hose Box
Fire Hose Reel
Hose Coupling
Glycerine Pot
Vacuum Breaker
Stop Valve (Globe / Angle)
Gate Valve
Butterfly Valve
Swing Check Valve
Hose Valve (Globe / Angle)
3-way Valve
Foot Valve
Storm Valve with Handle
Storm Valve without Handle
2-way Cock (S-type)
3-way Cock (L-type / T-type)
2-way Ball Valve
3-way Ball Valve
(L-type / T-type)
Soil Valve
(3-way, Rotary Disc)
Water Self Globe Valve
Water Self Gate Valve
Pressure Regulating Valve
(Spring Loaded)
Flow Rate Regulating Valve
Self Closing Valve
(Globe / Angle)
Remote Operated Em'cy
Shut-off Valve (Globe / Angle)
Safety / Relief Valve
(Globe / Angle)
DIV Symbol Description
Centrifugal Type Pump
Potary (Gear, Screw, Mono)
Type Pump
Hand Pump
Reciprocating Type Pump
Eductor (Ejector)
Diaphram Pump
Flow Meter
Observation Glass
Float Type Level Gauge
Sight Glass
Boss
Boss with Plug / Drain Plug
Manometer
Pressure Reducing Valve
Screw Down Non Reutrn Valve
(Globe / Angle)
Lift Check Non Reutrn Valve
(Globe / Angle)
Flexible Hose Joint
Dresser Type Expansion Joint
Bellows Type Expantion Joint
Rubber Compensator
Expansion Bend Pipe
Blind (Blank) Flange
Discharge / Drain
Orifice
Scupper for Coaming
Hopper without Cover
Hopper with Hinged Cover
Rose Box
Mud Box
Simplex Strainer
Y-type Strainer
Air Trap
Auto Deaerating Valve
Air Vent Pipe
Air Vent Pipe with Flame Screen
Float Type Air Vent Pipe Head
without Flame Screen
Float Type Air Vent Pipe Head
with Flame Screen
Oil Tray Coaming
Horn
Steam Trap With Strainer &
Drain Valve
Disc Type Steam Trap & Stop V/V
(Steam Trap Unit : Jokwang Type)
Duplex Strainer with
Change Over Cock
Sounding Head with Cap /
Filling Cap
Sounding Head with Self-Closing /
Device&Self-closing Sampling Cock
Spectacle Flange
( : Open, : Shut)
HB
HR
Foam Box FB
WS
WS
M M
A
M
A
P1 P2
Color Symbol
Cargo Liquid Line
Cargo Vapour Line
Cargo Spray Line
Nitrogen Line
Inert Gas Line
Compressed Air Line
Steam Line
Steam Drain Line
Fresh Water Line
Sea Water (Including Fire Main) Line
Heavy Fuel Oil Line
Light Fuel Oil (D.O., Gas Oil) Line
Lub. Oil & Hydraulic Oil LIne
Glycol Water LIne
Bilge, Sewage & Soil Line
Sludge & Waste Oil LIne
Starting, Control & Service Air LIne
Fuel Gas (B.O.G.) in Engine Room
Acetylene Line
Oxygen Line
CO2 Fire Exting Line
Boiler Chemical Dosing Line

3J LNG AL WOSAIL

1
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Draft / 2004.10.29 4 Abbreviation
Abbreviations

A AIR/ALARM
A/B ABOVE BASE LINE
ABNOR ABNORMAL
ABS ABSOLUTE
ACB AIR CIRCUIT BREAKER
ACC AUTOMATIC COMBUSTION CONTROL
ACCOM ACCOMMODATION.
A.C./h AIR CHANGES PER HOUR
ACK ACKNOWLEDGE
ACT ACTIVATE
ADJ ADJUST
ADV ADVANCE
A/E AUXILIARY ENGINE
AFT AFTER
AHD AHEAD
AI ANALOG INTPUT
ALM ALARM
AM APPLICATION MODULE
ANG ANGLE
AO ANALOG OUTPUT
APPROX APPROXIMATELY
APT AFT PEAK TANK
AST ASTERN
ATM ATMOSPHERE
ATOM ATOMISING
AUTO AUTOMATIC
AUX AUXILIARY
B BASE
B/L BALLAST/LADEN
B/T BOW THRUSTER
BA BALLAST
BATT BATTERY
BGB BOILER GAUGE BOARD
BHT BILGE HOLDING TANK
BHD BULKHEAD
BLG BILGE
BLK BLOCK
BLR BOILER
BLWR BLOWER
BMS BURNER MANAGEMENT SYSTEM
BNR BURNER
BO/WU BOIL OFF / WARM-UP
BOG BOIL-OFF GAS
BRG BEARING
BW BILGE WELL
BWC BRIDGE WING CONSOLE
BWL BALLAST WATER LINE
BZ BUZZER
C CARGO/CONTROL
CAS CASCADE
CIRC CIRCULATING
CO CHANGE-OVER
CAB CABINET
CCR CENTRAL CONTROL ROOM
C/D COFFERDAM
CENT CENTRAL/CENTRIFUGAL
CFW COOLING FRESH WATER
CH-VR CHANGE-OVER
CIRC CIRCULATING
CL CLOSE
CLASS CLASSIFICATION SOCIETY
CLR COOLER
CRT CATHODE RAY TUBE
CNR CORNER
CO2 CARBON DIOXIDE
C/D COFFERDAM
COMP COMPRESSOR
COND CONDENSATE/CONDENSER
CONN CONNECTION
CONT CONTROL
COOL. COOLING
CP CONTROL PANEL
CPP CONTROLLABLE PITCH PROPELLER
CSB CARGO SWITCHBOARD
CSBD CARGO SWITCH BOARD
CSL CONSOLE
CST CENTISTOKES
CSW COOLING SEA WATER
CTS CUSTODY TRANSFER SYSTEM
CUR CURRENT
CYL CYLINDER
D DUMP
DB DOUBLE BOTTOM/DISTRIBUTION BOARD
DBT DOUBLE BOTTOM TANK
D/A DEAERATOR
DEL DELIVERY
DET DETECTOR/DETECTION/ DETAIL
D/G DIESEL GENERATOR
DGPS DIFFERENTIAL GLOBAL POSITIONING
SYSTEM
DI DIGITAL INPUT
DIAM DIAMETER
DIA DIAMETER
DIFF DIFFERENTIAL
DISCH DISCHARGE
DK DECK
DMCR DERATE MAXIMUM CONTINUOUS RATING
DO DIESEL OIL/DIGITAL OUTPUT
DP DIFFERENTIAL PRESSURE
DV DRAIN VALVE
DW DISTILLED WATER/DRINKING WATER
DWG DRAWING
DRN DRAIN
DRV DRIVE, DRIVING
DSHTR DESUPERHEATER
ECDIS ELECTRONIC CHART DISPLAY &
INFORMATION SYSTEM
EGE EXHAUST GAS ECONOMIZER
EDSHTR EXTERNAL DESUPERHEATER
EER ELECTRIC EQUIPMENT ROOM
ELE. ELECTRIC
EL ELECTRIC
ELEV ELEVATOR
EMCY EMERGENCY
EMCY EMERGENCY
EMR ELECTRIC MOTOR ROOM
ENG ENGINE
E/R ENGINE ROOM
E.R. ENGINE ROOM
E.R.W ELECTRIC RESISTANCE WELDING PIPE
ESBD EMERGENCY SWITCHBOARD
ECR ENGINE CONTROL ROOM
ESB EMERGENCY SWITCHBOARD
ESD EMERGENCY SHUT DOWN
ESDS EMERGENCY SHUT DOWN SYSTEM
EXH EXHAUST
EXP EXPANSION
EXT EXTENSION
FCV FLOW CONTROL VALVE
FDB FORWARD DEEP BALLAST
FDF FORCED DRAFT FAN
FG FUEL GAS
FLG FLOAT LEVEL GAUGE
FM FROM
FO FUEL OIL
FPT FORE PEAK TANK
FRP FIBER REINFORCED PLASTIC
FW FRESH WATER
FWC FEED WATER CONTROL
FWD FORWARD
FWE FINISHED WITH ENGINE
GA GENERAL ARRANGEMENT
GACP GENERATOR AUTO CONTROL PANEL
GALV. GALVANIZED
GC GLASS CLOTH
GE GENERATOR ENGINE
GEN GENERATOR
GMS GAS MANAGEMENT SYSTEM
GRP GROUP
GRP GLASS REINFORCED PLASTIC
G/S GENERAL SERVICE
GTT GAZ TRANSPORT & TECNIGAZ
GW GLYCOL WATER
H HIGH/HOUR
HD HIGH DUTY
HDR HEADER
HFO HEAVY FUEL OIL
HH HIGH-HIGH
HLA HIGH LEVEL ALARM
HORI. HORIZONTAL
HP HIGH PRESSURE
HPT HIGH PRESSURE TURBINE
HSE HEALTH SAFETY AND THE ENVIRONMENT
HSC HIGH SEA CHEST
HR HOUR
H/T HIGH TEMPERATURE
HTR HEATER
HVAC HEATING VENTILATION AND AIR CONDITIONING
HYD HYDRAULIC
I INDICATOR
IAS INTEGRATED AUTOMATION SYSTEM
I.B.S INTER BARRIER SPACE
IG INERT GAS
IGG INERT GAS GENERATOR
IGV INLET GUIDE VANE
IN INLET
INCIN. INCINERATOR
IND INDICATION
INH INHIBIT
3J LNG AL WOSAIL

1
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INSUL INSULATION
IR INFRA-RED
IGG INERT GAS GENERATOR
ILLC INTERNATIONAL CONVENTION ON LOAD
LINES
IMO INTERNATIONAL MARITIME ORGANIZATION
IRD INERNATIONAL RESEARCH DEVELOPMENT
I.S INSULATION SPACE
ISO ISOLATING
IWRC INDEPENDENT WIRE ROPE CORE
JIS JAPANESE INDUSTRIAL STANDARD
JSRA SHIPBUILDING RESEARCH ASSOCIATION OF
JAPAN
K KG/cm
2
G
KS KOREAN INDUSTRIAL STANDARD
L LOW/LEVEL/LITRE
LBP LENGTH BETWEEN PERPENDICULARS
LCV LEVEL CONTROL VALVE
LCV LOWER CALORIFIC VALUE
LD LOW DUTY
LDO LIGHT DIESEL OIL
LG LEVEL GAUGE
LIQ LIQUID
LL LOW-LOW
LLA LOW LEVEL ALARM/LOW-LOW ALARM
LNG LIQUEFIED NATURAL GAS
LO LUBRICATION OIL
LOA LENGTH OVER ALL
LP LOW PRESSURE
LPT LOW PRESSURE TURBINE
LS LEVEL SWITCH
LSC LOW SEA CHEST
LT LOW TEMPERATURE
LTG LIGHTING
LVL LEVEL
L.W.L LOW WATER LINE
LWR LOWER
MACH. MACHINERY
MAN MANUAL
MANI MANIFOLD
MARVS MAXIMUM ALLOWABLE RELIEF VALVE
SEETING
M/B MAIN BOILER
MBL MINIMUM BREAKING LOAD
MCR MAXIMUM CONTINUOUS RATING
M/E MAIN ENGINE
MFWPT MAIN FEED WATER PUMP TURBINE
MG MASTER GAS
MGPS MARINE GROWTH PREVENTING SYSTEM
MID MIDDLE
MIN. MINIMUM
MSB MAIN SWITCHBOARD
MSBD MAIN SWITCHBOARD
MSBR MAIN SWITCHBOARD ROOM
MT MAIN TURBINE
MT. METRIC TONNES
MTH METRES IN HEIGHT
MTR MOTOR
MV MAGNETIC VALVE
N2 NITROGEN
NAV NAVIGATION
NCR NORMAL CONTINOUS RATING
NIM NETWORK INTERFACE MODULE
NO. NUMBER
NOM. NOMINAL
NOR NORMAL
NPSH NET POSITIVE SUCTION HEAD
NZL NOZZLE
OBS OBSERVATION
O/C OPEN/CLOSE
OCIMF OIL COMPANIES INTERNATIONAL MARITIME
FORUM
O2 OXYGEN
OMD OIL MIST DETECTOR
OP OPEN/OUTPUT
OVBD OVERBOARD
OVFL OVERFLOW
OVLD OVERLOAD
OVRD OVERRIDE
P PRESSURE/PRIMARY/PORT
PB PUSH BUTTON
PCV PRESSURE CONTROL VALVE
PD PIPE DUCT
PI PRESSURE INDICATOR
PST PISTON
PKG PACKAGE
PMS POWER MANAGEMENT SYSTEM
PNL PANEL
POS POSITION
P/P PUMP
PRESS PRESSURE
PRI PRIMARY/PRIMING
PROV PROVISION
PSU POWER SUPPLY UNIT
PURI PURIFIER
PURIF. PURIFIER
PV PROCESS VALUE
PVC POLYVINYL CHLORIDE
PWR POWER
PX PRESSURE TRANSMITTER
QTY QUANTITY
R REDUNDANT
RECIRC RECIRCULATING
REG REGULATOR
REM REMOTE
REV REVERSE
RM ROOM
RPB REMOTE PUSH BUTTON
RPM REVOLUTIONS PER MINUTE
RTN RETURN
RVI ROTOR VIBRATION INDICATION
R.W ROCK WOOL
S SECONDARY/ STARBOARD
SBT SEGREGATED BALLAST TANK
SEC SECOND
SEQ SEQUENCE
S/S SHIP SIDE
S/T STERN TUBE
SAH STEAM AIR HEATER
SAL SALINITY
SB SOOT BLOWER
SC SEA CHEST
SDC STEAM DUMP CONTROL
SEC SECONDARY
SEL SELECT
SEPTR. SEPARATOR
SEQ SEQUENCE
SERV. SERVICE
SETT SETTLING
S/G STEERING GEAR
SHP SHAFT HORSE POWER
SHTR SUPERHEATER
SIGTTO SOCIETY OF INTERNATIONAL GAS TANKER
& TERMINAL OPERATION
SMLS SEAMLESS
SNAME SOCIETY OF NAVAL ARCHITECT AND
MARINE ENGINEER
SOL SOLENOID
SOLAS INTERNATIONAL CONVENTION FOR SAFETY
OF LIFE AT SEA
SP SPACE/SET POINT
SPR SPRAY
ST START
S/T STERN TUBE
STBD STARBOARD
ST-BY STAND-BY
STC STEAM TEMPERATURE CONTROL
STM STEAM
STOR STORAGE
STR STARTER/STRAINER/STRAIGHT
STRG STEERING
SUC SUCTION
SUP SUPPLY
SV SOLENOID VALVE
SVB SOLENOID VALVE BOX
SW SEA WATER/SWITCH
SWBD SWITCHBOARD
SWL SAFETY WORKING LOAD
SYN SYNCHRONIZE
SYS SYSTEM
TC TURBOCHARGER/THERMOCOUPLE
T/C TURBO CHARGER
TCV TEMPERATURE CONTROL VALVE
TEMP TEMPERATURE
T/G TURBO GENERATOR
THK THICKNESS
THR THRUSTER
TI TEMPERATURE INDICATOR
TK TANK
TPS TANK PROTECTION SYSTEM
TRB TROUBLE
T.S.W.T TOP SIDE WING TANK
TYP. TYPICAL
TX TEMPERATURE TRANSMITTER
UPP UPPER
UPS UNINTERRUPTED POWER SUPPLY
V VOLTAGE/VALVE
VAP VAPOUR
VDR VOYAGE DATA RECORDER
VDU VISUAL DISPLAY UNIT
VIB VIBRATION
VISC VISCOSITY
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VL VERY LOW
VPR VAPOUR
VRC VALVE REMOTE CONTROL
V/V VALVE
WTR WATER
W/H WHEELHOUSE
WHC WHEELHOUSE CONSOLE
WIND WINDING
WO WASTE OIL
WS WORKSHOP
WU WARM UP
X CROSS/TRANSMITTER

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Draft / 2004.10.29 Part 1 Design Concept of the Vessel
1.1 Principal Particulars...........................................................................1 - 1
1.1.1 Principal Particulars of the Ship .............................................1 - 1
1.1.2 Principal Particulars of Cargo Machinery...............................1 - 3
1.1.3 Maker List...............................................................................1 - 5
1.1.4 General Arrangement ..............................................................1 - 7
1.1.5 Tanks and Capacity Plan.........................................................1 - 8
1.2 Classification, Rules and Regulations..............................................1 - 10
1.3 Design Concept of the Cargo System..............................................1 - 14
1.3.1 Cargo Containment System Principle ...................................1 - 14
1.3.2 Membrane Cargo Containment .............................................1 - 22
1.3.3 Deterioration or Failure ........................................................1 - 24
1.4 Hazardous Areas and Gas Dangerous Zone.....................................1 - 26

Part 1
Design Concept of the Vessel
3J LNG AL WOSAIL


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Draft / 2004.10.29 1 - 1 Part 1 Design Concept of the Vessel

1.1 Principal Particulars

1.1.1 Principal Particulars of the Ship

Shipbuilder: Samsung Heavy Industries Co., Ltd.
Okpo Shipyard
Republic of Korea
Yard Number: 1440
Ship Name: Al WOSAIL
Delivered: 2005. 03.
Nationality: Oman
Port of Registration:
Call Sign: *******
Inmarsat-C I.D.: *******
Type of Cargo: LNG
Type of Ship: Segregated Ballast LNG Carrier
Stem: Bulbous Bow and Raked Stem
Stern: Transom
Navigation: Foreign going
Classification:

Length Overall: 283 m
Length Between Perpendiculars: 270 m
Breadth Moulded: 43.4 m
Depth Moulded: 26.0 m
Draft Design: 11.4 m
Scantling Draft: 12.4 m
Cargo Tank Capacity: 145,000 m
3

Cargo Tank Safety Valve: 25 kPag
Insulation Safety Valve: 1 kPag
Designed Speed:
Fuel Oil Consumption:
Main Steam Turbine
Maker: Mitsubishi Heavy Industries Ltd.
No. of Sets: 1
Type: Parallel, cross compound, direct
reversible steam turbine.
Output: MCR 39,500 SHP x 90 RPM
29,052 kW
NCR 33,580 x 85.3 RPM
24,698 kW
Steam: 5.74MPa, 520 C

Main Boiler
No. of Sets: 2
Type: Water tube, foced draft,
Type: marine boiler.
Max. Evaporation: 66,000 kg/h
Nor. Evaporation: 51,000 kg/h
Steam: 5.88 MPa , 525 C

Steam Turbine Generator
No. of Sets: 2
Type: AT42CT-B
Steam: 5.74 MPa , 520 C
Generator output & speed: 3450 kW , 10000/1800 RPM

Diesel Generator Engine
Maker: STX Engine Co., Ltd.
No. of Sets: 1
Model: 8L32/40
Capacity: AC6600V, 60Hz
Generator output & speed: 3664kW, 720 RPM

EMCY Generator with D/Engine
Maker: STX co.,Ltd / Korea
No. of Sets: 1
Model: KTA38DMGE
Capacity: AC450V, 60Hz
Generator output & speed: 850 kW, 1800 RPM

Steering Gear
Maker: Tong Myung heavy ind. co. Ltd.
Type: FE42
No. of Sets: 1
Hyd. Pump Capacity: 39.2 MPa

Ballast Pump
Maker: Shinko Ind. Ltd.
Type: Vertical Centrifugal
Model: GVD500-3M
No. of Sets: 2 (No.1 & 2 Pump)
Capacity: 3000 m
3
/h x 30 MTH x330kW

Model: GVD500-3MS
No. of Sets: 1 (No. 3 Pump)
Capacity: 3000 m
3
/h x 30 MTH x330kW

Ballast Stripping Eductor
Maker: KiWon Ind./Korea
Type: Sea Water Driven Eductor
No. of Sets: 1
Capacity: 300 m
3
/h

Fire & G.S. Pump
Model: RVP200-2MS
No. of Sets: 2
Capacity: 245m
3
/h x 35MTH x 45kW
150 m
3
/h x 120MTH X 150kW

Fire Pump
Model: RVP200-2MS
No. of Sets: 1
Capacity: 180 m
3
/h x 120 MTH x 132kW

Emcy Fire Pump
Model: RVP200-2MS
No. of Sets: 1
Capacity: 72 m
3
/h x 120 MTH x 132kW

Aux. Jockey Pump
Model: SHQ50M
No. of Sets: 1
Capacity: 2 m
3
/h x 120 MTH x 7.5kW

Water Spray Pump
Model: GVD300-3M
No. of Sets: 1
Capacity: 700 m
3
/h x 90 MTH x 290 kW

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Deck Mach. Cooling F.W. Pump
Model: SVS 125-2M
No. of Sets: 2
Capacity: 80 m
3
/h x 40 MTH

Main Cooling S.W. Pump

Model: SVS 400M
No. of Sets: 2
Capacity: 1,300 m
3
/h x 20 MTH

Windlass
Maker: FRIEDRICH KOCKS GMBH
Type: 1908
No. of Sets: 2
Chain cable diameter: 102 mm grade 3
Nomimal Speed: 9 m/min
Nominal pull: 494 kN
Max pull: 741 kN
Brake capacity: 3294 kN

Mooring Winch
Maker: FRIEDRICH KOCKS GMBH
Type: 5530
No. of Sets: 7
Stowing capacity: 76mm x 280m + 85mm x 11m
Dimension of drum: 1980mm x 710mm x 755m long
Winding speed: 15 m/min
Light line speed: 45 m/min
Winding pull: 300 kN
Brake holding power: 997 kN
Oil flow: 250 l/min
Max. oil-temp.: 90C
Min. oil-temp.: -18C
Type of motor: A6VM 200
Type of pump: A4VG 180

Capstan
Maker: Jung-A Marine Equipment MFG
Type: Air motor drivrn, Vertical type
No. of Sets: 4
Capacity: 1000 Kg, 25 m/min
Air pressure: 7 Kg/cm2

Hose Handling Crane (STBD)
Maker: Samsung-Macgregor
Type: HH 400-1025
No. of Sets: 1
Capacity: 10 tonnes
Working Radius: 5.0 25.0m
Lifting Height: 55m

Hose Handling Crane (PORT)
Type: GP 250-1018
No. of Sets: 1
Capacity: 10 tonnes
Working Radius: 3.6 - 18.0m
Lifting Height: 50m

Provision Crane (STBD)
Type: GP 100-0610
No. of Sets: 1
Capacity: 6 tonnes
Lifting Height: 45m

Provision Crane (PORT)
Type: GP 160-0518
No. of Sets: 2
Capacity: 5 tonnes
Lifting Height: 50m

Anchor
Maker: Ini Steel /Korea
No. of Sets: 3
Weight: 13350 Kg

Anchor Chain Cable
Maker: DaiHan Anchor Chain MFG.
No. of Sets: 2
Dimension: 102 X 742,500 mm

Fire wire reel
Maker: Jung-A Marine Equipment MFG.
Type: Air motor driven sys. with manual
No. of Sets: 2
Drum capacity: 38 mm Dia. X 90 m
Air Motor: 2.5 HP, 300 rpm
Air Pressure: 7 Kg/cm2
Winding Speed: 10 ~ 20 m/min
Life Boat Davit & Winch
Maker: Oriental Precision &
Engineering co.,Ltd.
Type: Davit : D-73-30
Winch : BWE-15-030
No. of Sets: 2
Max. Design Load: 7300kg
Ship Hoisting Load: 3278kg
Height of Lowering: 19.0m

Accommodation ladder
Maker: Sam Gong Co., Ltd.
Type: Horizontally both end supporting
No. of Sets: 2

Mooring Rope
Type: 6 X 36 IWRC Galvd
No of Sets: 20 + 2 (SPARE)
Size: 42 mm Dia. X 275 m

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1.1.2 Principal Particulars of Cargo Machinery

Main Cargo Pump
Model: SM350
Type: Submerged, Centrifugal, Fixed
Capacity: 1,700 m
3
/h x 155 MLC
Shaft power: 443 kW
Efficiency: 81 %
Minimum flow: 650 m
3
/h
Design pressure: 1.0 MPaG
Design temperature: -163 C
No. of sets: 8 (2 per each cargo tank)

Motor
Type: Vertical submerged 3-phase induction
Rated output: 530 kW
Synchronous speed: 1800 rpm
Electric power source: AC 6600 V, 60Hz
Starting & Rated current: 400 A, 62 A
Starting Method: Soft Start
Min. starting voltage: 80 %

Stripping/Spray Pump
Model: SM65-2
Type: Submerged, Centrifugal, Fixed
Capacity: 50 m
3
/h x 145 MLC
Shaft power: 19 kW
Efficiency: 52 %
Minimum flow: 20 m
3
/h
No. of sets: 4 (1per each cargo tank)

Motor
Rated output: 24 kW
Starting Method: Line Start

Emergency Cargo Pump
Model: SMR200
Type: Submerged, Centrifugal
Capacity: 550 m
3
/h x 155 MLC
Shaft power: 161 kW
Efficiency: 72 %
Minimum flow: 220 m
3
/h
No. of sets: 1

Motor
Rated output: 200 kW
Starting Method: Line Start

HD Compressor
Maker: Cryostar
Model: CM 400/55 HD
Type: Centrifugal. Single stage. Fixed speed
with adjustable guide vanes.
Volume Flow: 32,000 Nm
3
/h
Inlet pressure : 103 kPaA
Outlet pressure: 200 kPaA
Inlet Temperature: -140C
IGV setting: -30 ~ +80
No. of sets: 2

LD Compressor
Maker: Cryostar
Model: CM 300/45 LD
Type: Centrifugal. Single stage.
Adjustable guide vanes.
Volume Flow: 8,000 Nm
3
/h
Inlet pressure : 103 kPaA
Inlet Temperature: -40C
IGV setting: -30 ~ +80
No. of sets: 2

Cargo Heater
Maker: Cryostar
Model: 65-UT-38/34-3.2
Type: BEU
Mass Flow: 16,000 Kg/h (Design)
Inlet volume flow & temp: 10,139 m
3
/h, -25C (Design)
Outlet volume flow & temp: 24,052 m
3
/h, 80C (Design)
Heat exchange: 1,064 kW (Design)
Design temperature: -196/+186
Design pressure: 1 MPa
No. of sets: 2

LNG Vaporizer
Maker: Cryostar
Model: 65-UT-38/34-5.6
Type: BEU
Mass Flow: 24,180 Kg/h (LNG disch)
Inlet volume flow & temp: 54 m
3
/h, -163C (LNG disch)
3
/h, -140C (LNG disch)
Heat exchange: 3,783 kW (LNG disch)
Design pressure: 1 MPaG
No. of sets: 1

Forcing Vaporizer
Maker: Cryostar
Model: 34-UT-25/21-3.6
Type: BEU
Mass Flow: 7,402 Kg/h
Inlet volume flow & temp: 16 m
3
/h, -163C
3
/h, -40C
Heat exchange: 1,627 kW
Design pressure: 1 MPaG
No. of sets: 1

Steam Heater for Glycol Water
Maker: DongHwa Entec
Type: BEU
Capacity: 30000 Kg/hr
Inlet pressure: 0.5 MPaG
No. of sets: 2

Glycol Water Circ. Pump
Type: Horizontal, Centrifugal
No. of Sets: 2
Capacity: 30 m
3
/h x 30 MTH

Nitrogen Generator
Maker: Air Products AS
Type: Membrane Separation of Nitrogen
from Air
Capacity: 2 X 90 Nm
3
/h
N2 Purity(N2+Argon): 97%

Dew point: -70 C
Outlet pressure: 650kPag
N2 Buffer Tank stat/stop Switch: 300/650 kPaG
No. of sets: 2

3J LNG AL WOSAIL


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Nitrogen Buffer Tank
Maker: Air Products AS
Capacity: 24 m
3
Mach. Design Temperature: 70 C
Mech. Design Pressure: 1.3 MPaG
Hydrostatic test pressure: 1.95 MPaG
Max Operating Pressure: 1.0 MPaG (Max. normal:650kPaG)
Pressure Safety Valve Set Pressure: 1.3 MPaG
No. of sets: 1

Inert Gas Generator
Maker: SMIT Gas System.
Type: Gln 14,000 0.25 BUFD
Capacity: 14,000 m
3
/h
Delivery pressure: 25 kPaG
Temperature: 30C (Max.: 60C)
Dew point after dryer: -45C
No. of sets: 1

Pilot operated Safety Valve for Cargo Tank
Maker: Fukui Seisakusho co., Ltd.
Type & Size: PSL-MD13-131-LS1(B), 10x 12
Relieving Capacity: 28,260 Nm
3
/h
Relieving Pressure: 0.1313 MPaA
Set Pressure: 25 kPaG
Reseating Pressure: 22 kPaG
Vacuum Relieving: -1.0 kPaG
No. of sets: 8

Pilot operated Safety Valve for I.B.S
Type & Size: PSL-MD13-131-S1(B), 2x 3
Relieving Capacity: 420 Nm
3
/h
Set Pressure: 3.0 kPaG
Reseating Pressure: 1.8 kPaG
Vacuum Block: -80 kPaG
No. of sets: 8

Pilot operated Safety Valve for I.S
Type & Size: PSL-MD13-131-S1(B), 2x 3
3
/h
Vacuum Block: -80 kPaG
No. of sets: 8

Conventional Safety Valve for Cargo Piping System
Type: REC131-S1(E)
Set Pressure: 1.0 MPaG
Reseating Pressure: 0.9 MPaG
No. of sets: 19

Conventional Safety Valve for Cargo Piping System
Type: REC131-S1(N)
Set Pressure: 1.0 MPag
Reseating Pressure: 0.9 MPag
No. of sets: 16

Conventional Safety Valve for N2 Pressure Header
Type: REC131-S1(N)
No. of sets: 1

Mist Separator
Maker: Cryostar
Model: VMS-10/12-1000
Mass flow: 7,600 kg/h (Design)
No. of sets: 1

Drain cooler
Maker: DongHwa Entec
Type: Shell/Tube Type
Capacity: 50 m
3
/h X 2 (tube)
No of sets: 1

3J LNG AL WOSAIL


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1.1.3 Maker List

NO. EQUIPMENT MAKER MAKER ADDRESS & TELEPHONE AGENT
1 CARGO PUMP SHINKO, JAPAN 5-7-21, OHZU, MINAMI-KU,
HIROSHIMA JAPAN
TEL. 81-82-508-1000
FAX. 81-82-508-1020
SAMKONG TRADING
TEL. 82-51-246-7793
FAX. 82-51-244-7596
2 HIGH DUTY CARGO
COMPRESSOR
CRYOSTAR-
FRANCE SA
ZONE INDUSTRIELLE
BP 48 F-68220 HESINGUE,
FRANCE
TEL 33-3-89-70-27-27
FAX 33-3-89-70-59-54
TACHYON CO.
TEL. 82-2-514-4516
FAX. 82-2-544-5579
3 LOW DUTY CARGO
COMPRESSOR
CRYOSTAR-
FRANCE SA
ZONE INDUSTRIELLE
BP 48 F-68220 HESINGUE,
FRANCE
TEL 33-3-89-70-27-27
FAX 33-3-89-70-59-54
TACHYON CO.
TEL. 82-2-514-4516
FAX. 82-2-544-5579
4 LNG VAPORIZER CRYOSTAR
FRANCE SA
FRANCE
ZONE INDUSTRIELLE BP48
F-68220 DESINGUE,
FRANCE
TEL 33-3-89-70-27-27
FAX 33-3-89-70-59-54
TACHYON CO.
TEL. 82-2-514-4516
FAX. 82-2-544-5579
5 FORCING
VAPORIZER
CRYOSTAR
FRANCE SA
FRANCE
ZONE INDUSTRIELLE BP48
F-68220 DESINGUE,
FRANCE
TEL 33-3-89-70-27-27
FAX 33-3-89-70-59-54
TACHYON CO.
TEL. 82-2-514-4516
FAX. 82-2-544-5579
6 HD / LD HEATER CRYOSTAR
FRANCE SA
FRANCE
CRYOSTAR-FRANCE
SA, FRANCE
TEL 33-3-89-70-27-27
FAX 33-3-89-70-59-54
TACHYON CO.
TEL. 82-2-514-4516
FAX. 82-2-544-5579
7 MOTOR FOR HIGH
DUTY CARGO
COMPRESSOR
NISHISHIBA ELEC.
CO., LTD

8 MOTOR FOR LOW
DUTY CARGO
COMPRESSOR
NISHISHIBA ELEC.
CO., LTD

9 NITROGEN
GENERATOR
SYSTEM
AIR PRODUCTION
AS

P.O.BOX 8100,
VAAGSBYGD N-4675
KRISTIANSAND S NORWAY
TEL. 47-38-03-99-00
FAX. 47-38-01-11-13

10 INERT GAS
GENERATOR
SYSTEM
SMIT GAS SYSTEM
BV

ST. HUBERTUSSTRAAT 10,
6531 LB NIJMEGEN P.O
BOX 6664, 6503 GD
NIJMEGEN, NETHERLANDS
TEL. 31-24-352-31-00
FAX. 31-24-356-49-95

11 STEAM/GLYCOL
WATER HEAT
EXCHANGER
DONG HWA ENTEC. 1575-6, SONGJEONG-
DONG, KANGSEO-GU,
BUSAN, KOREA
TEL. 82-51-970-1070
FAX. 82-51-970-1071

12 ELEC. GLYCOL
WATER HEATER
DONG, KANGSEO-GU,
BUSAN, KOREA
TEL. 82-51-970-1070
FAX. 82-51-970-1071

13 GLYCOL WATER
CIRC. PUMP
SHINKO, JAPAN

5-7-21, OHZU, MINAMI-KU,
HIROSHIMA JAPAN
TEL. 81-82-508-1000
FAX. 81-82-508-1020

14 ELEC. GLYCOL
WATER HEATER
DONG, KANGSEO-GU,
BUSAN, KOREA
TEL. 82-51-970-1070
FAX. 82-51-970-1071

15 GLYCOL WATER
CIRC. PUMP
SHINKO, JAPAN

5-7-21, OHZU, MINAMI-KU,
HIROSHIMA JAPAN
TEL. 81-82-508-1000
FAX. 81-82-508-1020

16 CARGO PIPE
INSULATION
KANGRIM
INSULATION
CO., LTD
505 SINPYEONG-DONG
SAHA-GU BUSAN, S.KOREA
TEL. 82-51-220-6000
FAX. 82-51-220-6006

17 CRYOGENIC BALL
VALVE
SEO HEUNG METAL
CO., LTD.
KOREA

18 CARGO STRAINER KOREA FILTER,

796 JUNAM-RI, UNGSANG,
YANGSAN-SI, KYONGAM,
KOREA
TEL. 82-55-367-0360
FAX. 82-55-367-0361

19 CARGO SPRAY
NOZZLE
ILJIN AND CO.
KOREA
DONGJU BLDG 8F, 13, 5-KA
CHUNGANG-DONG,
CHUNG-KU, PUSAN, KOREA
TEL. 82-51-463-5752
FAX. 82-51-463-5755

20 CARGO EXPANSION
BELLOWS
SFZ, FRANCE

8, RUE DES FRERES
LUMIERE, 69680 CHASSIEU
FRANCE
TEL. 33-4-72-47-62-00
FAX. 33-4-72-47-62-01

21 EXPANSION
BELLOWS
SFZ, FRANCE

SFZ S.A.S 8, RUE DES
FRERES LUMIERE, 69680
CHASSIEU, FRANCE
TEL. 33-4-72-47-62-00
FAX. 33-4-72-47-62-01
SVC. COMMERCIAL
FAX. 33-4-72-47-62-02
22 CRYOGENIC
GLOBE,
CHECK & GATE
VALVE
TRUFLO-RONA
BELGIUM
PARC INDUST. DES HAUTS
SARTS-3E AVENNUE
B-4040 HERSTAL, BELGIUM
TEL. 32-4-240-68-86
FAX. 32-4-248-02-46

23 CRYOGENIC
BUTTERFLY VALVE
AMRI, FRANCE KSB AMRI ZONE
INDUSTRIELLE GAGNAIRE
FONSECHE 24490 LA
ROCHE-CHALAIS, FRANCE
TEL.33-5-53-92-44-69
FAX.33-5-53-92-44-05
SEIL-SERES CO.,
TEL. 82-2-237-3451
FAX. 82-2-232-0936
24 CONTROL VALVE
FOR CARGO PART
MASONEILAN 3 RUE SAINT-PIERRE,
14110 CONDE-SUR-
NOIREAU, FRANCE
TEL. 33-2-31-59-59-59
FAX. 33-2-31-59-59-60

25 VALVE REMOTE
CONTROL
AMRI-SEIL 1579-3, SONGJEONG-
DONG, KANGSEO-KU,
PUSAN, KOREA
TEL. 82-51-831-1857
FAX. 82-51-831-1863

26 CARGO LINE
SAFETY RELIEF
VALVE
FKI SAFETY &
RELIEF VALVES
6,1-CHOME
SHODAITAJIKA, HIRAKATA
OASKA 573-1003 JAPAN
TEL. 81-72-857-9598
FAX. 81-72-857-9599
DONGJIN INTEC CO.
TEL. 82-51-463-5771
FAX. 82-51-462-7907
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27 GAS DETECTION
SYSTEM
RIKEN KEI KI
KOREA
301-16, PUGOK-DONG
KEUMJUNG-GU, PUSAN,
KOREA
TEL. 82-51-831-1860
FAX. 82-51-512-7737

28 BFLY VALVE FOR
HULL SYSTEM
AMRI, FRANCE

KSB AMRI ZONE
INDUSTRIELLE GAGNAIRE
FONSECHE 24490 LA
ROCHE-CHALAIS, FRANCE
TEL.33-5-53-92-44-69
FAX.33-5-53-92-44-05
SEIL-SERES CO.,
TEL. 82-2-237-3451
FAX. 82-2-232-0936
29 BALLAST PUMP SHINKO, JAPAN 5-7-21, OHZU, MINAMI-KU,
HIROSHIMA JAPAN
TEL 81-82-508-1000
FAX. 81-82-508-1020
SAMKONG TRADING
TEL. 82-51-246-7793
FAX. 82-51-244-7596
30 GRP FOR
WATER BALLAST
AMERON 7A TUAS AVE 3
SINGAPORE 639407
TEL. 65-861-6118
FAX. 65-862-1186
DAEWON
TEL. 82-2-352-8936
FAX. 82-2-322-8937
31 FIRE & G.S. PUMP SHINKO, JAPAN 5-7-21, OHZU, MINAMI-KU,
HIROSHIMA JAPAN
TEL 81-82-508-1000
FAX. 81-82-508-1020
SAMKONG TRADING
TEL. 82-51-246-7793
FAX. 82-51-244-7596
32 EMCY FIRE PUMP SHINKO, JAPAN 5-7-21, OHZU, MINAMI-KU,
HIROSHIMA JAPAN
TEL 81-82-508-1000
FAX. 81-82-508-1020
SAMKONG TRADING
TEL. 82-51-246-7793
FAX. 82-51-244-7596
33 WATER SPRAY PUMP SHINKO, JAPAN 5-7-21, OHZU, MINAMI-KU,
HIROSHIMA JAPAN
TEL 81-82-508-1000
FAX. 81-82-508-1020
SAMKONG TRADING
TEL. 82-51-246-7793
FAX. 82-51-244-7596
34 WATER SPRAY
SYSTEM & NOZZLE
ILJIN AND CO., Ltd
KOREA

DONGJU BLDG 8F, 13,5-GA,
CHUNGANG-DONG, CHUNG-
GU, PUSAN, KOREA

TEL. 82-51-463-5752
FAX. 82-51-463-5755

35 BALLAST EDUCTOR KIWON IND./
KIMHAE, KOREA

TEL.: 82-55-337-3300
FAX.: 82-55-337-3905

36 BILGE EDUCTOR KIWON IND./
KIMHAE, KOREA

TEL.: 82-55-337-3300
FAX.: 82-55-337-3905

37 AUX. COOL S.W.
PUMP
SHINKO, JAPAN 5-7-21, OHZU, MINAMI-KU,
HIROSHIMA JAPAN
TEL 81-82-508-1000
FAX. 81-82-508-1020
SAMKONG TRADING
TEL. 82-51-246-7793
FAX. 82-51-244-7596
38 AUX. COOL F.W.
PUMP
HIROSHIMA JAPAN
TEL 81-82-508-1000
FAX. 81-82-508-1020
SAMKONG TRADING
TEL. 82-51-246-7793
FAX. 82-51-244-7596
39 AUX. COOL
F.W. COOLER
HIROSHIMA JAPAN
TEL 81-82-508-1000
FAX. 81-82-508-1020
SAMKONG TRADING
TEL. 82-51-246-7793
FAX. 82-51-244-7596
40 STEAM DRAIN
COOLER
DONG HWA ENTEC. 1575-6, SONGJEONG-DONG,
KANGSEO-GU, BUSAN,
KOREA
TEL. 82-51-970-1070
FAX. 82-51-970-1071

41 REMOTE SOUNDING
SYSTEM
HANLA LEVEL CO.,
LTD.

1601-5 SONGJEONG-DONG
KANGSEO-KU, PUSAN
KOREA
TEL. 82-51-601-3025
FAX. 82-51-831-1850

42 FIXED CO2 FIRE
EXTINGUISHING
SYSTEM
NK FIRE
PROTECTION
497, SHINPYUNG-DONG,
SAHA-GU, BUSAN, KOREA
TEL. 82-51-204-2211
FAX. 82-51-2042215

43 DRY POWDER
SYSTEM
NK FIRE
PROTECTION
497, SHINPYUNG-DONG,
SAHA-GU, BUSAN, KOREA
TEL. 82-51-204-2211
FAX. 82-51-2042215

44 CUSTODY
TRANSFER
SYSTEM (CTS)
KONGSBERG
MARITIME
SHIP SYSTEMS AS
N-7005, TRONDHEIM,
NORWAY
TEL. 47-73-58-1000
FAX. 47-73-58-1417
HYUNDAI KONSBERG
MARITIME
TEL. 82-2-3497-8614
FAX. 82-2-3497-8688
45 FLOAT LEVEL
GAUGING SYSTEM
FOR CARGO TANK
E&H (WHESSO),

UNIT 2D, ENTERPRISE
HOUSE, VALLEY,
DARLINGTON, CO. DARHAM,
DL1 1GY, ENGLAND
TEL. 44-1325-350666
FAX. 44-1325-465596

46 INTERGRATED
AUTOMATION
SYSTEM (IAS)
YAMATAKE
47 EMERGENCY
SHUTDOWN
SYSTEM
AMRI-SEIL 1579-3, SONGJEONG-DONG,
KANGSEO-KU, PUSAN,
KOREA
TEL. 82-51-831-1857
FAX. 82-51-831-1863

48 PORTABLE GAS
DETECTOR
RIKEN KEI KI
KOREA

301-16, PUGOK-DONG
KEUMJUNG-GU, PUSAN,
KOREA
TEL. 82-51-518-3613
FAX. 82-51-512-7737

49 PROVISION & HOSE
HANDLING CRANE
MACGREGOR S-891 85 ORNSKOLDSVIK,
SWDEN
TEL. 46-660-29 40 00
FAX. 46-660-139 77
MACGREGOR(KOR)
TEL. 82-51-441 0805
FAX. 82-51-442 5777

50

LIFE BOAT DAVIT &
WINCH
ORIENTAL
PRECISION &
ENGINEERING
CO.,LTD.
1612-1(77B-1L), SONGJUNG-
DONG GANGSEO-KU, BUSAN,
KOREA
TEL. 82-51-202-0101
FAX. 82-51-831-3308

3J LNG AL WOSAIL


1
st
1.1.4 General Arrangement

AIR DRAUGHT(apprx. 50MA/B)
UP
DNTO
E/R
UP
UP
UP
UP
VEN T. VEN T. CRO SS VENT .
VENT. VEN T. CRO SS VENT .
UP
*
HL
HL
EL.
TRU NK
ESC APE
TRUNK
FOR ECR
ELEVAT OR W
.C
AIR HANDLING UNIT ROO M
OXY.
RM
AC E.
RM
HYD. PO WER
UNIT RO OM
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
LOBBY
PAI NT STORE
DECK
STORE
MEAT
ROOM VEG ET.
ROOM
DAIRY
ROOM
LOBBY
FISH
ROOM
ST
O
R
E
W.C
DRY PRO V.
STORE
*
DUMB
WAITER
LO
C
KER
WO RKERS
CABI N(6 P) SAFETY
EQUIP.
ROOM
CRE W'S
CHA NG
ROOM FIR E
CO NTRO L
STAT ION
NO 1
CARGO
SWITCH
BOARD
ROOM
OFFICERS'
CHANG ING RO OM
NO 2 .
CARGO
SWITCH
BOARD
ROOM
ENG INE CASI NG
CO2
REL EASE
CHE M-
ICAL
STORE
OIL
GREASE
STORE
LOBBY
LO-
BBY
W
/B W/B
W
/B
W
/T
MIDSHIP SECTION
UPPER DECK
PROFILE
A. P. T.
A.P.
C.L.
N
O
.3
W
.B
.T
.(P
&
S
)
N
O
.2
W
.B
.T
.(P
&
S
)
N
O
.1
W
.B
.T
.(P
&
S
)
A.P.
B.L.
C
O
F
F
E
R
D
A
M
C
O
F
F
E
R
D
A
M
C
O
F
F
E
R
D
A
M
C
O
F
F
E
R
D
A
M
C
O
F
F
E
R
D
A
M
NO.3 TRUNK NO.2 TRUNK NO.1 TRUNK
C.W.T
SIDE TANGENT LINE
D.L.W.L.
EM'CY
EXIT
ENGINE ROOM
NO. 4 CARGO TANK NO. 3 CARGO TANK NO. 2 CARGO TANK NO. 1 CARGO TANK
DECK STORE
NO.4 TRUNK
ELEC.
MOTOR
ROOM
CARGO
MACH.
ROOM
CARGO
MACH.
ROOM
ELEC.
MOTOR
ROOM
FS : 800
2900
F
W
D
W
.B
.T
.(P
&
S
)
F.W
.T.(P&S)
DIST.W
.T.(P&S)
2900
FWD.
PUMP
RM.
N
O
.4
W
.B
.T
.(P
&
S
)
13600 44000 2650 2900 2650
FS : 800
20800
NO.2 H.F.O.T.(S)
NO.1H.F.O.
SETT.T.(S)
LOW
SULPHUR
H.F.O.
T.(P)
D
.O
.S
T
O
R
.
T
.(S
)
E/R
W
.B.T.(P&S) H.F.O.
OVERFLOW
T.(P)
NO.2H.F.O.
SETT.T.(S)
D.O.
SERV.
T.(S)
10 20 30 40 50 60 70
10 20 30 40 50 60 70
130 140 150
N
O
.1
H
.F
.O
.T
.(C
)
80 90 100 110 120
130 140 150
3080 3075 3250 3225 3250 3225 2990 2925
40035 45475 45475 29835
80 90 100 110 120
B.W
S/TL.O
DRAIN TK.
MAINL.O
SUMPTK B.W B.W
B.W B.W B.W
685
AIR DRAUGHT(apprx. 50MA/B)

PRINCIPAL PARTICULARS
Length Overall 283.0 m
Length Between Perpendiculars 270.0 m
Breadth (mld) 43.4 m
Depth (mld) 26.0 m
Draft Design (mld) 11.4 m
Scantling (mld) 12.4 m
SERVICE SPEED 20.5 Knots at MCR with 15% S.M.
MAIN ENGINE TYPE : MARINE STEAM TURBINE
MCR : 39,500 SHP x 90.0 RPM
CLASSIFICATION
American Bureau of Shipping :
A1, Liquefied gas carrier, Ship type 2G,
(Membrane Tank, Maximum Pressure 25 kPaG and
Minimum Temperature -163, Specific Gravity 500 kg/m
3)
SH-DLA, SHCM, AMS, ACCU, UWILD, PMS including
CMS, NIBS, NBLES.
COMPLEMENT : Total 39 persons + 6 workers

3J LNG AL WOSAIL


1
st
1.1.5 Tanks and Capacity Plan

Cargo Tanks
Capacities Centre of Gravity (95% Full)
Compartment
Location
Frame
Number
Volume
100% (m
3
)
Volume
98.0% (m
3
)
L.C.G.
From A.P (m)
V.C.G.
Above B.L (m)
Max. MT of
Inertia (m
4
)
No. 1 Cargo Tank
No. 2 Cargo Tank
No. 3 Cargo Tank
No. 4 Cargo Tank
117-127
102-116
87-101
73-86
22118.1
42909.0
42908.9
37707.5
21675.8
42050.8
42050.7
36953.4
214.858
174.302
125.927
80.272
17.547
16.307
16.307
16.307
87728
201636
201636
177212
Total 145130 142730.7 - - -

Water Ballast Tanks S.G.=1.025
Compartment
Location
Frame
Number
Volume
100% (m
3
)
Weight
99% (Tons)
L.C.G.
From A.P (m)
V.C.G.
Above B.L (m)
Max. MT of
Inertia (m
4
)
F.P. TK (C)
FWD W.B. TK (P)
FWD W.B. TK (S)
No. 1 W.B. TK (P)
No. 1 W.B. TK (S)
No. 2 W.B. TK (P)
No. 2 W.B. TK (S)
No. 3 W.B. TK (P)
No. 3 W.B. TK (S)
No. 4 W.B. TK (P)
No. 4 W.B. TK (S)
E/R W.B. TK (P)
E/R W.B. TK (S)
A.P. TK (C)
162-185
127-154
127-154
116-127
116-127
101-116
101-116
86-101
86-101
72-86
72-86
36-72
36-72
-6-17
1465.3
2453.5
2453.5
5521.2
5521.2
6101.0
6101.0
6194.9
6194.9
5275.6
5275.6
1916.7
1833.7
1032.8
1487.0
2489.7
2489.7
5602.7
5602.7
6191.0
6191.0
6286.3
6286.3
5353.4
5353.4
1945.0
1860.8
1048.0
265.546
240.829
240.829
211.191
211.191
172.583
172.583
124.473
124.473
79.453
79.453
44.213
43.708
6.748
12.118
12.199
12.199
10.653
10.653
8.485
8.484
8.381
8.381
8.641
8.641
13.938
14.363
12.855
1346
2020
2020
9151
9151
26761
26761
27650
27650
22953
22953
537
537
21771
Total - 57340.9 58187.0 - - -

Fresh Water Tanks S.G.=1.000
Compartment
Location
Frame
Number
Volume
100% (m
3
)
Weight
100% (Tons)
L.C.G.
From A.P (m)
V.C.G.
Above B.L (m)
Max. MT of
Inertia (m
4
)
Distilled W. TK (P)
Distilled W. TK (S)
Fresh Water TK (P)
Fresh Water TK (S)
8-17
8-17
8-17
8-17
207.8
207.8
262.9
262.9
207.8
207.8
262.9
262.9
10.000
10.000
10.291
10.291
17.792
17.792
17.969
17.969
53
53
190
190
Total - 941.4 941.4 - - -

Fuel Oil Tanks S.G.=0.950
Compartment
Location
Frame
Number
Volume
100% (m
3
)
Weight
95% (Tons)
L.C.G.
From A.P (m)
V.C.G.
Above B.L (m)
Max. MT of
Inertia (m
4
)
No.1 H.F.O. Stor. TK (C)
No.2 H.F.O. Stor. TK (P)
No.2 H.F.O. Stor. TK (S)
No.1 H.F.O. Sett. TK (S)
No.2 H.F.O. Sett. TK (S)
Low Sul.HFO Stor. TK (P)
128-154
36-72
45-72
63-72
51-63
59-72
4591.2
1008.1
937.8
198.1
264.1
499.8
4143.5
909.8
846.3
178.8
238.4
451.0
241.657
42.388
46.214
54.000
45.600
52.400
12.749
17.037
17.894
17.654
17.654
20.088
5341
114
134
45
60
65
Total - 7499.1 6767.8 - - -

Diesel Oil Tanks S.G.=0.900
Compartment
Location
Frame
Number
Volume
100% (m
3
)
Weight
95% (Tons)
L.C.G.
From A.P (m)
V.C.G.
Above B.L (m)
Max. MT of
Inertia (m
4
)
D.O. Stor. TK (S)
D.O. Serv. TK (S)
M.G.O Stor. TK (P)
36-45
41-45
36-45
280.3
65.7
147.9
239.6
56.2
126.4
31.991
34.400
32.400
19.196
23.494
23.494
45
20
45
Total - 493.9 422.2 - - -
3J LNG AL WOSAIL


1
st

Lubricating Oil Tanks S.G.=0.900
Compartment
Location
Frame
Number
Volume
100% (m
3
)
Weight
98% (Tons)
L.C.G.
From A.P (m)
V.C.G.
Above B.L (m)
Max. MT of
Inertia (m
4
)
Main L.O Stor. TK. (S)
Main L.O Sett. TK. (S)
Main L.O Sump. TK. (S)
Main L.O Grav. TK. (S)
G/E L.O Stor. TK (S)
G/E L.O Sett. TK. (S)
T/G L.O Stor. (S)
T/E L.O Sett. (S)
41-48
32-41
27-38
39-43
43-46
46-48
43-46
46-48
77.8
86.9
84.8
21.9
8.2
5.5
8.2
5.5
68.6
76.7
74.8
19.3
7.2
4.8
7.2
4.8
35.600
29.585
26.244
32.800
35.600
37.600
35.600
37.600
11.147
11.147
2.320
23.214
23.214
23.214
23.214
23.214
36
37
118
5
0
0
0
0
Total - 298.8 263.4 - - -

Miscellaneous Tanks S.G.=1.000
Compartment
Location
Frame
Number Volume 100% (m
3
)
L.C.G.
From A.P (m)
V.C.G.
Above B.L (m)
Max. MT of
Inertia (m
4
)
HFO Over Flow TK. (P)
Bilge Primary TK. (P)
Purif. Sludge TK. (S)
Bilge Holding TK. (P)
Separate Bilge Oil TK (P)
Clean Drain TK. (P)
S/T L.O Drain TK. (C)
C.W.T (C)
Atmos. Drain TK. (P)
F.O Drain TK. (S)
B.W E/R AFT (C)
B.W E/R MID (P)
B.W E/R MID (S)
B.W E/R FWD (P)
B.W E/R FWD (S)
45-55
59-63
51-58
63-72
56-63
51-62
20-22
10-17
56-58
53-54
17-19
38-40
38-40
66-69
66-69
90.3
16.1
8.5
129.2
31.1
42.3
3.2
78.2
6.4
2.4
6.5
2.1
2.1
7.3
10.4
40.697
48.800
43.600
54.265
47.600
46.039
16.800
11.600
46.000
42.900
14.412
31.237
31.237
54.141
54.121
13.013
6.120
9.058
1.513
1.950
1.732
2.900
4.063
4.200
3.675
2.896
2.031
2.031
1.920
1.834
50
4
2
631
114
102
1
16
2
1
10
1
1
10
20
Total - 436.1 - - -

Other Tanks S.G.=1.000
Compartment
Location
Frame
Number Volume 100% (m
3
)
L.C.G.
From A.P (m)
V.C.G.
Above B.L (m)
Max. MT of
Inertia (m
4
)
No.1 Cofferdam
No.2 Cofferdam
No.3 Cofferdam
No.4 Cofferdam
No.5 Cofferdam
No.1 Trunk Deck Space

1786.1
2355.3
2936.0
2936.0
2601.7
1027.6
1597.3
1597.3
1399.1
231.055
198.485
150.110
101.735
58.951
215.522
175.011
126.636
80.969
19.073
18.442
17.140
17.140
17.103
32.117
32.118
32.118
32.118
2138.4
2375.1
2375.1
2375.1
2138.4
133.0
220.4
220.4
190.0
Total 18236.4 - - -

3J LNG AL WOSAIL


1
st
1.2 Classification, Rules and Regulations

1. Classification

The vessel, including her hull, machinery, equipment and outfittings, shall be
constructed in accordance with the Rules and Regulations under survey of
ABS.

A1, Liquefied gas carrier, Ship type 2G (Membrane tank, Maximum pressure
25kPaG and Minimum Temperature -163 C, Specific Gravity 500 kg/m
3
),
SH-DLA, SHCM, SFA(40), AMS, ACCU, UWILD, PMS including CMS,
NIBS, NBLES.

2. Rules and Regulations

The Vessel shall be registered in either Luxembourg, Liberia, Panama,
Bahamas, Malta, or Marshall Islands and shall comply with the following
Rules, Regulations and requirements of the Authorities. However the
determination of the registered port among the above shall be decided in the
early stage of design. The design/construction non-conformity due to an
unknown registered port shall be born by the Buyer.

1) Relevant Rules and Regulations of the loading and discharging ports
of Korea, Qatar, Japan, USA, India, Italy, Turkey for entry into those
ports.

2) International Convention on Load Lines 1966, as amended by IMO
Resolution A543 and A514().

3) International Convention for the Safety of Life at Sea Consolidated
1997 any later amendments.

4) International Code for the Construction and Equipment of Ships
Carrying Liquefied gases in Bulk (IGC Code)

5) International Convention for the Prevention of Pollution from
Ships(MARPOL) 1973/78 Consolidated 1991 and later amendments,
including 1997 Annex V Prevention of Air Pollution from Ships.

6) International Convention for Preventing of Collisions at Sea, 1972 and
IMO Resolution A464(X) Amendments.

7) USCG Regulations for foreign flag Vessels operating in the navigable
waters of the United States including pollution prevention(except
Alaskan waters).
- CFR Title 33 part 155, 156, 159, 164.
- CFR Title 46 part 154.
And public law 95-474 Oct. 17, 1978 port and tanker safety act in
1978

8) ILO Guide to Safety and Health in Dock work, 1976 as amended in 1979.
9) International Telecommunication Convention, 1973 with Annex and
Revision 1974, 1982 and 1983/87.

10) Marine rules and Regulations of National Governments for ship
entering into their ports.

11) International Convention on Tonnage Measurement of Ships 1969, as
amended by IMO Resolution A.493 and A.494(X)

12) Rules of Navigation of the Suez Canal Authority, including
Regulations for the Measurement of Tonnage.

13) IMO Publication No.978. Performance Standards for Navigational
Equipment.

14) DNV F-AMC, requirement with ABS letter of compliance.

15) IMO Resolution A708(17) Navigation Bridge Visibility and Function.

16) International Convention on Standards of Training, Certification and
Watchkeeping (STCW), 1993 and later amendments.

17) IMO Resolution A.468(X), Code on noise Levels on Board Ships.

18) IMO Resolution A272/A330 Safe Access to and Working in Large
Cargo Tanks and Ballast Space.

19) IMO Resolution A601(15) Provision and Display of Manoeuvring
Information Onboard Ships.

20) IMO Resolution A686(17) Code on Alarms and Indicators.

21) IMO Resolution A.719(17) Prevention of Air Pollution on
Ships.

22) IMO Resolution A.751(18) Interim standards for ships
manoeuvrability.

23) International Telecommunication Union(ITU) Radio Regulation, 1997.

The following recommendations and guidelines shall apply :

1) OCIMF Recommendations on Equipment for the Towing of Disabled
tankers, 1981).

2) OCIMF Mooring Equipment Guidelines, 1997..

3) OCIMF Guidelines and Recommendations for the safe Mooring of
large Ships at Piers and Sea Islands, 1994(including special conditions
of the intended terminal)
4) OCIMF Ship to Ship Transfer Guide (liquefied gases), 1995.

5) OCIMF Recommendations for Manifolds for Refrigerated liquefied
Natural Gas Carriers(LNG), 1994.

6) SIGTTO Recommendation and Guidelines for Linked Ship/Shore
Emergency Shutdown of Liquefied Gas Cargo Transfer, 1997.

7) SIGTTO Guidelines for the Alleviation of Excessive Surge Pressure on
ESD, 1987.

8) SIGTTO Recommendation for the installation of Cargo Strainers on
LNG Carriers.

9) SIGTTO Port Information for LNG Export and Import Terminals.

10) ICS Guide to Helicopter / Ship Operations.

11) International Electro-Technical Commission (IEC) Publication 92.

12) IEC Publication 533 Electromagnetic Compatibility of Electrical and
Electronic installation on Ships.

13) ISO 6954-1984 Mechanical vibration and shock Guideline for the
overall evaluation of vibration in merchant ships.

14) ISO 2923 Acoustic Measurement of Noise on Board Vessels.

15) ISO standard 3945 1985.

16) ISO 10816-1 (1995, Mechanical Vibration Evaluation of Vibration on
Non-rotating Parts, Reciprocating Piston engines and Compressors).

17) ISO 484/1(1981, Manufacturing Tolerances for ship Screw
Propellers>2.5 dia.).

18) ISO 8573-1 (Compressed Air for general Use containment and
quality classes).

19) ISO 4406 (Hydraulic system flushing).

20) Swedish Standard SS 780726 (Engine room ventilation on turbine
Vessels)

21) ISO 7547 (Accommodation ventilation & air conditioning).

22) ISO 8309-1991 Refrigerated light hydrocarbon fluid measurement of
liquid levels in tanks containing liquefied gases.
23) VDI 20631985 (Measurement and Evaluation of Mechanical Vibration
of reciprocating liquefied gases.
3J LNG AL WOSAIL


1
st
24) BS 1807-1981.

25) VDI 2056 Criteria for Assessment of Mechanical Vibration in Machines.

26) IMO Resolution A343(ix) Recommendation on method of measuring
noise levels at listening posts.

27) ILO Convention Concerning Crew Accommodation on Board Ships
(No.92&133)

28) IMPA Recommendations for Pilot ladders.

29) Council Directive 96/98/EC on Marine Equipment as amended by
Commission

30) Maritime Traffic Safety Law of Japan (Minimum applicable for foreign
flag vessels to visit Japanese seaway.

31) IMO Resolution A868(XX) Guidelines for the control and
management of ship ballast water to minimise the transfer of
harmful aquatic organisms and pathogens.

The Builder shall provide the necessary assistance in preparing for and
obtaining approval from the government authorities of the loading and
discharging port for calibration of CTS and cargo tank tables.

If the formal certificate(s) are not obtained at the time of the Vessels delivery,
the Builder shall furnish the Owner with the provisional certificate(s).
In such case(s), the Builder shall deliver the formal certificate(s) to the Owner
as soon as available after the Vessels delivery.

3J LNG AL WOSAIL


1
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Blank Page

3J LNG AL WOSAIL


1
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Illustration 1.3.1a Cargo Tank Lining Reinforcement

Ballast
Void
Cofferdam
Duct Keel
Inter Barrier Space Panel
Insulation Space Panel
Secondary Membrane
Primary Membrane
Cofferdam
Void Area
Ballast Tank
Duct Keel
Membrane Sheet

3J LNG AL WOSAIL


1
st
1.3 Design Concept of the Cargo System

General Description

The cargo containment, cargo handling, control and measuring systems shall be
designed, constructed and equipped to transport liquefied natural gas (hereinafter
called LNG) in four (4) membrane cargo tanks at about -163C and at the
absolute pressure of 106kPa.

The cargo containment system shall be of the membrane type in accordance with
the patent and design of the GTT MARK- and the requirements of the Class
and the regulatory bodies concerned.

The thickness of insulation shall be determined to limit the boil-off rate to less
than 0.15% per day of methane during loaded voyages with tanks initially to
98.5% of their total capacity.

The top part of tanks shall be chamfered athwartships by 45 to limit the effect of
liquid motion. The bottom part shall be similarly chamfered to enable tanks to
follow the lines of the ship.

The vessels design shall be such as to allow any one or more cargo tanks to be
empty with the remaining cargo tanks filled within the range acceptable to GTT
in the sea going condition.

The vessel shall be designed to allow any one of the cargo tanks to be emptied,
warmed-up, inerted, aerated and made safe for access with the remaining tanks
filled - within the range acceptable to GTT and while maintaining a permanent
gas fuel capability from the remaining cargo tanks.

Each tank shall be fitted with a rectangular insulated liquid dome (about 4.9 x
4.5 metres) situated at its aft side.

This dome shall be used as a common access for the cargo handling equipment
into the tank and also for various instrumentation and control lines, and as a
means for personnel access into the tank.

Each tank shall be also fitted with a gas line at the middle of cargo tank top.

The domes shall be properly insulated inside to reduce thermal heat flow and
provide feed-through for cargo pipes, electric power, instrumentation and for
other necessary installations.

A material-passing hole and a personnel access shall be provided on the liquid
dome, from which a frame leads to the bottom of the tank between the six (6)
intermediate platform levels with a slightly inclined ladder and one (1) vertical
ladder on upper part.

Each cargo tank shall be provided with a vent mast.

The cargo handling piping system shall consist basically of fore and aft LNG
liquid and vapour headers connected to their respective crossover and branch
lines leading to each cargo tank.

The shore connections with two (2) liquid crossovers with Y piece and one (1)
vapour crossover shall be provided, and the lines shall be arranged to allow for
easy access for operation.

The cargo pumps and stripping/spray pumps shall be of the electric motor-driven,
submerged type, and shall be installed in each cargo tank.

High duty and low duty compressors (hereinafter called H/D compressor and
L/D compressor), boil-off/warming up heaters, LNG vaporizer and forcing
vaporizer shall be installed in the cargo machinery room electric motor room.

An oil fired inert-gas generator unit shall be installed in a separate compartment
within the engine room to supply the inert-gas and dry air necessary to prepare
the cargo tanks for filling with LNG, or for inspection and repair.

Two nitrogen generators shall be installed in engine room to supply the N
2
gas
necessary to fill and make up the insulated spaces and purge the pipes, etc.

A cargo machinery room and an electric motor room shall be provided on the
trunk deck.

During loading the cargo vapour shall be returned to shore.

1.3.1 Cargo Containment System Principle

The cargo containment, cargo systems and ships hull structures shall be
designed on the following bases.

Cargo
Density, cargo LNG : 470kg/m3 for general design of the ship, 500
kg/m3 for hull scantlings, cargo containment system and cargo pumps.
Density, pure methane : 425 kg/m3
Minimum design temperature : -163C

Ambient temperature conditions

Sea water temperature : max. +33C, min. 0C
Air temperature (for cargo containment system & contiguous hull
structure) : max +50C, min. -18C
Air temperature for other systems : min -10C

Ambient pressure conditions

atmospheric pressure range : 95 to 104 kPaA

Design pressure of cargo tank

Pressure range : -1 kPaG to 25 kPaG
Normal operating pressure : 106 kPaA

Cargo composition

The make up of the LNG to be handled as loaded is expected to be within the
following range.

Composition Range(Mole%) Standard(Mole%)
Nitrogen .. 0.04 1.00 0.35
Methane 86.70 90.40 88.0
Ethane 7.00 8.50 7.8
Propane 1.10 3.10 2.8
Butane 0.10 1.15 1.0
Pentanes and Heavier 0.007 0.10 0.05

Heat value (Average):
HHV 53.8 MJ/kg
LHV 49.2 MJ/kg

Note
Standard Composition and pure methane shall be used for designing equipment.
The equipment shall work with any composition complying with the range
shown in the above table.

Boil-off rate

After delivery of the vessel, the Builder shall calculate the actual BOG rate in the
specified condition and its result is to be calibrated in order to meet the design
condition. The result of BOR calculated shall be submitted to the Shipowner
under the shipbuilding contract.

The maximum boil-off rate of the cargo during a loaded voyage (tanks to be full
but cargo piping to be empty) shall be less than 0.15% per day of the cargo
volume at the fully loaded condition (98.5% of their total capacity) under the
following conditions.

temperature : +45C
Sea water temperature : +32C
Cofferdam temperature : +5C
Other compartments : no heating
Temperature of cargo : -161.5C
Cargo : Pure methane
Cargo tank pressure : 106 kPaA
Sea condition : calm
Cargo tank surface condition : 100% wetted

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Note
The natural boil-off rate of 0.15% per day shall be achieved without the use of
vacuum conditions in the insulation space.

The properties of pure methane at -161.5C used in the calculations are :
Specific gravity : 425 kg/m3
Latent Heat : 511 KJ/kg

Metered under a constant pressure of 106 kPaA in the cargo tanks (steady state
established for 48 hours at least)

Checked from readings made at sea in fine weather (Beaufort 5) during a voyage
in the loaded condition, after the ship has been loaded and upon arrival in
harbour before unloading takes place.

No liquid pumping shall be done using the forcing vaporizer and sprayer during
the voyage.
The average of corrected calculated rates from the readings made during at least
ten (10) voyages in the loaded condition, excluding the first voyage on entering
service.

Design and calculation

1. cargo tank pressure

The design normal absolute operation pressure of cargo tanks during a laden
voyage shall be 106 kPaA. The normal laden voyage operating pressure range
shall be adjustable between 105 and 120 kPaA.

During a ballast voyage, the operating gauge pressure of cargo tanks shall be
maintained within the normal operating pressure range between 7 kPaG (about
108kPaA) and 19 kPaG (about 120 kPaA).

The maximum pressure of gas in the tanks shall be 25 kPa MARVS (Maximum
Allowable Relief Valve Setting) above atmospheric pressure.

The minimum permissible pressure (vacuum condition) shall be 1 kPa below
atmospheric pressure.

2. Insulated spaces

There are two (2) different spaces located between the primary barrier and the
inner hull.
The inter-barrier space (I.B.S) between the primary and the secondary
barrier.
The insulation space (I.S) between the secondary barrier and inner hull.

The two (2) spaces shall be maintained in a dry and inert condition using
nitrogen gas.

The pressure in these spaces shall be regulated at a pressure slightly above
atmospheric pressure in order to prevent any air ingress.

For the inter-barrier space the pressure shall be maintained between 0.5 kPa and
1.0 kPa above atmospheric pressure.
For the insulation space the pressure shall be maintained between 1.0 kPa and
1.5 kPa above atmospheric pressure.

3. LNG filling limit

Cargo tanks shall be said to be full when they are filled to within 98.5% of their
total capacity. Filling ratios higher than 98% shall be applied subject to
approval by the statutory body and Classification Society concerned.

Sailing at sea with filling ratios between 10% of the tank length and 80% of the
tank height shall be prohibited unless otherwise specified in accordance with the
Class.
However the Builders design target will be over 70% of the tank height and will
be confirmed during design stage by GTT and Class in due course.

Construction of the Insulation and Barriers

1. Stainless steel sheets

The specified material for construction of the membrane primary barrier shall be
supplied by manufacturers and approved by GTT.

Type of steel : Nickel-Chromium stainless steel with very low carbon
content,
Nominal thickness : 1.2 mm
Chemical composition ( for reference )

C 0.030, S 0.020, P 0.040, Cr = 17 to 20, Ni = 9 to 12, Si 1,
Mn 2, Cu 1

Corresponds approximately to AISI 304L.

2. Rigid polyurethane foam

The specified material for the thermal insulation of the tank shall be supplied by
manufacturers and approved by GTT.

Density : 120 kg/m3
Closed cells : > 94%
Fibreglass content : 10 %
Thermal conductivity at +24 : < 0.025 kcal/hr.mC
Water absorption : 1.3% volume

Foaming agent used shall be HCFC 141b CO2 co-blowing type.

3. Secondary barrier triplex

Triplex for construction of the membrane secondary barrier shall be supplied by
manufacturers and approved by GTT.

Aluminium foil

chemical composition ( for reference )

AL 99.2%, Fe 0.6%, Si 0.25%, Cu 0.05%, Zn 0.03%,
Mn 0.03

Physical characteristics : Thickness : 0.7mm (about), Weight : 190
g/m2 about
Ultimate tensile strength 60 kg/mm
Elongation at break 10 %

Glasscloth

Warp contexture 10 per 25 mm
Weft contexture 10 per 25 mm
Weight : 330 g/m2 about

4) Plywood

The specified material for the prefabrication of the insulating panels shall be
supplied by manufacturers and approved by GTT.

12mm plywood

The 12mm plywood shall be used at the verso face in the fabrication of the
insulating panels and top bridge pads:

Wood species : Birch
Nominal thickness : 12mm
Number of plies : 9 plies alternate crossing at 90
Appearance : ISO 2426 class
Compressive strength : 50 Kg/cm2 at proportional limit and
perpendicularly to the fibres.
Ultimate bending strength : 30MPa for directions parallel and
perpendicular to face grain.

9mm plywood

The 9 mm plywood shall be used for the fabrication of the insulating panels

Wood species : Birch
Nominal thickness : 9mm
Number of plies : 7 plies alternate crossing at 90
Appearance : ISO 2426 class
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Ultimate tensile strength : 600 Kg/cm2 parallel to face grain
400 Kg/cm2 perpendicular to face grain
Tensile strength perpendicular to the bonding plane : 2 MPa
Shearing strength under tension : 3.5 MPa

92 mm plywood

The 92mm plywood shall be made by the bonding of several plywood panels of
15mm nominal thickness. This plywood shall be used for the fabrication of
hardwood keys.

5. Adhesive products

Three (3) different kids of adhesive product shall be supplied by manufacturers
and approved by GTT.

Epoxy glue.
Loading bearing epoxy mastic,
Polyurethane glue.

Epoxy glue

Epoxy glue shall be used for assembling the insulating elements
Product with two components : resin + hardener
Volumetric mass of mixture : 1.3

Load bearing mastic

Loading bearing mastic shall be used for the supporting of insulating panels.
Mixing and application with automatic machine
Volume mass of mixture : 1.5

Polyurethane glue

Polyurethane glue shall be used for the prefabrication of the insulation panels.
Application by spraying system or automatic machine
Volume mass of mixture : 1.3

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Illustration 1.3.1b Cargo Tank General

Pipe Duct
Primary Barrier
(Chromium Nical Stainless steel : 1.2mm)
Secondary Barrier
(Triplex : Aluminium Foil + Glasscloth)
Hull
Primary Insulation (100mm)
Secondary Insulation (170mm)
Ballast Tanks
Side Passage Way
Inner Deck
Liquid Dome
Vapour Dome
Tripod Mast
Main Cargo Pumps
Filling Line
Discharge Line
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Illustration 1.3.2a Construction of Containment System

Angle Piece
Membrane Sheet
Top Bridge Pad
Secondary Barrier Joint
Flat Panel
Anchoring Strip
Plugs
Flat Joint
Stud
Inner Hull
Load Bearing Mastic
Corner Panel
Retainer
Levelling Weidge
Stud
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Illustration 1.3.2b Construction of Containment System Flat Area

Cylindrical plug
Nut HM 10
Washer LL 10
Level wdege
Anchoring strip
Secondary
barrier joint
Top bridge pad
Cylindrical plug
Flat panel
Flat joint
Stud
Fitting Componets
for Flat Panel
Secondary
barrier

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1
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Illustration 1.3.2c Construction of Containment System Corner Part. 1
F
l
a
t

p
a
n
e
l
Large corrugation profile for B/A B/C D/A D/C
Flat Panel
5
2
5
X
S P
X : Resine rope thickness 12.5mm
S: Secondary Insulation 170 mm
P : Primary Insulation 10mm
S+P
T
r
a
n
s
v
e
r
s
a
l

B
u
l
k
h
e
a
d
7
5
4
0
340
210 210
40
510
525
40
340 340 340
1020
340
7540
30
140 880
Longitudinal bulkhead 90
S+P+210+210 = 690
40
120
70
55
(X+S+P)/tan(90/2)+210+210+40 = 742.5
Note :
Actual dimension of inner hull are
compensated by tolerance 40
A
A
A
A
A
Black Plywood
Th. 9mm
Insulating foam
Top plywood Th. 9mm
Secondary barrier
Glass wool
Back plywood Th. 9mm
Junction band
Insulating foam
Plywood Th. 12mm
Secondary barrier
curve joint
A : Bonding with PU GLUE
: Bonding with EPOXY GLUE B
Sandwich Panel
B
B
B

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Illustration 1.3.2.d Construction of Containment System Corner Part. 2

340
X : Resine rope thickness 12.5mm
S: Secondary Insulation 170 mm
P : Primary Insulation 10mm
Actual dimension of inner hull
are compensated by tolerance
Note :
+40
-20
211
151 170
+40
-20
45
+40
-20
381
2
4
0
.4
4
8
0
.8
3
9
6
396
+40
-20
340
Flat Panel
55 70
321
15 F-J
20
40
70
(S+P)/Tan(135/2)+321 = 432.8
(X+S+P)/Tan(135/2)+321+15 = 453.1
4
5
+
4
0
-2
0
F
la
t
P
a
n
e
l
E
-
G
-
H
-
K
S
+
P
S
X
P
340
211
151 170
+40
-20
45
+40
-20
381
4
8
0
.8
3
9
6
396
+40
-20
340
Flat Panel
40
55
70
70
321
20
15
A-C
(S+P)/Tan(135/2)+151+170 = 432.8
(X+S+P)/Tan(135/2)+321+15 = 453.1
4
5 +
4
0
-2
0
E
-
G
-
H
-
K
S
+
P
S
X
P
Corner 3 Corner 3 BIS
Sandwich Panel
Secondary barrier
curve joint
Secondary barrier
Top plywood
Th. 9mm
Insulating foam
Back plywood
Th. 9mm
Back plywood
Th. 9mm
Plywood Th. 12mm
Top plywood
Th. 9mm
Junction band
Insulating foam
A : Bonding with PU GLUE
: Bonding with EPOXY GLUE B
A
A
A
A
A
A
B
B
B
A
A
A
A
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1.3.2 Membrane Cargo Containment

Tank construction

1. General description

The following components of the MARK- containment system shall be
applied as follows:

the 1.2mm thick stainless steel primary barrier, whose main feature
consists of an orthogonal system of corrugations which compensate for
thermal contraction and mechanical ships deflections.
The insulation, which consists mainly of rigid polyurethane foam with
reinforcing glass fibre in between two (2) plywood sheets. The
insulation transmits cargo pressure to the internal structure of the vessel.
The secondary barrier, which shall be laminated composite material,
and which shall be made of two (2) glass cloths (for the resistance) with
an aluminium foil (hereinafter called Triplex) in between, for
tightness. The secondary barrier, whose purpose shall be to contain
LNG in case of any accidental leakage through the primary barrier,
shall be inserted in the insulating structure.

The containment system shall be made of prefabricated elements which shall be
assembled in the hold.

These elements shall be mainly:

The prefabricated insulating panels (flat panels)
The membrane sheets (flat sheets and angle pieces)

The assembling shall be performed by bonding and mechanical fastening (for the
insulating panels) and by welding (for the membrane).

2. Manufacture

1) Prefabricated insulating panels

Only manufacturers with service experience and approved by GTT shall be used
for the fabrication of the components of the containment system.

The insulating panels shall have a thickness of 270mm.

Standard flat panels:

The different components (reinforced PU foam (R-PUF), plywood and
Secondary barrier) shall be bonded together in a workshop with a polyurethane
adhesive.

The backing plywood of insulation panels shall be intended to be bonded on the
double hull.
The upper face plywood of insulation panels shall be used to fit stainless steel
strips for the membrane fastening and also to support the membrane.

Two and Three-way corner panels:

The corner panels include reinforcing components for anchoring of the
membrane in the corners of the tank and are;

Hardwood keys, made of thick plywood.
Heavy corner pieces, made of stainless steel (SUS340L) similar to the
membrane material.

2) Prefabricated membrane sheets

The membrane shall be made of 1.2mm thickness stainless steel sheets.

The corrugations make a regular orthogonal pattern having a nominal pitch of
340mm in both directions. But the dimensions of corrugations are not similar in
the longitudinal and transverse direction, i.e. slightly smaller corrugations shall
be provided as below.

Large corrugations (LC) shall be displayed in the longitudinal direction
of the membrane sheet.
Small corrugations (SC) shall be displayed in the transverse direction.

The prefabrication (forming of the corrugations) shall be made in a workshop
with specific tools and standard equipment such as presses.

A folding process which was developed by GTT shall be made in a workshop
with specific tools and standard equipment such as presses.

Standard membrane sheets shall be of 3060 x 1020mm in dimensions.

Angle pieces shall be provided for the tank corners to insure the continuity of the
corrugations. Typical angles shall be of 90 and 135.

Insulation and membrane erection

1. General

Insulation manuals and check sheets for the components, approved by the GTT,
the class and Buyer, shall be used at every stage of installation work and the
results shall be recorded.

The welding of the primary barrier shall be made using Tungsten-electrode Inert
Gas (hereinafter called TIG) automatic welding or manual welding processes
without filler metal in general to keep the liquid tightness of the primary barrier.

All welds shall be visually checked according to the appearance criteria and all
surface defects shall be subjected to an examination with a magnifier, then all
seam welds shall be subjected to a tracer gas check using nitrogen/ammonia
mixture and reactive paint. The results shall be recorded.

The QA system shall ensure full traceability for all manual welding (100%) and
periodic control of automatic welding machines. Summary reports shall be
issued to the Buyer for reference on a regular basis.

Welder and welding machine control procedures for membrane, procedures for
qualification tests of membrane welder and procedures for operator qualification
tests of membrane auto-welding shall be approved by the Buyer. Welder
qualification for manual welding shall be tested every month during QA, Class
and Buyers attendance.

Welding procedures shall be approved by the GTT and the Class.

Welders and operators for the welding machines shall be certified on the basis of
approved qualification procedures.

All welds shall be subjected to qualification tests for authorization and
supervision by the GTT during the actual construction work.

2. Main work procedure

Main procedure of the cargo containment works shall be carried out as follows.

1) Hold preparation

Hold measurement shall be performed in order to determine the actual
dimensions and the insulation positioning in the hold. Then tracing/marking of
the positions for the stud bolt axes shall be done.

2) Installation of the mechanical attachment

Welding of the studs for the panels and corner panels shall be done.
Welding of retainers for corner panels shall be performed at the block-
construction stages as their position is perfectly determined with respect to the
edge of the tank.

3) Setting of the levelling wedges

Levelling wedges shall be fitted in order to compensate for double hull
deformation and to minimize the quantities of load-bearing mastic used.

4) Insulating panels installation

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The cargo hold will be cleaned and all traces of rust, grease or pollution will be
removed from the inner hull surface before commencing insulation installation.

Fitting of insulation panels to cargo holds shall be done by means of special
handling and securing legs and tools and also special care shall be taken to
protect the panels from damage.

Load bearing mastic application and corner panel installation shall be done.
Bonding and putting the flat wall panels at their locations shall be done.
The panels shall be kept in place with the studs.

5) Inserting of the joint between panels
The gap between panels shall be filled with glass wool.
Form plugs shall be inserted to cover the studs.

6) Bonding of the secondary barrier joints.

The completion of the secondary barrier shall be performed by bonding under
pressure and with epoxy adhesive, flat Triplex scabs over the joints between flat
wall panels and curved Triplex scabs between corner panels. Hot melt glue shall
be considered based on recommendation by GTT.
The tightness of the cover joints shall be checked by visual inspection and local
vacuum box test.

7) Installation of the top bridge pads.

Top bridge pads shall be installed between flat panels and also between two (2)
adjacent corner panels which are fitted during bonding in the erection work stage
in the cargo tanks.

8) Tracing

Tracing and membrane sheet positioning shall be done.

9) Installation of membrane sheets

Installation of the membrane sheets and temporary fixing by clamps shall be
done.
maximum fitting gap permissible shall be 0.3 mm.

10) Tack welding

Tack welding of the edge of membrane sheets onto the anchoring pieces and/or
on the overlapped membrane sheet already in place shall be done.

11) Continuous welding operation

Continuous welding operation shall be achieved in order to ensure tightness of
the primary barrier. This welding operation shall be performed either manually or
automatically.
Simultaneously, angle pieces shall be put in place and welded as for the
membrane sheets.

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1.3.3 Deterioration or Failure

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
any reason, the effect may be a lowering of the inner hull steel temperature
resulting in a cold spot and an increase in boil-off from the affected tank.
Increased boil-off gas may be vented to the atmosphere via No.1 vent mast. The
inner hull steel temperature must, however, be maintained within acceptable
limits to prevent possible brittle fracture.

Thermocouples are distributed over the surface of the inner hull but, unless a
cold spot occurs immediately adjacent to a sensor, these can only serve as a
general indication of steel temperature. To date, the only reliable way of
detecting cold spots is by frequent visual inspections of the ballast spaces on the
loaded voyage.

The grade of steel required for the inner hull of the vessel is governed by the
minimum temperature this steel will reach at minimum ambient temperature,
assuming that the primary barrier has failed, if the LNG is in contact with the
secondary membrane.

For the contiguous hull, environmental conditions are issued from the USCG
rules.
Air temperature = -18C
Sea water temperature = 0C
Wind speed = 5 knots
LNG in contact with the secondary barrier.

For the outer hull, conditions are based on IGC
Air temperature = 5C
Sea water temperature = 0C
No wind
LNG in contact with the secondary barrier
The minimum temperature of the inner steel will be about -26C.
For these conditions Classification Societies require a steel grade distribution as
shown in Illustration 1.3.3a, where the tank top and top longitudinal chamfer are
in grade E steel and the remaining longitudinal steelwork grade DH both
grades having a minimum operating temperature of -30C. The transverse
watertight bulkheads between cargo tanks are of steel grade A with a glycol
water heating system.

In addition to the failure of the membrane, local cold spots can occur due to
failure of the insulation.

Whilst the inner hull steel quality has been chosen to withstand the minimum
temperature likely to occur in service, prolonged operation at steel temperatures
below 0C will cause ice build-up on the plating, which in turn will cause a
further lowering of steel temperature due to the insulating effect of the ice.
To avoid this, glycol heating coils are fitted in the cofferdam spaces, of sufficient
capacity to maintain the inner hull steel temperature at 0C under the worst
conditions.

If a cold spot is detected either by the inner hull temperature measurement
system or by visual inspection, the extent and location of the ice formation
should be recorded. Small local cold spots are not critical and, provided a close
watch and record are kept as a check against further deterioration and spreading
of the ice formation, no further action is required. If the cold spot is extensive,
or tending to spread rapidly, salt water spraying should be carried out.

Warning
In the unlikely event that this remedy is insufficient and it is considered unsafe
to delay discharge of cargo until arrival at the discharge port, the final recourse
will be to jettison the cargo via a spool piece fitted at the cargo liquid manifold,
using a single main cargo pump. This course of action should only be
considered after full consultation with Owners, Charterers and the relevant
National Authorities.

Illustration 1.3.3a Hull Steel Grades

E
D
A
A
A
A
E
A
D
Minimum Operating Temp
Grade A -5 15mm
Grade E -30 40mm
Grade D -20 20mm
Grade DH -30 20mm
Watertight Bulkhead
Between Cargo Tanks
A A
Pipe Duct
and maximum plate thickness
A
DH
DH
DH
E
E
E

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Illustration 1.4a Hazardous Areas and Gas Dangerous Zone Plan

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1.4 Hazardous Areas and Gas Dangerous Zone
(See Illustration 1.4a, 1.4b)

Under the IMO code for the Construction and Equipment of Ships Carrying
Gases in Bulk, the following are regarded as hazardous areas:

Gas dangerous spaces or zones are zones on the open deck within 3.0 m of any
cargo tank outlet, gas or vapour outlet, cargo pipe flange, cargo valve and
entrances and ventilation openings to the cargo compressor house. They also
include the open deck over the cargo area and 3 m forward and aft of the cargo
area on the open deck up to a height of 2.4 m above the weather deck, and a zone
within 2.4 m of the outer space of the cargo containment system where such
spaces are exposed to the weather.

The entire cargo piping system and cargo tanks are also considered gas
dangerous.

In addition to the above zones, the Code defines other gas-dangerous spaces.

The area around the air-swept trunking, in which the gas fuel line to the engine
room is situated, is not considered a gas dangerous zone under the above Code.

All electrical equipment used in these zones, whether a fixed installation or
portable, is certified safe type equipment. This includes intrinsically safe
electrical equipment, flame-proof type equipment and pressurised enclosure type
equipment. Exceptions to this requirement apply when the zones have been
certified gas-free, e.g. during refit.

Safety Precaution

The piping system fitted on board enables the cargo system to be operated safely,
provided that certain procedures are followed. Since flammable gases are
involved, inert gas or nitrogen gas is used to eliminate the possibility of an
explosive mixture existing in the cargo system during any part of the gas-freeing
operation. The system will also enable the cargo tanks to be purged with inert gas
or nitrogen prior to filling with cargo tanks. The piping has been arranged to
eliminate the possibility of pockets of gas or air remaining after gas-freeing or
purging.

The gas-freeing process follows a distinct cycle from cargo vapour, to inert gas,
to air, with the cargo vapour displaced by good quality inert gas before air is
introduced into the tanks. The reverse procedure is adopted when preparing the
ship for resumption of service after dry docking or lay-up.

Boil-off gas is supplied to the main boilers through an air-swept trunk that is
continuously monitored for gas leakage. Any interruption or failure of the gas
supply initiates a closure of the gas supply and an automatic nitrogen purge of
the whole engine room gas supply system.
All electrical equipment sited in hazardous areas is of the intrinsically safe type.
Fresh air intakes, supply and exhaust ventilators for the cargo compressor room,
cargo electric motor room, side passage and pipe duct are provided.

When testing enclosed spaces for the presence of natural gas, it is important to
ensure that pockets of gas are not trapped near deckhead structures, etc.

In the case of a leak or spillage of LNG the following procedure must be carried
out;

1) Isolate the source of LNG. If loading or discharging, stop all operations
and close the manifold valves.
2) Summon assistance by sounding the alarm.
3) Protect hull from possible risk of cold fracture.

Note
1. The plan shows the gas dangerous spaces and gas dangerous zones in order to
guide the detail design of EL. EQUIPMENT ARRT ON DECK (DWG NO.
EF 061.40)
2. Intended cargo :
Liquefied Natural Gas (LNG : temp. : -163c, Range of Densities: from 425 to
500Kg/m
3
)
3. Classification :American Bureau of Shipping
4. AI(E), Liquefied Gas Carrier, Ship Type 2G (membrane tank, maximum
pressure 25kPaG and minimum temperature 163
o
C, specific gravity 500
kg/m3), SH-DLA, SHCM, SFA(40) AMS, ACCU, UWILD, PMS including
CM, NIBS, NBLES.

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Illustration 1.4b Hazardous Areas and Gas Dangerous Zone Plan

I. GENERAL NOTE (IGC CODE)

Gas dangerous space or zone (IGC Code - 1.3.17)

1. A space in the cargo area which is not arranged or equipped in an
approved manner to ensure that its atmosphere is at all times
maintained in a gas safe condition;

2. An enclosed space outside the cargo area through which any piping
containing liquid or gaseous products passes, or within which such
piping terminates, unless approved arrangements are installed to
prevent any escape of product vapour into the atmosphere of that
space;

3. A cargo containment system and cargo piping;

4. a) A hold space where cargo is carried in a cargo containment system
requiring a secondary barrier;

b) A hold space where cargo is carried in a cargo containment system
not requiring a secondary barrier;

5. A space separated from a hold space described in 4.
a) by a single gastight steel boundary.

6. A cargo pump room and cargo compressor room;

7. A zone on the open, or semi-enclosed space on the open deck, within
3m of any cargo tank outlet, gas or vapour outlet, cargo pipe flange
or cargo valve or of entrances and ventilation opening to cargo pump
rooms and cargo compressor room;

8. 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;

9. A zone within 2.4m of the outer surface of a cargo containment
system where such surface is exposed to the weather;

10. An enclosed or semi-enclosed space in which pipes containing
products are located. A space which contains gas detection
equipment complying with 13.6.5 and a space utilizing boil-off gas as
fuel and complying with chapter 16 (Use of cargo as fuel) are not
considered gas dangerous spaces in this context;

11. A compartment for cargo hoses; or

12. An enclosed or semi-enclosed space having a direct opening into any
gas dangerous space or zone;
Cargo tank vent system (IGC Code - 8.2.10)

1. Cargo tank pressure relief valve vent exits should be arranged at a
distance at least equal to B or 24m whichever is less from the nearest
air intake or opening to accommodation spaces, service spaces and
control stations, or other gas safe spaces.

2.All other vent exits connected to the cargo containment system should
be arranged at a distance of at least 10m from the nearest air intake or
opening to accommodation spaces, services spaces and control station,
or other gas safe spaces.

Mechanical ventilation in the cargo area (IGC CODE 12.1.6)

Ventilation exhaust ducts from gas dangerous spaces should discharge
upwards in locations at least 10m in the horizontal direction from ventilation
intakes and opening to accommodation spaces, service spaces and control
stations and other gas safe spaces.

II. IACS E12

Paint lamp store 3m radius of exhaust mechanical ventilation outlet, 1m
radius of natural inlet & exhaust ventilation openings and access door

III. GENERAL NOTE (LR)

- PART6 CHAP.2 SEC13.4.3 (E)
Zones within a 3m radius of ventilation inlet or outlet, hatch or doorways
or other opening into dangerous spaces

- PART6 CHAP.2 SEC13.4.3 (H)
CO2 room C2H2 room Battery room and 3m radius of mechanical
ventilation outlet, 1.5m radius of natural ventilation outlet, ventilation inlet
and access door

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Draft / 2004.10.29 Part 2 Properties of Gases
2.1 Characteristics of LNG...................................................................... 2 - 2
2.1.1 Physical Properties and Composition of LNG........................ 2 - 2
2.1.2 Flammability of Methane, Oxygen and Nitrogen Mixtures.... 2 - 3
2.1.3 Supplementary Characteristics of LNG.................................. 2 - 4
2.1.4 Avoidance of Cold Shock to Metal ......................................... 2 - 6
2.2 Properties of Nitrogen and Inert Gas ................................................. 2 - 7

Part 2
Properties of Gases
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Draft / 2004.10.29 2 - 1 Part 2 Properties of Gases
Fig.1 Density Ratio Methane/Ambient Air Versus Temperature

+
20
0
- 20
- 40
- 60
1.5 1.4 1.3 1.2 1.1 1.0 0.9 0.8 0.7 0.6 0.5
- 80
-100
-120
-140
-160
Lighter than air
Ratio =
Density of Methane vapour
Density of Air
(Density of air assumed to be 1.27 kg/m3 at 15
Methane vapour
temperature
Heavier than air
)

Fig.2 Boiling Point of Methane with Pressure

900
950
1000
1050
1100
1150
1200
1250
1300
-162 -161.5 -161 -160.5 -160 -159.5 -159 -158.5
Pressure
mbar A
Temperature
100% Methane

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2.1 Characteristics of LNG

2.1.1 Physical Properties and Composition of LNG

Natural gas is a mixture of hydrocarbons which, when liquefied, form a clear
colourless and odourless liquid. LNG is usually transported and stored at a
temperature very close to its boiling point at atmospheric pressure
(approximately -160C).

The actual LNG composition of each loading terminal will vary depending on its
source and on the liquefaction process, but the main constituent will always be
methane. Other constituents will be small percentages of heavier hydrocarbons
such as ethane, propane, butane, pentane and possibly a small percentage of
nitrogen.

A typical composition of LNG is given in Table 2, and the physical properties of
the major constituent gases are given in Table 1.

For most engineering calculations (e.g. piping pressure losses), it can be assumed
that the physical properties of pure methane represent those of LNG. For custody
transfer purposes, however, when accurate calculation of the heating value 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 vapourisation (boil-off) of part of the cargo.
The composition of the LNG is changed by this boil-off because the lighter
components, having lower boiling points at atmospheric pressure, vapourise first.
Therefore the discharged LNG has a lower percentage content of nitrogen and
methane than the LNG as loaded, and slightly higher percentages 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 to
14% (by volume). To reduce this range, the air is diluted with nitrogen until the
oxygen content is reduced to 2% prior to loading after dry docking. In theory, an
explosion cannot occur if the O
2
content of the mixture is below 13% regardless
of the percentage of methane, but for practical safety reasons purging is
continued until the O
2
content is below 2%. This safety aspect is explained in
detail later in this section.

The boil-off vapour from LNG is lighter than air at vapour temperatures above
-110C or higher, depending on the LNGs composition (See Fig.1), Therefore,
when vapour is vented into the atmosphere it will tend to rise above the vent
outlet and 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 the vapour-air mixture does not extend significantly beyond
the perimeter of the white cloud.

The auto-ignition temperature of methane, i.e. the lowest temperature to which
the gas needs to be heated to cause self-sustained combustion without ignition by
a spark or flame, is 595C.
Table 2 Composition of LNG
Ras Laffan Das Islands Standard
Methane (mol %) CH4 90.28 84.5 89.63
Ethane (mol %) C2H6 6.33 12.9 6.32
Propane (mol %) n-C3H8 2.49 1.5 2.16
Butane (mol %) n-C4H10 0.49 0.5 1.20
Iso-Butane (mol %) i-C4H10 0.00 0.00 0.00
Pentane (mol %) n-C5H12 0.02 0.00 0.00
Iso-Pentane (mol %) i-C5H12 0.00 0.00 0.00
Nitrogen (mol %) N2 0.41 0.6 0.69
Average Molecular Weight 17.88 18.56 18.12
Boiling Point at Atmospheric Pressure -160.8C -161.0C -160.9C
Density (kg/m
3
) 461.8 456.8 459.4
Higher Specific Energy (kJ/kg) 54,414 54,031 54,090

Variation in Boiling Point of Methane with Pressure
(See Fig.2)

The boiling point of methane increases with pressure. This variation is shown in
the diagram for pure methane over the normal range of pressures on board the
vessel. The presence of the heavier components in LNG increases the boiling
point of the cargo for a given pressure.

The relationship between the boiling point and the pressure of LNG will
approximately follow a line parallel to that shown for 100% methane.

Table 1 Physical Properties of LNG
Methane Ethane Propane Butane Pentane Nitrogen

CH4 C2H6 C3H8 C4H10 C5H12 N2
Molecular Weight - 16.042 30.068 44.094 58.120 72.150 28.016
Boiling Point at 1 bar absolute C -161.5 -88.6 -42.5 -5 36.1 -196C
Liquid Density at Boiling Point Kg/m
3
426.0 544.1 580.7 601.8 610.2 808.6
Vapour SG at 15C and 1 bar absolute - 0.554 1.046 1.540 2.07 2.49 0.97
Gas volume/liquid volume Ratio at Boiling Point and
1 bar absolute
- 619 413 311 311 205 649
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
Non-
flammable
Auto-Ignition Temperature C 595 510 510/583 510/583 - -
Gross Heating Value at 15C normal-
Iso -
kJ/kg 55,550 51,916 50,367
49,530
49,404
49,069
48,944
-
Vapourisation Heat at Boiling Point kJ/kg 510.4 489.9 426.2 385.2 357.5 199.3
Critical Temperature C -82.5 - - - - -
Critical Pressure bar(a) 43 - - - - -
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Fig.3 Flammability of Methane, Oxygen and Nitrogen Mixtures

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

2.1.2 Flammability of Methane, Oxygen and Nitrogen Mixtures

The ship must be operated in such a way that a flammable mixture of methane
and air is avoided at all times. The relationship between gas/air composition and
flammability for all possible mixtures of methane, air and nitrogen is shown in
the diagram (See Fig.3).

The vertical axis A-B represents oxygen-nitrogen mixtures with no methane
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
atmospheric air.

The horizontal axis A-C represents methane-nitrogen mixtures with no oxygen
present, ranging from 0% methane (100% nitrogen) at point A, to 100% methane
(0% nitrogen) at point C.

Any single point in the diagram within the triangle ABC represents a mixture of
all three components, methane, oxygen and nitrogen, each present in a specific
proportion of the total volume. The proportions of the three components
represented by a single point can be read off the diagram.
For example, at point D:

Methane: 6.0% (read on axis A-C)
Oxygen: 12.2% (read on axis A-B)
Nitrogen: 81.8% (remainder)

The diagram consists of three major sectors:

1) The Flammable Zone Area EDF: Any mixture the composition of which
is represented by a point that lies within this area is flammable.

2) Area HDFC: Any mixture the composition of which is represented by a
point that lies within this area is capable of forming a flammable
mixture when mixed with air, but contains too much methane to ignite.

3) Area ABEDH: Any mixture the composition of which is represented by
a point that lies within this area is not capable of forming a flammable
mixture when mixed with air.

Using the Diagram

Assume that point Y on the oxygen-nitrogen axis is joined by a straight line to
point Z on the methane-nitrogen axis. If an oxygen-nitrogen mixture of
composition Y is mixed with a methane-nitrogen mixture of composition Z, the
composition of the resulting mixture will, at all times, be represented by point X,
which will move from Y to Z as increasing quantities of mixture Z are added.

Note
In this example point X, representing changing composition, passes through the
flammable zone EDF, that is, when the methane content of the mixture is
between 5.5% at point M, and 9.0% at point N.
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Applying this to the process of inerting a cargo tank prior to cool down, assume
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
mixture composition to change along the line GDC which, it will be noted, does
not pass through the flammable zone, but is tangential to it at point D. If the
oxygen content is reduced further, before the addition of methane, to any point
between 0% and 13%, that is, between point A and G, the change in composition
with the addition of methane will not pass through the flammable zone.

Theoretically therefore, it is only necessary to add nitrogen to air when inerting
until the oxygen content is reduced to 13%. However the oxygen content is
reduced to 2% during inerting because, in practice, complete mixing of air and
nitrogen may not occur.

When a tank full of methane gas is to be inerted with nitrogen prior to aeration, 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 air,
when inerting a tank full of methane it is necessary to go well below the
theoretical figure to a methane content of 2% because complete mixing of
methane and nitrogen may not occur in practice.

The procedures for avoiding flammable mixtures in cargo tanks and piping are
summarised as follows:

1) Tanks and piping containing air are to be inerted with nitrogen or inert
gas before admitting methane at ambient temperature until all sampling
points indicate 2.0% vol. or less oxygen content and the dew point less
than -40C.

2) Tanks and piping containing methane are to be inerted with nitrogen or
inert gas before admitting air until all sampling points indicate 2.0% vol
methane and the dew point less than -40C.

It should be noted that some portable instruments for measuring methane content
are based on oxidising the sample over a heated platinum wire and measuring the
increased temperature from this combustion. This type of analyzer will not work
with methane-nitrogen mixtures that do not contain oxygen. For this reason,
special portable instruments of the infrared type have been developed and
supplied to the ship for this purpose.

2.1.3 Supplementary Characteristics of LNG

1. When spilled on Water

1) Boiling of LNG is rapid, owing to the large temperature difference
between the product and water.

2) LNG continuously spreads over an indefinitely large area, resulting in a
magnification of its rate of evaporation until vapourisation is complete.

3) No coherent ice layer forms on the water.

4) Under particular circumstances, with a methane concentration below
40%, flameless explosions are possible when the LNG strikes the water.
These result from an interfacial phenomenon in which LNG becomes
locally superheated at a maximum limit until a rapid boiling occurs.
However, commercial LNG is far richer in methane than 40% and
would require lengthy storage before ageing to that concentration.

5) The flammable cloud of LNG and air may extend for large distances
downwind (only methane when warmer than -100C is lighter than air)
because of the absence of topographic features which normally promote
turbulent mixing.

2. Vapour Clouds

1) If there is no immediate ignition of an LNG spill, a vapour cloud may
form. The vapour cloud is long, thin, cigar shaped and, under certain
meteorological conditions, may travel a considerable distance before its
concentration falls below the lower flammable limit. This concentration
is important, for the cloud could ignite and burn with the flame
traveling back towards the originating pool. The cold vapour is denser
than air and thus, at least initially, hugs the surface. Weather conditions
largely determine the cloud dilution rate, with a thermal inversion
greatly lengthening the distance traveled before the cloud becomes
nonflammable.

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 deflagration (simple
burning) is probably fatal to those within the cloud and outside
buildings but is not a major threat to those beyond the cloud, although
there will be burns from thermal radiations.

3. Reactivity

Methane is a greenhouse gas and as such is a pollutant.
4. Cryogenic Temperatures

Contact with LNG or with materials chilled to its temperature of about -160C
will damage living tissue.
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 deck, the high
thermal stresses generated from the restricted possibilities of contraction of the
plating will result in fracture of the steel. The Illustrations 1.3.3a and 2.1.3a
show a typical ship section with the minimum acceptable temperatures of the
steel grades selected for the various parts of the structure.

5. Behaviour of LNG in the Cargo Tanks

When loaded in the cargo tanks the pressure of the vapour phase is maintained as
substantially constant, slightly above atmospheric pressure.

The external heat passing through the tank insulation generates convection
currents within the bulk cargo; heated LNG rises to the surface and boils.

The heat necessary for the vapourisation of LNG comes from the outer
environment of the cargo tanks leaking through the cargo tank insulation. As
long as the generated vapour is continuously removed by maintaining the
pressure as substantially constant, the LNG remains at its boiling temperature.

If the vapour pressure is reduced by removing more vapour than is generated, the
LNG temperature will decrease. In order to make up the equilibrium pressure
corresponding to its temperature, the vapourisation of LNG is accelerated
because of an increased heat leak into the cargo tanks.

If the vapour pressure is increased by removing less vapour than is generated, the
LNG temperature will increase. In order to reduce the pressure to a level
corresponding to the equilibrium with its temperature, the vaporisation of LNG
is slowed down and the heat transfer from LNG to vapour is reduced.

LNG is a mixture of several components with different physical properties and in
particular with different vaporisation rate; the more volatile fraction of the cargo
vaporises at a greater rate than the less volatile fraction. The vapour generated by
the boiling of the LNG contains a higher concentration of the more volatile
fraction than the LNG.

The properties of the LNG, i.e. the boiling point, density and heating value, have
a tendency to increase during the voyage..
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Illustration 2.1.3a Temperature and Steel Grades

Note
For environmental conditions, refer to section 1.3.3 Deterioration or Failure.

LNG On Secondary Barrier Steel Grade Selection
Air Temperature Inside Compartment
Inner Hull Steel Plating Temperature
Double Hull & Compartment Temperatures
& Steel Grade Selection in way of Tanks No. 2, 3, 4
Insulation Thickness
Secondary = 300 mm
+ Primary = 230 mm
530 mm
LNG Cargo
Temperature = -163
+5
-3.3
-15.8
-1.6
-22.8
-21.5
0
-60.8
-64.0
0
-27.1
0
-16.9
-6.9
-5.2
-19.1
-25.9
+20.4
Grade E
Grade D
Grade A
Grade B
Grade B
Grade D
Grade D
Grade E
Grade E
Grade E
Grade E
Grade B
Grade B
Grade A
Grade A
Grade A
Grade A
Grade A
Grade E
Cofferdam With
Heating
Dimensioning case for
heating system and
full redundancy
ie 2 x 100% capacity
Cofferdam
Without Heating

LNG On Secondary Barrier Steel Grade Selection
Air Temperature Inside Compartment
Inner Hull Steel Plating Temperature
Double Hull & Compartment Temperatures
& Steel Grade Selection in way of Tanks No. 1
Insulation Thickness
Secondary = 300 mm
+ Primary = 230 mm
530 mm
Cofferdam With
Heating
Dimensioning case for
heating system and
full redundancy
ie 2 x 100% capacity
Cofferdam
Without Heating
LNG Cargo
Temperature = -163
+5
-1.9
-14
-9
-20.8
-20
0
-53
-55
-23.3
0
-16
-4.0
-3
-15.9
-22.5
-19.4
Grade E
Grade D
Grade A
Grade B
Grade B
Grade D
Grade D
Grade E
Grade E
Grade E
Grade E
Grade B
Grade B
Grade A
Grade A
Grade A
Grade A
Grade A
Grade E

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2.1.4 Avoidance of Cold Shock to Metal

Structural steels suffer brittle fracture at low temperatures. Such failures can be
catastrophic because, in a brittle steel, little energy is required to propagate a
fracture once it has been initiated. Conversely, in a tough material the energy
necessary to propagate a crack will be insufficient to sustain it when it runs into a
sufficiently tough material.

Plain carbon structural steels have a brittle to ductile behaviour transition which
occurs generally in the range of -50C to +30C. This, unfortunately, precludes
their use as LNG materials (carriage temperature -162C). The effect is usually
monitored by measuring the energy absorbed in breaking a notched bar and a
transition curve, as shown in Illustration 2.1.4a, which is typical for plain carbon
steels.

For this reason, materials which do not show such sharp transition from ductile
to brittle fracture as the temperature is lowered, have found obvious application
for use in cryogenic situations in general and particularly in liquid methane
carriers; for example, Invar (36% nickel-iron alloy), austenitic stainless steel, 9%
nickel steel and some aluminium alloys such as 5083 alloy.
All of these 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 that
LNG and liquid nitrogen do not come into contact with the steel structure of the
vessel. In addition, various equipment is provided to deal with any leakages that
may occur.

The manifold areas are equipped with a stainless steel drip tray which collects
any spillage and drains it overboard. The ship, in way of the manifolds, is
provided with a water curtain that is supplied by the deck fire main. The fire
main must always be pressurised and the manifold water curtain in operation
when undertaking any cargo operation. In addition, fire hoses must be laid out at
each liquid dome to deal with any small leakages that may develop at valves and
flanges. Permanent drip trays are fitted underneath the items most likely to cause
problems and portable drip trays are provided for any other needs.
During any type of cargo transfer and particularly whilst loading and discharging,
constant patrolling must be conducted on deck to ensure that no leakages have
developed.

In the event of a spillage or leakage, water spray should be directed at the spillage
to disperse and evaporate the liquid and to protect the steelwork. The leak must be
stopped and cargo operations suspended if necessary.

In the event of a major leakage or spillage, cargo operations must be stopped
immediately, the general alarm sounded and the emergency deck water spray
system put into operation.

Illustration 2.1.4a Structural Steel Ductile to Brittle Transition Curve

Brittle
fracture
Fracture transition
range (mixed fracture
appearance)
Notched
bar test
Energy
absorbed
Ductile
fracture
T1 T2
For a typical mild steel:
T1 might be -30C
T2 might be +15C
Although this depends
on composition, heat
treatment etc. the curve
can shift to left or right.

Temperature

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2.2 Properties of Nitrogen and Inert Gas

1. Nitrogen

Nitrogen is used for the pressurisation of the insulation spaces, for purging of
cargo pipe lines, fire extinguishing in the vent mast and for the sealing of the gas
compressors. It is produced either by the vaporisation of liquid nitrogen supplied
from shore or by generators whose principle is based on hollow fiber membranes
to separate air into nitrogen and oxygen.

1) Physical Properties of Nitrogen

Nitrogen is the most common gas in nature since it represents 79% in
volume of the atmospheric air.

At room temperature nitrogen is a colourless and odourless gas. Its
density is near that of air; 1.25 kg/m
3
under the standard conditions.

When liquefied, the temperature is -196C under atmospheric pressure,
density of 810 kg/m
3
and a vaporisation heat of 199 kJ/kg.

2) Properties of Nitrogen

Molecular weight: 28.016

Boiling point at 1 bar absolute (0.1MPa(a)): 196C

Liquid SG at boiling point: 1.81

Vapour SG at 15C and 1 bar absolute (0.1MPa(a)): 0.97

Gas volume/liquid volume ratio at 196C: 695

Flammable limits: None

Dew point of 100% pure N
2
: < 80C

3) Chemical Properties

Nitrogen is considered an inert gas; it is non flammable and without
chemical affinity. However, at high temperatures, it can be combined
with other gases and metals.

Warning
Due to the absence or very low content of oxygen, nitrogen is an asphyxiant.

At liquid state, its low temperature will damage living tissue and any spillage of
liquid nitrogen on the ships deck will result in failure as for LNG.

2. Inert Gas

Inert gas is used to reduce the oxygen content in the cargo system, tanks, piping
and compressors in order to prevent an air/CH
4
mixture prior to aeration post
warm up, before refit or repairs and prior to the gassing up operation post refit
before cooling down. Inert gas is produced on board using an inert gas generator,
which produces inert gas at 14,000 Nm
3
/h with a -45C dew point burning low
sulphur content gas oil. This plant can also produce dry air at 14,000 Nm
3
/h and
-45C dew point (See section 4.11 for more details).

The inert gas composition is as follows:

Oxygen: < 0.5% in vol.

Carbon dioxide: < 14% in vol.

Carbon monoxide: < 100 ppm by vol.

Sulphur oxides (SOx): < 2 ppm by vol.

Nitrogen oxides (NOx): < 65 ppm by vol.

Nitrogen: balance

Dew point: < -45C

Soot (on Bacharach scale): 0 (complete absence)

The inert gas is slightly denser than air; approx. 1.35 kg/m
3
at 0C.

Warning
Due to its low oxygen content, inert gas is an asphyxiant.

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Draft / 2004.10.29 Part 3 Integrated Automation System
3.1 General ............................................................................................. 3 - 4
3.2 IAS Overview................................................................................... 3 - 4
3.3 IAS Function Guide.......................................................................... 3 - 6
3.4 IAS Operation Guide ...................................................................... 3 - 10

Part 3
Integrated Automation System (IAS)

1
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Draft / 2004.10.29 3 - 1 Part 3 Integrated Automation System
Illustration 3.1.1a IAS Overview
DOHS
DOHS
PERSONNEL
ALARM SYSTEM
ALARM
PRINTER
LOGGING
PRINTER
COLOR HARD
COPIER
WHEEL HOUSE
EXTENSION VDU
SYSTEM
EXT. VDU NET
(ETHERNET)
DOGS
EXT. VDU
SERVER
DOGS
EXT. VDU
SERVER
DOPC
4 SETS
Cargo Control Console Engine control Console
DOGS
COLOR HARD
COPIER
ALARM
PRINTER
LOGGING
PRINTER
DOSS DOSS DOSS DOSS DOSS DOSS DOSS DOSS
DEO-NET (ETHERNET)
RECEPTACLES FOR
POTABLE EXTENSION VDU
- 2 IN SR OFF CABIN SPARE
- 4 IN JR OFF CABIN SPARE
- 1 IN GENERAL OFFICE
- 1 IN CONFERENCE ROOM
- 1 IN DOCUMENT ROOM
- 1 IN EER
- 1 IN No.1 CSB ROOM
- 1 IN No.1 MSB ROOM
- 1 IN Electrical work shop
- 1 IN ENGINE STORE
Electrical/E CABIN
SERIAL COMMUNICATION I/F
FOR CARGO SYSTEM
- CUSTODY TRANSFER SYSTEM (DUAL)
- LOADING COMPUTER (DUAL)
- FLOAT TYPE LEVEL GAUGE SYSTEM
- INTEGRATED NAVIGATION SYSTEM (INS)
- GAS DETECTION SYSTEM
FOR MACHINERY SYSTEM
- FIRE DETECTION SYSTEM
- SHIP PERFORMANCE MONITORING SYSTEM
- VOYAGE DATA RECORDER(VDR)
DOHS
EXTENSION
ALARM PANEL
27 PANELS
LEGEND
DOSS : DEO OPEN SUPERVISORY STATION
DOHS : DEO OPEN HISTORY STATION
DOPC : DEO PROCESS CONTROLLER
DOGS : DEO OPEN GATEWAY STATION
CCR (Cargo Control Room) ECR (Engine Control Room)
PORTABLE
EXTENSION VDU
3 SETS
DOSS DOSS
Plasma
Display
DOPC
DOHS
3 SETS
DOPC DOPC
3/E CABIN
2/E CABIN
Cargo/E DAY RM
1/E DAY RM
Ch/E DAY RM
3/O CABIN
2/O CABIN
1/O DAY RM
Captain DAY RM
Ch/O DAY RM
MACHINERY I/O CABINET CARGO I/O CABINET CARGO I/O CABINET
SERIAL COMMUNICATION I/F
OPC COMMUNICATION
FOR CARGO & MACHINERY SYSTEM
SHIPBOARD MANAGEMENT SYSTEM


1
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Illustration 3.1.1b IAS Overview
DOPC
CCC
DOSS DOSS DOSS DOSS
OPT.
CONV.
OPT
(2 FIBERS)
OPT
(2 FIBERS)
ECC
DOSS DOSS DOSS DOSS
OPT
(2 FIBERS)
DOPC DOPC
DOHS
W/H CONSOLE
DOSS DOSS
OPT.
CONV.
OPT
(2 FIBERS)
OPT
(2 FIBERS)
DEO-NET
(ETHERNET)
DOGS DOGS
CARGO I/O CABINET
EXT. VDU NET
(ETHERNET)
EXTENSION & POTABLE VDUS
DOPC
I/O
DOPC
I/O I/O
DOPC DOPC
I/O I/O
DOHS
DOHS
PERSONNEL
ALARM SYSTEM
DOHS
EXTENSION
ALARM PANEL
MACHINERY I/O CABINET
LEGEND
OPT. CONV. : OPTICAL CONVERTOR
SIM : SERIAL INTERFACE MODULE
OPT
(2 FIBERS)
OPT.
CONV.
OPT.
CONV.
OPT.
CONV.
OPT.
CONV.
OPT.
CONV.
OPT.
CONV.
I/O I/O I/O
I/O I/O I/O I/O I/O
I/O I/O I/O I/O
I/O SIM OPT
(2 FIBERS)
OPT
(2 FIBERS)
DOGS
To SMS(ETHERNET)
No.2 BLR CONTROL PANEL No.1 BLR CONTROL PANEL

1
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Illustration 3.1.1c IAS Overview
EXTENSION VDUS
AC220V
DOSS
UPS
B
W/H CONSOLE
A
W/H
COLOR HARD
COPIER
ALARM
PRINTER
CCR
DOSS DOSS
DOSS DOSS
UPS
A
LOGGING
PRINTER
DOSS DOSS
DOSS DOSS
UPS
B
A
B
CCC
COLOR HARD
COPIER
ALARM
PRINTER
ECR
DOSS DOSS
DOSS DOSS
UPS
A
LOGGING
PRINTER
DOSS DOSS
DOSS DOSS
UPS
B
A
B
ECC
No.1 BLR
Control Panel
MACHINERY I/O CABINET
PS
DOPC
PS
No.2 BLR
Control Panel
I/Os
I/Os
A
B
PS
DOPC
PS PS
DOPC
PS
DOPC
I/Os I/Os I/Os
CARGO I/O CABINET
PS
DOPC
PS
A
B
PS
DOPC
PS PS
DOPC
PS
I/Os I/Os I/Os
DOGS DOGS DOHS
UPS
DOGS
B
A
ELECTRONIC EQUIPMENT ROOM
UPS
No.1 UPS CABINET
TR
A
440V (Normal)
440V (Emcy)
UPS
No.2 UPS CABINET
TR
B
440V (Normal)
440V (Emcy)
BAT
No.1 UPS CABINET
CABINET
BAT
No.2 UPS CABINET
CABINET
BATTERY ROOM
LEGEND
TR : TRANSFORMER (AC220V / AC 100V)
UPS : UNINTERRUPTED POWER SUPPLY UNIT
BAT : BATTERY UNIT FOR UPS
PS : POWER SUPPLY UNIT (AC 100V / DC 24V CONVERTER)
DOSS
DOSS DOSS


1
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3.1 General

The ships Integrated Automation System (IAS) has been designed, programmed,
and installed by Yamatake Industrial Systems.

Two entirely separate systems have been provided within the IAS for
cargo/ballast operations (referred to as the Cargo System) and machinery/electric
generation plant operations (referred to as the Machinery System). Other,
independent control systems are interfaced either with the Cargo or Machinery
Systems.

The IAS has been designed to easy and logical for the operator to use. Most
functions run automatically but at any time the operator may be intervened.

The grouping of alarms allows easy access for identification, action, and alarm
handling.

As even a momentary interruption of electrical power supply (440V AC) to the
IAS could cause the failure of the IAS, an Uninterruptible Power Supply (UPS)
system is installed for uninterrupted power supply to the designated IAS operator
station.

Operating Conditions

- Pressure : 0.75% of span reading
- Temperature : 0.75% of thermocouples
3.0% for resistive temperature
detectors for machinery
1.5% for resistive temperature
detectors for cargo mach.
- Level : 25mm
- Flow : 1.5% unless otherwise specified
- Controllers/Receivers : 2% of set point (steady states)
. 5% of set point or better
(transient)

Environmental Conditions

- Operating temperature : 20 ~ 55 C Controlled environment
10 ~ 55 C Machinery space
-20 ~ 70 C Open deck
- Relative humidity : 95%
- Vibration : To comply with IEC92.504
requirements
- Ship Motion : 22.5 , 10 seconds rolling period

Power Supply
- AC440v, 60Hz, 3 Phase
- Voltage : 10% nominal
- Frequency : 5% nominal

Note
Two feeder (normal and emergency) are fed to both No.1 and No.2 UPS to
ensure a dual redundant UPS system for the IAS.
AC100V (60Hz, 1Phase) is provided as the power supply for each internal circuit
component of IAS.

Intrinsic Safety

An intrinsically safe system is provided in accordance with the requirements of
the classification society.

The Zener Barriers are applied to the 4-20mA Input/Output signals and the RTD
Input signals from hazardous areas and contact barriers are applied to the contact
input signals.

Cargo System

This system is used in the control and monitoring of the cargo and ballast
auxiliaries and valves. In addition, automatic sequence control logic programs
are provided for the cargo and ballast operations. Displays available include
overviews, operational graphics, monitoring graphics, operational guidance
graphics and alarm displays.

The emergency shutdown system (ESDS), cargo tank protection system
(except the cargo tank filling valve close function due to the cargo tank level
very high), and machinery trip and safety systems are operated totally
independently of the IAS. Alarms for these systems are sent to the IAS.

The cargo system signal from the dangerous zone inputs information through
an Intrinsic Safety barrier (I.S.). The IAS circuit between the dangerous zone
and the safety zone separate into a Highway coupler module to maintain safety
circuit condition. The equipment, which is relative to the I.S., is supplied with
power from the I.S. transformer.

Machinery System

This system is capable of controlling and monitoring the main propulsion plant,
Engine Room auxiliaries and the electric generating plant system.

In addition, the system is capable of controlling and monitoring specified
control valves, e.g. superheated steam temperature, main turbine lubricating oil,
cooling water, etc. However, auxiliary pump Standby/Auto selection can also
be carried out through this system.
3.2 IAS Overview

Maker : Yamatake Industrial System

General

As implemented on this ship, the IAS system controls and monitors almost all
systems and equipments on board. The functions of the IAS are as follows:

System monitoring
System operation
Alarm handling, summary and acceptance
Data logging and trending
Data interface to other system
Control of the extension alarm system
Operation planning and control
Control of the extension VDU system

Marine-DEO

Marine-DEO is a product name of the IAS(Industrial Automation System), This
section describes the following component specification of Marine-DEO.

DOSS : DEO Open Supervisory Station
DOHS : DEO Open History Station
DOGS : DEO Open Gateway Station
DOPC : DEO Process Controller

1. DOSS (DEO Open Supervisory Station)

DOSS is a human-machine interface of Marine-DEO that runs on the Windows
2000 operating system. The DOSS has the following features.

- Display call-up toolbar
- Operational face plate facility
- One line alarm indication
- Touchscreen in addition to trackball
- High resolution display (1280 X 1024)

It is fully integrated with Marine-DEO and can be a client node for DOPC and
DOHS for LNGC monitoring control.


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The DOSS has two(2) types of keyboard.

- Operation keyboard
- Engineering keyboard

The Engineering keyboard is used for software modification and installation only.
The keyboard is furnished on the console with a cover. The following figures
indicate the layout of keyboard.

Q
A
SP
W
S
Z
E
D
X
R
F
C
T
G
V
Y
H
N
U
J
I
K
O
L
P
! " $ = & * < > ?
-
RESET
STATS
ENTER
ACK SIL
Prev
Page
MAN
Message
Clear
Execute
SP OUT
AUTO
TAB
CAS
POWER
GOOD FAIL
M M
7
4
1
.
8
5
2
0
9
6
3
-
Next
Page
Close
Cancel
Prev
Disp
Next
Disp
Last
Cancel
Alpha
Shift

Layout of Operation Keyboard

Layout of Engineering Keyboard

The major Process Displays which are Graphic Display, Group Display, Trend
Display and Alarm Summary Display.

H/W Specification
CPU : Intel Pentium 850MHz
RAM : 256MB
HDD : 10GB

2. DOHS (DEO Open History Station)

DOHS is a historian and provides history data for DOSS.

Vessel data collection and history;

Collect process data on a periodic basis.
Collect various events;
Process Alarm
Sequence Event
Message
Operator Change
System Alarm
System Status
- Query and retrieve events by various conditions.
- Archive data into backup media.

Reliability
Adoption disk mirroring (RAID1)

H/W Specification
RAM : 256MB
HDD : 18GB

3. DOGS (DEO Open Gateway Station)

DOGS is a gateway between the DEO-NET and the Extension VDU.

H/W Specification
RAM : 256MB
HDD : 10GB

4. DOPC (DEO Process Controller )

DOPC is a multi-function controller employing control loops, logic functions,
sequence control and I/O processing.
- Built-in control / calculation algorithms
- Sequence control implemented by CL (Control Language)
- Distributed I/O for space saving
- Remote I/O capability by fibre optic connection
- Peer to peer communication with other DOPC s over the DEO-NET
using the tag name basis
- Memory back-up by flash ROM

DOPC consists of ;
- DOCM (DOPC Control Module)
This is a main module of the DOPC consisting of the control modules
and the communication interface modules.
- Distributed I/O
The I/O modules are mounted on DIN rail.

DOCM (DOPC Control Module)

DOCM Configuration shows the DOCM system. The DOCM is composed of the
following modules.
Control Module (MSC)
Ethernet Module (ETM)
X-BUS Module (XBM)

Three (3) sets of control modules (MSC) have redundant configuration, and
execute the same processing synchronized with each other. The ethernet module
(ETM) and the X-BUS module (XBM) compare outputs of three (3) MSCs, and
get data by logic of majority, i.e., 2 out of 3. Even though one of MSC outputs
incorrect data, the remaining two (2) data are correct and used for the control and
monitoring.

Control Module H/W Specification
CPU : National Semiconductor Geode GX1 300MHz
RAM : 32MB
Flash Memory : 32MB

The processing period of 300ms is applied to PID controls.


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DOSS DOHS
DEO-NET A
DEO-NET B
MSC
I-A I-B
E-A E-B
MSC
I-A I-B
E-A E-B
MSC
I-A I-B
E-A E-B
XBM
I-1 I-2 I-3
XBM
I-1 I-2 I-3
I/O I/O
X-BUS A
X-BUS B
ETM
E-1 E-2 E-3
ETM
E-1 E-2 E-3
DOCM
~

DOCM Configuration

3.3 IAS Function Guide

Time Management
The IAS has two time data. One is a marine DEOs standard time, which could
be the internal clock of IAS and the other is the ships time which is
synchronized with the ships chronometer. The ships time is used for Alarm
Summary Display, Alarm Printing and Report Printing. Standard time is applied
to trend Group Display and Fast Alarm Printing.

Alarm Management

The IAS provides several kinds of alarm as follows.
1) Process Alarm
Input from ship process by analog and digital signals.
Temperature High, Level Low, Pressure High, etc.

The alarms are indicated on the Alarm Summary Display within 2
seconds after receiving the signals on analog or digital input modules.
2) System Abnormal
DOSS abnormal
Alarm Printer abnormal
DOHS abnormal
DOGS abnormal
DORM abnormal
DOPC abnormal
DEO-NET communication abnormal

Alarm Print out

The alarm printers of the IAS are located as follows.

1) Cargo system 1set in CCR
2) Machinery system 1set in ECR

The historical alarm information is printed out on the alarm printer with a
reference time. For the process alarm, the alarm printout provides the following
events.

---- Alarm occurrence
---- Alarm acknowledgement
---- Alarm recovery

The major printout item is as follows.

---- ALM, ACK, RTN
(Ships Clock) ---- DATE/Time : YYYY/MM/DD XX:XX:XX (HH:MM:SS)
---- TAG name
---- Description

The ALM is printed in red.
In addition to the above, the system status changes including system abnormal
are printed out on the alarm printer.

Example of Alarm Print-out

Fast Alarm Function

The fast alarm function is a high speed scanning function for finding out a trip
cause. The fast alarms are recorded on the hard disk of DOSS(DEO Open
Supervisory Station) automatically. The operator can display and print the
recorded Fast Alarms.
If an equipment trips, the procedure for finding out the trip cause is as follows.

1) The representative trip alarm of this equipment is reported on the
Alarm Summary Display and the alarm printer.
2) The Fast Alarms are indicated on the dedicated display and printed on
the logging printer with operators request.
3) The Fast Alarms are indicated and printed chronological order. The
Operator can find out the trip cause for that equipment.

To realize the Fast Alarm Function, The IAS applies specialized digital I/O
modules, i.e. DISOE, Digital Input Sequence of Event.
The DISOE provides high-resolution scanning within 20 ms.

Example of Fast Alarm Print-out

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The available quantity of lines on the fast alarm display is as follows.
25 lines/display (Page function is applied)
Max. 2000 lines (80 pages)

Data Logging

The logging printers of IAS are located as follows.
1) Cargo system 1 set in CCR
2) Machinery system 1 set in ECR

The IAS provides data logging function in accordance with the following
specification.
1) Fixed time Report
This report is printed out automatically in accordance with the selected
time interval (Based on Ships Time).
- 1 hour interval : 0:00 ~ 23:00
- 2 hour interval : 0:00, 2:00, 4:00, 6:00, 8:00, 10:00, 12:00,
14:00, 16:00, 18:00, 20:00, 22:00
- 4 hour interval : 0:00, 4:00, 8:00, 12:00, 16:00, 20:00
- 8 hour interval : 0:00, 8:00, 16:00
- 12 hour interval : 0:00, 12:00

2) Demand Report
This report is printed out at the operators request. The format of
Demand Report is same as Fixed Time Report.

The re-report function is available until the next log is activated.

Setting of the logging interval, the demand request and the re-reporting request
are done from System Operation Display

Extension Alarm System

IAS provides an extension alarm system combined with an operator emergency
calling system.

Extension alarms are categorized into the following 3 systems:
- Machinery extension alarm system
- Cargo extension alarm system
- Navigation extension alarm system

Operator emergency calling system includes the following 3 systems:
- Machinery emergency calling (Call from ECC) system
- Cargo emergency calling (Call from CCC) system
- Navigation emergency calling (Call from CBC) system

One combined type extension alarm panel is provided in a room, and the panel is
used for 3 extension alarms and 3 emergency calling systems.

The extension alarm system and the emergency calling system is provided
through the same hardware but the electrical circuits of both systems are separate
from each other.
1) Machinery extension alarm system

All alarms detected by IAS are extended to extension alarm panels located in
engineers cabins and public spaces by the extension alarm system. All alarms
are grouped to 11 extension alarm groups and the group alarm status annunciates
on extension alarm panels. Alarm annunciation on extension alarm panels are
done by one audible buzzer and annunciation lamps corresponding to extension
alarm groups.

Group alarm indication lamps indicate as follows
- New alarm Occurrence : Flashing Red
- Alarm existing (ECC buzzer is stop) : Steady Red
- No alarm : Steady Gray

Secondary alarm in same group also annunciates on extension alarm panels.

Duty engineer selector switches are provided on ECC in ECR, and result of duty
selection is indicated on ECC and each extension alarm panel.

Alarm annunciation by group alarm indication lamps is always available whether
duty Engineer is selected or not.

Alarm annunciation by the buzzer is suspended when no duty engineer is
selected. (Except in case of fire alarm occurrence)

When a fire alarm is initiated, a buzzer on the all Machinery extension alarm
panels is activated whether duty Engineer is selected or not, and activated even if
buzzer cut switch is on. The buzzer stop on extension alarm panels are invalid
whilst a fire alarm exists. (Buzzer stop at fire alarm occurrence is only available
at ECC.)

If buzzer in ECC is not silenced within 10 minutes, the machinery emergency
calling system is activated.

2) Cargo extension alarm system

All alarms detected by IAS are extended to extension alarm panels located in
officers cabins and public spaces by the extension alarm system. All alarms are
grouped to 6 extension alarm groups and the group alarm status is annunciates on
extension alarm panels. Alarm annunciation on extension alarm panels are done
by one audible buzzer and annunciation lamps corresponding to extension alarm
groups.

Group alarm indication lamps indicate as follows
- Alarm existing (ECC buzzer is stop) : Steady Red
- No alarm : Steady Gray


Duty officer selector switches are provided on CCC in CCR, and result of duty
selection is indicated on CCC and each extension alarm panel.

duty officer is selected or not.

Alarm annunciation by the buzzer is suspended when no duty officer is selected.
(Except in case of fire alarm occurrence)

When a fire alarm is initiated, a buzzer on the all Cargo extension alarm panels is
activated whether duty officer is selected or not, and activated even if buzzer cut
switch is on. The buzzer stop on extension alarm panels are invalid whilst a
fire alarm exists. (Buzzer stop at fire alarm occurrence is only available at CCC.)

If buzzer in CCC is not silenced within 10 minutes, the machinery emergency
calling system is activated.

3) Navigation extension alarm system

All alarms detected by IAS are extended to extension alarm panels located in the
navigators cabins and public spaces by the extension alarm system of IAS.
All alarms are grouped to 2 extension alarm groups in INS, and the group alarm
status is transferred from INS to IAS and IAS annunciates the group alarm status
on extension alarm panels.

IAS receives the following digital input signal from INS.

- Back-up navigator (Duty) selection signal (5 sets) :
On when selected, Off when not selected.
- Group alarm status signal ( 2sets) :
On at alarm occurrence in the group, Off at alarm acknowledge of all alarm in
the group.
- Harbour mode signal (1 set) :
On during when in harbour mode (in port condition), Off when in not harbour
mode.

Alarm annunciation on extension alarm panels are done by one audible buzzer
and annunciation lamps corresponding to extension alarm groups.

Group alarm indication lamp indicate as follows
- No non-acknowledged alarm : Steady Gray


Back-up navigator selector switches are provided on Navigation console in W/H,
and result of back-up navigator selection is indicated on Navigation console and
each extension alarm panel.

back-up navigator is selected or not.

Alarm annunciation by the buzzer is suspended when no back-up navigator is
selected.

Alarm annunciation by the buzzer is suspended when harbour mode is selected.


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Extension alarm group in Machinery System
ID GROUP DESCRIPTION
1 BOILER TROUBLE
2 M/T TRIP
3 M/T TROUBLE
4 M/T REMOTE CONTROL
5 M/T SHUTDOWN
6 GENERATOR TROUBLE
7 AUX. MACHINERY ABNORMAL
8 E/R BILGE ABNORMAL
9 FIRE ALARM
10 GAS ALARM
11 SYSTEM TROUBLE

Extension alarm group in Cargo System
1 ESD
2 NON ESSENTIAL
3 ESSENTIAL
4 FIRE ALARM
5 GAS ALARM
6 SYSTEM TROUBLE

Extension alarm group in Navigation System
A PRIORITY A
B PRIORITY B

Extension VDU System

The extension VDU system enables an operator to monitor display of DOSS in
cabins, public spaces and room areas by fixed type extension VDU or portable
type VDU.

The extension VDU system is applied for plant monitoring, not for plant
operation. Plant operation from an extension VDU is not available.

Extension VDU provides the following two kinds of display.

- Alarm summary display (Applied for each Cargo and Machinery system) :
Simplified alarm summary display designed for extension VDU system is
provided and indicates the current alarm status (100 points of latest alarms as
maximum) for each Cargo and Machinery system.
Acknowledge operation of an alarm is not available. The extension VDU
requires no alarm acknowledge operation.

- Graphic display (Applied for each Cargo and Machinery system) :
Simplified alarm summary display designed for extension VDU system are
provided. Process value, actual alarm status, device condition, etc. are
indicated the same as on graphic displays of DOSS. Operation from extension
VDU is not available.

Location and Specification of Extension VDU Receptacle
Receptacle (AC220v & RJ45)
No. Location
Extension
VDU
Note Type
Panel Mount Type
1 Captain day RM 1 1 Flush
2 Chief Off day RM 1 1 Wall
3 1/Off day RM 1 1 Wall
4 2/Off Cabin 1 1 Wall
5 3/Off Cabin 1 1 Wall
6 Chief Eng day RM 1 1 Flush
7 1/Eng day RM 1 1 Wall
8 Cargo/Eng day RM 1 1 Wall
9 2/Eng Cabin 1 1 Wall
10 3/Eng Cabin 1 1 Wall
11 Electrical Eng Cabin 1 1 Flush
12 SR Off Cabin Spare (A) 1 Flush
13 SR Off Cabin Spare (B) 1 Flush
14 JR Off Cabin Spare (A) 1 Wall
15 JR Off Cabin Spare (B) 1 Wall
16 JR Off Cabin Spare (C) 1 Wall
17 JR Off Cabin Spare (D) 1 Wall
18 General Office 1 Flush
19 Conference RM 1 Flush
20 Document RM 1 Flush
21 EER 1 Flush
22 No.1 CSB RM 1 Flush
23 No.1 MSB RM 1 Wall with Cable Gland
24 Electrical work shop 1 Wall with Cable Gland
25 Engine store
3
1 Wall with Cable Gland

Calling Alarm System

1) E/R Patrol Man Alarm System

Location of start PB box of patrol man alarm:
- ECR (Master Panel) Elevator inside Near E/R entrance (U-Dk) Lobby
entrance (U-Dk) Incinerator RM (A-Dk) Entrance (B-Dk) Deaerator
entrance (C-Dk) S/G RM entrance to E/R (3
rd
-Dk) E/R weather locker(P)
(2
nd
-DK) - E/R weather locker(S) (2
nd
-DK)

2) E/R calling system (Engine room calling system is to be provided in ECC)

3) Emergency Calling System
Emergency calling system is activated by following event.

1. Navigation emergency calling system
- By manual emergency call from Bridge.
- When Bridge watch alarm is activated.

2. Machinery emergency calling system
- By manual emergency call from ECC.
- When IAS buzzer on ECC is not stopped within 10 minutes.
- When E/R patrol man alarm is activated.

3. Cargo emergency calling system
- By manual emergency call from CCC.
- When IAS buzzer on CCC is not stopped within 10 minutes.
- Extension alarm system communication fail.

Color Printer

Two sets of colour printers are provided. One is for Cargo System in CCR, and
the other is for Machinery System in ECR. These printers are used to hard-copy
of DOSS displays.
Any DOSSs in CCR and ECR are available for display printing.

Plasma Display

One Plasma Display set is provided in CCR to show cargo overview display.
The plasma display is connected to DOSS7, and always shows the same display
as the LCD of DOSS7.

The plasma display should basically show cargo overview display but is not
limited to this and the plasma display can show any display called up on DOSS7.

Plasma Display Configuration

LCD LCD LCD LCD LCD
DOSS5 DOSS8 DOSS7 DOSS6
CCC7 CCC6 CCC3 CCC2
CCC
CCR
Plasma Display
Signal
Distributor
Video Display


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Interfaces to Other Systems

The IAS communicates with other systems in the following table.

IAS Sub System Procedure Protocol Remarks
Custody Transfer System
(CTS)
RS232-C
MOD-BUS
RTU
Dual Port
Loading Computer RS232-C
MOD-BUS
RTU

Float Level Gauging System
(FLG)
RS232-C
MOD-BUS
RTU

Gas Detection System RS232-C
MOD-BUS
RTU

Cargo
Integrated Navigation
System
(INS)
RS232-C
MOD-BUS
RTU

Ship Performance Monitor
(SPM)
RS232-C
MOD-BUS
RTU

Fire Detection System
(FDS)
RS232-C
MOD-BUS
RTU

Voyage Data Recorder
(VDR)
RS232-C
MOD-BUS
RTU

BLR ACC & BMS
Hard
Wiring
--
Remote I/O
with optical
fibre
Machi-
nery
LD Compressor Control
System
Hard
Wiring
--
Common
Shipboard Management
System (SMS)
Ether-net OPC

Display Function Assignment

The DOSS provides the following major displays.
Graphic Display
Group Display
Trend Display
Alarm Summary Display

The Graphic Displays take the initiative in basic operations.
The function assignment and the relationship among displays are as follows.

KEY TOOLBAR ASSOCIATE
Graphic Display
Process Monitoring
Alarm Monitoring
Pumps, Valves, Controllers,
etc. Manipulating
From Other
Graphic Displays
KEY TOOLBAR
Graphic Display
Pumps, Valves, Controllers,
etc. Manipulating
KEY TOOLBAR
KEY
KEY
TOOLBAR
TOOLBAR
SELECT
SELECT
ASSOCIATE
ASSOCIATE
: By Keyboard
: By Toolbar
: By select a desired
alarm point
: By Associated display
call-up button
ASSOCIATE
Trend Display
Trend Trace Monitoring
Alarm Summary Display
Alarm Monitoring
Alarm Acknowledgment
(Flicker Stop)
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3.4 IAS Operation Guide

Section 1.Display Structure

DOSS Operation display consists of two display parts the display consists of the Display Control Part and the Main Display
Part.

The Display Control Part is common in all displays and consists of a tool bar, a one-line alarm window and a system
window for date/ time indication etc.

The Main Display Part is for invoked displays such as Graphic display, Group display, etc.

Details of common display items on DOSS
Table 1-1-a
Display Items Contents
Free Memory Shows free main memory in DOSS
Free Disk (D:) Shows free disk space in D Drive of DOSS
Date and Time Shows Current Date and Time
Mode Indicator
Shows whether parallel operation keyboard is in
High-speed mode or ordinary mode.
Access Level Indicator Shows current Access level
One-Line Alarm Window Shows latest process alarm
Main Display Part Main area for application displays

Table 1-1-b
Display Items Contents
Display Control Part Common area for displays
1. SILENCE button Used to turn off sound
2. ALARM button Used to indicate process alarm status and to invoke alarm summary display
3. SYS STATS button Used to indicate system alarm status and to invoke system status display
4. MESSGE button Used to indicate message status and to invoke message summary display
5. SEQ EVENT button Used to indicate sequence events status and to invoke sequence event summary display
6. PREVIOUS button Used to go back to previous display
7. NEXT button Used to go to next display
8. GRAPHIC button Used to invoke graphic display
9. GROUP button Used to invoke group display
10 TREND button Used to invoke trend display
11. DETAIL button Used to invoke detail display
12. REPORT button Used to invoke report menu display
13. SYS CONF button Used to invoke system configuration/ command menu display
14. PRINT button Used to activate CRT screen print

Note
The changeover of operability or inoperability of each operation button depends on access level. If the button is inoperable,
the target frame is not displayed in principle, even if the mouse is moved onto the button. In this case, letters on the button
are shown in grey. However, if letters on the button display the status, letters are not shown in grey and remain black.

Section 2.System Status Display

The display provides the running status of the Industrial-DEO system. On this display system alarms that show system
trouble are monitored, and Access level is changeable. In addition, the status of each node can be monitored and command is
executable for such node.

Display items on the System Status Display
No. Display items Contents
1. Status Shows operation message for PRC(DOPC).
2. Printer Status Target to invoke Printer Status display.
3. On Line Change Target to invoke On Line Change display
4. Console Status Shows console status display.
5. Access Level Show current status based on 4 types, VIEWONLY, OPERATOR, SUPERVISOR and ENGINEER.
6. VIEWONLY Shows current status selected based on 2 types of operation levels, VIEWONLY or NON-VIEWONLY.
7. Message Prompt message or operation guidance related to the latest CRT operation.
8. ACK Target to make acknowledge operation for the status on the system status display.
9. Page
Shows current page No.<Next Page> and <Previous Page> buttons are also available to move to the next
or previous page.
10. No. Node No.(001 to 126)
11. Node name Shows mode descriptor that is user-configurable.
12. Type Node type e.g., PRC for DOPC, XPC for DOPCII, SS for DOSS, PL for DOPL.
13.
Communication
Status (left A/B)
Shows DEO-NET cable A/B communication status of non-redundant node or left node of redundant
DOPC.
14.
Communication
Status (right A/B)
Shows DEO-NET cable A/B communication status of right node of redundant DOPC.
15. Status (left) Shows node status of non-redundant node or left node of redundant DOPC.
16. Status (right) Shows node status of right node of redundant DOPC, or [redundancy] of redundant DOPCII.

Note
<SYS STATS> button on tool bar change colour when an abnormality occurs:
In case of severe failure (critical failure)
Red Blink before acknowledgement
Red On after acknowledgement but failure not yet recovered
In case of soft failure (non-critical failure)
Yellow Blink before acknowledgement
Yellow On after acknowledgement but failure not yet recovered

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Section 3.Alarm Summary Display

The alarm summary display provides the listing of process alarm messages generated. Newly generated alarms can be
confirmed on the display page by page basis or by message basis.

The alarm summary display provides listing of maximum 200 process alarm messages. Overflow indication is provided
when more than 200 process alarm messages are generated. Newly generated alarms can be acknowledged on the display on
a page by page basis or on a message basis. Unit management function is available so that process alarm messages can be
grouped by unit (maximum 500 units), and grouped messages can be managed and shown on the display or not by unit
selection function (details set on the unit assignment display are displayed, and they are connected with sequence event
summary display and message summary display).

When a message is selected among the summary list, detail display of the selected alarm point can be invoked by clicking
<DETAIL> button on the tool bar. In addition, by clicking the <Associate Display> button, displays related to point are
invoked.

Display items on the Alarm Summary Display
No. Display items Contents
1. Filter
Listed alarms can be filtered by the selection. <EHL> indicates all process alarm. <EH>indicates all
process alarms with emergency and high alarm priority only. <E>indicates alarms with emergency
priority only.
2. Sort by Chronological or priority-wise alarm message sorting can be chosen.
3. Update display This is used to tentatively freeze display update or to reset display freeze.
4. Associate display Displays that are related to selected points are invoked.
5. Unit alarm summary This is used to invoke unit alarm summary display.
6. Online manual Opens the online manual specified in the point (supported in the future).(optional function)
7. ACK This is used to acknowledge alarm messages on the page.
8. Page This is used to show page No. of alarm summary display and to go to other pages.
9. Select button Move alarm message line up and downward to select dedicated alarm message.
10. Priority This indicates alarm priority of each alarm message (When items are sorted by priority)
11. Time stamp Shows time and date when the alarm occurs (When items are sorted by Time Stamp)
12. Alarm indicator This shows alarm type of each alarm message, e.g., PVHI for PV high alarm, BADPV for bad PV etc.
13. Point description Point descriptor of the each alarm point.
14. EU Engineering unit of point in alarm.
15. Set value Alarm trip point
16. Alarm value PV value when the alarm occurs or is returned to normal condition.
17. ID Unit to which the point in alarm is belonging.
18. Tag name Point name that is in alarm condition.
19. Select unit
The selected units on the unit assignment display are indicated in cyan. The number of maximum
usable units is 500, and only the alarm messages of selected units are listed. Pages are invoked by
clicking the <<, <, > and >> buttons.
20. Column resize The width of each column can be resized by dragging with the left mouse button pressed.
21. Horizontal scrollbar The horizontal scrollbar appears when the width of all columns exceeds the screen width.

Note
1. Alarm level and indication color
Alarm level can be assigned for each alarm type during point configuration using the RTC editor. Based on the alarm
level of the points in alarm, indication colour on <ALARM>button on tool bar and character of E, H, L, N on the alarm
summary display is indicated by different colour as follows:
-Emergency alarm
Red Blink for non-acknowledged alarms
Red On for acknowledged alarms
Red in reverse for PV return to normal before acknowledge
-High alarm
Yellow Blink for non-acknowledged alarms
Yellow On for acknowledged alarm
Yellow in reverse for PV return to normal before acknowledge
-Low alarm
Magenta Blink for non-acknowledged alarms
Magenta On for acknowledged alarm
Magenta in reverse for PV return to normal before acknowledge
-Notice alarm
White Blink for non-acknowledged alarms
White On for acknowledged alarm
White in reverse for PV return to normal before acknowledge

2. Alarm level and buzzer tone
Different buzzer tone can be assigned to each alarm priority level.

3. Alarm acknowledge
Two(2) actions are provided, one is <SILENCE> button on tool bar to stop buzzer and the other is <ACK>to
acknowledge newly generated alarms. The <ACK>operation can be synchronized to other DOSS within the same alarm
group.

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Section 4.Message summary display

The display provides a listing of maximum 200 messages. Message is a tool for operators to converse with CL/DOPC,
DOPCII sequence programs by acknowledging and confirming operation. CL/DOPC, DOPCII generates a message to
inform operators of process status or to send operators guidance etc, so that operators can view the messages on the message
summary display to take action or make a decision.

Through the message summary display, details of PMDP points that manage the sequence program generating message can
be invoked. Sequence phase and stem No. etc can be observed on the PMDP point

ACK, confirm and clear are operable as to a page or selected message.

200 messages are displayed as a maximum, and Overflow is indicated when the number of messages exceeds 200.

Unit management is available for message point, and the number of units is 500 at maximum.
Message units selected from such 500 units are displayed on the lower side of the display (details that are set on the Unit
assignment display are shown, and connected with alarm summary display and sequence event summary display).

If you select a message on the message display, detailed displays of PMDP point for which sequence is executed by clicking
the <Detail> button of display control part are invoked. In addition, by clicking the <Associate Display> button, displays
related to the point are invoked.

Contents of Display Items
No. Display Items Contents
1. Status
C is indicated for a message requiring confirms operation by operators. C is blinking when a
message is generated. After ACK operation, C stays On. After confirm, C goes off.
2. Time Time (hh:mm:ss) when a message is generated.
3. Unit Unit to which PMDP point generating a message is belonging.
4. Tag name PMDP point name
5. Message Message itself generated by CL/DOPC, DOPCII program.
7. Unit message summary This is used to invoke unit message summary display.
8. ACK This is used to acknowledge messages.
9. Clear This is used to erase messages that are already acknowledged.
10. Confirm
This is used to execute a confirm operation for the message requiring confirm operation. Confirm
operation is effective for each acknowledged message.
11. Page This used to show current page No. of message summary display and to go to other pages.
12. Select button This is used to move message line up and downward to select dedicated message.
14. Select unit
Selected unit on the unit assignment display is indicated in cyan. The number of maximum usable
units is 500, and only the messages of selected units are listed. Pages are invoked by clicking <<, <,
> or >> button.

Note
1. Confirm operation and indication colour
When a message is generated, <MESSAGE>button on tool bar is displayed in a various colours:
-Message
Red Blink when non-acknowledged messages still exist.
Red On when messages requiring confirm operation exist.
Yellow On when Messages exist on message summary display.
2. Buzzer tone
Buzzer tone can b assigned to message.

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Section 5.Sequence Event Summary Display

Sequence event summary display provides a listing of a maximum 200 of sequence event massages. Sequence event occurs
in the following situation:
-CL/DOPC, DOPCII program stops and therefore cannot proceed to the next process due to some reason while CL/HA
program is running.
-CL/DOPC, DOPCII detect process critical situation and initiate abnormal sequences.

Overflow indication is provided when more than 200 sequence events are generated. Newly generated events can be
acknowledged on the display page by page basis or on an event basis.

Unit management is available for alarm point, and the number of units is 500 at maximum. Message units selected from
these 500 units are displayed on the lower side of the display (details that are set on the unit assignment display are shown,
and connected with alarm summary display and message summary display).

If you select a message on sequence event display, detailed displays of PMDP point for which sequence is executed by
clicking the <Detail> button of display control part are invoked. In addition, by clicking the <Associate Display> button,
displays related to the point are invoked.

Display items on the Sequence Event Summary Display
1. Filter
Listed events can be filtered by the selection. <EHL> indicates all events. <EH> indicates all events with
emergency and high priority only. <E> indicates events with emergency priority only.
2. Sort by Chronological or priority-wise alarm message sorting can be chosen.
3. Update display This is used to tentatively freeze display update or to reset display freeze.
6. ACK This is used to acknowledge sequence events on the page.
7. Page This is used to show page No. on sequence event summary display and to go to other pages.
8. Select button Moves sequence event pointer up and down to select dedicated sequence event.
9. Priority This indicates event priority of each sequence event.
10. Time Shows time and date when the event occurs.
11. description Point descriptor of each PMDP point
12. Tag name PMDP point name that is generating sequence event.
13. Execution status PMDP point execution status when event is generated.
14. Operation status Operation status of PMDP point when sequence event is generated.
15. Phase Phase where sequence event is generated.
16. Unit Unit to which the PMDP point is belonging.
17. Select unit
Selected unit on the unit assignment display is indicated in cyan. The number of maximum usable units is
500, and only the alarm messages of selected units are listed.
Pages are invoked by clicking <<, <, > or >> button.

Note
1. Event level and indication colour
Event level can be assigned for each PMDP point during point configuration using the RTC editor. Based on the event level
of the points configured, indication colour on <SEQUENCE EVENT> button on tool bar and character of E, H, L on the
sequence event summary display is indicated by a different colour as follows:
-Emergency sequence event
Red Blink for non-acknowledged events
Red On for acknowledged events
Grey in reverse when the event is recovered before acknowledge
-High sequence event
Yellow Blink for non-acknowledged events
Yellow On for acknowledged events
-Low sequence event
Magenta Blink for non-acknowledged events
Magenta On for acknowledged events

2. Sequence event level and buzzer tone
Different buzzer tone can be assigned to each sequence event priority level.

3. Sequence event acknowledge
Two (2) actions are provided: one is the <SILENCE> button on the tool bar to stop the buzzer and the other is <ACK>to
acknowledge newly generated sequence events. Acknowledge operation can be executed page on a page basis or event by
event basis.

Section 6.Graphic display

Graphic display is a custom-made display to draw plant schematics, piping and instrumentation with associated process
dynamic data. Graphic display is a custom-made display so that not only indication but also customized data entry
scenarios or conversational scenarios can be implemented. A maximum of 400 graphic displays can be implemented per
DOSS.

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Section 7.Group display

A maximum of 8 control points (tags) are displayable. Control point includes monitoring loops such as temperature and
flow volume, control loops such as temperature control (PID) and feed forward control, On/ Off control (operation) loops
such as electromagnetic valves and pumps, interlock control and sequence control functions, and individual tags are
operable here.

Contents of Display Items
1. Page This is used to move to next or previous group No.
2. Group No. This shows current group No.
3. Group Title
This shows group description of group display being
Indicated.
4. Faceplate This consists of maximum 8 loops of faceplates assigned to the group No.

Indicators on Faceplate

1. Box Warning Message

Indicator Contents Note
I DOPC and DOPL is in IDLE
F DOPC and DOPL detects failure
(blank) Normal

2. Alarm/Alarm Enable Status

(blank)
The Point is not Alarm-inhibited nor Alarm-disabled and no alarms in the Point. Or
the Point parameter is not accessible.
Applicable to all Points.
INH Alarm Enable Status is in INHIBIT
DIS Alarm Enable Status is in DISABLE
*(yellow) Deviation(PV-SP) exceeds Overview Limit. DOPC
ADV Deviation alarm to Advisory SP DOPC
BC Controller Abnormal DOPC
BP Bad PV DOPC
FB Command Disagree Alarm for Digital Composite DOPC/DOPL
HD Deviation (PV-SP) High Alarm DOPC
HP PVHI Alarm DOPC/DOPL
2HP PVHIHI Alarm DOPC/DOPL
LD Deviation(PV-SP) Low Alarm DOPC
LP PVLO Alarm DOPC/DOPL
2LP PVLOLO Alarm DOPC/DOPL
OFN OffNormal DOPC/DOPL
RC+ PV Rate of Change High(positive) DOPC/DOPL
RC- PV Rate of Change High(negative) DOPC/DOPL
UNC Un-commended Change Alarm DOPC/DOPL

3. SP Status

* SP cannot be increased/decreased because of SP Windup High/Low.
H SP exceed SP High Limit.
L SP exceed SP Low Limit.
^ SP cannot be increased because of output limiting.(Windup High)
v SP cannot be decreased because of output limiting.(Windup Low)
B Bad SP

4. PV Status

B(red) Bad PV
H(red) Bad PV and PV High Extended Range Violation
L(red) Bad PV and PV Low Extended Range Violation
M(red) Bad PV and PVSOURCE is MANUAL.
S(red) Bad PV and PVSOURCE is SUBSTITUTE
U(yellow) Uncertain PV
H(yellow) Uncertain PV and PV is clamped to High Extended Range.
L(yellow) Uncertain PV and PV is clamped to Low Extended Range.
M(yellow) Uncertain PV and PVSOURCE is MANUAL
S(yellow) Uncertain PV and PVSOURCE is SUBSTITUTE
(blank) Normal

5. OP Status

* Secondary Point of the Point is not in CAS mode. OP is not disposable.
H OP at OP High Limit
L OP at OP Low Limit
^ Integral part cannot be increased.
v Integral part cannot be decreased.

6. Command Status

STOPPED OP is stopped. Counter not increased.
RUNNING Counter is running.
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7. Point Status

BYPASS Interlock Bypass (BYPASS) ON.
TIME UP Time-up of Timer
INACTIVE Point Exec Status is in Inactive.
INIT The Point being initialised.
NOTSEL The Point not selected by Override Selector.
RED TAG Point is Red-Tagged.
SEL The Point is selected by Override Selector.
SHTDWN Shutdown Flag ON.
STANDBY MAN In Standby Manual Mode.
LOCAL MAN LOCALMAN Flag is on.
(aaaaaaaa) Up to 8 characters can be configured for status message.

8. Mode/Mode Attribute Status

MAN Manual Mode: OP controlled by Operators
AUTO Automatic Mode: OP is calculated by Algorithm.
CAS Cascade Mode: OP or SP is from primary point.
BCAS Backup Cascade Mode: OP or SP is from backup Point.
P-MAN Program Manual
P-AUTO Program Auto
P-CAS Program Cascade
P-BCAS Program Backup Cascade
?????? Cannot access to Mode
------ Invalid Mode

9. Abnormal Handler Enable Status for PMDP Point

EMSD Emergency Shutdown sequence is ready to be started. in red colour
SHDN Shutdown sequence is ready to be started. in yellow colour
HOLD Hold sequence is ready to be started. in yellow colour

10. Operation Status for PMDP Point

OFF Sequence Program is not running. In green colour
NORM Normal Sequence in progress. In cyan colour
HOLD Hold Sequence in progress in yellow colour
SHDN Shutdown Sequence in progress in yellow colour
EMSD Emergency Shutdown Sequence in progress in red colour

11. Sequence Exec State/Sequence Error Status

NL Not loaded. Sequence Program is not loaded In cyan colour
DLL Sequence Program being loaded. In cyan colour
LOAD Sequence Program Load completed. In cyan colour
RUN Sequence Program is running. In cyan colour
PAUSE Sequence Program is stopped by PAUSE statement. In cyan colour
Fxxx Failure: Sequence stopped because of Fxxx failure. in red colour
Exxx Error: Sequence stopped because of Exxx error. in red colour
END Sequence ends and stops. in yellow colour

12. Sequence Execution Mode Status

AUTO
Sequence Program is in AUTO mode. In AUTO mode, Sequence Program runs
automatically.
In cyan colour
SEMI
Sequence Program is in Semi-Auto mode. In Semi-Auto mode, Sequence Program
stops at every PAUSE statement. Restart by Operator is required at every stop.
In cyan colour
SGNL
Sequence Program is in Single mode. In Single mode, Sequence Program stops at
every statement. Restart by Operators is required at every stop.
In cyan colour

13. Sequence message Status

(Blank) Message not generated by the Sequence Program.
CFM Message required Confirm operation and not acknowledge yet, exists In cyan colour

14. Description of Display of OPEN/CLOSE for Output

No display OPOCDSP Parameter value is NOTDISP.
O on the upper side of Bar Graph
C on the lower side of Bar Graph
OPOCDSP Parameter value is ZEROCLOS.
CLOSE is displayed in the case of 0%.

C on the upper side of bar Graph
O on the lower side of Bar Graph
OPOCDSP Parameter value is ZEROOPEN
OPEN is displayed in the case of 0%.

Note
OPOCDSP Parameters exist only on the Adjustment Control Point of DOPCII Controller. The whole Display is white.

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Section 8.Trend display

Industrial-DEO has the following 2 Trend displays for different purposes:

-Remote Trend: displays the history data collected by DOHS
-Local Trend: displays the history data collected by DOSS itself

For each of those Trends, a maximum of 8 pens can be displayed for one group Trend display provides a maximum of 8
trend pens for indication of historical data on a CRT screen. Time span, display range etc can be manipulated on the trend
display to focus on the particular plant dynamics.

Contents of display items
1. Trend No. Trend No. currently displayed.
2. Trend title
Shows trend title. The title can be changed system.
Configuration/ command menu display.
3. Trend area Space to show trend graph
4. Pen No. Pen No. associated with each trend graph
5. Face plate button
The button is used to pop up the face plate display on the
left side of screen for selected pen. Pen can be selected by clicking point parameter area.
6.
Trend operation
buttons
List of short-cut buttons used in the trend display
7. Relative time
The time relative to the time at the right edge of the graph is displayed. When scrolled, the time relative to
the time at the right edge of the graph before the scroll is displayed.
8. Digital Value Shown by bar when the Boolean value is 0 and shown by filling-in when the Boolean value is 1.
9. Display range
Indicates the range for the analog-type pen that is now being displayed (the range for digital-type is not
displayed).
10.
Trend display
Time stamp
Shows newest and oldest time stamp for the displayed trend graph.
11.
Point parameter
Area
Shows associated point parameters assigned to each trend pen.
12.
Connection
Information part
Shows node No., Node type and connection status
(connected/not connected) of the group for which you wish to collect data.
13.
Hair line cursor
Operation buttons
The buttons are used to move hair line cursor forward and backward. The buttons are available when hair
line cursor is active.
14. Display time span
Shows selected display time span. This is not only standard time span, i.e., 1hour, 6hours, 1day and 6days,
but also other time span resulting from zoom In/Out operation.
15.
Time span change
Buttons
The buttons are used to change time span selection.
16. Scroll buttons The buttons are used to scroll trend graph forward and backward.
17.
Time-axis scroll
Slide buttons
The buttons are used to slide (scroll more precisely) trend graph forward and backward slide of trend
graph take place when the button is released.
18.
Display type (only
for local trend)
Shows the graph display state
Blank: when current trend is displayed
Record: when record trend is displayed
Save: when save trend is displayed
19.
Operation status
(only for Local
trend)
Shows the data collection status
Collecting: data is being collected by manual mode or
automatic mode
Waiting: waiting for collection time or collection trigger
Suspended: collection is being suspended
20.
Collection period
(only for Local
trend)
Shows the collection start time and collection stop time for displayed trend graph. For current trend, the
collection stop time is shown is blank.

Function of Trend Operation Button
1. Add Pen button The button is used to add new pen or to change trend parameter of active trend pens.
2. Delete Pen button The button is used to delete active pens that are being trended.
3.
Pen: Cascade
button
The button is used to cascade all active pens in full size.
4. Pen: Tile button The button is used to tile all active pens.
5.
Plot: ON/OFF
button
The button is used to plot sampled data on the trend graph by
*mark or to cancel.
6.
Grid: ON/OFF
button
The button is used to display grid on the Trend Display Area or to cancel.
7.
Auto Update
button
The button is used to update the trend graph automatically or to freeze the graph. When past data is
displayed in playback by Scroll button or Slide button, automatic update is cancelled.
8.
HairLine:
ON/OFF
The button is used to invoke Hairline cursor or to cancel.
9.
Pen: ON/OFF
button
The button is used to erase selected pens tentatively or to cancel the erase.
10.
TimeSpan:
ZoomIn button
The button is used to zoom-in Time-axis. This is one touch button to make the current time span half.
11.
TimeSpan:
ZoomOut button
The button is used to zoom-out Time-axis. This is one touch button to make the current time span two
times.
12.
Save Pen
Information
button
The button is used to save pen information created during trend operation. Display information, e.g. Grid
ON/OFF, Plot ON/OFF etc are not subject to the Save function.
13.
Connection
Change button
(only for Remote
Trend)
Change over displays of Group as well as the Group itself for which you are currently collecting data.
14.
Group information
(only for Local
Trend)
Display information about the collection group and changes the collection status.
15.
Archive (only for
Local Trend)
This is used to list/archive/delete the trend data file. Graph display is also possible by specifying collection
files here.
16.
Replay (only for
Local Trend)
This is used to list/delete/graph display (replay) the archived data file.
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Section 9. Detail display

Detail Display provides faceplate information that is equivalent to the one Group Display, and detailed configuration and
setting parameters associated with the Point name. Through the Detail Display, the following change operation can be made:

- PID tuning parameters
- Alarm trip point
- Point Active/Inactive
- Point configuration parameter
- Others

Section 10. System configuration / Command Menu Display

System Configuration/Command Menu Display provides a tool to change system-wide parameters that need to be changed
at on-line concurrently with normal plant operation and to shutdown the Harmonas system safely to prevent database
corruption etc.
Below is a main menu of the display.

- Group Assignment : Set-up title TagName for Group Display
- Graphic / Trend Assignment : Set-up Graphic Display Name and Trend Title
- Alarm Sound Configuration : Set-up Alarm Sound On / Off and Tone
- Print Screen configuration : Set-up Print Screen Enable / Disable
- Set-up ShipClock : Set-up ShipClock
- Close Screen : Display Screen Saver
- Station Shutdown : Shutdown / Restart this Station

Section 11. Local Event Display

This is to display / print the history of various events output on the log file such as process alarms, messages, sequence
events or system events.
Over a maximum of 2,000 lines, the message Overflow occurred is displayed.
The event history to be displayed can be selected by date, type of unit/area/console.
The displayed event history can be printed out.

Display Item and Contents
1.
Selection of
Displayed Events
The type of the set event is displayed. When alarm/message/sequence-event/SOE is selected, the selected
unit/area is also displayed. When operator-change/system is selected and a console is specified, the
console is also displayed.
2. Display Start Date The display start date set in the setting dialog is displayed.
3. Printer Name The printer name selected by the Print button is displayed.
4. Display End Date The display end date set in the setting dialog is displayed.
5. Status Display
The display status is displayed.
- When the screen is displayed : default
- While the event is being searched : in progress
- When the transaction is complete : complete
- When no data is specified : no data
6. Overflow Display Displayed when there are more than 2,000 display events.
7.
Page operation
Button
Used to display the next/previous pages.
8. Page Number Current page number/number of total pages.
9. Re-display Button Used to re-display the screen with the current display settings.
10. Setting Button Used to set display items.
11.
Print Cancel
Button
Used to cancel the print operation.
12. Print Button Used to print out all of the displayed events.

3J LNG AL WOSAIL

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Draft / 2004. 10. 29 Part 4 Cargo System
4.1 Cargo Piping System......................................................................... 4 - 2
4.1.1 Cargo System Piping Systems ................................................ 4 - 2
4.1.2 Material and specification of pipes and fittings ...................... 4 - 5
4.2 Cargo Tank Pressure Control System................................................ 4 - 7
4.2.1 Cargo Tank Pressure Control .................................................. 4 - 7
4.2.2 Cargo Tank Vent Control ........................................................ 4 - 7
4.2.3 Mode Selection ....................................................................... 4 - 8
4.3 Cargo Pumps.................................................................................... 4 - 10
4.3.1 Main Cargo Pumps ............................................................... 4 - 10
4.3.2 Stripping/Spray Pumps ......................................................... 4 - 14
4.3.3 Emergency Cargo Pump ....................................................... 4 - 18
4.4 Cargo Compressors.......................................................................... 4 - 22
4.4.1 HD Compressors................................................................... 4 - 22
4.4.2 LD Compressors ................................................................... 4 - 28
4.5 Boil-off / Warm-up Heater ............................................................... 4 - 34
4.6 LNG Vaporizer................................................................................. 4 - 36
4.7 Forcing Vaporizer ............................................................................ 4 - 38
4.8 Custody Transfer System................................................................. 4 - 40
4.8.1 Radar-Based Level Gauging ................................................. 4 - 40
4.8.2 Float Level Gauge................................................................. 4 - 48
4.8.3 Trim-List Indicator................................................................ 4 - 50
4.9 Nitrogen Production System............................................................ 4 - 52
4.10 Inert Gas and Dry Air System........................................................ 4 - 54
4.11 Gas Detection System.................................................................... 4 - 58
4.12 Cargo and Ballast Valve Control.................................................... 4 - 60
4.12.1 Cargo Valve Control System............................................... 4 - 60
4.12.2 Ballast and F.O Valve Control System................................ 4 - 64
4.12.3 Emergency Shutdown System............................................ 4 - 68
4.12.4 Ship Shore Link .................................................................. 4 - 71
4.12.5 Mooring Load Monitoring System..................................... 4 - 75
4.13 Relief Systems ............................................................................... 4 - 80
4.13.1 Cargo Tank Relief Valves.................................................... 4 - 80
4.13.2 IBS & IS Relief Valves ....................................................... 4 - 80
4.14.3 Pipe Relief Valves ............................................................... 4 - 80

Part 4
Cargo System
3J LNG AL WOSAIL

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Draft / 2004. 10. 29 4 - 1 Part 4 Cargo System
Illustration 4.1a Cargo Piping System

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CARGO LIQUID
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NO.2 B.O/W.U
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KEY
LNG LIQUID LINE
LNG VAPOUR LINE
STRIPPING/SPRAY LINE
OF
SPOOL PIECE
BLIND (BLINK) FLANGE
BELLOWS TYPE EXPANSION JOINT
SPECTACLE FLANGE
FLANGE METER
OF:ORIFICE
VF:VORTEX
RADAR BEAM TYPE TANK LEVEL GAUGE
FLOAT TYPE TANK LEVEL GAUGE
EMERGENCY SHUT DOWN SYSTEM
FLOW DIRECTION
TIGHTNESS DIRECTION
SYMBOL SYMBOL DESCRIPTION DESCRIPTION
CONICAL TYPE STRAINER
Y-TYPE STRAINER
GLOBE VALVE
HYD. OPERATED BUTTERFLY VALVE
(OPEN/SHUT TYPE)
(THROTTLING TYPE)
HYD. OPERATED GLOBE VALVE
(FLANGE OPEN/SHUT TYPE)
HYD. MOTOR DRIVEN GLOBE VALVE
(THROTTLING TYPE)
BUTTERFLY VALVE
SWING CHECK VALVE
CONTROL VALVE
NEEDLE VALVE
RELIEF VALVE PILOT OPERATED TYPE
GATE VALVE
LIFT CHECK NON RETURN VALVE
(GLOBE / ANGLE)
SCREW DOWN NON RETURN VALVE
(GLOBE / ANGLE)
R
F
ESD

3J LNG AL WOSAIL

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4.1 Cargo Piping System
(See Illustration 4.1a)

General

The cargo piping system is illustrated in a simplified drawing showing only the
principal features of the system (See illustration 4.1a).

Two (2) main liquid, one (1) main spray and one (1)main vapour crossovers,
common to all cargo tanks, shall be provided. Four (4) liquid shore connections
and one vapour connection shall be provided at each side of the vessel.

On common liquid header, one common vapour header, one common gas header
and one stripping/ spray header shall be provided. The liquid lines terminated at
the bottom at the aft end of each cargo tank.

The liquid domes extend from inside the cargo tank up to a suitable height above
the weather deck. The vapour line shall be connected at the middle of each tank
dome.

All cargo and associated piping shall be laid on the trunk deck.

Special attention shall be given to the arrangement in way of the dome area to
allow safe and easy access for maintenance work.

Draining piping shall be arranged, if necessary, so that the liquid in cargo piping
can flow down into cargo tanks from shore connections.

An electrical bonding system shall be provided throughout to ensure that
potential differences shall be avoided.

Small drip and upper spray shields of 316L stainless steel shall be provided on
all flanged connections in liquid cargo lines (fixed and removable type).

Fluid velocities:
The pipelines shall be designed for the following velocities during the normal
loading and discharging procedures. Higher velocities shall, however, be used for
other procedures, such as warming up operation, gas freeing, inerting and
aeration where increased frictional losses are acceptable.

LNG and LN2 liquid lines
7m/sec: in general, maximum liquid flow rates shall not exceed 10m/sec
except at the shore connection, where 15m/sec will be allowed.

Vapour lines
Maximum vapour flow rate shall not exceed 40m/sec except at the shore
connection.

4.1.1 Cargo System Piping Systems

1. Liquid Lines

One (1) liquid header shall be led between No. 1 and No. 4 cargo tanks on the
trunk deck and shall be connected with the crossovers.

One (1) liquid connection shall be branched off the liquid header and led to each
cargo tank.

In each cargo tank, two (2) cargo discharge lines with cargo pumps at the bottom,
and one (1) cargo filling line extended to the bottom shall be provided. In
addition, a well shall be provided for lowering down the emergency cargo pump.
These lines shall penetrate the liquid dome and shall be connected to the cargo
liquid branch for each tank.

The loading line shall be equipped with a striking plate at the bottom.

The following valves shall be provided near the liquid dome.

- A hydraulic remotely operated globe valve and swing check valve for
discharge line of each cargo pump. The swing check shall be located
inside the cargo tank, immediately adjacent to the outlet of the cargo
pump.

- A hydraulic remotely operated butterfly valve for each cargo filling line.

- A hydraulic remotely operated globe valve and lift check valve for the
discharge line of the emergency cargo pump.

- A hydraulic remotely operated butterfly valve to the liquid header.

A connection between liquid line and safety return line shall be provided for
purging.
A connection between liquid line and spray line shall be provided for liquid
filling.

Those portions of the liquid line where liquid may be blocked between two (2)
valves shall be protected by spring loaded pressure relief valves.

The cargo liquid and spraying header shall be protected by at least two (2) relief
valves, one on the fore part, one at the aft part.

Relief valve set pressure shall be equal to the design pressure of the system.

The relief valve shall discharge vapour to the cargo tank.

In order to allow any tank to be put out of service, the outlet piping of these
relief valves shall be connected to at least two (2) different cargo tanks. A spool
piece with blank flanges shall be provided for closing the connection to the cargo
tank not being connected. A non return valve shall be fitted at the tank
connection.
Liquid dome connections:
- Two (2) discharge lines.
- One (1) filling line
- One (1) emergency pump column
- One (1) spray pump discharge line
- Two (2) group of spray lines for tank cooling purpose
- One (1) spray return line
- Five (5) fixed tubes for cargo sampling
- Instrumentation and electrical connections as required
- One (1) radar CTS level gauge line
- One (1) float level gauge line
- Two (2) safety relief valves.
- Pilot pipe of safety relief valve
- One (1) safety valve outlet for cargo piping

The float level gauge line shall be fitted with a cryogenic gate valve for removal
of the gauge assembly with the cargo tank in service.

Suitable means shall be provided to enable removal of the radar level gauge
electronic parts with the cargo tank in service.

2. Stripping/Spray Lines

The Spray Header shall be led between No. 1 and No. 4 cargo tank and shall be
connected with crossovers at the shore connections and each tanks.

One (1) spray connection shall be branched off the spray header and led to each
cargo tank.

Valves shall be provided in the spray header to avoid unnecessary cooling down
of header sections.

The system shall be used for cooling down the cargo tanks before loading as
necessary.

At initial cooling down, the liquid shall be fed from shore to the spray header
through the liquid crossover. The spray header shall be connected to two (2)
groups of spray nozzles in each cargo tank.

Liquid nitrogen will be supplied to the LNG vaporizer through the spray lines
from the cargo manifold.

The liquid supply to the spray header shall be remote controlled by throttling the
valve of the spray return line.

The spray nozzles shall be located along the top edge of the top chamfer of the
tanks.

The nozzles in each cargo tank shall be installed depending on the tank size. The
capacity of the spray nozzles shall be decided based on the initial cooling down
of the cargo tank and cooling down before loading at the end of the ballast
voyage.
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Filters shall be provided in the spray lines to the nozzles in the tank.

The following valves shall be provided near each liquid dome.

- A hydraulic remotely operated globe valve and lift check valve for the
discharge line of each stripping / spray pump.
- A hydraulic remotely operated globe valve on the common line and
hydraulic remotely operated globe valve for each spray nozzle inlet line.
- A hydraulic remotely operated globe valve on the spray return line.
A hydraulic remotely operated globe valve for the connection to cargo tank
liquid branch.

3. Vapour Lines

One (1) vapour header shall be led between No.1 and No.4 cargo tanks, used for
gas handling operations such as loading and discharging of cargo, warm up and
cool down.

This header shall be led to each cargo tank via a vapour branch line, provided
with a manually operated butterfly valve and a spectacle flange, and connected to
the vapour crossover which leads to the shore connection.

One (1) vapour return line shall be provided between the H/D compressor
discharge and the vapour crossover at the shore connections for discharging
cargo vapour during loading, warming up, cooling down and inert gas purging
operations.

Pressure control devices shall also be provided to vent excessive boil-off vapour
to the atmosphere through No. 1 vent mast.

The pressure control of vapour to shore shall be provided by automatic remote
control from the IAS.

4. Gas pipe connection

- One (1) vapour return/ boil off line.
- One (1) fixed tube for cargo sampling.

One (1) emergency vent header shall be led between No.1 and No.4 cargo tanks,
used for tank gas freeing operations.

This header shall be led to near each vapour branch line and connected to the
vapour branch line using an expansion bellows type spool piece which is
provided separately. The Emergency Vent line shall not be insulated.

5. Cargo manifold

Cargo manifold arrangement:
Loading stations shall be provided port and starboard on a platform above the
upper deck as shown on the G.A.
The cargo manifold consisting of four (4) liquid lines and one (1) vapour line
arranged L.L.V.L.L shall be provided port and starboard on platforms above the
main deck and be in compliance with OCIMF standards at the loading and
discharging ports.

Manifold height above the keel shall be approximately 30.8 m.

The spacing between liquid and vapour lines shall be 3.0m. The distance
between the ship manifold flanges and the ships side shall be about 3.5m.

The distance between the bottom edge of the manifold flange and the top of the
deck or working platform shall be about 900mm.

The shore connections shall consist of:
- Two (2) 600mm dia. liquid crossovers connected to the fore and aft
liquid header and terminating with a Y branch at each end. A
hydraulically operated butterfly valve with emergency shutdown and a
manually operated butterfly valve shall be fitted to each manifold liquid
line, both fitted with a hinged blank flange.
- One (1) 600 mm dia. vapour crossover connected to the fore and aft
vapour header and terminating at each end with one (1) hydraulically
operated butterfly valve fitted with a hinged blank flange.

The outer length of each manifold up to the first support shall be increased to
schedule 40S pipe for the loads imposed by hard-arms, and shall be provided
with a pressure gauge and drain connection.

Water curtain pipes (90-10 copper-nickel) shall be provided at the ships side in
way of each loading station to protect the side shell during loading and
discharging. (Not spraying type, film type).

The water curtain pipe shall be fitted with a drain valve at the lowest point.

Sea water for the sea water curtain shall be supplied from the fire and wash deck
main line near the loading station.

Sea water hose connections shall be provided for de-icing the cargo manifolds.

All remotely operated valves as well as emergency shutdown valves shall be
operable from the IAS and valves shall be capable of manual operation locally at
the solenoid rack and by hydraulic hand pump in general.

There shall be no permanent connections between liquid and vapour headers.

Spool pieces or equivalent shall be provided for temporary connections.

Lifting and support arrangements for spool pieces and small davits for handling
manifold blanks and adaptor pieces shall be provided.

Expansion and/or sliding arrangements for shore connections to compensate for
thermal connection of the cargo lines shall be provided.
Load bearing shall be designed to absorb the loads of an ESD II condition.

Nitrogen supply and purging connections shall be fitted on the pipes close to
spool pieces.

Manifold connections

Cargo handling shall be by means of liquid and vapour pipeline systems above
the deck.

Manifolds for the cargo shall comply with the recommendations of OCIMF
Class (B) category and consider loading and unloading terminals arm
installation.

Manifold flanges shall be 12 ANSI 150lbs RF for both liquid and vapour
manifolds. Connection for loading marine diesel/gas oil, fuel oil and fresh water
shall be adjacent to the cargo manifold, fore and aft.

Strainers, distance pieces and reducers

Twelve (12) sets of manifold strainers (six (6) for discharging and six (6) for
loading) shall be provided and stored in a water tight box on the loading
platforms.

Strainers when in use shall be located in the manifolds immediately inboard of
the presentation flanges.

Cargo reducers shall not be provided but eight (8) adapter pieces shall be
provided suitable for connecting shore arms having hydraulic quick
connect/disconnect couplers. The adapter pieces shall be stored in a watertight
box on the loading platforms.

The material of the strainers shall be AISI 316L.

Strainers provided shall be a 20 gauge and 60 gauge mesh type in accordance
with SIGTTO recommendations.

Cargo jettisoning

A portable nozzle for cargo jettisoning shall be supplied capable of connection to
any manifold liquid line port or starboard. The nozzle mounted shall extend not
less than 3 meters outboard of the ships side and it shall be designed to achieve
an outlet velocity of 40 m/sec at the delivery capacity of two (2) main cargo
pumps operating simultaneously.

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6. Loading platform

The loading platform shall be of stainless steel (SUS 304) with coaming and one
(1) drip tray made in AISI 316L with stainless steel support shall be provided
under each manifold side in accordance with the OCIMF standards. Details shall
be to Buyers approval.

GRP grating on the manifold deck shall be provided within the area surrounded
by the coaming, including stainless steel (SUS 304) grating inserts in load
bearing areas.

Means shall be provided to deflect a spill of LNG overboard to facilitate the
rapid escape and evaporation of the liquids in accordance with the OCIMF
standards.

A separate coaming with drain plug shall be installed around the bunker
manifold.

7. Vent masts for cargo tanks

Four (4) vent masts about 14.2m high above the trunk deck shall be provided and
fitted with a nitrogen purging connection complete with isolating valve.

The vapour header shall be permanently connected to the forward vent mast
which shall be fitted with a pressure control valve and a trip closing arrangement,
operated from the IAS & W/H, with a manual override.

The vent mast shall be of stainless steel pipe (SUS 316L). A bottom plate and a
drain connection with a small drip tray shall be provided at the bottom of each
vent mast.

A ladder shall be fitted on the vent mast for access to the head of each mast top,
and wire rope stays shall be provided to prevent vibration of the mast.

The top of each mast shall be fitted with a stainless-steel wire-mesh protection
screen, cowl and drain provision, and designed to prevent rain from entering the
mast but allow gas to escape vertically upwards.

An access platform shall be provided for maintenance.

8. Boiler fuel gas line

A boiler fuel gas pipe line from the cargo tank area to the boilers shall be
arranged.

The fuel gas pipe line shall be connected with butt welded joints for the pipe line
from the cargo tank area to the engine room bulkhead.

The fuel gas master valve shall be located in the cargo machinery room after the
boil-off/warming-up heaters.
The fuel gas master valve of the emergency shut down system shall be opened
automatically from the burner logic, and shall be closed manually from the
engine sub control room, from the CCR and from the wheelhouse. When
manually closed, remote operation of this valve shall be prohibited.

The valve shall be automatically closed by;

- High gas content in vent hood and fuel gas pipe duct.
- Fuel gas pipe duct vent fan failure
- Boil-off/warm-up heater high or low outlet temperature
- Engine room ventilation failure (min. 2 fans)
- Black-out
- Emergency shutdown
- High or low gas pressure
- Both boiler trip
- Others according to Rule requirements

The duct shall be ventilated by two (2) exhaust fans and shall be connected to a
vent hood. A nitrogen purge system, stop valves and automatic cut off valves
shall be provided.

One (1) indicating and integrating flow meter shall be fitted on fuel gas piping
outside the cargo machinery room.
The integrating unit and indicating unit shall be located in the IAS.

Gas detection shall be arranged as specified in chapter 7.

9. Pump column, liquid dome and gas pipe

The materials and design of the pump column, liquid dome and gas pipe shall
comply with the latest issue of GTT relevant documents, data and information,
and mutual agreement between GTT and the Builder.

Construction standards and detail design shall be developed by GTT. The
builder shall produce production drawings subject to the approval of Class and
the buyer, and inspection and supervision by GTT during construction.

One (1) pump column shall be installed at the aft end of each cargo tank. Design
and installation shall be integral with the liquid dome in accordance with GTT
design.

The column structure shall be designed to slide vertically to reduce thermal
stresses during cooling down and warming up of cargo tanks. The design shall be
take into account sloshing loads, dynamic loads due to vessel motion, vibration
and loads in way of attachments, for following filling limits: 0~10% cargo tank
length and 80%~98.5% (exceeds design target of 70%)of cargo tank height.

Consideration shall be given for suitable design changes, if needed, in case other
filling limits are acceptable for GTT and Class.

The guide pipe for the portable cargo pump and the two (2) main cargo pump
discharge lines shall form part of the pump column structure. The pump guide
pipe shall be used when lowering the emergency cargo pump. A spring loaded
foot valve shall be provided at the bottom of the pump guide pipe.

The main cargo pumps, cargo stripping/spray pump, cargo loading line, pipes for
level gauging equipment, temperature sensors and other necessary fittings shall
be accommodated within the pump column structure.

Material of pump column is generally stainless steel 304L.

The lower support of the pump column shall be fitted to the inner hull in
accordance with GTTs design.

One (1) welded type liquid dome shall be arranged at the aft part of each cargo
tank and one (1) gas pipe shall be arranged in the mid-part of each cargo tank as
shown on the General Arrangement drawing.

The size, details, construction, insulation and pipe penetrations shall be in
accordance with GTTs design.

The liquid dome cover and pipe penetration material shall be stainless steel 316L
in accordance with the design philosophy of the cargo system materials
specification.

Alternative arrangements may be proposed subject to Buyers approval.

Pipe penetrations through the liquid dome shall be minimized as far as
practicable in compliance with GTTs recommendations and design.

In order to improve the piston effect during some operations, deflection plates
shall be provided at the end of the vapour line in cargo tanks.

10. Sampling, drain and purge connections

Each of the following locations shall be provided with sampling and/or purge
connections where applicable, and drain connections shall be provided where
necessary.

Each point shall be fitted with a double shut-off valve and a pressure gauge
connection. Sample valves that are not connected to open ended pipe work shall
be provided for use during line purging, including sample points around all cargo
machinery and at spool piece connections.

- Each cargo manifold
- Each filling and discharge line at cargo tank
- Each end and mid point of liquid header
- Each end and mid point of vapour header
- Each end and mid point of emergency vent line
- Each vent mast (drain connection only)
- Each insulation space
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- Each vapour connection
- Emergency pump column
- Pipe duct for float level gauge
- Inlet/outlet of the compressors, heaters and vaporizers
- Inlet of the tank safety relief valve
- Each spool piece
- Fixed sampling tubes for tank liquid dome (5 points per tank)
- Boiler fuel gas line
- Other necessary points

A Purging connection for the cargo manifold shall be provided with quick
connection.

11. Vapour flow measuring system

Flow-meters shall be supplied for;
- Forcing vaporizer discharge flow
- LNG vaporizer discharge flow
- Vapour from shore
- Vapour to shore
- Vapour to atmosphere

Vortex type flow-meter for;
- Boil-off gas line to boiler
- N2 flow to barrier space (25A)
- N2 flow to purging header (25A)
- N2 flow to engine room BOG line purge (25A)

The orifice type flow-meters shall show the indication only, with integration
calculated by the IAS. The vortex type shall show indication and integration.

The total flow rate of boil-off gas supplied to the main boilers shall be measured.
The measurement, compensated for variations in temperature and pressure shall
be displayed and recorded. The total recording and measurement system
accuracy shall be better than 3%.

4.1.2 Material and specification of pipes and fittings

General

The specifications described in this section shall be applied to the cargo piping.
The design temperature and pressure, pipe wall thickness and the material of
pipes, flanges, valves and other major systems shall comply with the section 343
piping application.

1. Pipes

Piping shall be designed to allow for stress due to thermal expansion/contraction
and deflection of the vessels structure and to be adequately protected against
mechanical damage.

The bending radius at the centreline of bends of stainless steel and carbon steel
pipe shall not be less than 1.5 times the nominal diameter of the pipes. Small
radius bending of pipe shall be fabricated with welded elbows, having a radius
approximately equal to nominal diameter of the pipe.

Cargo tank dome and vapour line penetration pieces of piping shall be in
accordance with GTTs design and recommendations.

Other penetration pieces of water and gas tight bulkheads, decks or tank top
plating shall be in accordance with the Builders standard practice and with the
Buyers approval.

Material of spool pieces shall be the same as the corresponding piping.

2. Pipe joints

Butt welded joint for cargo piping shall generally be used except where
necessary to provide removable joints such as flanges, unions, sockets and
expansion joints, subject to the requirements of the Class.

Weld-neck raised-face flanges shall be used in piping for low temperature
service in general except for piping inside cargo tanks and open ended piping on
deck, where slip-on welded flat-face flanges shall be used.

Weld-neck raised-face flanges for low temperature service shall be to ANSI #150
pound rating.

Welded connections shall be used to the first valve flange of branch connections
in cargo piping for accessory lines and instrumentation lines. For non-cryogenic
parts of the cargo piping screwed connections may be applied, subject to
Owners approval on a case by case basis.

Fabricated tees shall be used throughout the piping for low temperature service
in general.
Where branch lines are relatively small compared to the main line, welding
outlets may be used instead of tees.

3. Gaskets

Gaskets for cryogenic service piping shall be used as follows

- Gaskets on deck: Graphite vortex type
- Gaskets inside tank: Graphite vortex type
- Gaskets for pump discharge inside tank: According to the pump
manufacturers specifications.

Due attention shall be paid to avoid the gasket protruding within the free area of
the corresponding pipe.

4. Expansion joints
For pipes on the weather deck, expansion loops shall be used on the liquid lines
and bellows type expansion joints shall be used on the vapour lines.

Bellows type expansion joints shall be used to protect piping from excessive
strains due to thermal movement and vessel deflections.

Expansion bellows shall be flanged type except in the gas connection and fuel
gas line around the accommodation.

The expansion bellows shall be of multi-ply design with INCOLOY 825 for the
outer layer and stainless steel 316L for inner layers.

5. Bolts, nuts and U bolts

The material of bolts, nuts and U bolts for piping shall be stainless steel except
where otherwise specified.

- Bolts and studs / Nuts for cargo piping : ASTM A320 B&M CLASS II/
ASTM A194 M*
- U bolts/ Nuts : SUS 316

Bolts and studs shall be strain hardened type.
Bolts, nuts and all fitting inside tanks shall be secured in order to prevent bolts,
nuts and all fittings from loosening.

6. Electrical bonding

The liquid and gas lines shall be carefully electric-braid bonded to the ships hull.
All flanges shall be bridged with stainless straps bolted at both ends. The end
flanges adjacent to pumps, compressors and other units shall include plugs for
subsequent maintenance dismounting.

Cross-pipes shall be bonded directly to the hull.

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In accordance with the GTT design, earthing arrangements shall be made to
prevent electrostatic build up within the tanks.

A potential-equalizing device shall be provided in order to electrically bond the
ships lines to the shore installations before loading and unloading operations.

7. Pressure gauges and Thermometers

Pressure gauges for the cargo handling system shall be glycerine filled type.

Thermometers for the cargo handling system shall be gas filled type.

Material of the external body of pressure gauges and thermometers shall be SUS
316L stainless.

8. Pipe supports

Pipes on deck exposed to low temperature shall be supported by U-type bolts
and/or clamp anchoring pieces of stainless steel at suitable intervals to avoid
vibration, taking into consideration the movement of the pipes.

Support for piping adjacent to shore connections shall be reinforced against
abnormal loads on the loading arm. Anchoring pieces shall be welded to pads
on pipes, not directly to the pipe.

Sliding supports shall be provided with PTFE material or equivalent between
fixed and moving parts. There shall be no metal to metal sliding contact.

Position and type of pipe supports and anchors shall be chosen to avoid stress
concentrations.

Consideration shall be given during detail design of pipe supports to reduce
maintenance, by using closed type profiles or pipes as far as possible.

Details shall be in accordance with the builders practice with buyers approval.

9. Pipe line insulation

The cryogenic piping system outside the cargo tank shall be insulated with rigid
P.U Foam or equivalent, suitable for temperatures up to + 80
o
C.
The foam shall be self-extinguishing type.

In general the pipe insulation shall be of two (2) layer construction, with each
layer able to slide smoothly against the other (except small pipes (under 25mm)
and the fuel gas line).

The insulation shall be covered with a moulded GRP cover to act as a tough
water and vapour-tight barrier.
Special attention shall be paid to the ends of the insulation section and thermal
expansion/ contraction arrangements to avoid humid air entering into the
insulation in service and during construction.

To absorb the contraction stresses of the insulation, glass wool shall be used
between the pipe and the primary layer, and between the primary and secondary
layers. No glue shall be applied between the pipe and the primary layer
insulation.

Preformed high density polyurethane foam shall be used in way of support parts.

The fuel gas line outside the engine room shall be insulated to avoid temperature
drop in the fuel gas (one layer x 30mm).

The following portions shall not be insulated.

- Pipes in cargo tanks
- Safety relief piping, including vent masts
- Valves, bellows type expansion joints and flanges
- Nitrogen gas supply lines and pressurisation lines
- Gauge and drain pipes
- Anchor stoppers
- Sampling lines

The thickness of insulation shall be as follows.
Insulation thickness (mm) Nominal dia. of pipe
(mm) Liquid cargo line Cargo vapour line
25 and below 30 (1 layer x 30) 30 (1 layer x 30)
32 to 100 50 (2 layers x 25) 40 (2 layer x 20)
Above 100 80 (2 layers x 40) 60 (2 layer x 30)

Details of insulation shall be submitted to the buyer for approval before
installation.

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4.2 Cargo Tank Pressure Control System

4.2.1 Cargo Tank Pressure Control

1. Over Pressurising

To protect the cargo tanks from being over pressurised due to natural boil off, the
gas has to be burned by the boiler or vented to atmosphere. The LD compressors
will supply the natural boil off gas to the boilers as fuel gas to keep the vapour
header pressure stable.

If the boilers require less fuel gas than that which is naturally boiling off, the
vapour header pressure will increase. To prevent an increase in the pressure the
boiler control system will have to use more fuel gas thus producing more steam
than is needed for the steam system. This excess steam has to be dumped.

2. Under Pressurising

To protect the cargo tanks from being under pressurised the LD compressor logic
has two (2) tank pressure protection controllers; one for Ballast mode and one for
Laden mode.

The controller for the LD compressor shall limit the compressor capacity when
the vapour header pressure falls below a set pressure of 2 kPa. The minimum
capacity control for the LD compressor will be reset when the pressure increases
up to 5 kPa.

When the vapour header pressure falls to 3.0 kPa, a FO Auto Backup signal will
be sent to the burner management system (BMS) to start a FO burner. The FO
Auto Backup signal will be reset when the pressure increases to 3.5 kPa.

At Very Low cargo header pressure (1.0 kPa) a FO Boost Up signal will be sent
to the boiler management system and the LD compressor stop sequence is
initiated. The FO Boost Up signal will be reset when the pressure increases to 1.5
kPa.

The Ballast and Laden mode controllers will limit the available BOG flow to
the boilers when the cargo header pressure falls below a set pressure.

4.2.2 Cargo Tank Vent Control

Vent control valve CG702 is controlled from the IAS and has four control levels
as follows:

1. Vent Inhibit
2. Tank Protection vent Control.
3. Vent Control at Vent mode.
4. Manual Operation.
The order of the control priority is : 1 > 2 > 3 > 4

Table 1 Vapour header pressure and related function

Vapour Header Pressure
Press Up Press Down
Function Remark
25 kPa Cargo Tank Pressure Relief Valve Open Each Tank
23 kPa Vent Valve Opens Automatically (100%) IAS
22 kPa High High Pressure Alarm IAS
21 kPa Vent Valve Closes Automatically (0%) IAS
20 kPa High Pressure Alarm IAS
19 kPa 4 kPa Gas management system IAS
5 kPa 2kPa
Tank Protection Control
(zone up to 5 kPa from 2 kPa)
IAS
5 kPa
Absolute Pressure Control
(above 5 kPa)
IAS
3.5 kPa Reset the FO Back-Up Order IAS
2 kPa Cargo Tank Pressure Low Alarm IAS
3 kPa
FO Back-Up Order to Boiler Control
System
Cargo Tank Pressure Low Alarm
IAS
2 kPa
Tank Protection Activate
Cargo tank Low Low Pressure Alarm
ESDS Activate
Vapour Header Low Low Pressure Alarm
IAS
1.5 kPa Reset the FO Boost-Up Order IAS
1 kPa FO Boost-Up Order IAS
-1 kPa Cargo Tank Vacuum Relief Valve Open Each Tank

1. Vent Inhibit

In the manual vent inhibit mode, the vent valve will stay closed when the vent
inhibit order is set from the wheelhouse or telegraph astern signal. In this mode
manual operation of the vent mast valve is not available. The tank protection
vent mode will override the manual vent inhibit and open the valve under high
vapour header pressure.
This function has first priority.

2. Tank Protection Vent Control

In the tank protection vent mode, the vent control valve CG702 will open to full
flow (100% capacity) when a pressure on the vapour header exceeds the set
value 23 kPa. The valve will stay in this mode until the pressure registered on the
vapour header drops below 21 kPa at which point the valve will close. In the
tank protection vent mode, the manual vent is inhibited and vent control at vent
mode is disabled and manual operation of the vent valve is not available.
Vapour venting valve is locked in auto mode.
This function has second priority.

3. Vent Control at Vent Mode

In vent mode, the IAS controls the opening of the vent control valve (CG702)
according to the vapour header pressure while BOG is being routed to the engine
room for burning in the boilers. In this mode, the manual operation of the control
valve is not available. In this mode the vent valve is opened 100% and closed 0%.
This function has third priority.

4. Manual Operation

When any of the above automatic controls are not activated, the IAS doesnt
manipulate the valve position controller and the vent valve can be manipulated
by the operator.

When the vent control valve is under automatic control of the IAS (under the
conditions 1, 2, 3 above), point mode of the valve position controller is fixed at
P-AUTO mode, and manual operation of the point is not available.

Vapour manifold
PT
Open : 230 mbar
Close : 210 mbar
CG702
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4.2.3 Mode Selection

1. Ballast and Laden Mode

There are two pressure controllers, one for Laden Voyage and one for Ballast
Voyage, in the GMS that tell the Boiler Management System (BMS) how much
boil-off gas is available to the burner or how much gas has to be released to
atmosphere to keep the vapour header pressure at its set point.
Manual inputs are the Estimated BOG Flow in Laden and Ballast mode and the
pressure selection switch that enables the operator to select between absolute or
gauge pressure (for Laden mode).
The pressure controllers will protect the cargo tanks and adjust the Available
BOG Flow according to its set point. To control the vapour header pressure
either the ballast or laden pressure controller will be active at all times.
The logic is the same for ballast and laden mode but separate controllers are used
for the two.
Switching between Laden and Ballast mode is performed during loading /
unloading.

1) Pressure Sensor Mode

Voyage Mode Pressure Sensor Pressure Range
Ballast Gauge Only option.
Absolute When the vapour header
pressure is above 5 kPa.
Laden
Gauge When the vapour header
pressure is below 5 kPa.
Switching between absolute and gauge pressure is bump-less and can be
done at any time.

2) Failsafe Handling Ballast Mode Controller

Cause Effect Comments
Vapour header pressure
measurement signal
failure.
Controller put in manual
mode with the current
controller output.
Gauge
pressure.

3) Failsafe Handling Laden Mode Controller

Cause Effect Comments
measurement signal
Failure.
controller output.
Gauge
pressure.
measurement signal
Failure.
controller output.
Absolute
pressure.

Fig. 1 Ballast and Laden Mode Logic

Set
Laden mode
press controller
FeedF
Available BOG Flow (kg/h)
Set
Est. BOG Flow
Ballast Mode (kg/h)
Ballast mode
press controller
Ballast Laden
Gauge Abs
Est. BOG Flow
Laden Mode (kg/h)
Vapor Header Main Pressure (Abs)
Vapor Header Main Pressure (Gauge)
FeedF

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Illustration 4.3.1a Main Cargo Pumps

0 500 1,000 1,500 2,000
100
200
300
400
500
0
20
40
60
80
100
120
140
160
180
200
0
1
2
3
4
Characteristic Curve of
Cargo Pump
Capacity Q (m
3
/h)
T
o
t
a
l

H
e
a
d

H

(
m
)
P
u
m
p

E
f
f
i
c
i
e
n
c
y

E

(
%
)
S
h
a
f
t

H
o
r
s
e

P
o
w
e
r

P

(
k
W
)
N
P
S
H
R

H
s

(
m
)
P
u
m
p

D
o
w
n

H
d
(
m
)
H
e
i
g
h
t

f
r
o
m

I
n
d
u
c
e
r

I
n
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t
H
E
P
Hs Hd
PUMP Motor
Capacity : 1,700 m
3
/h Output : 530 kW
Total Head : 155 m Synchronous Speed :1,800 rpm
Suc. Head : m Electric Source : AC 6,600V 60 Hz
Liquid Name : LNG
Temperature : -163 C
Specific Gravity : 0.5
Minimum Flow : 650 m
3
/h
TERMINAL BOX
INDUCER
SUCTION
TANK BOTTOM
SUCTION STRAINER
IMPELLER
BALL BEARING
SHAFT
CABLE
STATOR CORE
BALANCE SEAT
ROTOR CORE
STATOR COIL
BALL BEARING
2,270 mm
DISCHARGE
810 mm

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4.3 Cargo Pumps

4.3.1 Main Cargo Pumps

1. General Description
(See Illustration 4.3.1a)

Specification

Pump
Manufacturer: Shinko Ind. Ltd.
Pump model: SM350
Capacity rated flow: 1,700 m
3
/h
Total head: 155 m
Operating temperature: -163C
Cool Down Time: 3 hours
Liquid spec. Gravity: 0.5
Shaft Power : 443 kW
Efficiency: 81 %
Direction of rotation: Clockwise
Discharge flange: ANSI 150 LB 350A FF
Minimum starting level: 1.9 m
Minimum restarting level: 0.7 m
NPSHR/Pump down level:
At rated flow: 1.2/0.4 m
At minimum flow: 0.5/0.2 m
Minimum flow: 650 m
3
/h

Motor
Type: Vertical submerged 3-phase
Induction
Rated Output: 530 kW
Synchronous Speed: 1800 rpm
Electric Power Source: AC 6600V/60Hz
Rated Current: 62 A
Starting Current: 400 A
Insulation class: Class F
Min. Starting voltage: 80 %
Min. Resistance value for starting: 5 M

The pump is of the vertical single-stage volute type with inducer and has been
designed and manufactured as an LNG cargo pump.
The pump and motor is of solid construction and is operated within the cargo
tank and kept immersed in the liquid so that no gas explosion may happen even
if sparks occur in the motor.
The inducer is provided under the impeller, where the low NPSH characteristic
can make the remaining liquid quantity in the cargo tank very small.
Bearing lubrication and motor cooling are of forced lubricating system via the
liquid handled.
2. Operation

Preparation for Operation (Starting condition)
Before starting the pump, the following should be confirmed.

1) The overall insulation resistance should be more than 5M.

(1) After turning off the power switch provided in the starter, insulation
resistance between the power cable terminal in the starter and the grounding
should be measured and recorded, using a 1000V Megger tester.

(2) If the measurements are less than 5M the motor coil may be damaged, so
do not start the motor.

(3) The insulation resistance which has dropped lower than the requirement
may recover by leaving the motor coil for a long time.
Therefore, the insulation resistance of the motor coil should be measured
again without fail before unloading.

(4) The insulation resistance value of 5M is the minimum value for starting
the motor. The proper insulation value is more than 50M, so it is
recommended that the cause of deterioration of insulation resistance is traced
and countermeasures carried out after pump operation when the measured
value is below that minimum value.

(5) In case the insulation resistance has lowered too much compared with the
value measured when the pump was last run, it is recommended that the
cause of deterioration of insulation resistance is traced and countermeasures
carried out after pump operation.

2) The liquid level in the cargo tank should be more than Approx. 1.9 meter or
higher from the tank bottom.

(1) To prevent damage due to dry operation of the ball bearing, the pump
should not be started when liquid level is below the minimum level. It is
desirable that the minimum liquid level for starting should be more than 1.9
metres from the tank bottom, however, in unavoidable cases, it is permitted
to start the pump at a level of more than 0.7metres.

3) Pump and motor to be cooled sufficiently.

(1) At least 3 hours must pass after loading LNG in the cargo tank.
Never operate the pump within three (3) hours. Even if it is necessary to
operate the pump unavoidably, for instance during sailing, the temperature in
cargo tank must be less than -130
o
C.

(2) It is necessary to cool down each part of the pump and motor sufficiently
before pump operation. (In case the pump is operated when insufficiently
cooled down, there is a possibility of contact between parts with fine
clearance or damage to the ball bearing.) If cooling down is too fast, each
part will contract at a different rate, resulting in damage to the parts and ball
bearing due to the partial excessive heat distribution. (When loading the
liquid directly to the cargo tank, the cooling down rate must be less than
50
o
C/h.) When the pump is cooled down over a period of more than 3 hours,
since the contraction of each part is equal, no excessive heat distribution
occurs and each part becomes stable.

4) The cargo pump discharge valve should be cracked open.

Pump Start

1) Confirm that all the preparatory conditions described above are met.

2) Depress the start button to start the motor.

Note
If the discharge pressure does not rise to the required value (approx. 0.8
MPaG) or greater approximately 10 seconds after the start in direct-on-line
starting, stop the motor immediately and examine possible causes.
The excessively low discharge pressure means that the pump may be rotating
in the reverse direction. In this case, two phases of the motor power cable
should be changed over.

3) Starting the motor should be carried out only once whenever possible. In
case of unavoidable restart, the frequency of starting should be according to
the liquid level in the tank, as follows:

(1) For starting at first unloading.

For 1.9 meters or more from tank bottom
The motor may be started and stopped by inching continuously twice.
The third starting should be carried out after more than 15 minutes have
passed after the second stopping.

For less than 1.9 meters from tank bottom
The second starting should be carried out after more than 30 minutes have
passed after the first stopping.

(2) For starting after stopping continuous running

If the motor is stopped after continuous running, the next starting should be
carried out after more than 30 minutes have passed.
If the pump does not start without problems within 3 seconds of pushing the
start switch, starting should be carried out after the problem has been
rectified and more than 30 minutes have passed.

The operation other than inching should be regarded as Continuous
Running. Inching means that the operating time is less than 5 minutes.

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Note
1. Since the shock load on the bearings during starting decreases the service life
of the bearing, frequency of starting should be as low as possible.

2. Each time the motor is started, its temperature rises due to generation of heat.
If the temperature of the motor is high during starting, gas generates in the
motor with a possibility of bearing damage or coil burn out. Therefore the
starting frequency of the motor should be kept to a minimum whenever
possible. The temperature of a motor which has been subjected to continuous
running or restrained running (impossible start) is high, and it is necessary to
set the cooling time of the motor until the next start attempt as described
above.

Running

1) It is desirable to operate the pump close to the rated flow condition.
When discharge pressure and electric current are stable after starting, the
discharge valve should then be gradually opened until the unloading operation
is carried out as close to the rated discharge flow as possible.

2)Even when running close to the rated flow is difficult, the flow rate should
always be within the following range:

(Above current values are the approximate values on characteristic curve.)

(1) Since a discharge flow meter is not supplied on board, the QA curve
[Pump capacity ampere curve] is useful to control the pump discharge
flow. It should be remembered that the current varies depending on the
specific gravity of LNG.
The current value also varies with the source voltage and the voltage
difference between the three phases. Accordingly, the QA curve should be
used as reference data only.

(2) The bearing may be damaged by cavitation, vibration, excessive thrust,
etc, at both higher than max. flow rate and lower than min. flow rate.
Therefore, extended running at any range outside the design flow range must
be avoided. On starting ensure that the discharge valve is slightly open, and
after completion of starting (stable discharge pressure and current) open the
discharge valve immediately and increase the discharge amount to
approximately the rated flow.

3) When the liquid level in the cargo tank has become considerably low, the
operator should operate the pump while monitoring the discharge pressure
and electric current. When the discharge pressure or electric current becomes
unstable and begins to fluctuate or lower, it means that cavitation has
occurred or the pump is being operated in a gas inclusion condition. To
prevent such states, the operator should close down the discharge valve
gradually to decrease discharge flow until the discharge pressure and electric
current stabilise. If the discharge pressure continues to fluctuate or lower,
repeat throttling the discharge valve as required.

(1) If cavitation or gas inclusion occurs in the pump, vibration increases and
impact load will act on the bearing, with a risk of shortening the bearing life.

(2) If liquid level becomes very low, there is a risk of cavitation occurring.
During stripping operations, it is necessary to carry out unloading work
effectively while avoiding cavitation and gas inclusion occurrence by
carrying out discharge valve operation carefully as described above while
watching the discharge pressure gauge and the ammeter.

4) During stripping operations, repeat discharge valve throttling operations as
in the above section (3), and take great care that the pump does not stop
automatically on the motor low current trip (due to a large drop in discharge
pressure and electric current) or through manual stopping. Once a pump has
started, carry out discharge valve operations carefully to maintain continuous
running without stopping all the way to completion of stripping.

Note
If the motor stops during pump running, cargo liquid in the discharge piping
drops, so that the impeller rotates in an opposite direction, serving as a water
wheel, and it takes several minutes to come to a complete stop.
If the motor is restarted during the opposite rotation, shock is transmitted to
the rotating element with a risk of causing damage such as a bent shaft.

5) When the residual liquid in the cargo tank becomes extremely low even if
discharge valve operation as described above is repeated, it becomes
impossible to prevent a large drop in discharge pressure due to cavitation or
gas inclusion. In such a case, unloading by the pump is impossible and it
should be manually stopped immediately. When the liquid level in the tank
has reached a prescribed minimum level, the pump should also be manually
stopped.

6) Do not operate the pump with the discharge valve fully closed.

(1) Be careful that the discharge valve may be fully closed immediately
before the completion of stripping.

(2) If the pump is operated with its discharge valve almost fully closed or
approximately fully closed, the liquid in the pump and motor may be
heated and gasified. This may result in seizure of bearings, rotating and
stationary parts, damage to the motor coil or some other accident. It may
generate excessive thrust, which may also lead to damage to the bearings.
It should be noted that these accidents may not occur during the operation
with the discharge valve fully closed immediately on starting, however
they become potential causes for accidents during subsequent operation.

Pump Stop

1) Ordinary stop
Depress Stop button with the discharge valve slightly opened or closed to
stop the motor. When closing the discharge valve, stop the motor
immediately.

2) Auto stop

(1) If current value becomes less than 40 A, low-current trip stops the motor
automatically. (Time setting point - 5 sec)

(2) If current value exceeds 62 A, the motor stops automatically on high
current trip. (Time setting point - 0 sec)

Note
Automatic stop device is an emergency trip device to protect the pump and
motor from accidents. Therefore, at the time of the completion of unloading
work, the device should be set at ordinary stop (manual stop).
Do not set it at auto stop due to low current trip.

Measures after Stop

1) To prevent accidental operation after use, turn OFF the starter power switch.

2) When a large amount of gas which passes through the pump and discharge
piping in switching cargoes in the tank and other work even if the pump is
stopped, the impeller serves as a windmill, and the pump shaft rotates. As a
result, the bearing is under a dry operation condition, which may cause
damage. Therefore, take precautions against generating idle rotation due to
gas passing through the pump.

Note
IMPORTANT ITEMS IN HANDLING THE PUMP
1. Operation must not be carried out under cavitation conditions .
(Especially, do not restart the pump if the low current trip has been activated
with the low liquid level lower than the minimum starting liquid level.)

2. The pump must not be operated under an idle condition (normal rotation,
opposite rotation) during purging, gas switching or the like.

3. The pump must not be operated with the discharge valve fully shut.

Min. Flow Rate
(650 m
3
/h)
42 A
Max. Flow Rate
(2040 m
3
/h)
56 A
Rated Flow
(1700 m
3
/h)
54 A
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Illustration 4.3.2a Stripping/Spray Pumps

PUMP Motor
Capacity : 50 m
3
/h Output: 24 kW
Total Head : 145 m Synchronous Speed :3,600 rpm
Suc. Head : m Electric Source: AC 440V 60 Hz
Liquid Name : LNG
Minimum Flow : 20 m
3
/h
0
5
10
15
0
20
40
60
120
140
160
0
0.5
1.0
1.5
Capacity Q (m
3
/h)
T
o
t
a
l

H
e
a
d

H

(
m
)
P
u
m
p

E
f
f
i
c
i
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180
10 20 30 40 50 60
20 2.0
80
SUCTION
TANK BOTTOM
DISCHARGE
1,460 mm
TERMINAL BOX
INDUCER
SUCTION STRAINER
IMPELLER
BALL BEARING
SHAFT
CABLE
ROTOR CORE
BALANCE SEAT
STATOR CORE
STATOR COIL
BALL BEARING
3J LNG AL WOSAIL

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4.3.2 Stripping/Spray Pumps


Specification

Pump
Pump model: SM65-2
Capacity rated flow: 50 m
3
/h
Total head: 145 m
Shaft Power : 19 kW
Efficiency: 52 %
Direction of rotating: Clockwise
Discharge flange: ANSI 150 LB 80A FF
Minimum flow: 20 m
3
/h

Motor
Type: Vertical Submerged
3-Phase Induction
Rated Output: 24 kW
Rated Current: 50 A

The pump is of the vertical single-stage volute type with inducer and has been
designed and manufactured as an LNG cargo pump.
The pump and motor is of solid construction and is operated within the cargo
tank and kept immersed in the liquid so that no gas explosion may happen even
if sparks occur in the motor.
The inducer is provided under the impeller, where the low NPSH characteristic
can make remaining liquid quantity in the cargo tank very small.
Bearing lubrication and motor cooling are by forced lubricating system via the
liquid handled.

2. Operation

Preparation for Operation (Starting condition)
Before starting the pump, the following should be confirmed.

1) The overall insulation resistance should be more than 5M.

(1) After turning off the power switch provided in the starter, insulation
resistance between the power cable terminal in the starter and earth should
be measured and recorded, using a 1000V Megger tester.

(2) If the measurements are less than 1M the motor coil may be damaged,
so do not start the motor.

(3) The insulation resistance which has dropped lower than the requirement
may recover by leaving the motor coil for a long time.
Therefore, the insulation resistance of the motor coil should be measured
again without fail before unloading.

(4) The insulation resistance value of 1M is the minimum value for starting
the motor. The proper insulation value is more than 50M, so it is
recommended that the cause of deterioration of insulation resistance is
traced and countermeasures carried out after pump operation when the
measured value is below that minimum value.

(5) In case the insulation resistance has lowered too much compared with the
value measured when the pump was last run, it is recommended that the
cause of deterioration of insulation resistance is traced and countermeasures
carried out after pump operation.

2) The liquid level in the cargo tank should be more than 1.19 metres
approximately or higher from the tank bottom.

(1) To prevent damage due to dry-operation of the ball bearing, the pump
should not be started when liquid level is below minimum level.
It is desirable that the minimum liquid level for starting should be more than
1.19 meter from the tank bottom, however, in unavoidable case, it is
permitted to start the pump at the level of more than 0.41meter.

3) Pump and motor to be cooled sufficiently.
At least 3 hours must pass after loading LNG in the cargo tank.
Never operate the pump within three (3) hours. Even if it is necessary to
operate the pump unavoidably, for instance during sailing, the temperature
in the cargo tank must be less than -130
o
C.

(1) It is necessary to cool down each part of the pump and motor sufficiently
before pump operation. (In case the pump is operated when insufficiently
cooled down, there is a possibility of contact between parts with fine
clearance or damage to the ball bearing.) If cooling down is too fast, each
part will contract at a different rate, resulting in damage to the parts and ball
bearing due to the partial excessive heat distribution. (When loading the
liquid directly to the cargo tank, the cooling down rate must be less than
50
o
C/h.) When the pump is cooled down over a period of more than 3 hours,
since the contraction of each part is equal, no excessive heat distribution
occurs and each part becomes stable.

4) The cargo pump discharge valve should be cracked open.

Pump Start

1) Confirm that all the preparatory conditions described above are met.

2) Depress the start button to start the motor.

(1) If the discharge pressure does not rise to the required value (approx. 0.6
MPaG) or greater approximately 10 seconds after the start in direct-on-line
starting, stop the motor immediately and examine possible causes.
The excessively low discharge pressure means that the pump may be
rotating in the reverse direction. In this case, two phases of the motor power
cable should be changed over.

3) Starting the motor should be carried out only once whenever possible. In
case of unavoidable restart, the frequency of starting should be according to
the liquid level in the tank, as follows:

(1) For starting at first unloading.

For 1.19 meters or more from tank bottom
The motor may be started and stopped by inching continuously twice.
The third starting should be carried out after more than 15 minutes have
passed after the second stopping.

For less than 1.19 meters from tank bottom
The second starting should be carried out after more than 30 minutes have
passed after the first stopping.

(2) For starting after stopping continuous running

If the motor is stopped after continuous running, the next starting should be
carried out after more than 30 minutes have passed.
If the pump does not start without problems within 3 seconds of pushing the
start switch, starting should be carried out after the problem has been
rectified and more than 30 minutes have passed.

The operation other than inching should be regarded as Continuous
Running. Inching means that the operating time is less than 5 minutes.

3J LNG AL WOSAIL

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Note
1. Since the shock load on the bearings during starting decreases the service
life of the bearing, frequency of starting should be as low as possible.

2. Each time the motor is started, its temperature rises due to generation of heat.
If the temperature of the motor is high during starting, gas generates in the
motor with a possibility of bearing damage or coil burn out. Therefore the
starting frequency of the motor should be kept to a minimum whenever possible.
The temperature of a motor which has been subjected to continuous running or
restrained running (impossible start) is high, and it is necessary to set the
cooling time of the motor until the next start attempt as described above.

Running

1) It is desirable to operate the pump close to the rated flow condition.
When discharge pressure and electric current are stable after starting, the
discharge valve should then be gradually opened until the unloading
operation is carried out as close to the rated discharge flow as possible.

2)Even when running close to the rated flow is difficult, the flow rate should
always be within the following range:

(Above current values are the approximate values on characteristic curve.)

(1) Since a discharge flow meter is not supplied on board, the QA curve
[Pump capacity ampere curve] is useful to control the pump discharge
flow. It should be remembered that the current varies depending on the
specific gravity of LNG. The current value also varie with the source
voltage and the voltage difference between the three phases. Accordingly,
the QA curve should be used as reference data only.

(2) The bearing may be damaged by cavitation, vibration, excessive thrust,
etc, at both higher than max. flow rate and lower than min. flow rate.
Therefore, extended running at any range outside the design flow range
must be avoided. On starting ensure that the discharge valve is slightly open,
and after completion of starting (stable discharge pressure and current) open
the discharge valve immediately and increase the discharge amount to
approximately the rated flow.

3) When the liquid level in the cargo tank has become considerably low, the
operator should operate the pump while monitoring the discharge pressure
and electric current. When the discharge pressure or electric current
becomes unstable and begins to fluctuate or lower, it means that cavitation
has occurred or the pump is being operated in a gas inclusion condition. To
prevent such states, the operator should close down the discharge valve
gradually to decrease discharge flow until the discharge pressure and
electric current stabilise. If the discharge pressure continues to fluctuate or
lower, repeat throttling the discharge valve as required.

(1) If cavitation or gas inclusion occurs in the pump, vibration increases and
impact load will act on the bearing, with a risk of shortening the bearing life.

(2) If liquid level becomes very low, there is a risk of cavitation occurring.
During stripping operations, it is necessary to carry out unloading work
effectively while avoiding cavitation and gas inclusion occurrence by
carrying out discharge valve operation carefully as described above while
watching the discharge pressure gauge and the ammeter.

4) During stripping operations, repeat discharge valve throttling operations as
mentioned in the above section (3), and take great care that the pump does
not stop automatically on the motor low-current trip (due to a large drop in
discharge pressure and electric current) or through manual stopping. Once a
has started, carry out discharge valve operations carefully to maintain
continuous running without stopping all the way to completion of
stripping.)

Note
If the motor stops during pump running, cargo liquid in the discharge piping
drops, so that the impeller rotates in an opposite direction, serving as a water
wheel, and it takes several minutes to come to a complete stop.
If the motor is restarted during the opposite rotation, shock is transmitted to
the rotating element, with a risk of causing damage such as a bent shaft.

5) When the residual liquid in the cargo tank becomes extremely low even if
discharge valve operation as described above is repeated, it becomes
impossible to prevent a large drop in discharge pressure due to cavitation or
gas inclusion. In such a case, unloading by the pump is impossible and it
should be manually stopped immediately. When the liquid level in the tank
has reached a prescribed minimum level, the pump should also be manually
stopped.

6) Do not operate the pump with the discharge valve fully closed.

(1) Be careful that the discharge valve may be fully closed immediately
before the completion of stripping.

(2) If the pump is operated with its discharge valve almost fully closed or
approximately fully closed, the liquid in the pump and motor may be
heated and gasified. This may result in seizure of bearings, rotating and
stationary parts, damage to the motor coil or some other accident. It may
generate excessive thrust, which may also lead to damage to the bearings.
It should be noted that these accidents may not occur during the operation
with the discharge valve fully closed immediately on starting, however
they become potential causes for accidents during subsequent operation.

Pump Stop

1) Ordinary stop
Depress Stop button with the discharge valve slightly opened or closed
to stop the motor. When closing the discharge valve, stop the motor
immediately.

2) Auto stop

(1) If current value becomes less than 30 A, low-current trip stops the motor
automatically. (Time setting point - 5 sec)

(2) If current value exceeds 50 A, the motor stops automatically on high
current trip. (Time setting point - 0 sec)

Note
Automatic stop device is an emergency trip device to protect the pump and
motor from accidents. Therefore, at the time of the completion of unloading
work, the device should be set at ordinary stop (manual stop). Do not set it
at auto stop due to low current trip.

Measures after Stop

1) To prevent accidental operation after use, turn OFF the starter power
switch.

2) When a large amount of gas which passes through the pump and discharge
piping in switching cargoes in the tank and other work even if the pump is
stopped, the impeller serves as a windmill, and the pump shaft rotates. As a
result, the bearing is under a dry operation condition, which may cause
damage. Therefore, take precautions against generating idle rotation due to
gas passing through the pump.

Note
IMPORTANT ITEMS IN HANDLING THE PUMP
1. Operation must not be carried out under cavitation conditions.
(Especially, do not restart the pump if the low current trip has been activated
with the low liquid level lower than the minimum starting liquid level.)

2. The pump must not be operated under an idle condition (normal rotation,
opposite rotation) during purging, gas switching or the like.

3. The pump must not be operated with the discharge valve fully shut.

Min. Flow Rate
(20 m
3
/h)
32.5 A
Max. Flow Rate
(60 m
3
/h)
45 A
Rated Flow
(50 m
3
/h)
40 A
3J LNG AL WOSAIL

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3J LNG AL WOSAIL

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Illustration 4.3.3a Emergency Cargo Pump

0
0
50
100
150
0
20
40
60
120
140
160
180
0
1.0
2.0
3.0
Emergency Cargo Pump
Capacity Q (m
3
/h)
T
o
t
a
l

H
e
a
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H

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m
)
P
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p

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PUMP Motor
Capacity : 550 m
3
/h Output: 200 kW
Total Head : 155 m Synchronous Speed : 3,600 rpm
Suc. Head : m Electric Source: AC 440V 60 Hz
Liquid Name : LNG
Minimum Flow : 220 m
3
/h
80
200
100 200 300 400 500 600 700
4.0
5.0 200
TANK BOTTOM
EMERG. C.
PUMP
WORKING LEVEL LIQUID DOME TOP
POWER CABLE
COLUME COVER
FLEXIBLE CABLE
TERMINAL HEADER
JUNCTION BOX
N2 GAS
INLET
TO SWITCH
BOARD
SUPPORT WIRE ROPE
GUIDE ROLLER
POWER CABLE
FOOT VALVE
SUCTION
DISCHARGE
1,900 mm
520 mm
3J LNG AL WOSAIL

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4.3.3 Emergency Cargo Pump

(See Illustration 4.3.3a, see procedure 7.5 for details of installation)

Specification

Pump
Pump model: SMR200
Capacity rated flow: 550 m
3
/h
Total head: 155 m
Shaft Power : 161 kW
Efficiency: 72 %
Direction of rotating: Clockwise
Discharge flange: ANSI 150 LB 600A
Minimum flow: 220 m
3
/h

Motor
Type: Vertical Submerged
3-Phase Induction
Rated Output: 200 kW
Rated Current: 360 A

This is a backup pump to be used for unloading cargo (LNG) in place of a main
pump when the main cargo pump has become unavailable due to some failure or
whatever reason. It is, therefore, usually stowed in a storage container.

This system enables an operator to install the pump in the tank or pull it out from
the tank with a high degree of safety even when a certain amount of LNG still
remains in the cargo tank.
One column is provided in each cargo tank to facilitate the installation of this
pump. Each column serves as a discharge pipe when the pump is installed.
This pump, only one of which is supplied, is usually stored in the motor room; it
is normally not installed in any of the columns provided in the cargo tanks.
If a main cargo pump should be out of order, this pump is installed in the column
of the respective tank, and is operated in place of the main pump. When the main
cargo pump has once again become available for use, this pump is removed from
the column and stored again in the container, standing by ready for the next
emergency usage.
The emergency column is provided with a stationary foot valve at its lower part.
The foot valve is a valve for shutting off LNG when this pump is installed in or
pulled out from the column.
When this pump is not installed in the column, the column is provided with a
stationary cover (supplied by dockyard ) at its upper part. While this pump is
installed in the column, a special column cover is necessary. This column cover,
along with this pump, is stored in a container, usually in the motor room.

This is a vertical singlestage centrifugal pump with an inducer, designed and
manufactured for service as an emergency cargo pump on an LNG carrier.
The pump and the motor are integrated with each other and are submerged in
LNG during service. Since it is operated while submerged in LNG, there will be
no gas explosion even if sparking should be generated in the motor as a result of
an electric accident, so it is intrinsically safe in terms of explosion-proofing.

An inducer is provided at the lower side of impeller and minimises the amount of
LNG remaining in the cargo tank by its low NPSH characteristic.
Both the lubrication of the ball bearings and the cooling of the motor are
performed by the forced lubrication system, using the discharge LNG liquid.

2. Operation

Preparation for operation
Before starting the pump, the following should be confirmed:

1) The total insulation resistance of the motor winding and power cable is to be
higher than 1M

(1) Turn off the power switch at the starter, and measure and record the
insulation resistance between the power cable terminal in the starter and
earth/ground, using a 500V Megger tester. If this value is less than 1M do
not start the motor as the motor windings may be burnt out. Even if
insulation resistance lowers, it is sometimes restored by itself after it is left
for some time, so be sure to measure the insulation resistance of the motor
coil again before unloading.

2) The liquid level in the cargo tank is to be 1.72 metres or higher from the tank
bottom. In case of emergency the pump may be started at 0.97 metres or
higher.

(1) To prevent any damage and accident due to dry running of the ball bearing,
the pump should not be started below the minimum liquid level.

3) The pump discharge valve is to be fully closed.

(1) If the opening of the pump discharge valve is excessive, water hammer
occurs in the discharge piping and an excessive shock is given to the ball
bearing which may become the cause of trouble.

4) At least 3 hours must pass after pressure in the column is stable.

(1) This cooling down time should be allowed so that the pump and motor
are cooled down approximately to the same temperature with LNG. If
cooling down is insufficient, it may cause bearing trouble and damage to
parts having small running clearances between rotating and stationery
elements.

Pump Start

1) Confirm that the preparatory work for operation has been completed.

2) Press the starting button to start the motor.

(1) If discharge pressure does not rise to more than 0.6 MPaG within 10 sec.
(full tank) to 60 sec. (liquid level 2m) after start-up, stop the motor
immediately.

(2) In case discharge pressure is extremely low or it takes quite a long time to
raise the discharge pressure, there is a possibility of reverse rotation of the
motor. Check the direction of rotation with a rotation checker at the
electric source side and motor side in the motor starter.

(3) Examine the possibility of the foot valve being closed.

Caution
When the liquid level in the cargo tank is high, the weight of the pump alone
cannot open the foot valve. In this case supply dry nitrogen (N
2
) gas into the
column to pressurize the inside of the column (about 0.15 MPaG).
When the foot valve is not open, the pump is positioned by approx. 40mm
higher than the specified position, and is not on the foot valve case. When the
foot valve is opened, the pump lowers and seats itself on the specified position.

3) The motor should be started only once as far as possible. If it is unavoidably
necessary to restart the motor, ensure that more than 15 minutes has passed
since the motor stopped.

(1) Every time motor starting is repeated, the temperature of motor windings
rises owing to heat generation. If the temperature of the motor is high when
starting, gas generates in the motor and it may damage the bearings or the
motor windings. Therefore, the less number of times the motor is started,
the better. As the temperature of the motor is high after continuous running
or locked-rotor operation (power on and the motor does not rotate), it is
necessary to cool down sufficiently before next start. When the pump stops,
LNG in the column flows back into the cargo tank and the pump runs in
reverse for a long time.
3J LNG AL WOSAIL

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If the pump is started again during this time, reverse torque acting on the
rotational element may cause bending of the shaft and damage to other parts.

Running

1) It is desirable that the pump should be operated as near the rated flow rate as
possible. Accordingly, when discharge pressure and current are stable after
starting, gradually open the discharge valve immediately, and carry out the
unloading operation as near to the rated discharge flow as possible.
When the operation is carried out with the discharge valve fully closed or
slightly opened, there will be a possibility of automatic stop of the motor due
to low-current trip, so be careful.

2) Even for carrying out operation other than at the rated flow rate, observe the
following flow rate range:

(1) A flow meter is not installed for this ship. The QA curve (Pump
discharge flow against Electric current curve) is useful for controlling the
pump discharge flow rate. However, current will vary depending on the
specific gravity of LNG, the actual supply voltage and voltage imbalance
between phases, so this curve should be used for guidance only.

Caution
Except above range of flow, the ball bearings may be damaged by cavitation,
vibration, excessively large thrust and so on. Therefore, avoid long operation
out of the above flow rate range. After completion of start-up (after the
discharge pressure and electric current have settled), immediately open the
discharge valve and increase the discharge flow up to the rated flow.

3) If liquid level in the cargo tank has become relatively low, always monitor
and watch the variation of discharge pressure and electric current during
operation. If discharge pressure and electric current are unstable and begin to
change or drop, the pump may be in cavitation or gas-inclusion operation.
Throttle the discharge valve gradually to decrease discharge capacity of the
pump until discharge pressure and electric current has become stable or has
risen. Each time discharge pressure and electric current fluctuate or drop,
repeat the throttling operation of the discharge valve. However, the pump
must not be operated below the minimum flow rate.

(1) If the pump is operated under cavitation or gas inclusion conditions,
vibration increases and impact load acts upon the ball bearings, which may
shorten their service life.
(2) If liquid level is excessively low, there is a risk of cavitation or gas
inclusion. In stripping operations, therefore, it is necessary to conduct
unloading work efficiently, avoiding cavitation and gas inclusion by
carrying out discharge valve operation carefully as mentioned above,
observing the discharge pressure gauge and the ammeter as required.

4) During stripping operations, repeat the discharge valve throttling
operations as mentioned in the above section (3), and take great care to
prevent the pump stopping automatically on low-current trip due to
excessive drop in electric current. Once the pump has been started, care
must be taken to keep the pump running without stopping until stripping
has been completed.

(1) If the pump is restarted after the pump stops during the stripping
operation, the bearings or other parts may be damaged. The higher the
cumulative frequency of restarting, the higher the possibility of damage.
When the motor stops during running, cargo liquid in the column drops,
the impeller rotates in reverse, acting as a water wheel, and needs
several minutes before coming to a complete stop. If the motor is
restarted during this reverse rotation, a shock load is applied to the
rotating element, resulting in bending of the shaft and damage to other
parts.

5) If the remaining liquid amount in the cargo tank is excessively small even
by repeating discharge valve operation as mentioned above, it will become
impossible to prevent discharge pressure from dropping suddenly due to
cavitation or gas inclusion. If this happens, unloading by the pump will be
impossible and the pump must be stopped manually. Moreover, if liquid
level in the tank has reached the specified minimum level, the pump must
be stopped manually.

6) Do not close the discharge valve completely during pump operation.

(1) There is a possibility of motor auto stop via the low-current trip when
the pump is operated with the discharge valve fully closed or slightly
opened.

(2) In the event that the pump does not auto stop, shut-off operation should
be within 15 seconds.

(3) If the pump is operated with the discharge valve fully closed or
approximately fully closed, liquid in the pump and the motor is heated
and liquid is gasified, so that the bearing and rotating and stationary parts
may seize, which may cause damage to the motor windings. In addition
an excessive thrust may be generated and there is a possibility of bearing
damage. Note that a shut off operation may be the possible cause of
future trouble even if there was no evidence of this at the time.

Pump Stop

1) Manual stopping.

(1) It is recommended to stop the pump when the discharge valve opening is
as small as possible (motor low-load condition).

(2) The motor may auto stop via the low-current trip when the discharge
valve is closed or slightly opened.

(3) Stop the motor immediately when the discharge valve is closed, without
waiting for the motor to stop automatically under the conditions in (b).

2) Automatic stopping

(1) When the current value is below 190A, the motor stops automatically
(low-current trip) [ Timer setting - 15 seconds]

(2) If the current value exceeds 360A, the motor stops automatically (high-
current trip) [ Timer setting - 0 seconds]

Note
Automatic trip device is an emergency trip device for protecting the pump
and motor from trouble. Therefore, the pump should be stopped manually
whenever possible.

Steps To Be Taken After Stopping

1) To prevent dry operation and accidental operation after use, turn off the
starter power switch.

2) If the amount of gas which passes the pump and discharge piping is large
when switching cargoes in the tank even though the pump is stopped, the
pump shaft may rotate with the bearings in a dry condition, thereby causing
damage. Therefore, take proper steps not to allow dry operation due to gas
passing through the pump.

Min. Flow Rate
(220 m
3
/h)
Max. Flow Rate
(660 m
3
/h)
Rated Flow
(550 m
3
/h)
The range of continuous running flow
3J LNG AL WOSAIL

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3J LNG AL WOSAIL

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Illustration 4.4.1a HD Compressor

PSLL
PCV
11
11
PSL
11
VENT
PI
3A
ZI
1
PDI
1
FIC
F
PCV
PCV
3A
3B
PI
PI
1 1
I/P
3
HY
TSH
TSL
ZS HIC
3 3
3
P
ZE
HS
3
L/R
DAC
3
3
ZSL
3
ZI
1
FE
LG
H
5
TCV
5
5A
5
5
TI
5
1
5
LSL
DV
FY
ZSL
1
I/P
S
T
D
5
PT
8
8B
PI
7 7B 7A PSV
DV
5
F
5A
F
5B
HSH
6
5C
F
6A
OP
1
.5
6A
PSV
6B
6C
V
PSV
6B
8 bar
Set :
6B
V
6A
HSL
6
EMLH
6B
CV
6A
1.5
V
C
PCV
SEAL
BULKHEAD
DRTD
B
5
8
BULKHEAD
C
CV
TE
8
8A
PSLL
TE
9A
TE
9F
PSL PSLL
8C 8C
PDI
TI
8
F
7
PDI PDT
7A
PDT
PT
2
TE TE
2A 2B 2
PI
1
TI
2
LOCKED
OPEN
LOCKED
OPEN
AUX.
L.O.
PUMP
COMPRESSOR ROOM
MOTOR ROOM
FILL
F
3
PDI
1A/1B
EM
6
6
OP
6B
DV
6
EMY
6
TI
6A
PI
6A
PI
6B
TI
6B
C
6
TCV
6
V
6F
PT
1
A
A
STEAM INLET STEAM OUTLET REMOTE CONTROL SIGNAL
REMOTE
START
REMOTE
STOP
AUX.
L.O. PUMP
RUNNING
READY TO
START AUX.
L.O. PUMP
AUX. L.O. PUMP
OVERLOAD
WATER
IN
WATER
OUT
OIL FILTER
OIL
COOLER
POWER ON EMERGENCY
STOP
EMERGENCY
STOP
READY TO
START
COMPRESSOR
READY TO
START
AUX. L.O. PUMP
EMERGENCY
STOP
EXTERNAL
SHUTDOWN
LOCAL/REMOTE COMPRESSOR
RUNNING
GEAR BOX
E-MOTOR
OIL PUMP
RUNNING
START
L.O. PUMP
STOP
L.O. PUMP
4-20mA
INSTRUMENT AIR
SEAL GAS
SURGE CONTROL
PROCESS GAS IN
PROCESS GAS OUT
COMPRESSOR
IGV
MAIN
OIL PUMP
PCV
3C
V
3C
FI
11
F
11
PI
11
PLLL
11
PAL
11
PI
1A
PI
2A
TAHH
2A
TI
2B
TAH
2B
T
PLLL
8A
T
A
A A
TLHH
9A
T T
PLLL
8C
T
TLHH
2A
T A
I2 I1
A A
A
A
A
A
A
A
PT
1A
PDT
1
ZSH
1
ZT
3
PT
2A
TSHH
2A
TT
2A
TSH
2B
TT
2B
PSL
8A
PT
8A
TT
8
TSH
8
TT
9A
TSHH
9A
TT
9F TT
10A
TT
10B
TE
10A
TE
10B
TSHH
10A
TSH
10B
L
15.6
L
15.4
L
15.3
L
15.2
CONTROL
SYSTEM
ABNORMAL
L
15.9
CONTROL
MOTOR
ABNORMAL
L
15.8
AUX. L.O. PUMP
MOTOR FAIL
L
HS
15.1
START
COMPRESSOR
HSH
15.2
HORN
CA
15
L
15.1
COMMON ALARM
L
15.5
EMS
15
EMS
15
POWER ON
L
15.1
TSL
9F
TSH
9F
TSL
8
PI
8
PAL
8
TAL
8
TAH
8
TI
8
PALL
8A
A
I2
I2
TAL
9F
TAHH
9A
PALL
8C
TLHH
10A
T
T
TAHH
10A
TI
10B
PAL
8C
TAH
9F
TI
9F
TAH
10B
A A
COMMON
TRIP
T
REMOTE START
COMPRESSOR
STOP
COMPRESSOR
HSL
15.2
REMOTE STOP
COMPRESSOR
COMPRESSOR
MOTOR ABNORMAL
READY TO START
AUX. L.O. PUMP
CRYOSTAR
CUSTOMER
LAMP
TEST
HS
15.4
HORN
SILENCE
HS
15.5
RESET
HS
15.3
PDI
7A
PDAH
7A
PDSH
7A
COMPRESSOR
RUNNING
CONTROL SYSTEM
TROUBLE
REMOTE
READY TO START
MOTOR
READY TO START
COMPRESSOR
YI
9
YLHH
9
YAHH
9
YI
9
YAH
9
TAL
5
TAH
5
LAL
5
ZLL
3
ZL
3
ZLL
1
CLOSED
ZLH
1
ZI
3
TI
1
OPEN
YT
9
YSHH
9
YSH
9
YE
9
YET
9
OIL TANK
I1 I2 I2 I1
A
TT
1
TE
1
TI
1
PALL
11
PDI
1
B
CUSTOMER
CRYOSTAR
F
E
E
D
B
A
C
K
LNG Vapour Line
Steam Line
Key Legend
Fresh Water Line
Instrument Air Line
LO Line
T Cargo Control Room
Local Instrument
Local Panel Instrument
Remote Panel Instrument
Trip Circuit
Alarm Circuit
Start-up Interlock L.O Pump
Start-up Interlock Machine
A
I2
I1

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4.4 Cargo Compressors

General
Two High Duty (HD) compressors, installed in the cargo compressor room on
deck, are provided for handling gaseous fluids, LNG vapour and various
mixtures of LNG vapour, inert gas or dry air during the cooling down, cargo
operation and tank treatments.

Two Low Duty (LD) compressors, installed in the compressor room on deck, are
provided for handling the LNG vapour for the boiler produced by the natural boil
off and forced vaporisation, which is used as fuel.

The HD and LD compressors are driven by electric motors, installed in an
electric motor room segregated from the compressor room by a gas tight
bulkhead; the shaft penetrates the bulkhead with a gas tight shaft seal.

4.4.1 HD Compressors

Specification
HD Compressors
Manufacturer: Cryostar
Model: CM 400/55
Type: Centrifugal. Single stage. Fixed speed
with adjustable guide vanes.
No. of Sets: 2
Volume flow (Design): 32,000 Nm
3
/h
Inlet pressure: 103 kPaA
Outlet pressure (Design): 200 kPaA
Inlet temperature (Design): -140C
Shaft speed: 11,200 rpm
Inlet guide vanes setting: -30 to +80 deg
Efficiency: 80%
HD Compressor Motor
Manufacturer: Nishishiba
Electric source: 6,600 V/60Hz
Power: 1000 kW
Speed: 3570 rpm

Description of equipment

The compressor system is skid-mounted as shown on the equipment layout
drawing. The P&I diagram presents a complete flow schematic for the
Compressor System. The system consists of a direct-coupled compressor with
integrated gear box, and the sub-system as follows:
A self-contained lube oil system for lubrication of the gears and rotor bearings in
the gear box, a seal gas system, and a control and indicating system for
monitoring and safe operation of the unit (local panel and sub-station)
The sub-system contains the following main components:

Compressor inlet guide vane actuator
Oil mist separator
Lube oil immersion heater
El. Motor driven auxiliary lube oil pump
Gear driven main lube oil pump
Oil cooler
Duplex oil filter
Gear coupling (low speed)
Bulkhead/ shaft seal
Main drive el. Motor

Compressor Systems

1. Compressor

The skid-mounted compressor features a plug-in closure assembly, which allows
for quick replacement of the rotating portion and adjacent stationary components.
The compressor portion of the machine is of axial inflow type, with variable inlet
guide vanes. The compressor has been designed to operate over the range of
pressures and flow rates. Proximity probe pick-ups are provided to allow the
monitoring of the compressor shaft vibration.

2. Seal gas system

The seal gas system is provided to prevent lube oil mist from entering the
process stream and to avoid cold gas flow into the gear box. Thus, the seal gas is
applied between the gear shaft bearing and the compressor wheel. The seal gas is
provided by a source external to the skid. The seal gas system features a pressure
control that is a function of the compressor outlet pressure. Seal gas entering the
gear box from shaft seals is returned to the lube oil sump, separated from the oil
and vented to atmosphere.

3. Lube oil system

Oil from the gear box is stored in a vented 400L lube oil sump. The oil sump
includes an integral steam immersion heater. Set-point for the lube oil system
controls are listed on table. Lube oil is supplied from the sump through separate
suction strainer screens and two lube oil pumps. The outlets from the lube oil
pumps are through check valves to a common lube oil line in order to prevent
back-up oil under pressure from entering the non-operating pump lines. The low
speed shaft gear drives the main operational pump. Upon failure of the lead
pump, the stand-by pump is ENERGIZED immediately and a remote alarm
indicates that the auxiliary pump is operating.

The lube oil passes through the heat exchanger where it is cooled. The thermal
bypass temperature control valve prevents overcooling of the lube oil within a
limited range (38 to 47)

Then the lube oil passes through either of two filters. The position of the
changeover valve determines through which filter the lube oil passes.

The clogging indicator indicates the pressure drop across the operating filter, and
provides an indication of the condition of the filter element. Differential pressure
over 0.2MPaA indicates filter element changing. 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 oil tank.
A pressure control valve regulates the oil flow to the gear box. Adjustment of this
valve sets the supply pressure to bearings. Excess oil bypasses the machine and
returns directly to the reservoir. The pump relief valve acts as back up valves and
is set at 0.8 MPa.

The lube oil flow is then directed to the gear box where the lube oil is injected in
the bearings. Separated pressure switches provided:
one does activate the alarm and energise the auxiliary lube oil pump and the
second is set to shutdown the system when the pressure falls below minimal
pressure. The seal gas is applied outboard of the lube oil. Preventing the lube oil
mist from entering the process stream and avoid cold gas flow into the gear box.
Temperature sensors at the main bearings sense the oil outlet temperature of the
bearings.
Nominal temperature range is 45 to 50 for the gear bearings. The high
temperature condition (60) will cause actuation of the alarm relays.
The lube oil then collects in the lube oil sump. The lube oil contains a mixture of
lube oil and seal gas. The seal gas is vented from the reservoir through a mist
separator and piped away to the atmosphere.

4. Surge control system

An automatic surge control system has to be provided to protect the machines
from inadvertently operating in surge.

Compressor surge is characterized by erratic compressor inlet and discharge
pressure and (usually audible) flow pulsation. It is caused by flow instability in
the compressor. Severe compressor surge causes shaft vibration to increase and
may result in severe damage to the compressor

The two compressors are equipped with an automatic surge control system; using
a by-pass valve responding to a low flow controller. The inlet guide vanes on
both compressor suction sides will be controlled by a process loop. Speed and
inlet guide vanes control the flow.

Operation

1. General

Operation of the compressor system requires following a systematic procedure to
ensure that an adequate and constant supply of lube oil is available to the
machine that the seal gas system is operative and that product is available to the
machine for processing.

3J LNG AL WOSAIL

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Before starting system, make sure that the external seal gas supply is connected
and available to the skid, that the external air pressure supply for operation of
certain of the system controls is connected to the skid, that the water cooling
system is connected and operative, and that process gas is available to the inlet of
the compressor.

2. Subsystem start-up

This section covers procedures necessary to start the subsystems and establish
electrical power, instrument air, seal gas pressure, lube oil pressures and cooling
water required to safety start the compressor. These instructions provide a
systematic procedure for a safe start-up of the compressor system.

Preliminary checks:
(Principally for initial commissioning of the installation only)

Before any mechanical equipment is put into operation the following main check
points should be observed:

Check fixing bolts and retightens if necessary.
Verify allowable forces and moments of process piping connections.
Check if inlet screen on process side is installed and is clean.
Remove inlet process pipe and turn by hand the wheel (Rotor).
Remove low speed coupling.
Operate idle motor and check for correct rotation.
Clean lubrication system with oil reservoir including chemical cleaning
and passivation where required.
Clean and check cooling water system. Open block valves of cooling
water supply and return line.
Fill-up oil reservoir and the chamber of the steam heater with the
specified oil.
Check seal gas system.
Check circulation of lubricant and verify that all oil supply valves have
to be opened before the start-up.
Check vent system of oil tank and mist separator.
Check and operate inlet guide vanes actuator.
Check alignment of gear and motor shafts.
Install low speed coupling.

1) Instrument air

Open instrument air supply valve on main inlet and panel inlet. This supplies
instrument air to the IGV actuator and transmitter.
With local pneumatic control station, set to MAN. Stroke IGV actuator and
observe for full stroke.
Adjust for 0% position (IGVs in start position).

2) Electrical system

Check out for correct wiring and power supply voltage and frequency.
Switch power on and test SPY lamps/ monitors. Eliminate all trip and alarms
and check lamps. Check if all indicators work correctly.

3) Compressor purge system

Long period :
After a period of non-operation of more than 8 days without seal gas and
prior to take any part of the machinery again into operation the unit must be
purged with dry and warm nitrogen. Temp. min. of nitrogen should be +15C.
Open purge inlet valve.

Purge system for 10 min. minimum when compressor main inlet and
outlet valve are closed (on process side) until all possible NG
introduced within the machine has been exhausted. Flow min. 12 Nm
3
/h
at 0.15 MPaG max.
Close by-pass valve and apply seal gas.

Short period :
During periods of less than 8 days of non-operation without seal gas we
recommend to pressurize the unit with warm and dry air max. 0.03MPa over-
press, while the compressor main inlet and outlet valves are shut.


Note
3 or 4 repeated cycles of pressure swings by injection of inert gas (nitrogen) are
necessary to purge the instrument impulse lines.
As long as the seal gas system is operated, the machine can be left stand-by
under gas for extended periods.

4) Seal gas system

Open seal gas inlet valve.
Check if filter element of seal gas regulator is clean and adjust the seal
gas supply.
If necessary, seal gas DP may be adjusted with seal gas regulator.
As long as the seal gas system is on operation, the machine can be left
stand-by under gas for extended periods.

5) Lube oil system

Start steam heater, 45 min. to 1.5 hr (depending on ambient temp. level)
prior to expected blower start-up time. The heater will automatically
switch of at ~25 lube oil temp. Lube oil temp. should be kept at
approx. 40 to 50 .
Note
Do not start heating with steam heater without oil in the reservoir.

Open bleed valves on top of filter to bleed air from both filters. After
bleeding air from filter, select filter, leaving other on stand-by. Adjust
lube oil supply pressure with press. regulating valve and check pressure
on. Check downstream lube oil pressure switch for correct readings resp.
settings.

Test operations of auxiliary pump. On running machine check that
stand-by pump comes on automatically by lowering the lube oil
pressure with press. regulating valve.

Caution
The lube oil pump is not operating below 15 .

6) Cooling water

Open cooling water inlet/ outlet valves from oil cooler in accordance
with lube oil flow.
Observe cooling water temperature rise on return line.

7) Surge control

The surge control system is provided to prevent inadvertent surging of the
compressor during start-up and steady state operation. The surge system is a
full automatic system.

3. Compressor start-up

1) Following valve to be closed : Drain of compressor casing

2) Apply instrument air.

3) Check if oil temperature of oil tank is in accordance with table.

4) Apply seal gas.

5) Run aux. lube oil pump 15~30 min. prior of blower start-up time to warm-
up the gear box, bearings etc. make sure that lube oil temp. is about 30

6) make sure that I.G.V position is set at 0% (start position)

7) Pressure compressors reset button and check if all alarms/ trip lamps are off
and if ready to start lamp on.

Press compressor start button.
Observe that no alarm or trip spy-lamps are on.
Observe bearing temperatures and vibration levels.
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8) Switch I.G.V: position controller to automatic or manual mode without
bumping.

Check that remote signal press: level is equal to manual pressure (0.06
MPa = 50% opening).

4. Compressor start-up (Cont.)

Check subsystem for proper operation. Auxiliary (stand-by) lube oil pump will
stop after start of main motor, while gears driven (main) pump delivers enough
pressure for oil system.

Observe the following parameters:

1) Seal gas delta P should read 0.01 to 0.02 MPa.
(Adjust supply reducer if required)

2) Lube oil supply pressure should read 0.2 ~ 0.25 MPa.
(Adjust supply regulator if required)

3) Lube oil supply temperature to gearbox should be higher than 30 .

4) Check local panel for pre-alarm.

5) Check complete operating system for oil-, seal gas-, air-, water leaks, and
product leakage.

6) Check instrument set-points annually (when unit is not on duty) by
manipulation or simulation controls.

5. Steady state operation

Performance may be expected in the indicated range of pressures and flow rates,
providing that the following normal precautions are observed:

Do not operate compressor in surge. Compressor surge is characterized
by erratic compressor in let and discharge pressures and (usually
audible) flow pulsations.
There is no surge control protection while in the manual mode.
Therefore, it is important to set up steady state operation and transition
from manual to automatic surge control as quickly and smoothly as
possible, per start-up instructions.
Do not operate the compressor under conditions, which lead to
excessive thrust load (eg. Surge, high pressures).
Check complete operating system for oil-, seal gas-, air-, water leaks
and product leakage regularly. Maintain reservoir level at the level
indicated on the reservoir sight glass. Check periodically.
Check seal gas and lube oil filter pressure drops regularly. Replace filter
elements.
Do not operate the unit for longer periods while alarms are indicated.

6. Compressor shutdown

Voluntary shutdown is accomplished essentially by performing the operations
of the preceding sections in reverse. The principal objectives are to take the
compressor off the line without causing surge, and/ or major upsets to the other
process equipment.
The proper procedure is summarized below:

1) Close the compressor inlet guide vanes to 0% position.

2) Press the STOP BUTTON to shut down the main motor drive. Observe that
auxiliary motor-pump is coming on.

3) Controller will open surge control valve.

4) The unit may be left in cold condition as long as the lube-oil and seal-gas
subsystems are operating satisfactorily. Following the procedures as
described in the previous chapters may restart it. In case the units are going
to be shut for a longer period of time the lube oil pump can be switched-off
and the seal gas can be shut after not less than 30 min. of compressor shut-
down; this to keep cold from creeping towards to bearing.

5) In case the units are shut-down for a period of up to 1 hour with either no
seal gas or oil pump running (power failure) or both then restore seal gas
supply and run the lube oil pump for at least 30 min. prior to start-up. Check
the oil temperatures and pressures to be within prescribed limits.

7. Emergency shut down

The compressor may be rapidly shut down at any time by depressing the
COMPRESSOR STOP BUTTON at the compressor control panel or at any of
the remote stations. Any shutdown resulting from the compressor safety system
will accomplish the same result.

In the event of an emergency shutdown the following procedures should be
followed:

1) Take all measures required by the plant contractors operating manual to
minimise the effect of the shut down on other process equipment.

2) If shutdown occurred as a result of the safety system, release the cause of
the malfunction before restarting.

The compressors are operated locally or from the IAS in the CCR. The
following conditions trip the compressors:

Safeties in ESDS and Tank protection system:

1) ESDS
Manual switch off
Fusible plug melted
Optical interface failure from shore
Electric interface failure from shore
Pneumatic press. Low in ship/shore communication
Control air press. Low.
Cargo tank level extremely high (99.2%)
Vapour header press Low Low (To within 2 kPaG)
IS ESD SOL V/V Power fail.(3C, 4C, 8C)
ESD logic fail
Electric power fail ( port/starboard)
Hydraulic oil press Low

2) Tank Protection System 1:
Cargo tank press Low Low (To within 2 kPaG)

3) Gas Leakage Control
Gas leak detected in Elec. Motor or Cargo Mach. Room

Safeties on local control system (oil temperature, oil pressure, discharge gas
temperature, seal gas pressure and shaft vibration)

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HD Compressor Alarm and Trip Settings (T: Trip, A: Alarm/I1: Start-up interlock L.O pump/I2: Start-up interlock machine)

Instrument range Action
No. Item Tag. No.
Normal
Operation
Condition
Setting Range H, HH, L, LL Type
Set Point Signal
0 to 0.2 MPaG
1 Suction Gas Pressure PT 1 3kPaG
-2.5 to 20 kPaG
- - - 4 to 20 mA
0 to 0.2 MPaG
2 Discharge Gas Pressure PT 2 0.1 MPaG
0 to 0.11 MPaG
- - - 4 to 20 mA
3 Suction Gas Temperature TT 1 -140 C -200 to +200C - - - 4 to 20 mA
TT 2A -109.8 C -200 to +200C - - - 4 to 20 mA
4 Discharge Gas Temperature TE2A
TSHH 2A - - HH T +100C Contact
TT 2B -109.8 C -200 to +200C - - - 4 to 20 mA
5 Discharge Gas Temperature TE2B
TSH 2B - - H A +90C Contact
6 IGV Start Position ZSL 3 - - - I2 - Contact
ZSH 1 - - - I2 -
7 Surge Valve Position
ZSL 1 - - - - -
Contact
0 to 62 kPaG
8 Process Gas Flow PDT 1 5.2 kPaG
0 to +5.5 kPaG
- - - 4 to 20 mA
YET 9 10 to 30 m 0 to 100 m - - - 4 to 20 mA
YSH 9 - - H A 50 m Contact 9 Vibration YE9
YSHH 9 - - HH T 75 m Contact
0 to 2.1 MPaG
PDT 7 50 kPaG
0 to 0.5 MPaG
- - - 4 to 20 mA
10 Oil Filter Diff. Press.
PDSH 7A - - H A 0.25 MPaG Contact
11 Oil Tank Level LSL 5 - - L A, I1 - Contact
12 Oil Heater Temperature TCV 5 - 40C - - - -
TSL 5 L A, I1 25C Contact
13 Temperature Oil Tank
TSH 5
55C -45 +93C
H A 60C Contact
TT 8 ~ 42C 0 to +100C - - - 4 to 20 mA
TSL 8 - - L I2 20C Contact 14 Temperature Oil System(TE8)
TSH 8 - - H A 55C Contact
TT 10A ~ 60C 0 to +100C - - - 4 to 20 mA
15
Temperature Oil Bulkhead(TE10A)
TT 10B ~ 60C 0 to +100C - - - 4 to 20 mA
16 Temperature Oil Bulkhead(TE10B)
TSH10B - - H A +75C Contact
TT 9A ~ 65 C 0 to +100C - - - 4 to 20 mA
17 Bearing Temperature (TE9A)
TSHH 9A - - HH T 75C Contact
TT9F ~ 65 C
0 to +100C
- - -
4 to 20mA
TSL 9F - - L A, I2 15C Contact
18 Bearing Temperature TE9F
TSH 9F - - H A 70C Contact
0 to 1 MPaG
PT 8
~ 0.16 MPaG
0 to 1 MPaG
- - -
4 to 20 mA
19 Lub. Oil Pressure (Gear Box)
PSL 8A
- - L A, I2 0.1 MPaG Contact
20 Lub. Oil Pressure (Gear Box) PSLL 8A ~ 0.16 MPaG -0.1 to 0.125 MPaG LL T 80 kPaG Contact
21 Lub. Oil Pressure (Bulkhead) PSL 8C ~ 0.11 MPaG -0.1 to 0.125 MPaG L A, I2 40 kPaG Contact
22 Lub. Oil Pressure (Bulkhead) PSLL8C ~ 0.11 MPaG -0.1 to 0.125 MPaG LL T 20 kPaG Contact
23 Seal Gas Control Valve PCV11 - 25 kPaG - - - -
24 Seal Gas Pressure PSL11 - -0.1 to 0.125 MPaG L A, I1, I2 20 kPaG Contact
25 Seal Gas Pressure PSLL11 - -0.1 to 0.125 MPaG LL T 15 kPaG Contact
26 IGV Position ZE3 ZT3 -
-30 to +80
- - - 4 to 20 mA
27 IP Converter Control Valve PCV 3A -
0.2 MPaG
- - - -
28 HIC Control Valve PCV 3B -
0.1 MPaG
- - - -
29 Nozzle Actuator Control Valve PCV 3C -
0.6 MPaG
- - - -
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3J LNG AL WOSAIL

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Illustration 4.4.2a LD Compressor

PSLL
PCV
11
11
PSL
11
VENT
PI
3A
ZI
1
PDI
1
FIC
F
PCV
PCV
3A
3B
PI
PI
1 1
I/P
3
HY
TSH
TSL
ZS HIC
3 3
3
P
ZE
HS
3
L/R
DAC
3
3
ZSL
3
ZI
1
FE
LG
H
5
TCV
5
5A
5
5
TI
5
1
5
LSL
DV
FY
ZSL
1
I/P
S
T
D
5
PT
8
8B
PI
7 7B 7A PSV
DV
5
F
5A
F
5B
HSH
6
5C
F
6A
OP
1
.5
6A
PSV
6B
6C
V
PSV
6B
8 bar
Set :
6B
V
6A
HSL
6
EMLH
6B
CV
6A
1.5
V
C
PCV
SEAL
BULKHEAD
DRTD
B
5
8
BULKHEAD
C
CV
TE
8
8A
PSLL
TE
9A
TE
9F
PSL PSLL
8C 8C
PDI
TI
8
F
7
PDI PDT
7A
PDT
PT
2
TE TE
2A 2B 2
PI
1
TI
2
LOCKED
OPEN
LOCKED
OPEN
AUX.
L.O.
PUMP
COMPRESSOR ROOM
MOTOR ROOM
FILL
F
3
PDI
1A/1B
EM
6
6
OP
6B
DV
6
EMY
6
TI
6A
PI
6A
PI
6B
TI
6B
C
6
TCV
6
V
6F
PT
1
A
A
STEAM INLET STEAM OUTLET REMOTE CONTROL SIGNAL
REMOTE
START
REMOTE
STOP
AUX.
L.O. PUMP
RUNNING
READY TO
START AUX.
L.O. PUMP
AUX. L.O. PUMP
OVERLOAD
WATER
IN
WATER
OUT
OIL FILTER
OIL
COOLER
POWER ON EMERGENCY
STOP
EMERGENCY
STOP
READY TO
START
COMPRESSOR
READY TO
START
AUX. L.O. PUMP
EMERGENCY
STOP
EXTERNAL
SHUTDOWN
LOCAL/REMOTE COMPRESSOR
RUNNING
GEAR BOX
E-MOTOR
OIL PUMP
RUNNING
START
L.O. PUMP
STOP
L.O. PUMP
4-20mA
INSTRUMENT AIR
SEAL GAS
SURGE CONTROL
PROCESS GAS IN
PROCESS GAS OUT
COMPRESSOR
IGV
MAIN
OIL PUMP
PCV
3C
V
3C
FI
11
F
11
PI
11
PLLL
11
PAL
11
PI
1A
PI
2A
TAHH
2A
TI
2B
TAH
2B
T
PLLL
8A
T
A
A A
TLHH
9A
T T
PLLL
8C
T
TLHH
2A
T A
I2 I1
A A
A
A
A
A
A
A
PT
1A
PDT
1
ZSH
1
ZT
3
PT
2A
TSHH
2A
TT
2A
TSH
2B
TT
2B
PSL
8A
PT
8A
TT
8
TSH
8
TT
9A
TSHH
9A
TT
9F TT
10A
TT
10B
TE
10A
TE
10B
TSHH
10A
TSH
10B
L
15.6
L
15.4
L
15.3
L
15.2
CONTROL
SYSTEM
ABNORMAL
L
15.9
CONTROL
MOTOR
ABNORMAL
L
15.8
AUX. L.O. PUMP
MOTOR FAIL
L
HS
15.1
START
COMPRESSOR
HSH
15.2
HORN
CA
15
L
15.1
COMMON ALARM
L
15.5
EMS
15
EMS
15
POWER ON
L
15.1
TSL
9F
TSH
9F
TSL
8
PI
8
PAL
8
TAL
8
TAH
8
TI
8
PALL
8A
A
I2
I2
TAL
9F
TAHH
9A
PALL
8C
TLHH
10A
T
T
TAHH
10A
TI
10B
PAL
8C
TAH
9F
TI
9F
TAH
10B
A A
COMMON
TRIP
T
REMOTE START
COMPRESSOR
STOP
COMPRESSOR
HSL
15.2
REMOTE STOP
COMPRESSOR
COMPRESSOR
MOTOR ABNORMAL
READY TO START
AUX. L.O. PUMP
CRYOSTAR
CUSTOMER
LAMP
TEST
HS
15.4
HORN
SILENCE
HS
15.5
RESET
HS
15.3
PDI
7A
PDAH
7A
PDSH
7A
COMPRESSOR
RUNNING
CONTROL SYSTEM
TROUBLE
REMOTE
READY TO START
MOTOR
READY TO START
COMPRESSOR
YI
9
YLHH
9
YAHH
9
YI
9
YAH
9
TAL
5
TAH
5
LAL
5
ZLL
3
ZL
3
ZLL
1
CLOSED
ZLH
1
ZI
3
TI
1
OPEN
YT
9
YSHH
9
YSH
9
YE
9
YET
9
OIL TANK
I1 I2 I2 I1
A
TT
1
TE
1
TI
1
PALL
11
PDI
1
B
CUSTOMER
CRYOSTAR
F
E
E
D
B
A
C
K
LNG Vapour Line
Steam Line
Key Legend
Fresh Water Line
Instrument Air Line
LO Line
T Cargo Control Room
Local Instrument
Local Panel Instrument
Remote Panel Instrument
Trip Circuit
Alarm Circuit
Start-up Interlock L.O Pump
Start-up Interlock Machine
A
I2
I1

3J LNG AL WOSAIL

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4.4.2 LD Compressors

Specification
LD Compressors
Model: CM 300/45
Type: Centrifugal. Single stage.
Adjustable guide vanes.
Volume flow (Design): 8,000 Nm
3
/h
Inlet pressure: 103 kPaA
Outlet pressure (Design): 200 kPaA
Inlet temperature (Design): -40C
Inlet guide valve setting: -30 to +80 deg
Efficiency: 49 %
LD Compressor Motor
Electric source: 420 V / 60 Hz
Power: 280 kW
Speed: 3580 rpm

Description of equipment

The compressor system is skid-mounted as shown on the equipment layout
drawing. The P&I diagram presents a complete flow schematic for the
Compressor System. The system consists of a direct-coupled compressor with
integrated gear box, and the sub-system as follows:
A self-contained lube oil system for lubrication of the gears and rotor bearings in
the gear box, a seal gas system, and a control and indicating system for
monitoring and safe operation of the unit (local panel and sub-station)
The sub-system contains the following main components:

Compressor inlet guide vane actuator
Oil mist separator
Lube oil immersion heater
El. Motor driven auxiliary lube oil pump
Gear driven main lube oil pump
Oil cooler
Duplex oil filter
Gear coupling (low speed)
Bulkhead/ shaft seal
Main drive el. Motor

Compressor Systems

1. Compressor

The skid-mounted compressor features a plug-in closure assembly, which allows
for quick replacement of the rotating portion and adjacent stationary components.
The compressor portion of the machine is of axial inflow type, with variable inlet
guide vanes. The compressor has been designed to operate over the range of
pressures and flow rates. Proximity probe pick-ups are provided to allow the
monitoring of the compressor shaft vibration.

2. Seal gas system

The seal gas system is provided to prevent lube oil mist from entering the
process stream and to avoid cold gas flow into the gear box. Thus, the seal gas is
applied between the gear shaft bearing and the compressor wheel. The seal gas is
provided by a source external to the skid. The seal gas system features a pressure
control that is a function of the compressor outlet pressure. Seal gas entering the
gear box from shaft seals is returned to the lube oil sump, separated from the oil
and vented to atmosphere.

3. Lube oil system

Oil from the gear box is stored in a vented 400L lube oil sump. The oil sump
includes an integral steam immersion heater. Set-point for the lube oil system
controls are listed on table. Lube oil is supplied from the sump through separate
suction strainer screens and two lube oil pumps. The outlets from the lube oil
pumps are through check valves to a common lube oil line in order to prevent
back-up oil under pressure from entering the non-operating pump lines. The low
speed shaft gear drives the main operational pump. Upon failure of the lead
pump, the stand-by pump is ENERGIZED immediately and a remote alarm
indicates that the auxiliary pump is operating.

The lube oil passes through the heat exchanger where it is cooled. The thermal
bypass temperature control valve prevents overcooling of the lube oil within a
limited range (38 to 47)

Then the lube oil passes through either of two filters. The position of the
changeover valve determines through which filter the lube oil passes.

The clogging indicator indicates the pressure drop across the operating filter, and
provides an indication of the condition of the filter element. Differential pressure
over 0.2MPaA indicates filter element changing. 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 oil tank.
A pressure control valve regulates the oil flow to the gear box. Adjustment of this
valve sets the supply pressure to bearings. Excess oil bypasses the machine and
returns directly to the reservoir. The pump relief valve acts as back up valves and
is set at 0.8 MPa.

The lube oil flow is then directed to the gear box where the lube oil is injected in
the bearings. Separated pressure switches provided:
one does activate the alarm and energise the auxiliary lube oil pump and the
second is set to shutdown the system when the pressure falls below minimal
pressure. The seal gas is applied outboard of the lube oil. Preventing the lube oil
mist from entering the process stream and avoid cold gas flow into the gear box.
Temperature sensors at the main bearings sense the oil outlet temperature of the
bearings.
Nominal temperature range is 45 to 50 for the gear bearings. The high
temperature condition (60) will cause actuation of the alarm relays.
The lube oil then collects in the lube oil sump. The lube oil contains a mixture of
lube oil and seal gas. The seal gas is vented from the reservoir through a mist
separator and piped away to the atmosphere.

4. Surge control system

An automatic surge control system has to be provided to protect the machines
from inadvertently operating in surge.

Compressor surge is characterized by erratic compressor inlet and discharge
pressure and (usually audible) flow pulsation. It is caused by flow instability in
the compressor. Severe compressor surge causes shaft vibration to increase and
may result in severe damage to the compressor

The two compressors are equipped with an automatic surge control system; using
a by-pass valve responding to a low flow controller. The inlet guide vanes on
both compressor suction sides will be controlled by a process loop. Speed and
inlet guide vanes control the flow.

Operation

1. General

Operation of the compressor system requires following a systematic procedure to
ensure that an adequate and constant supply of lube oil is available to the
machine that the seal gas system is operative and that product is available to the
machine for processing.

Before starting system, make sure that the external seal gas supply is connected
and available to the skid, that the external air pressure supply for operation of
certain of the system controls is connected to the skid, that the water cooling
system is connected and operative, and that process gas is available to the inlet of
the compressor.

2. Subsystem start-up

This section covers procedures necessary to start the subsystems and establish
electrical power, instrument air, seal gas pressure, lube oil pressures and cooling
water required to safety start the compressor. These instructions provide a
systematic procedure for a safe start-up of the compressor system.
3J LNG AL WOSAIL

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Preliminary checks:
(Principally for initial commissioning of the installation only)

Before any mechanical equipment is put into operation the following main check
points should be observed:

Check fixing bolts and retightens if necessary.
Verify allowable forces and moments of process piping connections.
Check if inlet screen on process side is installed and is clean.
Remove inlet process pipe and turn by hand the wheel (Rotor).
Remove low speed coupling.
Operate idle motor and check for correct rotation.
Clean lubrication system with oil reservoir including chemical cleaning
and passivation where required.
Clean and check cooling water system. Open block valves of cooling
water supply and return line.
Fill-up oil reservoir and the chamber of the steam heater with the
specified oil.
Check seal gas system.
Check circulation of lubricant and verify that all oil supply valves have
to be opened before the start-up.
Check vent system of oil tank and mist separator.
Check and operate inlet guide vanes actuator.
Check alignment of gear and motor shafts.
Install low speed coupling.

1) Instrument air

Open instrument air supply valve on main inlet and panel inlet. This supplies
instrument air to the IGV actuator and transmitter.
With local pneumatic control station, set to MAN. Stroke IGV actuator and
observe for full stroke.
Adjust for 0% position (IGVs in start position).

2) Electrical system

Check out for correct wiring and power supply voltage and frequency.
Switch power on and test SPY lamps/ monitors. Eliminate all trip and alarms
and check lamps. Check if all indicators work correctly.

3) Compressor purge system

Long period :
After a period of non-operation of more than 8 days without seal gas and
prior to take any part of the machinery again into operation the unit must be
purged with dry and warm nitrogen. Temp. min. of nitrogen should be +15C.
Purge system for 10 min. minimum when compressor main inlet and
outlet valve are closed (on process side) until all possible NG
introduced within the machine has been exhausted. Flow min. 12 Nm
3
/h
at 0.15 MPaG max.

Close by-pass valve and apply seal gas.

Short period :
During periods of less than 8 days of non-operation without seal gas we
recommend to pressurize the unit with warm and dry air max. 0.03MPa over-
press, while the compressor main inlet and outlet valves are shut.


Note
3 or 4 repeated cycles of pressure swings by injection of inert gas (nitrogen) are
necessary to purge the instrument impulse lines.
As long as the seal gas system is operated, the machine can be left stand-by
under gas for extended periods.

4) Seal gas system

Open seal gas inlet valve.
Check if filter element of seal gas regulator is clean and adjust the seal
gas supply.
If necessary, seal gas DP may be adjusted with seal gas regulator.
As long as the seal gas system is on operation, the machine can be left
stand-by under gas for extended periods.

5) Lube oil system

Start steam heater, 45 min. to 1.5 hr (depending on ambient temp. level)
prior to expected blower start-up time. The heater will automatically
switch of at ~25 lube oil temp. Lube oil temp. should be kept at
approx. 40 to 50 .
Note
Do not start heating with steam heater without oil in the reservoir.

Open bleed valves on top of filter to bleed air from both filters. After
bleeding air from filter, select filter, leaving other on stand-by. Adjust
lube oil supply pressure with press. regulating valve and check pressure
on. Check downstream lube oil pressure switch for correct readings resp.
settings.

Test operations of auxiliary pump. On running machine check that
stand-by pump comes on automatically by lowering the lube oil
pressure with press. regulating valve.
Caution
The lube oil pump is not operating below 15 .

6) Cooling water

Open cooling water inlet/ outlet valves from oil cooler in accordance
with lube oil flow.
Observe cooling water temperature rise on return line.

7) Surge control

The surge control system is provided to prevent inadvertent surging of the
compressor during start-up and steady state operation. The surge system is a
full automatic system.

3. Compressor start-up

1) Following valve to be closed : Drain of compressor casing

2) Apply instrument air.

3) Check if oil temperature of oil tank is in accordance with table.

4) Apply seal gas.

5) Run aux. lube oil pump 15~30 min. prior of blower start-up time to warm-
up the gear box, bearings etc. make sure that lube oil temp. is about 30

6) make sure that I.G.V position is set at 0% (start position)

7) Pressure compressors reset button and check if all alarms/ trip lamps are off
and if ready to start lamp on.

Press compressor start button.
Observe that no alarm or trip spy-lamps are on.
Observe bearing temperatures and vibration levels.

8) Switch I.G.V: position controller to automatic or manual mode without
bumping.

Check that remote signal press: level is equal to manual pressure (0.06
MPa = 50% opening).

4. Compressor start-up (Cont.)

Check subsystem for proper operation. Auxiliary (stand-by) lube oil pump will
stop after start of main motor, while gears driven (main) pump delivers enough
pressure for oil system.
3J LNG AL WOSAIL

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Observe the following parameters:

1) Seal gas delta P should read 0.01 to 0.02 MPa.
(Adjust supply reducer if required)

2) Lube oil supply pressure should read 0.2 ~ 0.25 MPa.
(Adjust supply regulator if required)

3) Lube oil supply temperature to gearbox should be higher than 30 .

4) Check local panel for pre-alarm.

5) Check complete operating system for oil-, seal gas-, air-, water leaks, and
product leakage.

6) Check instrument set-points annually (when unit is not on duty) by
manipulation or simulation controls.

5. Steady state operation

Performance may be expected in the indicated range of pressures and flow rates,
providing that the following normal precautions are observed:

Do not operate compressor in surge. Compressor surge is characterized
by erratic compressor in let and discharge pressures and (usually
audible) flow pulsations.
There is no surge control protection while in the manual mode.
Therefore, it is important to set up steady state operation and transition
from manual to automatic surge control as quickly and smoothly as
possible, per start-up instructions.
Do not operate the compressor under conditions, which lead to
excessive thrust load (eg. Surge, high pressures).
Check complete operating system for oil-, seal gas-, air-, water leaks
and product leakage regularly. Maintain reservoir level at the level
indicated on the reservoir sight glass. Check periodically.
Check seal gas and lube oil filter pressure drops regularly. Replace filter
elements.
Do not operate the unit for longer periods while alarms are indicated.

6. Compressor shutdown

Voluntary shutdown is accomplished essentially by performing the operations
of the preceding sections in reverse. The principal objectives are to take the
compressor off the line without causing surge, and/ or major upsets to the other
process equipment.
The proper procedure is summarized below:

1) Close the compressor inlet guide vanes to 0% position.

2) Press the STOP BUTTON to shut down the main motor drive. Observe that
auxiliary motor-pump is coming on.

3) Controller will open surge control valve.

4) The unit may be left in cold condition as long as the lube-oil and seal-gas
subsystems are operating satisfactorily. Following the procedures as
described in the previous chapters may restart it. In case the units are going
to be shut for a longer period of time the lube oil pump can be switched-off
and the seal gas can be shut after not less than 30 min. of compressor shut-
down; this to keep cold from creeping towards to bearing.

5) In case the units are shut-down for a period of up to 1 hour with either no
seal gas or oil pump running (power failure) or both then restore seal gas
supply and run the lube oil pump for at least 30 min. prior to start-up. Check
the oil temperatures and pressures to be within prescribed limits.

7. Emergency shut down

The compressor may be rapidly shut down at any time by depressing the
COMPRESSOR STOP BUTTON at the compressor control panel or at any of
the remote stations. Any shutdown resulting from the compressor safety system
will accomplish the same result.

In the event of an emergency shutdown the following procedures should be
followed:

1) Take all measures required by the plant contractors operating manual to
minimise the effect of the shut down on other process equipment.

2) If shutdown occurred as a result of the safety system, release the cause of
the malfunction before restarting.



Safeties in ESDS, master gas valve close control and gas leakage control
system:
ESDS :
Manual switch off.
Fusible plug melted.
Optical interface failure from shore.
Electric interface failure from shore.
Pneumatic press. Low in ship/shore communication.
Control air press. Low.
Cargo tank level extremely high (99.2%).
Vapour header press Low Low (To within 2 kPaG).
IS ESD SOL V/V Power fail.(3C, 4C, 8C).
ESD logic fail.
Electric power fail ( port/starboard).
Hydraulic oil press Low.
Master Gas Valve Close Control:
Normal operation.
Gas leak detected in gas hood/pipe.
Both B.O.G hood room fan not running.
Less than 2 E/R vent fans running.
Both boilers tripped.
Master gas valve trip.
No.1/2 gas heater outlet temp. high/low.
ESD condition.

Gas Leakage Control

Gas leak detected in Elec. Motor or Cargo Mach. Room.

8. Vacuum Pump data

The LD compressor can be used for I.B.S vacuum operation

Molecular weight: 17.22 kg/kmol
Flow: 6000
Inlet pressure: 70
Inlet temperature: -110 C
Outlet temperature: -66.5 C
Coupling power: 126.9
Shaft speed: 21600rpm
Wheel diameter: 270
Inlet guide vanes setting: -30 to +80 deg

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HD Compressor Alarm and Trip Settings (T: Trip, A: Alarm/I1: Start-up interlock L.O pump/I2: Start-up interlock machine)
Instrument range Action
No. Item Tag. No.
Normal
Operation
Condition
Setting Range H, HH, L, LL Type
Set Point Signal
0 to 200 kPaG
1 Suction Gas Pressure PT 1 3kPaG
-2.5 to 20 kPaG
- - - 4 to 20 mA
0 to 2000 mbar(g)
2 Discharge Gas Pressure PT 2 100 kPaG
0 to 110 kPaG
- - - 4 to 20 mA
3 Suction Gas Temperature TT 1 -140 C -200 to +200C - - - 4 to 20 mA
TT 2A -109.8 C -200 to +200C - - - 4 to 20 mA
4 Discharge Gas Temperature TE2A
TT 2B -109.8 C -200 to +200C - - - 4 to 20 mA
5 Discharge Gas Temperature TE2B
TSH 2B - - H A +90C Contact
6 IGV Start Position ZSL 3 - - - I2 - Contact
ZSH 1 - - - I2 -
7 Surge Valve Position
ZSL 1 - - - - -
Contact
0 to 62 kPaG
8 Process Gas Flow PDT 1 5.2 kPaG
0 to +5.5 kPaG
- - - 4 to 20 mA
YET 9 10 to 30 m 0 to 100 m - - - 4 to 20 mA
YSH 9 - - H A 50 m Contact 9 Vibration YE9
YSHH 9 - - HH T 75 m Contact
0 to 2100 kPaG
PDT 7 50 kPaG
0 to 500 kPaG
- - - 4 to 20 mA
10 Oil Filter Diff. Press.
PDSH 7A - - H A 250 kPaG Contact
11 Oil Tank Level LSL 5 - - L A, I1 - Contact
12 Oil Heater Temperature TCV 5 - 40C - - - -
TSL 5 L A, I1 25C Contact
13 Temperature Oil Tank
TSH 5
55C -45 +93C
H A 60C Contact
TT 8 ~ 42C 0 to +100C - - - 4 to 20 mA
TSL 8 - - L I2 20C Contact 14 Temperature Oil System(TE8)
TSH 8 - - H A 55C Contact
TT 10A ~ 60C 0 to +100C - - - 4 to 20 mA
15
Temperature Oil Bulkhead(TE10A)
TT 10B ~ 60C 0 to +100C - - - 4 to 20 mA
16 Temperature Oil Bulkhead(TE10B)
TSH10B - - H A +75C Contact
TT 9A ~ 65 C 0 to +100C - - - 4 to 20 mA
17 Bearing Temperature (TE9A)
TSHH 9A - - HH T 75C Contact
TT9F ~ 65 C
0 to +100C
- - -
4 to 20mA
TSL 9F - - L A, I2 15C Contact
18 Bearing Temperature TE9F
TSH 9F - - H A 70C Contact
0 to 1000 kPaG
PT 8
~ 160 kPaG
0 to 1000 kPaG
- - -
4 to 20 mA
19 Lub. Oil Pressure (Gear Box)
PSL 8A
- - L A, I2 100 kPaG Contact
20 Lub. Oil Pressure (Gear Box) PSLL 8A ~ 160 kPaG -100 to 125 kPaG LL T 80 kPaG Contact
21 Lub. Oil Pressure (Bulkhead) PSL 8C ~ 110 kPaG -100 to 125 kPaG L A, I2 40 kPaG Contact
22 Lub. Oil Pressure (Bulkhead) PSLL8C ~ 110 kPaG -100 to 125 kPaG LL T 20 kPaG Contact
23 Seal Gas Control Valve PCV11 - 25 kPaG - - - -
24 Seal Gas Pressure PSL11 - -100 to 125 kPaG L A, I1, I2 20 kPaG Contact
25 Seal Gas Pressure PSLL11 - -100 to 125 kPaG LL T 15 kPaG Contact
26 IGV Position ZE3 ZT3 -
-30 to +80
- - - 4 to 20 mA
27 IP Converter Control Valve PCV 3A -
200 kPaG
- - - -
28 HIC Control Valve PCV 3B -
100 kPaG
- - - -
29 Nozzle Actuator Control Valve PCV 3C -
600 kPaG
- - - -
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Illustration 4.5a Boil off/Warm-up Heater

TE
1
PT
3
PT
1
PI
1
GAS INLET
TCV
2
S
PT
1
PI
1
PI
3
HIC
1
PCV
6
HS
1
ZS
1
FC
S
STEAM INLET
INSTRUMENT
AIR SUPPLY
GAS OUTLET
TO DEMISTER
L/R
VENT
DRAIN
CONDENSATE OUT
F
C
LNG VAPOUR LINE
STEAM LINE
KEY
CONDENSATE LINE
INSTRUMENT AIR LINE
SV
2
PCV
2
SV
1
ZT
1
ZI
1
ZT
2
ZI
2
TCV
1
HY
1
PCV
1
LI
4
LSHH
4
LSH
4
PI
6
HIC
2
HS
2
ZS
2
L/R
TE
2
TSHH
2
CG917
CG918
CG921
CG922
CS919
CG920
CG923
CG924
HY
2
ST561F
ST563F
ST562F
ST564F
SD551F
SD556F
SD552F
SD557F
S
D
7
0
1
F
S
D
7
0
2
F
SD553F
SD558F
SD554F
SD559F
DRTD
DRTD
DRTD
DRTD
TSLL
4
TE
4

3J LNG AL WOSAIL

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4.5 Boil-off / Warm-up Heater

1. General

There are two steam-heated gas heaters located in the cargo compressor room,
which is situated on the starboard after side of the trunk deck.

The heaters are shell and tube type.

The heaters are used for the following functions:
1. Heating the LNG vapour delivered by either of the HD compressors to the
specified temperature for warming up the cargo tanks before gas freeing.

2. Heating the boil-off gas delivered by either of the LD compressors for fuel gas
to the boiler or for venting to atmosphere via the liquid header or via the gas
main. Free flow can be applied alternatively.

Caution
When returning heated vapour to the cargo tanks, the temperature at the heater
outlet should not exceed +80C to avoid possible damage to the cargo piping
insulation and safety valves.

Specification
Model: 65-UT-38/34-3.2
Type: BEU
Operating Case Tube Side
(Process fluid)
Unit
Design Beg WU Interm End WU Boil-off
Mass Flow kg/h 16,000 24,940 17,000 10,000 8,607
Inlet Volume Flow m
3
/h 10,139 9,750 9,339 8,687 5,014
Outlet Volume Flow m
3
/h 24,052 30,202 24,251 15,033 11,656
Inlet Temperature C -25 -120 -58 67 -45
Outlet Temperature C 80 11 62 80 45
Inlet Pressure kPaG 100
Outlet Pressure kPaG 20
Pressure Drop
(Calculated)
kPa 5 9 5 2 1
Heat Exchange
(Actual)
kW 1,064 2,074 1,291 82 490
Design Pressure MPaG 1
Design Temperature C -196/+186

Operating Case Shell Side
(Saturated steam)
Unit
Design Beg WU Interm End WU Boil-off
Steam Consumption kg/h 1,867 3,642 2,267 144 861
Inlet Temperature C 169
Outlet Temperature C 164
Design Temperature C +186

2. Operating Procedure in Warming-Up Configuration

The vapour lines will be set for using the HD compressor to deliver vapour to the
No.1 B.O/W.U heater.

1) Open the shell side vent valve.

2) Open the shell side condensate valves and check the drains.

3) Crack open the manual steam supply valves ST562F and 561F.

4) When all the air has been expelled from the shell, shut the vent valve.

5) When water has been drained from the shell, shut the drain valve.

6) Slowly open up the steam inlet valve SC562F and close 561F.

7) Set the vapour lines as detailed for the operation and put the cargo
heater in use.

8) In the CCR, set the controls for the heater to the ON position on the IAS.

9) Open the instrument air supply to the controls for the heater.

10) Check the condensate level in the sight glass.

11) Set the temperature and level controller to the correct settings for the
operation being undertaken (first stage: 0C, second stage: +80C for
warming up operation with vapour, approx. 50C for warming up and
inerting operation with inert gas).

12) Open the hydraulically operated gas inlet valve CG917 and manually
operated outlet valve CG923.

13) Monitor the gas vapour outlet and condensate temperatures.

On completion of the operation;

1) Switch the auto-control to manual.

2) Close the gas supply valve CG917 on the heater.

3) Close the steam supply valve ST562F to the heater when the
temperature at the heater outlet is above 0C.

4) Open the steam side vent, then open the drain when all the steam has
vented.

3. Controls and Settings

The gas outlet temperature is controlled by controllers CG919 on the inlet and
CG921 on the HD heater bypass line.

The steam condensate from the heater is returned to the drains system via the
cargo steam drains cooler and the cargo escape tank, the latter of which is fitted
with a gas detector sampling point.

4. Boil-off Gas Heating Configuration

The same procedure is followed for venting and warming through the LD heater
as described above, except that the temperature control is set for a gas outlet
temperature of approximately +45C.
The vapour lines will be set for using the LD compressor to deliver vapour to
the No.2 B.O/W.U heater.

When the heater has been vented and warmed through, proceed as follows:

1) Open the shell side vent valve.

2) Open the shell side condensate valves and check the drains.

3) Crack open the manual steam supply valves ST564F and 563F.


5) When water has been drained from the shell, shut the drain valve.

6) Slowly open the manually operated steam inlet valve ST564F and close
563F.

7) Check the condensate level.

8) Set the LNG vapour lines as detailed for the operation to be taken.

9) Open the vapour outlet valve CG924 and the vapour inlet valve CG918.

10) In the CCR, set the controls for the LD heater on the IAS.

11) Open the control air supply to the LD heater controls.

12) Set the temperature and level controllers to the correct settings for gas
burning of +30C.

13) Monitor the gas vapour outlet and condensate temperatures.

On completion of the operation

1) After the LD compressor has been shut down and the gas supply valve
to the engine room shut, close the inlet valve to the LD heater CG918.

2) Shut the steam inlet valve ST564F.

3) Open the steam side vent and open the drain valve when all the pressure
is off the heater.

The following alarms and trips are available:
ITEM TAG NO.
NORMAL
OPERATING
CONDITION
ACTION
SET
POINT
Gas outlet temperature

TSH2
TSL2
10 ~ 80C
H
L
ALARM
ALARM
85C
-20C
switch

TIC2 10 ~ 80C HH TRIP 100C
Condensate
temperature switch
TSLL4 150 ~ 190C LL TRIP 80C
Condensate
temperature
TSL4 150 ~ 190C L ALARM 90C
Level switch LS 4A H ALARM
Level switch LS 4B HH TRIP
3J LNG AL WOSAIL

1
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Illustration 4.6a LNG Vaporizer

PT
1
PI
1
LNG INLET
TCV
2
S
PT
2
PI
2
PI
3
HIC
1
PCV
6
HS
1
ZS
1
FC
S
INSTRUMENT
AIR SUPPLY
F1
GAS OUTLET
TO DEMISTER
L/R
VENT
DRAIN
F
C
LNG VAPOUR LINE
STEAM LINE
KEY
CONDENSATE LINE
INSTRUMENT AIR LINE
LNG LIQUID LINE
GAS INLET GAS INLET
LSH
1
SV
2
PCV
2
SV
1
ZT
1
ZI
1
FCV
1
HY
1
PCV
1
LI
4
LSHH
4
LSH
4
GAS OUTLET
PI
6
HIC
2
HS
2
ZS
2
L/R
TE
2
CS901
C
S
9
0
4
CS903
CG929
TE
1
HY
2
ZT
2
ZI
2
STEAM INLET
CONDENSATE OUT
ST567F
ST568F
SD566F
SD567F
L.C
S
D
7
0
4
F
SD568F SD569F
BACK TO
TANKS
DRTD
DRTD
DRTD
TSLL
4
TE
4

3J LNG AL WOSAIL

1
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4.6 LNG Vaporizer

1. General

The LNG vaporizer is a steam heated shell and tube type heat exchanger located
in the cargo compressor room on the trunk deck. It is equipped with automatic
flow and outlet temperature controllers.
Specification
Model: 65-UT-38/34-5.6
Type: BEU
Operating Case
Tube Side
(Process fluid)
Unit
Vapour
purg
(Methane)
LNG disch
(Methane)
Emcy Fcg
(Methane)
Inerting
(Nitrogen)
Mass Flow kg/h 11,014 24,180 7,127 21,000
Inlet Volume Flow m
3
/h 24 54 16 16
3
/h 13,743 13,695 7,072 15,026
Inlet Temperature C -163 -196
Outlet Temperature C 20 -140 -40 20
Pressure Drop
(Calculated)
kPa 12 67 5 21
Heat Exchange
(Actual)
kW 2,839 3,783 1,566 2,591

Operating Case
Shell Side
(Saturated steam)
Unit
Vapour
purg
(Methane)
LNG disch
(Methane)
Emcy Fcg
(Methane)
Inerting
(Nitrogen)
Steam Consumption kg/h 4,984 6,642 2,750 4,549

Note ( ) : LNG discharging without vapour return from shore.

Alarms are provided for outlet gas temperature and for condensate water high
level and low temperature. The gas outlet temperature and the condensate low
temperature alarms are both inhibited when the LNG vaporizer is shut down.

The LNG vaporizer is used for the following operations:
1) Discharging cargo at the design rate without the availability of a vapour
return from the shore.

The vapour produced leaves the vaporizer at approximately -140C and
is then supplied to cargo tanks through the vapour header. Vapour
pressure in the cargo tanks will normally be maintained at 110kPaA
during the whole discharge operation. Additional vapour is generated by
the tank sprayer rings, the LNG being supplied by the stripping/spray
pump.

If the back pressure in the discharge piping to shore is not sufficient to
have a minimum of 300kPa at the inlet to the vaporizer, a
stripping/spray pump will be used to supply liquid to the vaporizer.

If the shore is unable to supply vapour return, LNG can also be fed to
the vaporizer by using one stripping pump or by bleeding from the
liquid header.

2) Purging of cargo tanks with vapour after inerting with inert gas and
prior to cooldown. LNG is supplied from the shore to the LNG
vaporizer via the stripping/spray line. The vapour is produced at the
required temperature of +20C is then passed to the cargo tanks.

3) LN
2
vaporisation for inerting the cargo tank and insulation spaces.

Note
Due to its very low temperature, liquid nitrogen will damage living tissue and
any spillage on the ships deck will cause fractures and failures as for LNG.

4) Emergency forcing by manual operation:
The LNG vaporizer can function as the forcing vaporizer when the
forcing vaporizer has failed:

2. Operating Procedure to Bring the LNG Vaporizer into Service

Set the LNG pipelines as detailed for the operation about to be undertaken.

To prepare the LNG vaporizer for use;
1) Ensure that the deck steam and instrument air supplies are available to
the LNG vaporizer.

2) Open the condensate drain valve and the steam side shell vent valve.

3) Set up the downstream vapour lines for the required operation, to allow
for gas expansion during the warming up stage.

4) Slowly open the vaporizer steam master valve ST568F fully.

5) Crack open the isolating steam bypass valve ST567F.


7) When the drains are blowing clear open the drain trap outlet and inlet
valves and shut the drain. The temperatures, pressures and condensate
levels of the heater should be allowed about 30 minutes to stabilise.

8) Slowly open the main steam valve ST568F fully and close the bypass
valve ST567F.

9) Monitor the condensate level in the local level gauge.

10) In the CCR, set the flow control for the vaporizer to the ON position on
the IAS, select MAN mode and ensure that the set point is for zero flow.

11) Confirm that the spray header is pressurised and then open the manually
operated liquid line isolating valve CS901.
12) In MAN mode, crack open the flow control valve and admit LNG to the
vaporizer. Physically monitor all the vaporizer flanges and joints for
any signs of leakage.

13) As soon as a flow has been established, set the correct value for the
desired operation on the temperature controller; -140C for volumetric
replacement during cargo discharge, or +20C for cargo tank purging
after refit and LN
2
vaporisation for insulation spaces or tank purging
duties.

14) Gradually increase the flow rate up to the desired value and change the
mode to AUTO.

15) Monitor the condensate level until full gas flow has been achieved on
the vaporizer to ensure stable operations.

16) Continue to monitor the vaporizer for leaks, the vapour outlet
temperature, the condensate level and the drains temperature throughout
the operation.
Caution
Thorough checks around the LNG vaporizer and associated flange connections
must be conducted during the operation.

On completion of the operation.

1) Close the manually operated liquid line isolating valve CS901.

2) Switch the flow and temperature controllers to manual and manually
open the valves to allow any remaining LNG to vaporise naturally.

3) When the heater outlet temperature is well above 0C and there is no
indication of any frosting anywhere on the heater, shut the main steam
valve.

4) Open the steam side shell vent valve.

5) When steam stops issuing from the vent open the condensate drain
valve and shut the inlet valve to the drain trap.

6) When the heater has cooled down to ambient temperature, shut the
vapour outlet valve CG929 and secure the rest of the system as required.

ITEM TAG NO.
NORMAL
OPERATING
CONDITION
ACTION
SET
POINT

TSH2
TSL2
-80 ~ 0C
H
L
ALARM
ALARM
85C
-145C
Condensate
temperature switch
Condensate
temperature
3J LNG AL WOSAIL

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Illustration 4.7a Forcing Vaporizer

PT
1
PI
1
LNG INLET
TCV
2
S
PT
2
PI
2
PI
3
HIC
1
PCV
6
HS
1
ZS
1
FC
S
INSTRUMENT
AIR SUPPLY
F1
GAS OUTLET
TO DEMISTER
L/R
VENT
DRAIN
F
C
LNG VAPOUR LINE
STEAM LINE
KEY
CONDENSATE LINE
INSTRUMENT AIR LINE
LNG LIQUID LINE
GAS INLET GAS INLET
LSH
1
SV
2
PCV
2
SV
1
ZT
1
ZI
1
FCV
1
HY
1
PCV
1
LI
4
LSHH
4
LSH
4
GAS OUTLET
PI
6
HIC
2
HS
2
ZS
2
L/R
TE
2
TE
1
HY
2
ZT
2
ZI
2
STEAM INLET
CONDENSATE OUT
L.C
BACK TO
TANKS
DRTD
DRTD
DRTD
TSLL
4
TE
4
CS902
C
S
9
0
6
CS905
CG928
ST565F
ST566F
SD561F
SD562F
S
D
7
0
3
F
SD563F SD564F

3J LNG AL WOSAIL

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4.7 Forcing Vaporizer

1. General

The Forcing Vaporizer is used for vaporising LNG liquid to provide gas for
burning in the boilers to supplement the natural boil off. Both the LNG and
forcing vaporizers are situated in the cargo compressor room.

The forcing vaporizer is used to supplement boil-off gas for fuel gas burning up
to 105% MCR.

The LNG is supplied by a stripping/spray pump. LNG flow is controlled by an
automatic inlet feed valve which receives its signal from the Boiler Gas
Management System.

Specification
Model: 34-UT-25/21-3.6
Type: BEU
Operating Case Tube Side
(Process fluid)
Unit
Forcing
Mass Flow kg/h 7,402
Inlet Volume Flow m
3
/h 16
3
/h 7,345
Inlet Temperature C -163
Outlet Temperature C -40
Pressure Drop
(Calculated)
kPa 166
Heat Exchange
(Actual)
kW 1,627

Operating Case Shell Side
(Saturated steam)
Unit
Forcing
Steam Consumption kg/h 2,856

Alarms are provided for outlet gas temperature and for condensate water high
level and low temperature.

Each Forcing vaporizer is equipped with a temperature control system to obtain a
constant and stable discharge temperature for various ranges of operation.

The temperature of the gas produced is adjusted by spraying a certain amount of
bypassed liquid into the outlet side of the vaporizer through a temperature
control valve and liquid injection nozzles.

Both vaporizer tubes are fitted with spiral wires to promote turbulence to ensure
efficient heat transfer and production of superheated LNG vapour at the exit of
the tube nests. A re-evaporator is also used to ensure that accumulation of non-
vaporised liquid at the vaporizer discharge is avoided and that the output is at a
stable temperature.

This is made possible by:
1) Two knitted mesh filters inserted in the gas flow path to fractionate the
droplets and create the necessary turbulence to break down the small
droplets injected into a fine fog of liquid gas and also to moisten the
mesh wires acting as the vaporising surface.

2) Two conical baffles installed in the tube to allow eventually
accumulated liquid to be directed into the gas stream on the pipe bottom.

2. Operating Procedure to Bring the Forcing Vaporizer into Service

1) Ensure that the deck steam and instrument air supplies are available to
the Forcing vaporizer.

2) Open the condensate drain valve and the steam side shell vent valve.

3) Set up the downstream vapour lines for the required operation, to allow
for gas expansion during the warming up stage.

4) Slowly open the vaporizer steam master valve ST566F fully.

5) Crack open the isolating steam bypass valve ST565F.


7) When the drains are blowing clear open the drain trap outlet and inlet
valves and shut the drain. The temperatures, pressures and condensate
levels of the heater should be allowed about 30 minutes to stabilise.

8) Slowly open the main steam valve ST566F fully and close the bypass
valve ST565F.

9) Monitor the condensate level in the local level gauge.

10) In the CCR, set the flow control for the vaporizer to the ON position on
the IAS, select MAN mode and ensure that the set point is for zero flow.

11) Confirm that the spray header is pressurised and then open the manually
operated liquid line isolating valve CS902.

12) In MAN mode, crack open the flow control valve and admit LNG to the
vaporizer. Physically monitor all the vaporizer flanges and joints for
any signs of leakage.

13) In the CCR, set the controls for the forcing vaporizer on the IAS mimic.

14) When vapour is produced, switch the control for the liquid valve to
remote and automatic.

15) Monitor the condensate level until full gas flow has been achieved on
the vaporizer to ensure stable operations.

16) Continue to monitor the vaporizer for leaks, the vapour outlet
temperature, the condensate level and the drains temperature throughout
the operation.

Caution
Thorough checks around the forcing vaporizer and the associated flange
connections must be conducted during operation.

On completion of operation.

1) Close the manually operated liquid line isolating valve CS902.

2) Switch the flow and temperature controllers to manual and manually
open the valves to allow any remaining LNG to vaporise naturally.

3) When the heater outlet temperature is well above 0C and there is no
indication of any frosting anywhere on the heater, shut the main steam
valve.

4) Open the steam side shell vent valve.

5) When steam stops issuing from the vent open the condensate drain
valve and shut the inlet valve to the drain trap.

6) When the heater has cooled down to ambient temperature, shut the
vapour outlet valve CG928 and secure the rest of the system as required.


ITEM TAG NO.
NORMAL
OPERATING
CONDITION
ACTION
SET
POINT
TSH2

TSL2
NG : -40C
CH : -60C
H
L
L
ALARM
ALARM
ALARM
85C
-50C
-70C
Condensate
temperature switch
Condensate
temperature
3J LNG AL WOSAIL

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Illustration 4.8.1a Custody Transfer System

Graphic Display
NL-300
Printer
Pointing
Device
Local Display
w/Baragraph
NL-196
230 VAC
230 VAC
230 VAC
Cargo Computer
Printer
230 VAC
230 VAC
230 VAC
Safe Area
Cargo Control
Room
Hazardous Area
Cabinet
PS4685
1935x600x500
HxWxD
Cabinet
CK-292
760x600x350
HxWxd
GLK-100 Units
NL-190 Backup Display
EA-Computer
Power Supplies
Zenerbarriers
and Terminal boards
ATM Press.
Transducer
GT302
UPS Power
Unit
24 VDC
230 VAC
110/230 VAC
Supply
1 pair 0.5mm2
w/screen
2 pair 0.5mm2
w/screen
1 pair 1.5 mm2
2 pair twisted 0.5 mm2 w/screen
1 pair 1.5 mm2
w/screen
Conn. Box
Pur
Cable
Pressure
Transmitters
GT303
Draft
Cargo Tanks
Temperature
Sensors
MN3927
Vapour
Pressure
Transmitter
GT302
Stand
Pipe
Sections
Radar
GLA-100/5
Temp.
Box
3 x 0.5 mm2
2 x 10 mm2
3 x 3 x 1.5 mm2
2 x 3 x 2.5 mm2

3J LNG AL WOSAIL

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4.8 Custody Transfer System

4.8.1 Radar-Based Level Gauging

Maker: Kongsberg Maritime AS
Type:

Measurement Fundamentals

The GL-100 Level Gauge consists of the GLA-100 Level Sensing Unit
connected to the GLK-100 Signal Processing Unit. The GLA-100 Level Sensing
Unit provides a microwave antenna with transmitter and receiver electronics.

The radar is based on the reflectometer principle. A microwave signal with a
centre frequency of 10GHz is emitted from the antenna and directed towards the
liquid surface in the tank. A part of this signal is reflected from this surface back
to the antenna, and the distance is in principle derived from the time delay of the
reflected signal.

The phase variation of the reflection coefficient of the radar antenna and the tank
is measured and sampled during the frequency sweep. By in principle counting
the number of periods of the phase change of the reflection coefficient, the
distance to the target can be found. The signal is sampled and converted to
digital form. The method utilised to find the number of periods or the frequency
of the sampled signal is the Fast Fourier Transforms (FFT), which in principle is
a Spectrum Analyser. Accordingly the distance to the target is calculated.

The radar measures the distance between the radar antenna and the liquid surface,
i.e. the tank ullage. With specific data stored in the Signal Processing Unit, the
computer can calculate the exact level and volume in the tank. The values are
corrected for trim and list. Also, by entering specific density for the carried cargo,
the system can calculate the weight.

Kongsberg Maritime's radar-based level gauging system has a built-in software
algorithm for averaging the measured values. This is a sliding averaging which
means that the last measured instantaneous value will be more significant than
each of the former values, the weighing curve being exponential. This averaging
is built-in in order to avoid that liquid surface movements influencing the
measurement.

Patented measuring method

The echoes in the reflection diagram correspond to the reflected pulses in
Pulse Radar. Kongsberg Maritime's unique detection method keeps the echo
strength relatively the same regardless of the distance to the liquid inside the
measurement range.

M42-00000.180 Distance
45m
Autronica's echo strength
Echo strength (1/R)
C
om
pensation
Echo strength : Free Space

The echo strength in a free space application is reduced by a factor related to 1/R.
Kongsberg Maritime's patented detection method maintains the echo strength
almost constant over the entire measuring range of the radar. This eases the
setting of signal threshold to a fixed value.

M42-00000.180 Distance
45m
Autronica's echo strength
Echo strength
C
om
pensation
Echo strength : Still Pipe

When applied in a still pipe, the pipe will act as a wave-guide for the radar signal
and there will be no free space losses.
However, ohmic losses will reduce the echo strength. These losses are equally
compensated by Kongsberg Maritime's patented detection method.

Still Pipe measurement for LNG applications

The gas storage tank is designed to form a closed thermal system for the cargo,
and is therefore kept close to the state of saturation. Gas evaporation under this
condition is fairly smooth, and a gradual boil-off process as thermal heating of
the tank content is very slow.

High gas vapour density, the mixture of gases and their partial pressures, and the
still pipe measuring process, will influence the propagation speed of the
microwave signals. All these factors (which is normally not known in detail)
have to be compensated for in order to give exact distance measurement.

However, Kongsberg Maritime's unique AutroCAL verification/calibration
method uses the specially designed pipe joint signatures for continuous
measurement verification /calibration in real time, and combined with accurate
temperature measurement, the propagation speed of the radar signal can be
calculated, thus giving very accurate readings of the liquid level (ullage).
AutroCAL makes the system independent to the gas mixture and their partial
pressures.

The data set in the processor memory, being the result of every single
measurement, contains information both about the signature echoes and the echo
from the liquid surface. The surveyor can use these signature echoes at any time
to verify the accuracy of the system. When using the Kongsberg Maritime
system with AutroCAL, no separate verification pins or mechanical operations
are needed to verify the accuracy of the system.

Temperature Measuring

Measuring principle

The measuring principle is based on the Pt100 temperature sensing element
delivered according to IEC 751. The resistor element gives a decreasing
resistance value when the ambient temperature increases. Nominal resistance at 0
~ 100C is 100 ~ 138.5 ohm.

To obtain the required accuracy each temperature sensor is calibrated. Therefore
each temperature sensor has a serial number. for identification purposes. Before
calibration all sensors are stabilised by varying the temperature from -196C and
up to room temperature several times.
Thereafter each sensor is measured several times at three different temperatures,
and a calibration certificate is issued for each sensor. The total accuracy will also
take into account the other parts of the system signal converters, microprocessor,
etc.

To measure liquid and vapour temperature of LNG, each cargo tank will be
equipped with five (5) sensors. Normally spare sensors will also be installed.
Two sensors including spares will be installed in the tank bottom and the tank
top in order to constantly measure the temperature of liquid and vapour
respectively. The remaining 3 sensors including spares will be installed at equal
distances between the tank bottom and top.
Both average and individual temperatures readings for liquid and vapour are
available at the displays.

Each Kongsberg Maritime's MN3927/LNG Temperature Sensor consists of a
mantle cable made of AISI 316 acid resistant steel of required length. In the
lower end the Pt100 element is sealed in a tube while in the upper end there is
compression fitting for fastening of the sensor. The sensor cables (four (4) wires
per cable) are normally connected to terminals in a cabinet on deck. The
transmitter for the vapour pressure can also be connected to terminals in the
same cabinet.
The temperature sensors can either be clamped inside the tank or mounted in an
open penetrated pipe.

3J LNG AL WOSAIL

1
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Element
Ca.95
8
Compression fitting
NOT FASTENED
4,8 Mantle cable,aci
resistant steel,AISI316
1/8"NPT (FS4,8-N18)
Acid resistant steel
L +/- 100
Flexible stand tails
MN3927T1250
11 Pt100
150
(see remark)
MN-3927
MN-3927
MN-3927

Pressure Measuring

The measuring principle is based on a capacitive pressure transmitter. The
transmitter consists of a capacitive pressure-sensing cell together with an
electronic unit encapsulated in the transmitter body. A ceramic diaphragm is
connected to a solid ceramic substrate via a glass frit.
Gold plates at the ceramic diaphragm and the ceramic substrate comprise the
capacitor. An applied pressure will deflect the diaphragm and the corresponding
change in capacitance will be converted to an output signal by the sensor
electronics.

One GT302/LNG Pressure Transmitter is installed on each tank to measure the
gas vapour pressure. The transmitter will be installed on top of the tank and only
the ceramic diaphragm will be exposed to the tank atmosphere. Fastening
arrangement for the transmitter can be adapted to the actual installation. Cabling
for the pressure transmitters can either be via the temperature sensor cabinet, or
via the connection box for the radar sensor.

4.8.1.1 System Readout and Control

Operator Station with Presentation Program

The Operator Stations are the main presentation unit in the system, and are based
upon the Windows NT operating system with redundant high-speed data
communication between the various computers and microprocessors in the
system. Dedicated process displays are created in conjunction with the customer
to provide the best operational environment.

The Operator Stations are normally situated in the Cargo Control Room, where
the operator can monitor the data and control all essential operating parameters.
A number of Operator Stations can be connected in a network to provide several
operator consoles at different locations onboard. Alarms are handled
continuously in the background to ensure that the operator is immediately alerted
if any alarm limits are exceeded. Failures that may occur in the system are
immediately reported on the screen. Reports on failures and alarms, as well as
history/trend reports on level, volume, vapour pressure and temperature are
logged and stored and can be printed out at any time. Customised reports are also
available.
The system is operated with a track-ball connected to the Operator Station. From
the Main Menu, the selection of each sub-menu can be done. Pop-up windows
for parameter values and alarm limit settings are displayed on the screen.

Main functions of the Operator Station:
- Handling of alarms and failures
- Configuration of the system
- Storage of measured parameter values
- Calculation using measured parameter values
- Logging of History/Trend
- Generation/Printout of customised CTS reports
- Graphic presentation of all relevant data
- Control functions (Option available when integrated to the IAS by
Kongsberg Simrad)

Data available on the screen if implemented:
- Cargo tank name
- Cargo tank liquid level
- Cargo tank liquid volumes (total, individual and group)
- Cargo tank temperature (average liquid, average vapour, individual)
- Cargo tank vapour pressure
- Trim, List and Draft
- ATM (atmospheric pressure)
- Miscellaneous level, temperature and pressure readings
- Alarms
- Faults/Diagnosis
- Trend curves
- Clock
- Configuration data
- Parameter settings
- Miscellaneous Reports
- Control functions (Option available when integrated to the IAS by
Kongsberg Simrad)

On the coming pages a number of screen pictures and reports are shown as
examples.

Displays in the System

Main Menu

At the bottom of the main menu screen, the operator can call the different
functions/displays in the system using the function buttons. The menu/function
buttons also correspond directly to the keys (F1-F12) on the keyboard.

To fully operate the presentation program NL-300 / CTS a mouse or trackball is
required. Pointing on an actual key with a mouse click can also activate the
menu/function buttons.

To simplify the instruction the term click on the function is used as a short
form for point on the function and click with the left mouse/trackball button.

3J LNG AL WOSAIL

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Click on the CTS and the picture that appears on the screen will be as below.

The picture gives the operator an overview of all the Cargo tanks. By licking
on the Cargo tank Name button, the following display will appear on the screen:

Detailed information of the tank parameter is displayed. Moving from one tank
to another is easily done by Clicking on the arrows beside the tank name. By
Clicking on the CTS activity button a new display will appear on the screen.
In CTS activity, details of all the parameters of the chosen tank are displayed. In
this display the buttons START LOADING / UNLOADING will activate the
logging of the system.

When the activity is started a submenu will show in the display. Text header that
shall be displayed in the CTS report is inserted.

After inserting the text and start the logging click on OK. The NO ACTIVITY
will change to LOADING and a green lamp will start blinking.
The ACTIVITY window will change as shown in the next display. In the
upper part of the display there is a button for each tank. This makes it easy to
shift between the different tanks for information.

When the LOADING / UNLOADING is completed, click on the STOP
LOADING button then click on the REPORTS. A submenu will then appear in
the display.

In the REPORT menu select what further action is to be done with the report.

3J LNG AL WOSAIL

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To get back to the MAIN MENU click on the button MAIN MENU. Click the
button SETUP CONFIG to enter this display the user will be asked for a
password. After inserting the password the following menu will appear on the
screen.

In this menu different system parameters can be selected and changed. The
system also allows the user to enter manual values for some parameters that will
be used instead of automatically read values. If TRIM / LIST is selected the
following picture will appear.

Manually values for TRIM / LIST can be inserted and used in the system.

After selecting SET IN AUTOMATIC or SET NEW VALUES the system
returns back to the menu display. A new selection of functions can then be made.
If the operator selects TEMP SENSOR CTS the following display will come
on the screen.

Normally two sets of temperature sensors are installed in the tank, one set as
spare. In this picture the operator can select what sensors that shall be used in the
CTS calculation on the different tank. Clicking on PREV MENU will return to
CONFIG MENU. If TEMP SENSORS MAN.SET is selected the following
display will show. In this display manually entered values can be inserted and
used in the system.

Selecting the CARGO TANKS the display below will come on the screen.
Changing of ALARM limits in the system can be done in this display.

Click on the CARGO TANK DETAILS in the config set up menu and the
following display will show. This picture gives information on radar parameter
setting.

3J LNG AL WOSAIL

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Next button in the config. menu is CALIBRATION VAPOUR if the operator
is sure that the vapour pressure transmitter is ventilated to ATM pressure, the
sensor can be zero adjusted in this display.
First the sensor must be reset, and then the new offset can be set and executed.

Returning back to the MAIN MENU click on the SETUP CARGO the display
will be as follow:

The operator has the possibility to setup groups of tanks that he wants
information from. One tank can be displayed in different groups if selected.
Click on the group name of the group you want to setup. Click on the tank you
want to appear in the selected group, and then the tank name will be displayed in
the group box. When finished Click on the CARGO GROUPS button for the
next display to be shown on the screen.
Back in MAIN MENU click CARGO TANKS a display giving an
overview of all the tanks in the system will come on the screen.

4.8.1.2 Independent Level Alarm System

Maker : Vomex

Two level alarms per tank are provided by independent point sensing elements.
Fixed sensors inside the cargo tanks detect the cargo at predetermined levels.

The very high alarm is adjusted at 98.7% of the tank height and when activated
will close the corresponding tank filling valve.

The extremely high alarm is adjusted at 99.2% of the tank height and when
activated, will initiate an Emergency Shut Down Alarm (ESD) (refer to section
4.12.3). This involves the shutting of the manifold and tank loading valves of
the tank in question. IAS has facilities to inhibit at 98.7 and 99.2 to allow
opening of the tank valve during the level alarm testing.

In addition, a blocking function is provided to allow all cargo tank level alarms
to be overridden when at sea.

3J LNG AL WOSAIL

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Computer Cargo Record Sheets

3J LNG AL WOSAIL

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3J LNG AL WOSAIL

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Illustration 4.8.2a Float Level Gauge

3304 Gauge
+ 2047MT Transmitter
TK 1
3304 Gauge
TK 2
3304 Gauge
TK 3
3304 Gauge
TK 4
Hazardous Area
LNG Carto Tanks
Control Room
RS232-RS422
Converter
RS485
I
.
S
.

P
o
w
e
r

S
u
p
p
l
y
I
.
S
.
R
S
4
8
5
110/220V
50/60 Hz
Flush Mounting
in Panel
1761
HCLE
92 x 92
-0 -1 mm

3J LNG AL WOSAIL

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4.8.2 Float Level Gauge

General

The Whessoe float level measurement system is of conventional tanker type, but
uses an Invar tape to compensate for temperature variations.

A gauge head, containing a mechanical indicator, an invar tape tensioned by a
negator spring and a 12 diameter PV float attached to the lower end of the tape,
is fitted to each liquid dome.

Two guide wires for the float are fixed at the lower ends to an anchor bar 130mm
above the tank bottom, which is secured to the trellis structure base plate. The
sinkage of the float in LNG is 15mm and the minimum level which can be read
from the gauge is 145mm.

Caution
To avoid the risk of tape failure and wear on the gauging mechanism, the floats
should be fully stowed at all times, except when taking a sounding. Care should
be taken when stowing the float as excessive tension may cause tape breakage. It
is possible for a failed tape to foul the capacitance column, resulting in the loss
of gauging facilities for that tank.

To obtain the liquid level, the float is released from its stowage position using
the release lever, and allowed to descend freely to the liquid surface. The tank
sounding may then be read from the meter. The Whessoe gauges are checked
against the Kongsberg CTS during each alternate loading.

Description

The 3304 Liquefied Gas marine liquid level gauge is a rugged mechanical
system of accurately and continuously measuring liquid levels in the refrigerated
tanks of liquefied gas carriers. The gauge can operate in tanks up to 54m deep
and at temperatures as low as -200C. The gauge is entirely mechanical in
operation and does not require any power to provide a constant local readout.

The main components are a float, invar or stainless steel measuring tape, counter
mechanism, tape storage drum, and a negator spring. The gauge is float actuated,
and employs a Tensator spring as a counter balancing mechanism. This
maintains a constant tape tension at the float so that float immersion is not
affected by the length/weight of the tape throughout the measuring range. The
accurately perforated tape transmits float movement to the sprocket wheel, which
drives to the counter mechanism. This transmits via a magnetic coupling across
a solid barrier flange which completely isolates the counter chamber from the
tank atmosphere.

Range : 0 54m (164 ft)
Accuracy : 7.5 mm (gauging LNG over 45m
range using 255mm diameter pan float in a 12 Stillwell)
Repeatability : 4 mm
Operating Pressure: 3.5kg/cm
2
(50 psi)/0.4MPa (60 psi)
Product Temperature Range: -200C to ambient

Materials
Gauge Head Body/Cover : Cast Stainless Steel to BS100-316C16
Gauge Head Cover : Stainless Steel to BS 970-316S16
Gauge Internal : Stainless Steel with PTFE Bearing
Float : Poly-tetra-fluoro-ethylene (PTFE)
Tape : Invar Steel 64% Fe, 36% Ni, Tensile
strength 46 kgf/mm
2

2047MT-Advanced Marine Tank Gauge Transmitter

The 2047MT-advanced marine tank gauge transmitter has been specifically
designed to further reduce costs of upgrading remote level, temperature and
pressure monitoring systems. The transmitter offers technical advantage by
utilizing absolute digital encoding without need for expensive potentiometers
whilst maintaining full flexibility for commissioning. The transmitter has 4 on-
board digital alarm connections, which can be configured from the cargo control
room as opposed to time-consuming set up on deck. Innage / Ullage and Metric
or English measurement can be selected without need for hardware modification
over a 50m measuring range. Up to 5 individual spot temperature measurements
can be directly interfaced along with facility for inert gas pressure measurement.

The system is connected using Field Bus RS485 intrinsically safe technology
offering the advantage that it can be connected in any one loop with only 1 cable
returning to the cargo control room.

Range : 0 50m
Accuracy : 1mm
Power Supply : 13 VDC from I.S supply
Power : Approx. 17mA @ 12 Volts
Elec. Connection : 2x NPT Glands, 2x NPT Plugs
Has Area App : LCIE EExia B T4
Data Transmission : IS EIA 485 Bus
Alarms : 4 level alarms
Housing : SGI
Enclosure : IP56

1084 Mini Receiver

The 1084 remote receiver offers the ability to monitor up to 6 cargo tanks
simultaneously via a backlit LCD display. The 1084 Mini receiver is a stand
alone display unit designed to read the data sent by up to 32 inventory
management instruments. The information is displayed on a large format, backlit
LCD display for easy viewing, which can then be retranslated and sent to a DCS,
or host computer system. This is achieved by an easy to use tactile user interface.
The unit provides complete on-site configuration to industry standard protocols
in 3 serial ports, with 4 programmed alarm relays (flexible baud rates). It has
been designed to consider minimal fixing dimensions for DIN rack mounting
(96mm x 96mm). The receiver systems include RS232C, EIA-485 and 4-20mA.
The unit is based on 16-bit micro controller technology with memory battery
backup. A single buzzer is available as well as 4 programmable relays.

The unit is based upon a 16-bit architecture micro-controller, and has a battery
back up with a 10-year shelf life. Additionally, the unit has a real time clock
allowing time stamping of notable events in the monitoring system. The display
provides the required data in an at a glance format. The tank ID and product
contained in the tank shown. The level is shown in large 12mm high characters,
as well as a graphic display of percentage level, tank temperature, and pressure.
Pre-programming of the unit is completed by menu select options using six keys.
Access is protected by a user-programmed code, which can be changed at regular
intervals to maintain security.

Capacity : Up to 32 tanks
Inputs : Level
Dimensions : 96 x 96mm DIN rack mount
Power Supply : 24 or 48 VDC, 110/120/220/240 VAC
Power : 20VA
Display : Large format backlit LCD
Data Transmission : Whessoe Bus, RS-232, RS-485, or
20mA loop
Outputs : Level

1761 Power Supply Intrinsically Safe

The new 1761 power supply has been designed to consider the ever-increasing
demand on space within cargo control rooms. Its physical dimensions and weight
have been significantly reduced to ensure simple and flexible installation with a
wide range of power supply voltage options.

DC Power Supply : 9.5v to 17v function of number of
Transmitters connected
Max. current : 150mA
Max. no. of transmitter : 8

Field Cables to Transmitters

The wiring cable between transmitter and receiver or between transmitter and
transmitter must conform to the intrinsically safe standard.
All wiring must be designed to support 250 volts in service.
The 0 volt is floating ( not connected to the earth )

Recommended Cable:
Copper diameter 0.8 to 0.9 mm
PVC or polythene insulation
2 twisted pair screen or braid with continuity wire
PVC sheath
Armoured steel protection
External sheath hydrocarbon resistant

The 2047MT requires 4 wires, but if multi-core cable is used to support wire
damage or future options, the 2047MT wires must be screened.
The transmitter body must be connected to tank earth, and all intrinsically safe
standards, if used, must be carefully followed.

Max. current : 150mA
Max. transmitter : 8
3J LNG AL WOSAIL

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Non I.S Cabling to Control Room Equipment

A 3-core RS-485 screened data cable is required between the Fig. 1761 and 1084
components. This should have a conductor size of 24 AWG (7/32 AWG) tinned
copper conductors, with PVC jacket for extended cable life.

Cable Glands for 2047MT transmitter

Type : Flameproof EExd
C / EExe
Manufacturer / Model : CAPRI:848794
Material : Brass
Gland Size: 7
Entry Thread Size : NPT
Nut across flat (A/F) : 30mm
Inner Sheath : 8.5 16mm
Outer Sheath : 12 21mm
Armour : 1.25

Illustration 4.8.2b Float Level Gauge

Inspection Chamber
(Not Whessoe Supply)
12" Gate Valve
Tape Clamp
Plunger
Flat Body P.V.C.
Closed Cell Rigid Foam
Float Recovery Plate
Magnetic Stainless Steel
Multi-stand Flexible
Stainless Steel Wire
Support
(Not Whessoe
Supply)
75 Maximum Clearance
755 Dia.
55
85
5
1
5
2
6
7
4
2
5
A
p
p
r
o
x
1
9
0
.5
1
5
2
.5
2
5
7
6
5
"
M
in
.
(
1
2
5
m
m
)
Inspection Plate
Stating Operation of
Crank Handle
Forward AFT
Spring loaded automatic
float lock up and datum
plunger "PULL" to release
float
Tank Top
Tank Bottom
2-holes 16 Dia. for
M16 Screws
L
o
c
a
l R
e
a
d
o
u
t W
in
d
o
w

Illustration 4.8.2c Float Level Gauge

114
60
114
1
5
1
12"
(305 mm)
Readout Window
Gauge Head
Support
Inspection Hatch
(Not Whessoe Supply
Handle in Stower and
Gauge Warring Position
XXX Screw
Seal Washer
Gauge Head Shown without
Rehois Transmission
Handle in XXXXXXX
2" 150LE ASA
Flat Faced Flame
Cushion Spring
Float Well
(Shipyard XXXX and
Construct)
Tank Bottom
15 Maximum Clearance
25 Dia. Holes on xxx Centres
for Complete Length of Float Well.
Remove all XXXXXXXXXXXXXX

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4.8.3 Trim-List Indicator

The ship is provided with a fixed Trim-List Indicator system for the Custody
Transfer System.

Specification

Maker : Kongsberg Maritime AS.

Type : Dual axes high precision inclinometer.

Range : 2 trim, 5 list

Accuracy : List: 0.0025 degrees (0.05% FSO)
Trim: 0.001 degrees (0.05% FSO)

Power supply : DC 24 V

Output : 4~20 mA (separate signals, common 0V)

Operating temperature range : -40 to +80C

General
A dual axes high precision inclinometer is to be used for trim and list corrections.
The inclinometer is a dual close loop instrumentation transducer, which can
measure angles along two perpendicular directions. The sensing element is a
galvanometer pendulum associated with an optical position sensor. The signal
outputs are proportional to the sine of the angles (component of the gravity
acceleration). When the instrument is submitted to a certain angle, alpha, the
pendulous mass tends to move in the direction of the inclination. The position is
detected and converted into a current, which feeds back the galvanometer in
order to bring back the initial position. This current proportional to the measured
gravity passes through a precision resistor and provides the output signal. An
output amplifier allows low output impedance.

3J LNG AL WOSAIL

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Illustration 4.9 Nitrogen Generator

PS
2B
PI
6
PI
5
TAH
2A
TIC
2A
TE
2A
TAH
1A
PDI
1A
PDI
2A
TS
1A
PI
7
ME
1A
MIT
1A
TI
3A
TI
1A
PI
4A
AIT
1A
MAH
1A
FI
2A
TP
4
TP
3
PT
5
PS
2A
PS
1A
PAL
1A
PAH
5
PAL
5
AAHH
1A
AAH
1A
WS-1A F1A F2A
EL HEATER
DN 40
EH-1A
IV-4A
PI
3A
IV-3A
IV-5A
V-5A V-7A V-6A
CALIBRATION
IV-7A
PCV-2A
V-4A
DN 25
FCV-2A
XV-4A
S
IV-5A
FCV-1A XV-2A
S
DN 25
MS-1B
MS-1A
CV-1A
XV-3A
DN 25
DN 25
DN 25
S
DN 50
DN 25
IV-9
START/STOP
SYSTEM B
START/STOP
INSTRUMENT BOARD
SYSTEM A
IV-23 IV-24 V-21 V-22
V-22
V-23
V-13
V-14
V-21
DN 50
1A
FIT
D
N
1
5
D
N
5
0
Z
E
R
O

(
G
A
S
)
S
P
A
N
P
C
V
-3
A
D
N
5
0
D
N
2
5
D
N
5
0
D
N
4
0
TANK
BUFFER
NITROGEN
BT-1
CONTROL
PANEL
5.1A
440V 60Hz
EL. SUPPLY
2
2
0
V

6
0
H
z
E
L
.

S
U
P
P
L
Y
2
2
0
V

6
0
H
z
E
L
.

S
U
P
P
L
Y
V-1A
V-16
TP
1A
TP
1B
V-1B
AD
1A
AD
2A
AD
3A
S S S
TP
21
TP
26
TP
23
PSV
21
TP
27
TP
24
TP
25
TP
22
V-24
TP
6
TP
5
TP
2
PERMEATE VENT
TO ATMOSHERE
OFF-SPEC.
N2 VENT TO ATM.
AD
4A
LA
4A
TP
8A
TP
9A
TP
10A
TP
7A
EL. SUPPLY
400V, 60Hz
EL. SUPPLY
400V, 60Hz
COMPRESSOR A
STARTER
PANEL
CONTROL
FILTER
INLET
FILTER
OIL
COOLER
AFTER
SEP.
OIL
COOLER
OIL
M
WS-2A
V-16A
V-15A
S
FEED AIR COMPRESSOR FAC-1A
COOLING F.W
INLET
COOLING F.W
OUTLET
TO E/R BILGE
SET :
1,300 kPa
COOLING WATER
KEY
COMPRESSED AIR
NITROGEN
DPS
PS PI
TI TS
AD
4B
LA
4B
TP
8B
TP
9B
TP
10B
TP
7B
COMPRESSOR B
STARTER
PANEL
CONTROL
FILTER
INLET
FILTER
OIL
COOLER
AFTER
SEP.
OIL
COOLER
OIL
M
WS-2B
V-16B
V-15B
S
FEED AIR COMPRESSOR FAC-1B
DPS
PS PI
TI TS
PDA
1A
TAH
2B
TIC
2B
TE
2B
TAH
1B
PDI
1B
PDI
2B
TS
1B
TI
3B
PS
1B
PAL
1B
WS-1B F1B F2B
EL HEATER
DN 40
EH-1B
IV-4B
PI
3B
IV-3B
IV-5B
V-5B V-7B V-6B
Z
E
R
O

(
G
A
S
)
S
P
A
N
P
C
V
-3
B
CONTROL
PANEL
5.1B
440V 60Hz
EL. SUPPLY
AD
1B
AD
2B
AD
3B
S S S
PDA
1B
ME
1B
MIT
1B
TI
1B
PI
4B
AIT
1B
MAH
1B
FI
2B
FI
1B
FAH
1B
AAHH
1B
AAH
1B
FI
1A
FAH
1A
CALIBRATION
IV-7B
PCV-2B
V-4B
FCV-2B
XV-4B
S
IV-5B
FCV-1B XV-2B
S
CV-1B
XV-3B
S
1B
FIT
TO CONSUMERS
NITORGEN GENERATOR

3J LNG AL WOSAIL

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4.9 Nitrogen Production System

1. General

Two membrane type nitrogen generators, installed in the engine room, each
produce gaseous nitrogen at a rate of 90Nm
3
/h which is used for the
pressurisation of the insulation spaces, as seal gas for the HD and LD
compressors, fire extinguishing in the vent masts and for purging the fuel gas
system and various parts of the cargo piping.

Specification
Manufacturer: Air Products
Operating Principle: Membrane Separation of Nitrogen
from Air
Ambient Temperature: Min. 20C, Max. 50C
Ambient Relative Humidity: Max. 80%
Max. Capacity: 90 Nm
3
/h x 2 sets
N
2
Purity (N
2
+Argon): 97vol %
N
2
Dew Point at atm Press.: -70C
N
2
Discharge Pressure (Process design): 650 kPaG (At skid outlet/tank inlet)
N
2
Buffer Tank Start/Stop Switch: 300 / 650 kPaG
Outlet Temperature: Max. 50C

Nitrogen Buffer Tank (Horizontal)
Capacity: 24 m
3

Mech. Design Temperature (Min/Max): 0 / 70C
Mech. Design Pressure: 1.3 MPaG
Hydrostatic Test Pressure: 1.95 MPaG
Max. Operating Pressure: 1.0 MPaG (Max. normal 650 kPaG)
Pressure Safety Valve set pressure: 1.3 MPaG

Feed Air Compressor
Maker: Tamrotor
Type/Model: TMC 54/13 EWNA
Operating Principle: Screw Type, Oil Flooded
Operating Environment: 85 %(Relative Humidity)
Operating Temperature (Min/Max): 0 - 50C
Capacity at Normal Working Pressure: 5.2 m
3
/min FAD
Normal Working Pressure: 1.2 MPaG
Max. Working Pressure: 1.3 MPaG
Min. Working Pressure: 0.3 MPaG

2. Control Systems and Instrumentation

The control panel permits fully automated and unmanned operation of the units.
The following alarms and controls are mounted on the control panels.

System status indications
Push button for audible alarm acknowledgement
Continuous N
2
delivery pressure
Continuous O
2
content reading
Dew point analyser
Electrical heater temperature control
Emergency stop push button
3. Process Description

The compressed air supply to the units is fed from the E/R control/service air
system. Compressed air with no liquid slugs is fed to the Nitrogen generator and
passes through a filter package which will protect the membranes from any
harmful particles, oil, and water condensate.

The air then passes through an electric heater which will heat the air to
approximately 50 C which is the optimal temperature to reach the design
capacity. The heater is controlled by a temperature controller receiving its signal
from a temperature transmitter located downstream of the heater. A temperature
switch in the heater and in the piping will protect the heater and the membrane
from over-temperature. Membranes can withstand temperatures up to approx.
85~90 C without being damaged. To avoid any potential overheating, heater
shut down set point is 65 C.

The heated air is now fed via a manifold to each individual membrane separator
and the product exiting the membrane is nitrogen.
The nitrogen is collected in a manifold and passes a flow control valve which
will be set for the design capacity. A variable area flowmeter is installed to
monitor the nitrogen flow.

Downstream of the flowmeter the flow control valve (FCV-1A/B) is installed to
maintain a constant process flow hence approximately constant product purity.
When this valve is set, the nitrogen consumption cannot exceed the package
design capacity, in this way ensuring that a high oxygen content will not occur
during operation in spite of variation of the skid outlet pressure.

The Oxygen analyser will continuously monitor the oxygen content in the
product nitrogen. If for any reason oxygen content rises above the design value,
an alarm will be initiated. If the oxygen content rises further, a second alarm
(oxygen content high-high alarm) will be initiated, close the delivery valve (XV-
1A/B) and open the purge valve (XV-2A/B). When oxygen content has fallen to
limits within specification, the purge valve will close and the delivery valve will
open to supply nitrogen again.

The nitrogen is stored in a 24 m
3
Nitrogen Buffer tank, where high and low
service pressure set points actuate the starting and stopping of the generators.

4. Physical Properties of Nitrogen

Nitrogen is the most common gas in nature since it represents 79 % in volume of
the atmospheric air. At room temperature, nitrogen is a colourless and odourless
gas. Its density is near that of air, 1.25 kg/m
3
under the standard conditions.
When liquefied, the temperature is -196 C under atmospheric pressure, density
of 810 kg/m
3
and a vaporisation heat of 199 kJ/kg.

1) Properties of Nitrogen

Molecular weight: 28.016
Boiling point at 1 bar absolute: -196 C
Liquid S.G at boiling point: 0.81
Vapour S.G at 15 C and 1 bar absolute: 0.97
Gas volume/liquid volume ratio at -196 C: 695
Flammable limits: None
Dew point of 100% pure N
2
: Below -80 C

2) Chemical Properties

Nitrogen is considered as an inert gas; it is non flammable and without
chemical affinity. However, at high temperatures, it can be combined
with other gases and metals.

Warning
Due to the absence or to the very low content of oxygen, nitrogen is an
asphyxiant. At liquid state, its low temperature will damage living tissue and any
spillage of liquid nitrogen on the ships deck will result in failure as for LNG.

5. Alarm and Trip List

Alam Item Alarm Monitoring
Sensor Type Location of Sensor
Set Point Remark
TAH Air Heater High Temp.
Temp. Switch Feed Air Heater
120 C
System
shutdown
TAH Feed Air High Temp.
Temp. Controller Downstream Feed Air Heater
65 C
System
shutdown
MAH Dew-point level High
Dew point Analyser Dew-point Analyser
-60C Alarm
AAH Oxygen Content High
Oxygen Analyser Oxygen Analyser
3.5 % Alarm
AAHH Oxygen Content High High
Oxygen Analyser Oxygen Analyser
4.0 %
System
shutdown
PAL Feed Air Pressure
Pressure Switch Pressure Switch
600 kPaG Alarm
XA Emergency Shut-down
Push Button Control Panel
N/A
System
shutdown
XA Control System Failure
Alarm Relay Control Panel
N/A
System
shutdown
FAH Nitrogen Flow
Flow Transmitter Flow Transmitter
100 Nm
3
/h Alarm
PAL Nitrogen Buffer Tank Press.Low
Pressure transmitter Pressure Transmitter
150 kPaG Alarm
PAH Nitrogen Buffer Tank Press.High
Pressure transmitter Pressure Transmitter
900 kPaG Alarm
XA Compressor Fault
Alarm Relay Control Panel
NA
System
shutdown
ADA Auto Drain Failure
Auto Drain Sensors Auto Drain Valve
Level High/
Unit Failure
System
shutdown
3J LNG AL WOSAIL

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Illustration 4.10a Inert Gas and Dry Air System

5413
TT
5415
TT
4128
4120
Charging
R404A
2227
4409
4408
PI
4411
4410
PZA
4407
TZA
H H
4404
TI
H
2037
PI
PI
1003
Upper Deck
2112
PIC
2111
2114
2103
2132
1501
Instrument Air
Cooling Water
Fuel
Oil
Fuel
Oil
Excess Air (Hot)
To Outside
Ambient
Air
Ambient
Air
Steam
Condensate
Sea Water
Rinsing Water
M
2201 2205
2202
2221
1601
1605
1606
1604
1603
1623 1624
1631
1635
1632
1625
1602 1621
2225
2222
2203
2223
2012
PI F.O. Pump
Blower 1
Blower 2
M
1509
PIC
E-Motor
E-Motor
M
To Bilge
Hold Tank
Fresh Water
Fresh Water
Fresh Water
To Dryer Unit
Drain
Condensate
Washing/Cooling
Water Overboard
AS
Load Water Line
S
2417
P
GS
a/b
PI
1636
P
i lo
t B
u
r
n
e
r
Main Burner
L
2320
PZA
TI
2317
2315 2314
2316
2323
2325
2324
2313
2321
Combustion Chamber
H
PZA
L
L
2311
TI
2312
TZA
H
L
2344
2308
2307
H
2322
LZA
Washing / Cooling
Tower
R404A
Compressor
Evaporator
Oil
Separator
P
i
l
o
t

R
e
c
e
i
v
e
r
R404A Discharge
To Outside
R404A Discharge
To Outside
Liquid Separator
Condenser
Motor
Filling
2204
H
PZA
2010
PZA
2011
L
2224
Drain /
Decompr
Drain
Within Chamber
Coaming
L
1634
PZA
1506
P
S
1504
PI
1503
PZA
1505
TI
1639
1626
PI
1622
PI
2322a
2421
GC
2420
P
P
2050
G
S a/b
DPT
2411
PC
8007
AS
2319
2318
PI
4334
4333
PI
PC
1624
2309
2310
Weather Deck
Upper Deck
4303
Package
Unit
4328
PZA
AS
PIC
TI
4326
Lub. Oil Charging
+
Drain
4330 L
PI
4321
PC
4329
TI
Insulation
Tracing and
4015
4010
4301
Water Filling
Cap
4211
4030
4031
4325
4327 4331
4305
4138
PC
4212
PC
4221
4032
PC
4222
PC
4207
PC
4208
PC
4206
PC
PZA
4003
TI
4225
4026
TI
4008
PI
4006
PZA
4109 4116
4108 4119
4204
4127 4125
4202
PI
4210 4203
4401
4021
4005
4016
4007 4011
4209
PC
P
R404A DRAIN
4310
4318
4314
4315
4319
4121
4118
4111
4113
4139
4414
4316 4317
4307
4306
4312
4313
4308
LI
Drain Drain
4311
LC
4102
S
TAG No. 7100
5007 5008
5042
P
5032
5031
5033
P
5061
PI
5051
5053
5041
5043
5082
P
5092
P
L
DEWPOINT
ANALYSER
Sample Line
Drain Within
Dryer Coaming
Drain Within
Dryer Coaming
Drain Drain
PZA
5305
5457 5456 5453
5013
5016
5018
5026
5014
5011 5021
6005
5024
5023
5452
5450
GS
5451
P
b
GS
b
GS
b
GS
a
GS
b
GS
b
GS
b
GS
a
GS
b
GS
a
GS
b
GS
a
S
5004
S
5017
P
GS
b
5225
5251
5252
5062 5072
5091 5081
D D
PI
TI
PT
6006
TZA
5216
H
5012
P
5022
P
TC
5057
TIS
5058
S S
5052
P TZA
5416
H
5027
P
S
H
Drain
5437
5436
5405
5401
5407
5406
5403
5101
5111a
5411
5114
5404
5441
P
S
5402
P
P
Screen
S
S
S
S
GT
4323
PCV
4324
H
111U
5302 5301
4122
4117
5304 5306
PI
S
S
S
5071
PI
5110a
5108a
5109a
M
5430
Rinsing
Rinsing Water
Rinsing
Water Hose Conn.
FW Rinsing
Hose Conn.
Orifice to be
Adjusted on Board
1502
S
PIC
2425
2410
2415
2416
2419
2430
4304
PT
TC
4019
5056
5442
5440
5458 5459
TI
5408
TI
TZA
5409
PCV
5113
Key
Steam Line
Diesel Oil Line
Sea Water Line
R-404A Line
Fresh Water Line
Air Line
Inert Gas Line
2105
1056
1001
1002
1012
1004
1006
1051
1052
2040
2038
1637
2003
2013
2014
2015
1059 2032 2042
Drain
4135
4415
PI
4105
LI
4137
P
H P
1060 2033
S
1062
S
S
XZA
2022
XZA
2121
AS
PIC
1638
1632
S
PIC
1633
4309
Vent
Water Seal
Vent
S
4217
H
H
4132
S
4126
4124
4133
H
4205
4214
4131
4130
4123
4040
2053
P
AS
2051 2052
GS
b
GS
a
H
A
A
S
Demister
Vessel
Filling
5002
Vessel 1
5005
Filling
Cooler
Cooling
Water
Ambient Air
Fan
Steam
Heater
5101
5110
5108
5112
5111
5104
5107
H
L
5106
5103
5102
5
1
0
9
S
PI
5105
P
Steam
Heater
Condensate
Steam
Electrical
Heater
5003
Vessel 2
Instrument
Air
Sample Gas
To Oxygen Analyser
Purge To
E/R Outside on Deck
Dry Inert Gas
5083
5084
(2X)
S
5028
1053
PZA PI
1054
Condensate Line
2217
H
GS a/b
4012
4104
4103
4004
TZA
C
B
C B
5094
(2X)
S 5115
5116
5104a
S
5412
TIC
5414
TZA

3J LNG AL WOSAIL

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4.10 Inert Gas and Dry Air System

1. General

The inert gas/dry air plant is located in a segregated compartment in the engine
room. It produces inert gas or dry air for the inerting, purging and aerating of the
cargo tanks and associated piping systems prior to and after refits or other
inspection periods. The operating principle is based on the combustion of a low
sulphur fuel and the cleaning and drying of the exhaust gases. The inert gas/dry
air plant is locally operated. The connection to the cargo system is made through
two non-return valves and a blind flange valve, which is normally in the closed
position.

Specification
Manufacturer: SMIT Gas System
Type: Gln 14,000 0.25 BUFD
Capacity: 14,000 m
3
/h
Discharge pressure: 25kPa
Dew point: Max. -45C after expansion to atm-
ospheric pressure
Temperature: About 30C Average (Max. 65C
during switch-over of dryer vessel)
Tyical gas composition (on dry basis)-
Oxygen (O
2
): Max. 1.0 vol.%
Carbon-dioxide (CO
2
): Max. 14 vol.%
Carbon-oxide (CO): Max. 100 ppm
Sulphur-oxides (SO
x
): Max. 10 ppm
Nitrogen-oxides (NO
x
): Max. 100 ppm
Nitrogen (N
2
): Balance
Soot (On Bacharach scale): 0 (= Complete absence)

2. Working Principle

Inert gas produced by the combustion of oil with air, followed by further
treatments in order to obtain the required quality and properties. The combustion
is a chemical reaction between the hydrocarbon and oxygen, mainly producing
carbon dioxide and water. The water is condensed for the greater part.
The nitrogen of the air leaves the generator unchanged. Some small rest
quantities of carbon monoxide and hydrogen may remain. Thus, the inert gas
produced mainly consists of nitrogen and CO2.
The hot combustion gases are cooled, first indirectly in the combustion chamber
by a seawater cooled jacket. The principal cooling, however, occurs afterwards in
the cooling section.
Because of the intense contact between inert gas and seawater in the cooling
tower, the inert gas temperature is decreased close to the seawater temperature,
while corrosive sulphur oxides are washed out of the inert gas. The cooling /
scrubbing water leaves the generator through the waterseal. At the end of the
cooling section the gas is passed through a demister to separate the water
droplets from the gas stream. Further removal of the water takes place in two
steps. The gas is cooled down in a refrigeration unit first. The bulk of the water
present in the gas is condensed and drained. Then in the first stage, the water is
removed by adsorption in a desiccant dryer. The roots type air blower supplying
the combustion air to the burner achieves the required final pressure of the gas.
The pressure inside the plant is maintained constant to ensure a stable flame
during operation, independent of pressure fluctuations in the piping system. This
is done via a pressure control valve at the end of the installation.

3. Blower Unit

The air required for combustion is supplied by means of a blower unit. This unit
is direct driven and mounted on a frame with vibration isolators, coupling-guard,
flexible hose connection, non-return valve, combined filter suction silencer and
discharge silencer.

4. Ultramizing Burner

A good combustion process is the first requirement for a reliable inert gas
generator. The burner is special design according to the Smit Ultramizing System.
In this design the fuel oil is atomised in two steps. First a conventional nozzle
sprays the oil , supplied under pressure to the burner. Then the oil spray is
subjected to a tangential impulse flow of combustion air, which added to the
mainly axially orientated impulse flow of the oil spray itself, results in an ultra-
fine dispersion of the requid.
The tangential impulse flow of combustion air is created by supplying the air
through slots in an atomisng ring, which is fitted at the end of the burner gun.
The combustion process guarantees that absolutely no soot will be produced, not
even at understoichiometric conditions, e.g. during combustion-air shortage,
caused by a lower speed of the combustion air blower, which could occur by
voltage and/or frequency fluctuations in the electrical supply. Soot cannot be
tolerated in the plant, neither in the ships cargo tanks nor in the piping system.
To prevent soot formation, especially on the long run, a stable and well-balanced
combustion process is obligatory.

5. Inert Gas Generator

The combustion chamber is cooler by a water jacket. Scaling in the cooling-
water jacket of the combustion chamber is prevented both by the low
temperature rise and the positioning of the openings for the supply and discharge
of the seawater.
The inert gas coming from the burner has a rather high temperature and contains
sulphur oxides.
In the cooling/ scrubbing section the construction ensures an intense contact
between gas and water, reducing the inert gas temperature and the content of
sulphur oxides. Water droplets are separated, by means of a demister, before the
gas leaves the generator.

6. Refrigeration Unit (R404A refrigerant)

This unit cools the required quantity of inert gas or dry air. The capacity of the
plant is automatically controlled over a range of 0-100% to adapt the cooling
capacity to the seawater temperature, which may vary between 0-32 . This is
necessary to prevent the condensing water from freezing.
The materials applied in the inert gas cooler are adapted to the presence of
seawater vapours in the inert gas.

The unit consists of:
- Compressor unit with capacity control (by unloading the cylinders by
means of valve lifting regulated at suction pressure); at lower capacity ,
the capacity is controlled by hot gas flowing from a high pressure side
of the compressor thorough a by-pass control valve to the suction side
of the compressor.
- Level controlled expansion valve.
- Evaporator pressure control valve.
- Refrigerant condenser with water regulating valve at cooling-water
outlet.
- Flooded type inert gas cooler.
- External demister.
- All safety equipment.

7. Inert Gas Dryer

In this equipment the inert gas is dehumidified to the required final dewpoint. A
desiccant, adsorbing the water still contained in the inert gas now effects drying.
The inert gas dryer has two vessels, while one vessel is in drying operation, the
second vessel is being regenerated.
The changeover from drying operation to regeneration is automatically
controlled. Provisions have been included to ensure that the regeneration process
will be fully completed after the generator has been stopped.
Vessel changeover takes place every eight hours. The vessel is regenerated by
flushing it with hot air of about 150. No inert gas is required then, the water in
the adsorbent is evaporated by the hot air and carried off in the flushing stream.
Heating of the air can be done electrically and by steam. The dryer has to be
insulated. Smit Gas System will do insulation of the dryer with glass wool
(thickness 50 mm).
The electric heater controls the temperature of the regeneration air. The hot air
goes in counter flow through the vessel that just finished the adsorption period
and was depressurized (5016/5026 valve is open for depressurization via 5453,
valves 5011/5021 and 5081/5091 are open during adsorption). The hot air leaves
the vessel via 5016/ 5026.
The regeneration is stopped on the regeneration air temperature (5057). Now the
cooling period starts. Valve 6440 opens, while 5401 closes (automatically). At
the same time valve 5031 opens to fill the cooling circuit with dry inert gas.
Valve 5450 keeps the circuit under a slight over-pressure (approx. 200mm WC).
5031 remains open. The fan sucks inert gas through the cooler and starts
circulating the cooled inert gas. If the vessel is cooled, both inlet/ outlet valves
will be open for 1 hour (5016, 5026,5011, 5021 all open) to have parallel drying
of both vessels. The regenerated vessel is now ready for the next adsorption
period alone.

8. Pressure Control System

A pressure control valve maintains a constant pressure in the inert gas generator
system, in order to guarantee the specified gas quality. The pressure in the inert
gas generator is not affected by variations behind the pressure control valve.

3J LNG AL WOSAIL

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9. Electrical Equipment

1) Panels
The system has several panels for starting, control and safeguarding:

- One main separately installed control panel to control the inert gas
generator (combustion and scrubbing) and the whole system. This
panel is giving instructions to the local panels (automatic starting of
fuel-oil pump and blower, checking conditions on refrigeration and
dryer site). It has a mimic diagram in the front. In case of a failure, a
sound will be given and the direct cause of the failure will be indicated
in the mimic.
- One starter panel for fuel oil pump, for mounting close to the motor.

- One starter panel for blower, for mounting close to the motor. Both
panels contain a circuit breaker (with manual and automatic
disconnection), thermal overload protection, starter relays and hour
counter (ammeter is optional).

- One control/ starter panel, mounted on the refrigeration skid for fully
independent starting and control of the refrigeration unit, completely
cabled to the components on the skid, with mimic in the front.

- One control/ starter panel, mounted on the dryer skid for fully
independent starting and control of the dryer unit completely cabled to
the components on the skid, with mimic in the front.

2) Electrical connection of the various main parts

All electrical equipment on the inert gas generator main units will be cabled.
All cables will end in a connecting box fitted to the generator and in the control
panels on the refrigeration and dryer unit.
The interconnecting cabling between these connecting boxes, the control panel,
the electric motors, etc., is no part of our of our delivery.
We deliver a diagram of connections with numbers and sizes of cables, and
showing the terminal numbers of all electrical equipment delivered by us.

10. Protections and Safety Devices

The generator is equipped with several protections and safety devices, which are
partly shown in the flow diagram. There are direct and indirect-acting protections
and safety devices.
Direct-acting protections are breakers, pressure relief valves and water-seal; they
are operated by the medium they have to protect. Indirect-acting protections are
components which continuously compare the actual process value to a set value;
if this set value is reached or exceeded, they will give a signal to the signalizing
system which undertakes the required actions in the generator operations.
Combined with limit switches, these protections and safety devices from a series
of conditions for safe and proper operation. The high water level alarm of the
washing/ scrubbing tower will be always alert, also if the generator is totally
switched-off; this alarm is fed by the ships emergency system. (IAS-system).
Level switch (2322) is equipped with two switches for the purpose.

11. Oxygen Content Measurement

The classification authorities prescribe a continuous check (indication and alarm)
of the analyzer constantly indicates the oxygen content in the inert gas and will
effect an alarm when a set maximum or minimum quantity of oxygen is
exceeded. The highest value is determined by the application of the inert gas.
The lowest value protects against under-stoichiometric combustion (too high
content of combustibles CO + H2). The generator will not stop at alarm
condition. This enables the operator to change the adjustment of the fuel/ air
ration and to see the result. The inert gas produced is purged at alarm condition.
For remote indication or recording a 4-20 mA signal is available.

12. Operation

- First of all manual valves for utilities (seawater, fuel, etc.) will be
opened.

- Main switch is actuated.

- Switch for starting refrigeration unit and dryer is actuated.

- Now the generator can be started by operating a switch. This is possible,
since the complete starting process is fully programmed and
safeguarded.

- The purge line is open when the generator is started.

The starting program runs as follows:

- The blower purges the system with air before the pilot burner is ignited
by a spark plug.

- The pilot burner is ignited; as soon as the flame is detected the main
burner is started.

- After flame detection of the main burner and flame stabilization, the
pilot burner is shut down.

- After 4 minutes of purging after start, the delivery line is opened and
the purge line closed, provided that the oxygen content is correct. If not.
The purge line remains open until the correct fuel/ air ratio has been set
and the correct oxygen content is obtained.

- For longer standstill periods it is recommended to purge the seawater
cooling system with fresh water.

- An extra contact is available in the control panel for connection to the
ships main control room to allow for a remote stop of the generator.

13. Maintenance

Hardly any maintenance is required owing to the application of high-quality
components and the selective choice of materials. Components requiring
maintenance as well as vital parts will be always situated at a readily accessible
place. In the instruction manual you will find a clear description of the
maintenance procedures.
3J LNG AL WOSAIL

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6. Alarm and Safety Device

1) Inert Gas Generator Alarm and Safety Device

Description Pos Set Point (3)
B
l
o
w
e
r

S
t
o
p
A
f
t
e
r

P
u
r
g
e

a
n
d

B
l
o
w
e
r

S
t
o
p
F
O
D

S
t
o
p
B
u
r
n
e
r

O
f
f
W
a
t
e
r

P
u
m
p

S
t
o
p
P
u
r
g
e

V
a
l
v
e

6
0
2
1

O
p
e
n
D
e
l
i
v
e
r
y

V
a
l
v
e

6
0
4
1

C
l
o
s
e
d
A
u
d
i
b
l
e
,

V
i
s
i
b
l
e

A
l
a
r
m

L
C
R
P
C
o
m
m
o
n

F
a
u
l
t

L
C
R
P
I
A
S
C
h
e
c
k
1 Emergency stop (2)
2 Power failure
3 Fuel pump failure 1013 A
4 Generator Trip
5 Fuel Oil Pressure L 1053 1 MPa
6 Instrument Air Pressure L 1505 500 kPa
7 Combustion Air Pressure H 2010 45 kPa
8 Combustion Air Pressure L 2011 5 kPa
9 Steam Pressure 100% mode L 1634 250 kPa
10 Steam Pressure 50% mode L 1640 150 kPa
11 No Flame Main Burner 2022 (1) (1)
12 No Flame Pilot Burner 2121
13 Blower Motor 1 Failure 2203 295 A
14 Blower Motor 2 Failure 2223 295 A
15 CW Outlet Temperature H 2312 55 C
16 CW Inlet Pressure L 2320 150 kPa
17 CW Inlet Pressure H 2321 100 kPa
18 Water Level H 2322
19 IG Outlet Temperature H 4407 35 C
20 IG Outlet Pressure H 4410 40 kPa
21 Cooler Unit Failure
22 Dryer Failure
23 Dryer Stop
24 IG-Temperature cooling unit Outlet H 4402 7 C
25 IG-Temperature drying unit Outlet H 5216 60 C
26 Oxygen Content HH 8006 1 %
27 Oxygen Content H 7001 0.6 %
28 Oxygen Content L 7001 0.25 %
29 Oxygen Analyser Failure 7001
30 Dew point H 7101 -40 C
31 IG Delivery Pressure H 6053 25 kPa
32 PLC Battery L
33 Purge Failure
Note:
(1) With automatic drain selected (Switch S11 on panel 2) (Active during ignition of main burner only) Drain valve 2415
will be opened and control valve 2419 will be closed.
(2) No audible alarm
(3) Set points will be final after testing

2) Cooling Unit Alarm and Safety Device
Description
POS Set Point (2)
C
o
m
p
r
e
s
s
o
r

S
t
o
p

A
u
d
i
b
l
e

,

V
i
s
i
b
l
e

A
l
a
r
m

C
o
o
l
e
r

U
n
i
t

F
a
i
l
u
r
e

I
A
S

C
h
e
c
k

1 Emergency Stop (1)
2 Compressor Motor Failure H 4002 A
3 Discharge Temperature H 4004 120 C
4 Discharge Pressure L 4006 2.1 MPa
5 Suction Pressure L 4003 100 kPa
6 Lub. Oil Pressure L 4024 150 kPa
7 IG-Temperature outlet L 4403 0 C
8 Cooling Water Pressure Low L 4328 100 kPa
9 PLC battery Low L
Note:

3) Drying Unit Alarm and Safety Device
Description
POS Set Point (2) D
r
y
e
r

S
t
o
p

D
r
y
e
r

F
a
i
l
u
r
e

A
u
d
i
b
l
e

,

V
i
s
i
b
l
e

A
l
a
r
m

I
A
S

C
h
e
c
k

1 Emergency Stop (1)
2 Fan motor Failure 5404 A
3 Heater Temperature H 5416 300 C
4 Heater Outlet Temperature H 5414 170 C
5 Heater Outlet Temperature L 5414 140 C
6 Heater Failure
7 Instrument Air Pressure L 5305 600 kPa
8 Heating Time Too Long 5058 120 C
9 Suction Temperature Of Fan H 5409 75 C
10 Valve Position Failure
11 PLC Battery L
Note:

3J LNG AL WOSAIL

1
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Illustration 4.11a Gas Detection System

C
o
f
f
e
r
d
a
m
No.4
Liquid Dome
El. Motor RM Cargo Machinery RM
No.4
Gas Dome
C
o
f
f
e
r
d
a
m
C
o
f
f
e
r
d
a
m
C
o
f
f
e
r
d
a
m
Passage Way
Passage Way
C
o
f
f
e
r
d
a
m
No.3
Liquid Dome
No.3
Gas Dome
Cargo Manifold (S)
Cargo Manifold (P)
No.2
Liquid Dome
No.2
Gas Dome
No.1
Liquid Dome
No.1
Gas Dome
A
n
ly
s
in
g
U
n
it
M
a
in
P
a
n
e
l
E
l. E
q
u
ip
. R
M
Stop Valve
(To be located
at safety area)
27
11
12
10
9
7
6
4
3
1
8 5 2
29
26
28
Air Supply
No.1
Vent
Mast
No.2
Vent
Mast
No.1 Cargo Tank
Bow
Thr.
Room
F.P. Tank
Bosun Store
H
F
O
T
a
n
k
(
C
)
F
W
D
W
.B
.T
. (
P
&
S
)
C
o
f
f
e
r
d
a
m
C
o
f
f
e
r
d
a
m
C
o
f
f
e
r
d
a
m
C
o
f
f
e
r
d
a
m
C
o
f
f
e
r
d
a
m
No.2 Cargo Tank No.3 Cargo Tank No.4 Cargo Tank
Engine Room
A-Deck
B-Deck E
.
E
.
R
C-Deck
No.3
Vent
Mast
No.4
Vent
Mast
A
n
ly
s
in
g
U
n
it
Stop Valve
(To be located at safety
area on accomm. front wall)
Dia.20 Coomon
Outlet
17
21 22
19 18
16
33 32 31 30
15 14 13
24
25
D
ia
.8
x
3
3
L
in
e
s
Drain
Separator
Box (20, 34)
C/D
W. B. Tank W. B. Tank
C-Deck
Liquid Dome
Gas Dome
Cargo Tank
D-Deck
Cargo Mach.
Room
Elec. Motor
Room
Pipe Duct
P
ip
e

D
u
c
t

A
c
c
e
s
s

T
r
u
n
k
P
a
s
s
-w
a
y
P
a
s
s
-w
a
y
Collector Cone Filter
Gas Dection
Lines Compression Type
BHD Union
Stop Valve with Filter
(To be located at safety
area on accomm. front wall)
Gas Detection Lines
(Pass through Trunk)
Gas Detection Lines
Cargo Area Gas
Analysing Unit
in Ele. Equip. Room
Air Supply
Typical Section
Section for Acc. Front Wall Typical Sec. for Cargo TK IBS/IS
Safety Line

3J LNG AL WOSAIL

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4.11 Gas Detection System

There are two systems for gas detection throughout the ship, one covers the
cargo area, Engine Room, Accommodation, cargo motor room Forward Area
and B.O.G pipe duct.
Infrared gas analysers are used for both systems as the measuring principle.

1. Cargo Area System

Gas detection panel and alarm unit are installed in Elec. Equipment room.

Specification
Detecting gas: methane (CH4)
Detecting principle: Infrared Type
Detecting range: 0 ~ 100 % LEL, 0 ~ 100 % VOL
Measuring points : 29 points
1 No.1 cargo tank inter barrier space (1)
3 No.1 cargo tank insulation space
13 Duct keel forward
14 Duct keel aft
15 Gas vent drain tank for condensate
16 Cargo machinery room forward
17 Cargo machinery room aft
18 Bosun store
19 Forward pump room
20 Air lock for cargo motor room
21 Passage way port forward
22 Passage way port aft
23 Passage way starboard forward
24 Passage way starboard aft
25 No.1 cargo tank vent mast
29 Gas vent drain tank for bilge

The infrared type (IR type) can be switched automatically or manually between
29 points with % LEL and % VOL analyser. In order to ensure a representative
sample is monitored each time a space is sampled, each sample line has two way
solenoids, which are operated sequentially by the control unit. One of the sample
lines is connected to the sampling pump, while the other line is connected to the
pre-sampling pump on the bypass manifold. The pre-sampling pump discharges
the samples not being analysed directly to atmosphere, while the sampling pump
discharges the gas through the analysing unit before being discharged to
atmosphere. As each point is being analysed the corresponding indicator lights
up, one sampling cycle is settled for within 30 minutes.
The analyser works on the principle that infrared light is absorbed by the
methane gas. Methane gas has a distinctive absorption band in the infrared
spectrum. Therefore if a sample of gas is compared against a reference sample of
air, the difference in out put from an infrared sensor will be in proportion to the
gas concentration.

If the methane concentration of any sample point reaches 30% LEL an audible
alarm is sounded in the main panel in the CCR and the corresponding indicator
lamp is lit. Additionally, a gas detection alarm is activated on the wheelhouse
and fire control room, on their respective repeater panels.
Individual alarms for whole areas shall be interfaced into the IAS.

2. Engine Room, Accommodation, cargo motor room and Forward Area
System

Gas detection panel and alarm unit are installed in Elec. Equipment room.

1) Cargo Motor Room

Specification
Detecting principle: Catalytic type
Detecting range: 30 % LEL, 60 % LEL
Measuring points: 3 points

The first alarm is initiated at 30% LEL and the second alarm at 60% LEL. If the
gas concentration continues to rise to 60% LEL at any two(2) sensors the trip
signal activated to the power to all motor and all non-intrinsically safe
electrical equipment.

2) Engine room

Specification
Detecting principle: catalytic combustion type
1 Engine room supply fan No.1
5 Engine room 2
nd
deck No.1
6 Engine room 2
nd
deck No.2
7 Engine room exhaust fan No.1
8 Engine room exhaust fan No.2
9 Emergency generator room

3) Accommodation space

Specification


1 Wheel house
2 CCR
3 Dining room
4 Mess room
5 Lounge
6 Smoking room
7 Recreation room
8 Ships office
9 galley
10 Airconditioning plant
11 Main entrances

4) Forward ship

Specification
Detecting range: 30 % LEL
1 Bow thruster room

3. B.O.G Pipe Duct

Gas sampling boses are installed in each local.

Specification
Detecting principle: Infrared type
1 Gas pipe duct No.1
2 Gas pipe duct No.2
3 Boiler gas hood (STBD)
4 Boiler gas hood (PORT)
5 Inert gas line after dryer

B.O.G pipe duct area samples are continuously monitored by infrared type
detector. The first alarm is initiated at 30% LEL. If the gas concentration
continues to rise to 60% LEL the trip signal activated to the LD compressor and
the fuel master gas valve.

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Illustration 4.12.1a Cargo Valve Hydraulic Lines

TRUNK DECK
ACCUMULATOR STAND
Accumulator : 9sets (50l)
(CG904) (CG925) (CG918)
(CL401)
(CS400)(CS401) (CS403)
(CL402) (CL403) (CL400)(CL407) (CG708)
(CS308)
(CL300) (CL307)
(CL011) (CL031)
(CL200) (CL207)
(CL102) (CL103) (CL101)
(CS103)
(CL100) (CL107)
(CS107) (CS108)
(CL041) (CL021) (CG071)
NO.1C SOL.
V/V BOX
NO.2C SOL.
V/V BOX
A
C
C
A
C
C
P
P
T
MANIFOLD(S)
MANIFOLD(P)
(CL012) (CL032) (CL042) (CL022) (CG072)
SIDE PASSAGE
SIDE PASSAGE
H.P.P ROOM
UPP. DECK
TRUNK DECK TRUNK DECK TRUNK DECK
CLEAN TANK
(1900 LTR)
* * * * *
* * *
* *
* *
* *
* * *
* *
*
* : REMOTE HYD. CONTROL /
THROTTLING
# : REMOTE HYD. CONTROL /
EMERGENCY SHUTDOWN
DIRTY TANK
(1250 LTR) P
A
C
C
P P P P
P
T T T T T
(CG902) (CG901) (CG900)
(CG917)
(CG903)
(CS071)
(CS407) (CS408) (CS702)
(CS301) (CS300) (CS303)
* *
*
(CL301) (CL303)
*
*
(CS100) (CS101)
* *
(CG702)
*
(CS203) (CS207) (CS208)
*
(CS200) (CS201)
* *
(CL202)(CL203) (CL201)
* * *
(CG930)
(CL075)
#
#
#
*
*
STOP V/V

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4.12 Cargo and Ballast Valve Control

All the valves necessary for the operation of the cargo and ballast system are
hydraulically operated by separate hydraulic power packs, situated in the
hydraulic power pack room on upper deck. Control of the power packs and valve
operation is from the IAS in the CCR.

4.12.1 Cargo Valve Control System

1. Description

The hydraulic power unit consists of two main pumps and one topping-up pump.
During normal loading and unloading operations only one pump is required to
meet the demand, while the second pump is put on automatic standby cut-in
mode and will cut in when the system pressure is reduced to 10.0MPa. The
topping up pump is normally used during sea-going condition and forcing
vaporisation operations.

General Specification
Maker: AMRI-SEIL
Tank capacity: 1740 Liter
Accumulator capacity: 50 Liter x 9 Sets
N2 Bottle: 45 Liter x 1 Sets
Main electric motor: 25kW, 1750rpm, 440V, 60Hz
Topping up electric motor: 9kW, 1750rpm, 440V, 60Hz
Main pump capacity: 78 Liter/Min
Topping pump capacity: 24 Liter/Min

2. Hydraulic Power Pack

The power pack builds up the hydraulic pressure for actuating the valves. The
constant running pumps are of the self regulating type, which keep the oil
pressure at the preset pressure in the circuit.

The hydraulic power pack can be operated remotely from the IAS or locally from
the local control box.

When no valve operation is required, running of the topping-up pump for each
system is sufficient. The hydraulic topping-up pump is designed to keep the
system pressurised when no valve is under operation.

When valve operation is required, one of the two main pumps is to be started.
Each hydraulic main pump has sufficient capacity to close or open two (2) of the
largest valves within one (1) minute. When one main pump is selected, the other
main pump will act as the standby pump.
The accumulator will store pressurised oil from the hydraulic pumps through the
P port of the accumulator which is connected in parallel to the main hydraulic
P line. The isolating valve on the P port of the accumulator is to remain
normally opened and the drain port normally closed.

In the event that the Cargo System hydraulic pack fails, the Ballast System
hydraulics may be used instead by opening two(2) isolating valves .
In this case the hydraulic pressure low low switch signal for the ESDS should
be manually bypassed.
In normal use, the isolating valves must be kept shut.

Setting Value
Normal pressure: 12.0 MPa
High pressure (Alarm): 13.0 MPa
Stand-by pump start pressure: 10.0 MPa
Low pressure (Alarm): 9.0 MPa
Low Low pressure (For ESD): 8.0 MPa
Relief valve: 14.0 MPa
High temperature (Alarm): 60 C
Filter clogging (Alarm): 0.2 MPa
Low level (Alarm): 990 litre
Low Low level (P/P Shut Down): 660 litre

Note
1) Low Low level - a timer allows up to 30 seconds operation after the Low
Low level contact activates.
2) Standby pump start pressure - in case of topping-up pump running, the
topping up pump will not be automatically stopped.

3. Location of Cabinets

All remotely operated valves are piston operated except for the liquid dome and
the spray header isolating valves, which are vane type actuators. The supply oil
is distributed to 6 solenoid valve boxes situated in the side passageway (port and
starboard) and 1 in the cargo compressor room. Each cargo tank, manifold area,
cargo compressor room and the master BOG station has its respective solenoid
valve box as follows:

1) No.1 Solenoid valve box feeds No.1 cargo tank
Valves CG702
Valves CL100, 107, 101, 102, 103
Valves CS100, 101, 103, 107, 108

Valves CL200, 207, 201, 202, 203
Valves CS200, 201, 203, 207, 208

3) No.3 Solenoid valve box feeds No.3 port manifold
Valves CG071, 075
Valves CL011, 021, 031, 041

4) No.4 Solenoid valve box feeds No.4 starboard manifold
Valves CG072
Valves CL012, 022, 032, 042
Valves CS071

Valves CL300, 307, 301, 302, 303
Valves CS307, 308, 300, 301, 303

6) No.6 Solenoid valve box feeds cargo compressor room
Valves CG901, 902, 903, 904, 917, 918, 925, 930, 900

Valves CG708
Valves CL400, 407, 401, 402, 403
Valves CS407, 408, 702, 400, 401, 403

Note
Accumulator(20L) for fuel master valve is provided at No.6C solenoid valve box,
and accumulators(20Lx4 sets) for manifold valves are at No.3C and No.4C
solenoid valve boxes for emergency closing of corresponding valves.

4. Remote Control

Valve remote control and position indication is carried out from the IAS.

Caution
When the signal position at full close or full open is required, keep the solenoid
energized for a minimum of 10 seconds. Do not energize a solenoid valve for
more than 10 minutes continuously as this may cause the solenoid to be damaged.

1) For Open/Closed Valves
Opening or closing order is obtained when the solenoid corresponding
to the requested motion is energised (the signal to be through
intrinsically safe power supply unit in the barrier box). The valve moves
to full open or full close and cannot be stopped at any intermediate
position.

2) For Intermediate Valves
An opening or closing order is obtained when the solenoid
corresponding to the requested motion is energised. The valve moves as
long as the corresponding solenoid is energised (the signal to be through
the IS relay repeater in barrier box). * Marked valve can be stopped at
any intermediate position.

3) For ESD Valves (# Marked valves)
Under normal operating condition, the ESD valves can be controlled in
the same way as the other valves (ESD solenoid valve is normally
energised and shuts the oilway from the ESD solenoid to the closing
chamber of the corresponding actuators).
Under ESD conditions, the ESD solenoid valve is de-energised to open
the oilway from the ESD solenoid valve to the closing chamber of the
corresponding actuators.

Consequently, ESD valves are automatically shut at the ESD condition.
The hydraulic power for closing ESD valves (at ESD condition) is
supplied from the hydraulic accumulators.
The capacity of the accumulators has been sized to allow 3 strokes of
the corresponding ESD valves.

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2) Emergency control of the solenoid valves.
a) In case of electric power failure
Push the manual override on the solenoid valves
(right :close, left: open)
Open/shut valves : push the manual override until obtaining a
corresponding valve position (full close or full open).
Intermediate valve : push the manual override until obtaining a
corresponding valve position.

b) In case of lack of hydraulic Pressure
Close the main isolating valves.
Connect the emergency hand pump with connection block on the
pressure common line and return common line
Push the manual override on the solenoid valves (right: close, left:
open) while pumping the emergency hand pump until a
corresponding valve position is obtained.
Open/shut valve : full close or full open position.
Intermediate valve : full close / full open or any required valve
position

3) Valve position indication
a) O/S valves with a limit switch
Opening or closing position indication is obtained from the limit
switch on the hydraulic valve actuator, connected through the
intrinsically-safe type relay repeater in the barrier box, where
voltage-free contacts are used to indicate the valve position in the
IAS.

b) Intermediate remote controlled valves
Opening or closing position indication is obtained from the
potentiometer on the hydraulic actuators in order to indicate the
valve position in the IAS.
- Potentiometer signal : Converted to 4 ~ 20mA signal through IS
R/I converter in the barrier box.

4) Valve Operating time adjustment
Valve operating time adjustment can be adjusted using the flow control
valve installed in each solenoid valve block.

5. Emergency Control

1) Emergency hand pump
a) two (2) emergency hand pump sets are provided for the ballast
system.
Each pump includes,
1 x 5litre tank with filling plug including -
hand pump (25cm
3
/stroke)
1 pressure gauge (0 25 MPa)
2 x 5m high pressure flexible hose

The whole is secured on a frame with small wheels.

b) Specification
Tank Volume : 5 Litre
Stroke Volume : 25ml
Max. Pressure : 13 MPa

c) Operating Procedure
Check the oil level in the tank.
Connect the threaded ends to the actuator, O and S
Work the pump lever and monitor the pressure on the pressure
gauge

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Illustration 4.12.2a Ballast Valve Hydraulic Lines

FWD
PUMP ROOM
ENGINE
ROOM
E/R
H
.
F
.
O
.

T
K

(
F
W
D
)
F
W
D

D
E
E
P

W
.
B
.

T
K

(
P
&
S
)
N
O
.
2

W
.
B
.

T
K

(
S
)
N
O
.
3

W
.
B
.

T
K

(
S
)
N
O
.
4

W
.
B
.

T
K

(
S
)
N
O
.
1

W
.
B
.

T
K

(
P
)
N
O
.
2

W
.
B
.

T
K

(
P
)
N
O
.
3

W
.
B
.

T
K

(
P
)
N
O
.
4

W
.
B
.

T
K

(
P
)
F.P. TK
UPPER DECK
PIPE DUCT
*
P
T
H.P.P ROOM
UPP. DECK
CLEAN TANK
(1900 LTR)
DIRTY TANK
(1250 LTR)
POLISHING
FILTER
P
T
(OF511)
(OF501)
N
O
.1

W
.
B
.

T
K

(
P
)
(FD572)(FD571) (SP572) (SP571) (SP573)
(SP574) (OF533)(OF532) (OF534)
PASS. WAY
ON DECK ON TRUNK
DECK
(BA514)(BA515)(BA516)(BA517) (BA510)(BA511)(BA512)(BA513) (BA506)(BA507)(BA508)(BA509) (BA518)(BA519)(BA520)(BA521)
(BA502)(BA503)(BA504)(BA505)
A
C
C
P
STOP V/V
(BA031)(BA032)
(WS010)(WS009) (WS012)
(BA028) (BA014)
(BA017)(BA016) (BA021) (BA020) (BA018) (BA019) (BA025)(BA015) (BA027)
(BA002)(BA001) (BA007) (BA003) (BA008) (BA009) (BA012)(BA010) (BA013) (BA002)(BA001) (BA007) (BA003) (BA008) (BA009) (BA012)(BA010) (BA013)
(BA006)(BA011)
(WA102) (WS023)(WS101) (WS002) (WS001) (BA029) (BA030) (BA026) (WS301)(WS304)
* *
(WS131)
*
* *
*
* *
* *
* * *
* * * *
* * *
* * *
* *
*
*
*

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4.12.2 Ballast and F.O Valve Control System

1. Description

The system is supplied for remote control of valves and actuators, designed
primarily for use on board ships as shown in the attached hydraulic schematic
diagram and valve lists.
The remote valves are provided with hydraulic actuators powered from a
hydraulic power unit and controlled by electro-hydraulic solenoid valves.
All remote valve actuators are designed to be capable of local manual operation.

General Specification
Maker: AMRI-SEIL
Tank capacity: 1000 Litre
Accumulator capacity: 50 Litre x 2 Sets
N2 Bottle: 45 Litre x 1 Sets
Main electric motor (2sets): 9 kW, 1750rpm, 440V, 60Hz
Topping up electric motor (1set): 4.8 kW, 1750rpm, 440V, 60Hz
Main pump capacity (2set): 24 Litre/Min
Topping-up pump capacity (1set): 12 Litre/Min

2. Ballast and F.O. Systems

The hydraulic power unit consists of two main pumps and one topping-up pump.
During normal loading and unloading operations, only one pump is required to
meet the demand, while the second pump is put on automatic standby mode
ready to cut in when the system pressure is reduced to 10.0 MPa. The topping-up
pump is normally used when the vessel is in sea mode condition.

All remotely operated valves are piston operated. The supply oil is distributed to
a solenoid valve board situated in the engine room. The operation of the valves is
conducted from the IAS in the CCR.

3. Hydraulic Power Pack

The power pack builds up the hydraulic pressure for actuating the valves. The
constant running pumps are of the self-regulating type, which keep the oil
pressure at the preset pressure in the circuit.

The hydraulic power pack can be operated remotely from the IAS or locally from
the local control box.

When no valve operation is required, running of the topping-up pump for each
system is sufficient. The hydraulic topping-up pump is designed to keep the
system pressurised when no valve is under operation.

When valve operation is required, one of the two main pumps is to be started.
Each hydraulic main pump has sufficient capacity to close or open two (2) of the
largest valves within one (1) minute. When one main pump is selected, the other
main pump will act as the standby pump. When the delivered pressure falls
below the setting pressure value due to the some reason, the stand-by pump starts
automatically. The hydraulic topping-up pump is designed to keep the system
pressurized when no valve is under operation.

In the event that the Ballast System hydraulic pack fails, the Cargo System
hydraulics may be used by opening two (2) isolating valves .
In normal use, the isolating valves must be kept shut.

Setting Value

Normal pressure: 12.0 MPa
High pressure (Alarm): 13.0 MPa
Low pressure (Alarm): 9.0 MPa
Standby pump start pressure: 10.0 MPa
Relief valve: 14.0 MPa
Low level (Alarm): 580 litre
Low Low level (P/p Shut Down): 390 litre
High temperature (Alarm): 60 C
Filter clogging (Alarm): 0.2 MPa

Note
1) Low Low level - a timer allows up to 30 seconds operation after the Low
Low level contact activates.
2) Standby pump start pressure if the topping-up pump is running, it will not
be automatically stopped.

4. Valve Control
1) Remote Control of Valve
a) For O/S valves
Opening or closing order is obtained when the solenoid
corresponding to the requested motion is energized. The valve
moves to full open or full close and cannot be stopped at any
intermediate position.

b) For intermediate valves
Opening or closing order is obtained when the solenoid
corresponding to the requested motion is energized. The valve
moves as long as the corresponding solenoid is energized. The valve
can be stopped at any intermediate position.

Caution
When the signal position at full close or full open is required, keep the solenoid
energized for a minimum of 10 seconds. Do not energize a solenoid valve for
more than 10 minutes continuously, as this may cause the solenoid to be
damaged.

5. Emergency Control

1) Emergency hand pump
a) One (1) emergency hand pump set is provided for the ballast system.
Each pump includes:
1 x 5L tank with filling plug including -
hand pump (25cm
3
/stroke)
1 pressure gauge (025 MPa)
2 x 5m high pressure flexible hose
The pump assembly is secured on a frame with small wheels.

b) Specification
Tank Volume : 5 Litre
Stroke Volume : 25ml
Max. Pressure : 13 MPa
c) Operating Procedure
Check the oil level in the tank.
Connect the threaded ends (1) to the actuator, O and S
Work the pump lever and monitor the pressure on the pressure
gauge (2)

2) Emergency control of the solenoid valves.
a) In case of electrical failure
Push the manual override on the solenoid valves
(right: close, left: open)
Open/shut valves : push the manual override momentarily.
Intermediate valve : push the manual override until the required
valve position is obtained.

b) In case of lack of hydraulic pressure:
Close the column isolating valves.
Connect the emergency hand pump to the connection block on
the pressure line (column) and return line(column)
Push the manual override in the required direction for open/shut
valves while pumping the emergency hand pump until the valve is
in the required position.
Push the manual override continuously for throttling valves while
pumping the emergency hand pump until the required valve
position is obtained.

3) Valve position indication
a) O/S valves with a limit switch
Opening or closing position indication is obtained from the limit
switch on the hydraulic valve actuator, which is connected through
the terminals in the barrier box to the IAS (if the valve is located in
the hazardous area, it to be connected through an intrinsically safe
type relay repeater in the barrier box) in order to indicate the valve
position in the IAS.
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b) Intermediate remote controlled valves
Opening or closing position indication is obtained from the
potentiometer on hydraulic actuators and the signal is converted to
a 4 ~ 20mA signal through an R/I converter (if the valve is located
in the hazardous area, the R/I converter is an intrinsically safe type)
in the barrier box in order to indicate the valve position in the IAS.

4) Valve Operating time adjustment
Valve operating time can be modified by adjusting the flow reducer
installed on each solenoid valve block

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

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Illustration 4.12.3a Emergency Shutdown System

NORMAL OPERATION
CCR
INTERLOCK/OVERRIDE OPERATION
TANK PROTECTION SYSTEM 1
TANK PROTECTION SYSTEM 2
ESDS
TEST
ESDS
RESET
TANK LEVEL VERY HIGH &
TANK LEVEL EXTREMELY
HIGH OVERRIDE
TEST SWITCH
(CCC5)
RESET SWITCH
(CCC5)
CANCEL SWITCH
(CCC5)
ESD/FILL V/V
CLOSE OVERRIDE
SWITCH (CTS)
ESDS
CANCEL
MANUAL SWITHES
MANUAL SWITCH
(I.S.)
MANUAL SWITCH
(N.I.S)
FIRE
FUSIBLE PLUG
MELTED
FUSIBLE PLUG
(I.S.)
PNEUMATIC PRESS. LOW
IN SHIP/SHORE
CONNECTION
PRESS. TRANSMITTER
(I.S.)
CONT. AIR PRESS.
LOW
CARGO TANK LEVEL
EXTREMELY HIGH (99.2%)
I.S. TYPE
SENSOR
VAPOR HEADER PRESS. LOW LOW
(TO WITHIN 2 kPaG OF ATM.)
I.S. TYPE
SENSOR
HV CARGO SWITCH
BOARD
(PORT) BLACKOUT
ELECTRICAL POWER
FAIL
HYD. OIL PRESS. LOW PRESS. SWITCH
CARGO TANK PRESS. LOW LOW
(TO WITHIN 2 kPaG)
I.S. TYPE
SENSOR
CARGO TANK LEVEL
VERY HIGH (98.7%)
I.S. TYPE
SENSOR
IAS
CARGO TANK LIQUID DOME TOP ----- Q'TY 4
SHORE CONNECTION --------------------- Q'TY 2
FORWARD AREA ---------------------------- Q'TY 1
CARGO COMPRESSOR ROOM --------- Q'TY 1
ELECTRIC MOTOR ROOM ---------------- Q'TY 1
CCR (CCC5) ----------------------------------- Q'TY 1
FIRE CONTROL STATION (FCS) -------- Q'TY 1
WHEELHOUSE ------------------------------- Q'TY 1
ECR CONSOLE ------------------------------- Q'TY 1
CARGO TANK LIQ. DOME TOP -------- Q'TY 4
SHORE CONNECTION ------------------- Q'TY 2
CARGO COMPRESSOR ROOM -------- Q'TY 2
ELECTRIC MOTOR ROOM --------------- Q'TY 1
I.S.
BARRIER
(SIGNAL)
I.S.
BARRIER
(SOL. CONT.)
EMERGENCY
SHUT DOWN
CONTROL
ESDS FAIL
SELF
DIAGNOSIS
TANK
PROTECTION
CONTROL 1
TANK
PROTECTION
CONTROL 2
PNEUMATIC
INTERFACE
SHORE CONNECTION
VALVE (PORT)
CLOSE ORDER
H/D COMPRESSOR
Q'TY - 2
L/D COMPRESSOR
Q'TY - 2
EM'CY CARGO PUMP
Q'TY - 1
TANK FILLING VALVE
Q'TY - 4
GAS MASTER VALVE
Q'TY - 1
AIR RELEASE MAGNETIC VALVE
Q'TY - 1
OR
ESDS
ESDS
ESDS
ESDS
ESDS
TPS 1
TPS 1
TPS 1
TPS 2
: SEIL- AMRI SUPPLY
SOL. VALVE BOX
(I.S.)
SOL. VALVE BOX
(I.S.)
CARGO SWITCH
BOARD
CARGO SWITCH
BOARD
CARGO SWITCH
BOARD
SOL. VALVE BOX
(I.S.)
SOL. VALVE STAND
(I.S.)
SHIP/SHORE
PNEU. CONNECTOR
AIR RELEASE
I.S. TYPE
ALARM
AIR SIGNAL
I.S. BARRIER
(SOL.CONT.)
Supplied
by VRC Vendor
INPUT SIGNAL I.S BARRIER & ESDS CONTROL PANEL OUTPUT SIGNAL
NO
NO
NO
NO
NC
NC
NC
NC
NC
NO
NO
NC
NC
NC
ESDS TO SHORE
OPTICAL SIGNAL
OPTICAL
INTERFACE
ESDS
FROM/TO SHORE
ELECTRIC SIGNAL
ELECT. CONNECTOR
INTERFACE
ESDS
FROM/TO SHORE
IAS
ESDS PLC
IAS
REGEND
NO : NORMAL OPEN CONTACT
NC : NORMAL CLOSE CONTACT
CCR : CARGO CONTROL ROOM
I.S : INTRINSICALLY SAFETY
BOILER CONTROL
PANEL
CARGO SWITCH
BOARD
CARGO SWITCH
BOARD
SPRAY NOZZLE VALVES
Q'TY-8
SHORE CONNECTION
VALVE (PORT)
Q'TY - 5
VRC
SHORE CONNECTION
VALVE (STBD)
CLOSE ORDER
SHORE CONNECTION
VALVE (STBD)
Q'TY - 5
VRC
CARGO PUMP
Q'TY - 8 ESDS TPS 1
ESDS
ESDS
SPRAY PUMP
Q'TY - 4 ESDS TPS 1
IGG BLOWER
Q'TY - 2
ESDS
GLC
MGV GLS
GLC MGV GLS
EER
SHIP/SHORE LINK CABINET
NORMAL OPERATION
NORMAL TRIP PRESSURE SETTING
CCC5
CTS
PRESS. TRANSMITTER
(AIR CTRL BOARD)
PNEU. PRESS.< TRIP PRESS.
SET(CCC5)
CONT. AIR PRESS. < NORM. PRESS.
SET(CCC5)
NC
HV CARGO SWITCH
BOARD
(STBD) BLACKOUT
IS ESD SOL V/V POWER FAIL
(3C, 4C, 6C)
MASTER GAS VALVE CLOSE CONTROL
GAS LEAKAGE CONTROL
AND
MASTER GAS
VALVE
CLOSE
CONTROL
GAS
LEAKAGE
CONTROL
OR
I.S BARRIER
(SIGNAL)
I.S. BARRIER
(SOL.CONT.)
I.S. BARRIER
(SOL.CONT.)
I.S. BARRIER
(SOL.CONT.)
SPRAY NOZZLE VALVE
Q'TY - 8
TPS 1
ESDS
TPS 1
MGV GLS
EM'CY SHUT DOWN
SYSTEM
TANK PROTECTION
SYSTEM 1
TANK PROTECTION
SYSTEM 2
GAS LEAKAGE
CONTROL
MASTER GAS VALVE
CLOSE
TPS 2
GLC

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4.12.3 Emergency Shutdown System

In the event of fire or other emergency condition, the entire cargo system, gas
compressors and master boil-off gas isolating valve to the engine room may be
shut down by a single control.

Shut down of the cargo system is actuated either manually or automatically by
fire or certain off-limit conditions.

1. Description

The manual emergency shutdown push buttons are located as follows
(Total 13 units):
Central control room (1 unit)
Fire control station (1 unit)
Wheelhouse (1 unit)
ECR console (1 unit)
Each cargo tank liquid dome (4 units)
Deck forward area (1 units)
Port and starboard manifold platforms (2 units)
Cargo compressor room (1 unit)
Electric motor room (1 unit)

Fusible elements that are designed to melt at temperature between 98 ~ 104C
are installed on the following locations (Total 9 units):
Each cargo tank liquid dome (4 units)
Port and starboard manifold platforms (2 units)
Cargo compressor room (2 unit)
Electric motor room (1 unit)

There are three ESDS interface connections made to the shore facility; electrical,
optical and pneumatic. In port, the optical link and pneumatic systems will
inform the shore of any ships ESDS actuation and will stop the loading or
discharge pumps and close the shore liquid valves.

2. Emergency Shutdown Function

1) Causes

Manual switch off
Fusible plug melted
Optical/Electric interface failure from shore
Ship/Shore pneumatic pressure low
Control air pressure low
Hydraulic oil pressure low (8.0 MPa)
Cargo tank extreme high level (99.2%)
Vapour header pressure low low (2 kPa)
IS ESD SOL. valve power fail
ESD logic fail
Electric power failure
2) Actions

Manifold valves (shore connection valves) close
Main cargo pumps stop
Spray pumps stop
Emergency cargo pump stop
IGG blower stop
HD/LD compressors stop
ESD signal to shore
Master gas valve close
Air release magnetic valve close

3. Cargo Tank Protection

1) TPS 1 (Tank Protection System 1: Underpressure)
a) Causes

Cargo tank pressure Low Low (2 kPa).

b) Actions

Main cargo pumps stop
Emergency cargo pump stop
Spray pumps stop
HD compressor stops
Spray nozzle valve close

The trip overriding functions for each cargo tank, high duty compressor
and low duty compressor are prepared to prevent trip of each equipment
from the TPS1 system when the differential pressure condition is lower
then the set-point.

2) TPS 2 (Tank Protection System 2: Overfilling)
a) Causes

Cargo tank level very high (98.7%)

b) Actions

Relevant cargo tank filling valve close

Cargo tank Very High level sensors - filling level (98.7%) - are installed
in each cargo tank (4) for alarming and closing of the filling valve on
each tank.

The sensors are interfaced via the tank level system by serial line to the
IAS. From the IAS the very-high level alarm is interfaced to ESD by the
redundant network.

The Filling valve close override for each cargo tank is prepared to
prevent closing of the filling valve when level very high is activated.
The operator can manually set the filling valve close override in the
mimic for each cargo tank, so that the logic function of filling valve
close is deactivated. The override function is prepared for each cargo
tank respectively.

4. Master Gas Valve Close Control

1) Causes

Normal operation
Gas leak detected in gas hood/pipe
Both BOG hood room fans not running
Less than 2 E/R vent fans running
Master gas valve trip
No.1/2 gas heater outlet temp. high/low
ESD condition

2) Actions

LD compressor stop

5. Gas Leakage Control

1) Causes

Gas leak detected in electric motor room
Gas leak detected in cargo mach. room

2) Actions

HD/LD compressor stop

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Illustration 4.12.4a Ship-Shore Link

ELEC. EQUIPMENT ROOM
SHIP SHORE LINK ENCLOSURE
CARGO CONTROL CONSOLE
CCC4 CCC9
CARGO CONTROL ROOM SHIP SIDE PORT ON DECK FR100
ACCOMODATION
UPP DK FR46
SHIP SIDE STBD ON DECK FR100
220VAC
1X2X2.5
PSU
PSU
MODEN
MLM DESKTOP PC
JB-INT
HOT-LINE TELEPHONE
HOT-LINE
TELEPHONE
(SPARE)
GENERAL ALM
PABX
TELEPHONE
PUBLIC
TELEPHONE
RJ11 RJ11
ESDS (AMRI-SEIL)
ELECTRIC ESD SHIP SHORE/SHORE-SHIP
FO ESD SHIP SHORE/SHORE-SHIP
IAS (YAMATAKE)
COMMON ALARM
AC 220V MAIN NORMAL POWER
24V DC BACKUP SUPPLY, 8A MAX
GENERAL ALM GENERAL ALM
220VAC EM'CY POR
1X2X2.5
SERIAL
C/O
SWITCH
RJ11
POWER SUPPLY MODULE
FO & EL SYSTEM SELECTOR MODULE
FO PORT STARBOARD SELECTOR MODULE
FO CONTROL & ALARM MODULE
ELECTRIC SYSTEM CONFIGURATION MODULE
B
A
D
E
C
B
A
D
E
C
B
A
D
E
C
B
A
D
E
C
SW 1
PYLE ITT
CANNON
MIYAKI
SW 2 SW 3 SW 4 SW 5
ESD SYSTEM SELECT
HOTPHONE PRIVATELINE
SW 7
TEL CH1 TEL CH2 TEL CH3
B
A
D
E
C
SW 6
TEL CH4
NORMAL
TRIPS ACTIVE SHIP TO SHIP REVERSE CONNECTION
AC MAINS SUPPLY ABNORMAL
PRESS TO TEST
INHIBIT
RESET
INHIBIT
RESET
LAMP TEST
PORT STBD
HEALTHY
PRESS TO TEST
LAMP TEST
PRESS TO TEST
AUDIO ALARM
PRESS TO TEST CIRCUIT TEST
SYSTEM FAULT
FO ESD MODULE
SELECTED
FIBRE OPTIC ELECTRIC
FIBRE OPTIC SYSTEM
SYSTEM SELECTOR
NORMAL
NORMAL SHIP -> SHORE
SHORE -> SHIP
ABNORMAL
NORMAL
ABNORMAL
ESD
CH 1 CH 2 CH 3 CH 4
SIGNAL FAULT
ESD SYSTEM Telephone SYSTEM
HEALTHY ESD HEALTHY
LOADING ARM TRIP 1 HEALTHY
LOADING ARM TRIP 2 HEALTHY
SHORE RECEIVING HIGH LEVEL HEALTHY SELECTED
ELECTRICAL SYSTEM TRIP INPUTS
9w D
ITT
CANNON
ITT
CANNON
PORT
STBD
RJ11

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Illustration 4.12.4b Ship-Shore Optic Fibre Transmission and ESD Link System Schematic

From Mooring Tension Monitor Computer
From Mooring Load Monitor Display
Shore Side
Shore Side Optical
Cable Reel
50 - 100m
Ship Side
Starboard Side
Ship Connector
Shore Side
Connector
Port Side
Ship Connector
Mooring
Load
Monitor
Modem
Public
Phone
Plant
Phone
Hot
Line
Phone
el I/F
Unit
el I/F
Unit
el I/F
Unit
el I/F
Unit
Multiples Unit
Electric / Optical
Interface
Emergency
Shutdown Unit
With E/O Interface
Power Supply Unit
Control Alarm
Module
Spare
Yuken Plant Emergemcy
Shutdown Control System
Mooring
Load
Monitor
Modem
Public
Phone
Ship's
Exch.
Phones
Hot
Line
Phone
el I/F
Unit
el I/F
Unit
el I/F
Unit
el I/F
Unit
Multiples Unit
Electric / Optical
Interface
Port / Stb.d Section
Emergency
Shutdown Unit
With E/O Interface
Power Supply Unit
Control Alarm
Module
Yuken Plant Emergemcy
Shutdown Control System
Spare
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4.12.4 Ship Shore Link
(See Illustration 4.12.4a & 4.12.4b)

General
Linked ship-shore emergency shutdown systems have been required by SIGGTO
since the early days of LNG loading and discharge installations. They minimize
the consequences of an accident or, if abnormal conditions arise, they allow the
process to be shut down with minimum spillage of liquid. Thus consequent risk
to jetty and ships structures and escape of flammable vapour is avoided.

Since both the ship and the shore exchange liquid and vapour, the shipside and
shoreside Emergency Shutdown (ESD) must be linked.

This is to avoid:

Excessive pressure on the loading arm connection causing
damage, should the upstream valve be closed first.

Overfilling ship or shore tanks.

Risk of damage or spillage due to excessive movement of ship
with respect to berth.

In addition to safety, the requirement for the ESD ship to shore link has been
extended to handle communications by telephone.

The ship-shore links are implemented on the ship as follows:

4.13.4.1 Electric Communication

Description
The Ship-Shore Link Control Panel for Emergency Shut Down System (ESDS)
& Communications, is supplied for complete compatibility with the Middle
Eastern and Atlantic Basin import LNG Terminals. These systems are used in
30% of all LNG terminals as either a main system or as a back-up system. The
system handles;

4 telephone channels
Single ship-shore and Shore-ship ESD volt-free contact signals
additional shore-ship ESD signals as required by certain US import
terminals

The proposed system is a backup Electric Ship-Shore Link system for
Emergency Shut Down System & Communications. This uses Exd UL
certified (but not JIS ) shipside explosion proof connectors. An additional feature
specified by Shell Stasco to ensure safe functioning during emergency
breakaway requires all ESD circuits to be protected by intrinsically safe (Exia)
techniques. The telephone circuits which themselves cannot be passed through
Exia certified barriers are powered from shore and isolated by Exia relays on
shore which are switched by continuity loops on board.
The system cabinet comprises 19" rack units in an enclosure to which all yard
cabling is brought to and all Zener barriers are installed in. The system can be
supplied as a stand-alone system but may be installed in the same cabinet as the
Seatechnik-NFI Fibre Optic Communications and ESD system.
A Configuration panel handles connection variations between some terminals.
The common functions are handled by the Electric System Selector Module.
With the Pyle-National Dual Miyaki adapter, this system mates with any
Miyaki system enabling ships to berth at over 60% of all LNG terminals.

The main Fibre Optic Ship Shore Link system (FO-SSL) is used in conjunction
with this Electric ESD system (PNC).

The system relies on Pyle National Exd flameproof connectors for connection
of the shore cable at the ship-shore interface and, once connected to the ship, at
the fixed receptacle at the shore cable reel. The system uses a 37 way Pyle
National connector which carries both telecommunications and ESD digital
signals. The 37 pin connector is fitted to the end of a cable reel on which the
shore end is provided with a second connector provided by NFI. The telephones
on the ship are connected to the shore and are not powered from shipboard
supplies.

There is a 4 way earthing connector fitted from ship-shore as used on some
European terminals, but this contravenes current OCIMF and SIGGTO
regulations and is not recommended unless insisted upon by the terminal.

A 35m umbilical is fitted to enable ship to shore linking. Ship supply is required
by some terminals.

The length is increased to 50m to enable LNGC ship-shore transfer.

A similar 35m length Earth umbilical is supplied for use in those European
terminals which insist on its use.

1. Configuration of 37-way connector
An additional feature, specified by experienced LNGC operators to ensure
safe functioning during emergency breakaway, requires all ESD circuits to be
protected by intrinsically safe (Exia) techniques. The standard telephone
circuits which cannot be passed through Exia certified barriers are powered
from shore and isolated by Exia relays on shore which are switched by
continuity loops on board. The principal certification and protection is
however Exd.
Telephone circuits are isolated by most shore systems via relay contacts,
normally open.
The ship is fitted with one 37-way Pyle Receptacle for the comms/ESD
circuits and one 4-way Pyle Receptacle whose pins are grounded to the ships
structure.

2. Control Panel Components

1) Power Supply Module
The FO PSU Module is utilised for the electric system.

2) System Configuration Module
The various ports specified for this project have variations between ESD
circuits and ESD pin outs on the Shipside connector. Some use additional
inputs, e.g., loading arm limit trips in some European terminals. Different
hotline telephones are also in use, and finally there are differences in pin-
outs in use on the ship side connector for some telephone circuits.
Ship to ship transfer also requires one ship to cross over the ESD ship-shore
and shore to ship connections with an otherwise normal configuration.
To avoid risk of problems, red LEDs indicate certain configurations
selected.
These differences are accommodated by a set of six 5-position selector
switches. A set of configuration tables will be issued for all ports within the
final manuals for which information has been received.

3) System Selector Module
A selector switch on the front panel of the module is used to select between
the Electric System or Fibre-Optic System.
When Electric system is selected, there is no need for Port and Starboard
selection as there is only ever one shore cable connected to the ship at any
one time. The module indicates to the Fibre-optic system when Electric is
selected so the shore input from the system not in use is inhibited. ESD
Reset, Inhibit and Test push buttons are fitted to the module which function
with the system selected.
The Selector panel indicates Shore trip healthy and which system is selected.
For the Electric system, it indicates if the additional trips in use in the US
are selected. The input (shore-ship) circuit state is indicated by green LEDS.

3. IS Panel
Behind this panel the IS barriers are located. These are Pepperl & Fuchs ,
which carry ATEX certification.

4. Pyle National Connector
These are in 37-way and 4-way formats (earthing format) and carry Cenelec
and KEMA approval.

Operation

1. ESD Operation
ESD operation is by the opening of a volt free contact on board the ship that
trips the ESD relay.

2. Alarm Outputs
A common fault alarm is given to the IAS (DCS) together with the FO system
alarms if a fault condition exists with the final High Integrity output relay.

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Installation

The modules are installed within the Ship shore Link cabinet.

1. Cable Entry
Cable entry to the cabinet is via a cable entry gland plate with entry seal strip
at the bottom of the cabinet. This gland plate can accept cables of up to
50mm dia.

2. Earthing
Inside the enclosure is a Safety Earth Bar, Intrinsically Safe Earth Bar.

3. Ship Side Connections
The shipside boxes are supplied fitted with Pyle National Connector
Receptacles and STRAINSTALL connectors, as well as the NFI Fibre Optic
connector. Where earth-bonding connectors are supplied these are fitted within
the same enclosure. Shipside boxes are SUS construction and are fitted with
gland connections. The receptacles are provided with suitable glands for ship
wiring cable typically 32-38mm OD for the 37 core cable and smaller glands
for other cables. Connection is by heat shrink solder-less crimp splice
connectors (supplied) for the 37-way receptacle and screw connectors for the 4-
way receptacle.

4. Umbilical cable Pyle-Pyle
It is a requirement of some terminals that the ship provide the ship-shore
umbilical cable, which is fitted at each end with 37-way Pyle National Plugs
and in the case of earth-bonding cables, 4-way 37-way Pyle National Plugs.
Abrasion-resistant Heavy-duty EPR-CSP non-armoured sheath is provided.
Armouring is not normally supplied to avoid inadvertent earthing.
The cables are fitted with strain-relief cable basket weave grips for hauling on
board/ashore.

4.13.4.2 Fibre Optic Shipside System

Description
This specification covers the equipment and operation of the standard Safetylink
fibre-optic ship-shore link for communications and emergency shutdown.
A Fibre-Optic Ship-Shore Link (FO SSL) comprising 4 channels of multiplexed
communications/data, ship-shore and shore-ship Emergency Shutdown (ESD) is
in use at 55% of LNG Terminals worldwide and almost all of the Japanese
Import terminals.
The original Ship-Shore Link system was developed in Japan by Sumitomo and
manufactured by Furukawa Electric Ltd, and in 1996, a totally compatible, but
significantly improved system was developed by UK partners, Seatechnik-NFI,
for the Das Island export terminal.
The shipboard system and terminal systems are identical other than the
transposition of frequencies of the telecommunications transmit and receive
channels and the need for a special fibre-optic cable reel on the shore and
selector switches for the shipboard installation between port & starboard.

The system comprises:

Control Enclosure : usually located in or adjacent to the cargo control
room.

Fibre Optic Cable ; from Control Enclosure to shipside boxes for fibre
optic connector.

Shipside boxes : port and starboard for 6-way fibre optic connectors
to shore System.

Hotline Telephone : Seatechnik CTS-HP3 Iwatsu compatible Hotphone.

Loop-Back Connector : Check plug for testing system and cabling before
ship berths.

Available as a passive connector (SUPPLIED FOR THIS PROJECT) and an
active loopback test unit which electrically simulates a shore system.
The system developed by Seatechnik-NFI in 1995-6 is guaranteed to be totally
compatible electrically and mechanically with the shore systems provided by
Seatechnik-NFI and it has also formally been proved compatible with the
Furukawa Japanese developed system in use in terminals worldwide.
A wide range of telephones may be used with the FO SSL, including the
Seatechnik CTS-HP3 Iwatsu compatible Hotphone.

1. Control Enclosure

The NFI-Seatechnik system is installed in the Electric Equipment Room.
(Standard) Japanese equivalent size ( W500/600mm x D600mm x
H1670mm) cabinet.
This standard unit is an IP55 steel enclosure with part glazed front door panel.

The internal equipment includes:

4 off full duplex Telephone Interface Module (Tel /IF)
1 full duplex ESD Module ship-shore and shore-ship
Electrical/Optical Interface unit to connect to cabling
Port Starboard Selector Module
Dual Redundant Power Supply Module
Control & Alarm Module

The system is designed for ship or shore use, and complies with IEC-945 for
shipboard equipment. The equipment complies with SIGTTO July 1987
recommendations.

1) TEL/IF Unit

3 voice and 1 data channels, multiplexed

Transmission Scheme : Modem 2 wire full duplex voice-band carrier
frequency with both side Band (BSB).
Multiplex Method : Frequency Division Multiplex modulation.
Modulation Scheme : Frequency Shift Method Carrier 2.6 kHz.

Frequency Allocation

Channel
Ship-Shore Receive
carriers
Ship-Shore Transmit
carriers
1-Data Channel 18 kHz 78 kHz
2-Hot line phone 30 kHz 90 kHz
3-Public phone 42 kHz 102 kHz
4-Internal phone 54 kHz 114 kHz
During normal operation the indicators display the status of each telephone
channel received from the ship and shore as follows:

Green indicator
Telephone circuit in operation
(signal received & detected)
Yellow Indicator
Telephone circuit not in operation
(no signal is received & detected)

2) ESDS Module
The ESD signal functionality is divided into three operating regions :

Normal (Healthy) ; This condition exists when the frequency tone
emitted from the shore to ship and received by ship from shore is
in the region 10 kHz +/- 1kHz.

Signal Fault ; This condition exists of no tone is received or if the
signal is outside the Normal and ESD conditions. This may occur
if the FO connector is removed or a core is broken.

ESD (Trip) ; This condition exists when the frequency tone
emitted from the shore to ship and received by ship from shore is
in region 5 kHz +/- 1kHz.

For the three ESD operation states, the ESD module produces the
appropriate outputs as shown in the table below.

Condition Input Output
Normal Close Close
ESD Open Open
Signal Fault Open
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3) Control & Alarm Module
Alarm indication via failure-open volt-free contact in case of:

Optical Cable failure.
Power failure to Control panel.
Plug Disconnection.
System Failure, via diagnostics facilities of modems and via
'Carrier Detect' modules on all incoming channels

4) Power Supply

Input : 100W max at 100-240V AC 50/60Hz
Dual Input : (optional) Power supplies are dual fed with auto-
changeover facility (optional) Power supply 24VDC
Indication/Controls Power Supply distribution module with
isolation switch, fused/MCCB protection and power on indicator.

5) Port/Starboard Selector Module
This 1U rack module carries port and starboard selector pushbuttons.
The ESD electrical Rx signals from the FO Connection Box to the ESD
Module input are routed via this module and the ESD electrical Tx
signals to the FO Connection Box are routed via this module. The
module is used to select the shipside connection box in use. If the
system is in operation on the Port Connection box, Port is selected and
the red Pushbutton is lit. An Abnormal ESD will occur if the Starboard
Pushbutton is pressed and vice versa. The Telephone signal selection is
via the FO Connection Box. This unit outputs the control voltage (24V
DC) to select Starboard.

6) Regulation Compliance
The system is designed for ship and/or shore use. The systems comply
with IEC-945 for shipboard equipment, which is more rigorous than
IEC 801 for Shore side equipment. The Equipment is CE-Marked
following generic testing carried out on prototypes and a build file route
to compliance in accordance with UK TSO practice. The equipment
complies with SIGTTO July 1987 recommendations as far as the ESD is
specified.

2. Cable

Two lengths of pre-terminated 6-core armoured fibre optic cable are supplied
with a ship system. These are normally 200m in length, and the final length
must be specified by the shipyard. Both ends are pre-terminated with ST fibre
optic connectors fitted and protected by a hard PVC sheath for connection onto
the control panel at the control room end, and into the connector box at the
manifold end. The cable is a 6-core flexible optic-fibre type. Each core has a
graded index fibre-optic core, with each core of silicon buffer, nylon jacket,
reinforced thread and PVC sheath marked with the core number. The cable is
constructed with a central 8mm tension core of fibre reinforced polyurethane.
The fibre-optic cores are covered with a polyurethane sheath, tape and flexible
Galvanised Steel Wire Braid armoured cover. A black fire retardant EPR/CSP
sheath of 2.2mm thickness is used. The sheath is marked with type and
manufacturers name and date.

1) Ship Side (Fibre-Optic) FO Connection Box
The system utilises 2 shipside connector boxes, one port and one
starboard. Each box measures 1180mm wide x 550mm high x 350mm
deep. The Fibre-Optic shipside connector is found in the middle part of
the box. This is a combined box along with connectors used in the
Electric side of the system. See drawing PJ763-120-1440-1 for layout
and dimensional details. The connector box includes a hinged (vertical)
lockable door and is made entirely from 316 stainless steel. The boxes
are certified to IP66 (DNV certificate no 3170644).
In the event of damage to the Fibre-Optic connector, the tail can be
replaced without the need for specialist skills or tools.

2) Hotline Telephone unit
The Seatechnik Hotphone, Model CTS-HP-3, is a desk Flush Mounted
phone system for use in all applications demanding an immediate highly
reliable communications link for use in a wide range of marine and
industrial environments.
The dial-less version of the CTS-HP-3 is for use with LNG optic-fibre
ship-shore links (OFTSSL) and is fully compatible with the IWATSU
TS3. The Seatechnik Hotphone, CTS-HP-3 can be used with either the
Seatechnik Safetylink OFT-SSL or the Furukawa equivalent.
The dial-less version of the CTS-HP-3 uses two push buttons, Call and
Signal. The Seatechnik Hotphone consists of the telephone body and
handset, an external power supply and an external speaker.
The Seatechnik Hotphone supports the following functionality for a
maximum of 8 interconnected Hotphones :

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

Signal : The terminal Hotphone(s) are signalled by lifting the
handset and pressing the signal button. These actions result in an
audible tremolo sound and a visual indication at the signalled
phones. A two way conversation can commence when the handset
on one of the signalled phones is lifted.
Certain terminals fitted with the electric type Ship shore link,
conform to the Private Line type signalling. This means that the
called hotline telephone rings when the handset is lifted on the
calling telephone and vice versa. The hotline telephone signalling
type can be switched externally by the Electric System
Configuration Module.
The External speaker and CALL SIGNAL Pushbuttons function
only with the Seatechnik CTSHTP3 / Iwatsu type signalling
selected.

3. Loop-Back Connector (Check Plug) - optional

The loop-back connector is used to carry out local functional test of the system.
It allows a full test to be carried out from the electrical telephone and ESD
inputs via the cable, up to the shipside combination connector, mounted in the
connector box, without the need for the vessel to be alongside a jetty.

4. FO Active Test Connector

This is in effect a complete shore system simulator. The Active loop-back
connector is used to carry out a full local functional test of the system and
supersedes the simple passive loop-back connector.
The simple passive loop-back connector can carry out a full test of the ESD
circuits by feeding the ESD Normal or ESD Trip signal which is generated by
the systems Tx circuit back to the Rx circuits by connection of cores 3-4. The
test can be limited on some installations where the Received ESD causes a
transmitted ESD. The same test is limited for the Tel-If as the transmit carriers
are on different bands from receive carriers. Detection circuitry built into the
main system, Tel/if will sense the Tx band carriers. This can indicate problems
with the fibre cores but will not prove the telephone circuits themselves.
The unit comprises an Exd explosion-proof box, which includes a 1.2m length
of optic cable and a 6-way shore-type connector. The Active Test Unit
connector is connected to the FO connector in the ship side box, and the
functional tests are carried out.

The test unit is fitted with three switches :

OFF-NORMAL-ESD : Switching to NORMAL position will
generate a ESD healthy on the ship system. Setting to ESD will
generate an ESD trip.

CH1-4 Selector with LED Test : Switches the handset to the
required channel, or performs an LED test.

ON Hook/ OFF Hook : When OFF Hook is selected, channel
selected on above switch will ring. Communication through the
handset can be accomplished.

A central window gives access to the circuitry and allows the LEDS to
be viewed.

NORMAL.
ESD.
SIGNAL FAULT.
Rx and Tx NORMAL and ABNORMAL status for the channel
selected.
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Battery LOW
Incoming Ring signalling for the for the channel selected

An intrinsically safe handset allows all 3 telephone channels including
hotline to be tested for Tx and Rx signalling and speech paths.
The whole unit allows a full pre-berthing test to be carried out from the
electrical telephone and ESD inputs via the cable, up to the shipside
combination connector, mounted in the connector box, without the need
for the vessel to be along side a jetty.
The unit is powered using rechargeable Lithium ION batteries and can
operate for a minimum of 1 hour.
The unit weight is approximately 14 kg with carrying handles for 1 or 2
persons.

5. Approvals

The system is designed for ship or shore use, and complies with IEC-945 for
shipboard equipment. The equipment complies with SIGTTO July 1987
recommendations. The system is inherently intrinsically safe and has received
ABS approval on the first system delivered by Seatechnik-NFI.

6. PABX/Public Telephones

Two standard type European telephones for 48VDC operation with off-hook
line impedance 600 ohm, on hook line impedance 6000 ohm will be supplied.
Line termination shall be by RJ11 standard type socket outlet
(USA/International). The telephones may be mounted on the console. They will
be connected into the fibre-optic ship-shore link cabinet and switched by
internal circuitry within the fibre-optic ship-shore link cabinet. The System
Selector Module selects the phone routing by use of the selector switch on the
front panel within the SSL cabinet.

4.13.4.4 Pneumatic Systems

Two quick-connect male/female umbilical pneumatic connectors are provided at
main deck level underneath the manifolds for use with the similar systems used
at Ras Laffan and other terminals. These directly trip the loading valves on
pressure loss and are sensed by the Yuken ESD system.

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4.12.5 Mooring Load Monitoring System

Description

The terminals at which the ship berths are fitted with MLM/Mooring Tension
Monitor systems. These include quick release mooring hooks which have load
cells which monitor the mooring line tension accurately.

The analysis of tensions is carried out by a shore-based computer.

In each case, the shore system relays data to the shipboard repeater and displays
graphically the tensions on a screen in the CCR.

1. Monitoring Line Monitoring Vessel Repeater

1) General
Shore based Mooring Line Monitoring Systems (MLMS) are present at
many cargo ports. Mooring data is provided from the MLMS via an
RS232 serial communications port to the Ship-to-Shore Link (SSL).
Some jetties provide a direct serial interface SSL cable, others
multiplex/demultiplex signals onto a telephone channel of a common
carrier. The common carrier may use a cable

SSL or Fibre Optic (FO) SSL.
This software (MLM Vessel Repeater) assumes the serial connection
is established from the local RS232 connection to the remote serial port
at the MLMS, either via a leased line modem and SSL or the jettys
direct serial interface SSL cable. The MLM Vessel Repeater accepts
mooring data from the MLMS and presents it on the Graphical User
Interface (GUI).
MLM Vessel Repeater includes a database of the vessel information, a
table of port specifications as per the SIGTTO data CDROM (March
2000) supplied by Seatechnik and a table to store mooring patterns for
each jetty. The database is customised for each vessel by HME.

2) Computer System Hardware Requirements
The following hardware is a minimum specification for the Workstation
PC.

CPU: 1 GHz Pentium III or Pentium 4
Ram: 256Mb
Hard Disk 100Mb (available space)
Serial Ports: 2 x RS232 (9 pin)
Display: 1024 x 768 Pixels 256 Colour
Operating System: NT4, MS-2000 or Windows XP
Modem Requirements
NEC LSI DATAX 1200 2/4 wire leased line modem

3) Selecting a Jetty
To establish communication with the shore-based MLMS and
commence a vessel mooring monitoring session, a jetty must be
selected from the list of available jetties.

Dock Select Window

2. Load Monitoring Graphics

Note
The graphical images contained in this document are indicative only and the
Delivered Software Graphics may vary.

1) Load Monitoring
The operator interface to the Mooring Line Monitoring System displays
the data in a separate window. The figure below shows a typical screen
layout.
Mooring load monitoring is always active once a jetty has been selected.
The load-bar graphs show the current line loads, without further
operator intervention.

MLM Vessel Repeater Window
2) Load Histograms
The mooring line loads are displayed graphically as histograms. The
histograms are grouped by dolphin and are individually labelled.

Histogram Colour Coding
The histograms change colour according to the status of the hook loads.
The colour scheme is:

Green Line tension is acceptable.
Red Line tension is beyond High or Low alarm point
Grey
Shore side MLMS has flagged illegal data.
These loads are also crossed out with red
Navy
Old data is indicated, after a loss of two data
packets, by navy-blue histograms

Numerical Load Display
The line tension can be viewed numerically on the pedestal. The readout in a
pedestal, below the histograms, can be toggled on and off by left-clicking the
pedestal with the mouse.

Histograms with numerical load readout on and off

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3) Mooring Patterns
A graphical representation of the preferred mooring pattern may be
created, saved edited, recalled or deleted for each jetty. Dragging a line
from a hook to a fairlead position draws a mooring line. Right-clicking
on the fairlead allows a choice of which line to remove. Continue
drawing or deleting lines for each active hook until the mooring pattern
is completed. Once complete the pattern can be saved for this jetty

Creating and Saving a Mooring Pattern

Communications Status
Communication between the Shore Data Monitoring System and the Mooring
Line monitoring system is via the serial port.

Communication Status

The communications status indicator will change from a Red Not Connected to
a Green Connected when a valid data packet is received from the shore-based
system. If the connection to shore is lost the status will return to a red Not
Connected. Data will be marked as bad (grey) or old (navy) depending on the
condition of the last packet received.
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Index of LNG Terminals and Emergency Shutdown Systems and
Ship-Shore Link Systems fitted

Terminal
Name
Country
Import/
Export
ESD-SSL
Electric
ESD-SSL
Fibreoptic
Other MLM
Arun Indonesia Export ITT Cannon Pneumatic Umbilical Strainstall / YEWMAC
Badak Indonesia Export ITT Cannon Pneumatic Umbilical
Earth Bonding
Strainstall / YEWMAC
Bintulu Malaysia Export Miyaki System Furukawa Strainstall / YEWMAC
Bonny Nigeria Export (Pyle National
System Aug
2001)
Sea Technik / NFI Marimatech a/s
Cartagena Spain Import Pyle National Strainstall / YEWMAC
Chita Japan Import Miyaki System Furukawa Pneumatic umbilical Strainstall / YEWMAC
Chita Joint (II) Japan Import Miyaki System Furukawa Pneumatic umbilical Strainstall / YEWMAC
Dahej

India Import Pyle national Furukawa Pneumatic umbilical Strainstall / YEWMAC
Das Island UAE Export Sea Technik / NFI Marimatech a/s via
FO Channel 1
Futtsu Japan Import Miyaki System Furukawa Pneumatic Umbilical Strainstall / YEWMAC
Hatsukaichi Japan Import Miyaki System Furukawa Pneumatic Umbilical Strainstall / YEWMAC
Higashi-
Ohgishima
Japan Import Miyaki System Furukawa Pneumatic Umbilical Strainstall / YEWMAC
Himeji

Japan Import Furukawa Pneumatic Umbilical Strainstall / YEWMAC
Incheon 1 Korea Import Miyaki System Furukawa Strainstall on Inchon
1 by direct Plug
Incheon 2 Korea Import Miyaki System Marimatech a/s via
Radio link on Inchon 2
Kagoshima Japan Import Furukawa Pneumatic
Umbilical
Earth Bonding
Strainstall / YEWMAC
Kawagoe Japan Import Miyaki System Furukawa Pneumatic Umbilical Strainstall / YEWMAC
Lake Charles USA Import Pyle national
Lumut Brunei Export Furukawa Strainstall / YEWMAC
Montoir
Upstream
France Import Pyle National

Terminal
Name
Country
Import/
Export
ESD-SSL
Electric
ESD-SSL
Fibreoptic
Other MLM
Montoir
Downstream
France Import Pyle National Pneumatic Umbilical
Negishi Japan Import Miyaki System Furukawa Pneumatic Umbilical Strainstall
Niigata Japan Import Miyaki System Furukawa Pneumatic Umbilical YEWMAC
Ohgishima Japan Import Miyaki System Furukawa Pneumatic Umbilical Strainstall / YEWMAC
Olta Japan Import Furukawa Pneumatic Umbilical Strainstall / YEWMAC
Pyeongtaek 1 Korea Import Miyaki System Furukawa Pneumatic Umbilical Strainstall / Furukawa
Pyeongtaek 2 Korea Import Miyaki System Furukawa Pneumatic Umbilical
Qalhat Oman Export Pyle National Sea Technik / NFI Marimatech a/s
Data via radio
provided by terminal
Ras Laffan 1 Qatar Export Miyaki System Furukawa Strainstall / YEWMAC
Ras Laffan 2 Qatar Export Miyaki System Furukawa Strainstall / YEWMAC
Senboku 1 Japan Import ITT Cannon Furukawa Pneumatic Umbilical Strainstall / YEWMAC
Senboku 2 Japan Import ITT Cannon Furukawa Pneumatic Umbilical Strainstall / YEWMAC
Sendai Japan Import Miyaki System Furukawa Pneumatic Umbilical Strainstall / YEWMAC
Shimizu Japan Import Miyaki System Furukawa Pneumatic Umbilical Strainstall / YEWMAC
Sodegaura Japan Import Furukawa Pneumatic Umbilical Strainstall / YEWMAC
Yanai Japan Import Furukawa Pneumatic Umbilical Strainstall / YEWMAC

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Illustration 4.13.1a Cargo Tank Relief Valves

Specification
No. of sets: 8
Type: Pilot Operated
Set pressure: 25 kPaG
Closing pressure: 22 kPaG
Required capacity: 22,000 Nm
3
/h
Relieving capacity: 28,260 Nm
3
/h

For manual lifting device
connection Rc1/2
Test gag
Adjust screw
Diaphragm
Check plate
Pilot Valve
Nozzle
Set plate
Diaphragm retainer
For test Connection
RC 1/2
Exhaust tube
Supply
pipe

Illustration 4.13.2b Insulation IBS & IS Relief Valves

Specification
No. of sets: 16
Type: Pilot Operated
Set pressure: 3 kPaG (For IBS), 3.5 kPaG (For IS)
Closing pressure: 1.8 kPaG (For IBS), 2.1 kPaG (For IS)
Required capacity: 228 Nm
3
/h (For IBS), 228 Nm
3
/h (For IS)
Relieving capacity: 420 Nm
3
/h (For IBS), 481 Nm
3
/h (For IS)

For manual lifting device
connection Rc1/2
Test gag
Adjust screw
Diaphragm
Check plate
Diaphragm retainer
Diaphragm
Nozzle
For test Connection
RC 1/2
Pilot Valve
Vent Tube
Supply Pipe
Exhaust Tube

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4.13 Relief Systems

General Description

Each cargo tank is fitted with two pressure/vacuum relief valves as required by
the IGC code. The IBS and IS are each protected by two pressure relief valves
per cargo tank. The valves are manufactured by Fukui Seisakusho Co., Ltd. and
are designed specifically to work on marine based LNG systems.

4.13.1 Cargo Tank Relief Valves

Specification
Manufacturer: Fukui Seisakusho Co., Ltd.
Design Type: Pilot Operated
Type & Size: PSL-MD13-131-LS1(B), 10x12
Number of sets: 8
Number per tank: 2

Setting Value
Set Pressure: 25 kPaG
Reseating Press: 22 kPaG
Required Capacity: 22,000 Nm
3
/h
Relieving Capacity: 28,260 Nm
3
/h
Vacuum Relieving: -1.0 kPaG

The cargo tank relief valves are fitted at the vapour domes of each tank and vent
to their associated vent mast riser. A cargo tank pressure sensing line relays the
pressure directly to the pilot operating valve. In this manner, accurate operation
at the low pressures prevailing inside the tank is assured.

The cargo relief valves are set up initially by the manufacturers 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 manufacturers
instructions for details).

It is extremely important that the vent mast is checked on a regular basis and
drained of any accumulation of water. This is to ensure that the relief valves
operate at their correct settings, which would otherwise be altered if water were
to accumulate in the vent mast and flow into the valve assembly.
4.13.2 IBS & IS Relief Valves

Specification
Design Type: Pilot Operated
Type & Size: PSL-MD12-131-S1(B), 2 X 3
Number of units: 16
Number per tank: Inter Barrier Space: 8
Insulation Space: 8
Setting Value
Set Pressure: 3 kPaG (I.B.S), 3.5 kPaG (I.S)
Reseating Press: 1.8 kPaG (I.B.S), 2.1 kPaG (I.S)
Required Capacity: 228 Nm
3
/h (I.B.S), 228 Nm
3
/h (I.S)
3
/h (I.B.S), 481 Nm
3
/h (I.S)
Relieving Pressure: 0.1049 MPaA (I.B.S)
0.1055 MPaA (I.S)
Vacuum Relieving: -80 kPaG

The IBS and IS are protected by 4 relief valves per cargo tank.

A gas detection line is lead out from below the valves, (one point for the I.B.S
and one point for the I.S per cargo tank) to the gas monitoring system, to give a
constant indication of the atmosphere inside the I.B.S and I.S.

The I.B.S relief valve vapour outlet is led to a separate vent line, which runs up
alongside the associated vent mast. This is to prevent any counter pressure or
back flow from the main vent mast should the cargo tank relief valves lift, or
from the nitrogen snuffing system.

It is extremely important that the vent line is checked on a regular basis and
drained of any accumulation of water. This is to ensure that the relief valves
operate at their correct settings, which would otherwise be altered if water were
to accumulate in the vent mast and flow into the valve assembly.

The I.S relief valves vent directly to deck, via a downward facing tail pipe. It is
not necessary for these to be led to a vent mast as the likelihood of LNG vapour
in the insulation space is very remote.

The I.B.S and I.S 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 manufacturers
instructions for details).
4.14.3 Pipe Relief Valves

Each section of the cargo pipe work, except the vapour line that can be isolated
by two valves, has an overpressure relief valve fitted. The cargo manifold relief
lines, the cargo machinery space relief lines and No.3 & 4 cargo tanks relief lines
are led to No.3 & 4 vapour domes. No.1 & 2 cargo tank relief lines are led to
No.1 & 2 vapour domes.

Specification
Design Type: Conventional
Type & Number of units: REC131-S1(E), 19EA
Type & Number of units : REC131-S1(N), 16EA

Setting Value (Except CN516 on N2 Pressure Header)
Reseating Press: 0.9 MPaG
Relieving pressure: 1.2013 MPaA

Setting Value of CN516
Reseating Press: 0.054 MPaG
Relieving pressure: 0.1673 MPaA

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Illustration 4.13.2a Cargo Tank Relief Valves (REC131-S1(E))

S
S
Test gag
Adj. lock bolt
Lifting fork
Disc
Nozzle
Adj. ring
Adj. screw
lock nut
Adjusting screw
Lever
Shaft
Plug
Plug
lock nut
Cap
Spring
Stud bolt & nut
Guide
Spindle

Illustration 4.13.2b Cargo Tank Relief Valves (REC131-S1(N))

S
S
Test gag
Adj. lock bolt
Cap
Disc
Nozzle
Adj. ring
Adj. screw
lock nut
Adjusting screw
Lever
Plug
Stud bolt & nut
Plug
Lock nut
Spring
Spindle
Guide
Cap nut

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Draft / 2004. 10. 29 Part 5 Cargo Auxiliary and Ballast System
5.1 Temperature Monitoring System....................................................... 5 - 3
5.2 Insulation Space Nitrogen Control System........................................ 5 - 6
5.3 Cofferdam Glycol Heating System.................................................. 5 - 10
5.3.1 Glycol Water Heater.............................................................. 5 - 10
5.3.2 Cofferdam Glycol Heating System....................................... 5 - 12
5.3.3 Hull Ventilation..................................................................... 5 - 14
5.4 Cargo Machinery FW Cooling System............................................ 5 - 16
5.5 Ballast System................................................................................. 5 - 18
5.6 Fire Fighting System........................................................................ 5 - 20
5.6.1 Fire and Deck Wash System................................................. 5 - 20
5.6.2 Water Spray System.............................................................. 5 - 22
5.6.3 Dry Powder System.............................................................. 5 - 26
5.6.4 CO
2
System........................................................................... 5 - 30
5.6.5 Fire Detection System........................................................... 5 - 32

Part 5
Cargo Auxiliary and Ballast System
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Draft / 2004. 10. 29 5 - 1 Part 5 Cargo Auxiliary and Ballast System
Illustration 5.1a Temperature Monitoring System (Secondary Barrier, Trunk Deck and Duct keel)

AFT Bulkhead
STARBOARD PORT
TE
6A
TIAL
CTn01
TE
6B
TE
5B
TIAL
CTn02
TE
5A
TE
4B
TIAL
CTn03
TE
4A
TE
2A
TIAL
CTn05
TE
2B
TE
3B
TIAL
CTn04
TE
3A
TE
10A
TIAL
CTn19
TE
10B
TE
7A
TIAL
CTn16
TE
7B
TE
8A
TIAL
CTn06
TE
8B
TE
9A
TIAL
CTn18
TE
9B TE
1A
TIAL
CTn17
TE
1B
AFT Bulkhead
Duct Keel
STARBOARD PORT
TE
21
TIAL
CTn07
TE
20
TIAL
CTn08
TE
19
TIAL
CTn19
TE
18
TIAL
CTn10
TE
17
TIAL
CTn09
Key
- Temperature sensors in primary space : TE 1A, TE 1B
(1 Ffor service and 1 for spare)
- Temperature sensors on secondary barrier (7 for service 7 for spare) :
TE 2A, TE 2B, TE 3A, TE 3B, TE 4A, TE 4B, TE 5A, TE 5B, TE 6A, TE 6B,
TE 7A, TE 7B, TE 8A, TE 8B
- Temperature in primary barrier : TE 9A, TE 9B, TE 10A, TE 10B
(1 for service and 1 for spare)
Key
- Temperature sensors on double hull (3 in duct keel, 2 in trunk deck) :
TE 17, TE 18, TE 19, TE 20, TE 21

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Illustration 5.1b Temperature Monitoring System (Cofferdam)

Key
Temperature sensors in cofferdam
- TE 7, TE 8, TE 9 (TE10, TE11 Tank 4 Only)
TE
10
TE
7
TE
9
TE
11
AFT Bulkhead
STARBOARD PORT
TE
8
TIAL
CH405
TTAL
CH106
TIAL
CH204
TIAL
CH304
TIAL
CH404
TIAL
CH107
TIAL
CH205
TIAL
CH305
TIAL
CH406
TIAL
CH108
TIAL
CH408
TIAL
CH206
TIAL
CH306
TIAL
CH407
Key
Temperature sensors in cofferdam
- TE 12, TE 13, TE 14 (TE 15, TE 16 Tank 1 Only)
TE
15
TE
12
TE
14
TE
16
FWD Bulkhead
PORT STARBOARD
TE
13
TIAL
CH102
TTAL
CH101
TIAL
CH201
TIAL
CH301
TIAL
CH401
TIAL
CH103
TIAL
CH202
TIAL
CH302
TIAL
CH402
TIAL
CH104
TIAL
CH105
TIAL
CH203
TIAL
CH303
TIAL
CH403

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5.1 Temperature Monitoring System

(See Illustration 5.1a, 5.1b)

Monitoring equipment is provided in the CCR for the secondary insulation
barrier and inner hull temperatures, to give warning in case of failure of
insulation or leakage of the primary insulation barrier.

Each sensor is of the PT100 resistance type. The sensors are installed in the
secondary insulation barriers and alongside the inner hull associated with each
cargo tank. The temperature range of each sensor is: -200 C to +100 C.

The secondary insulation barrier thermocouples (sensors) are installed at 14
points around the space as shown, all 14 of them in pairs.

For the inner hull temperature measurement there are 11 sensors in each tank.
Three(3) is located along the bottom of the tank in the pipe duct and two(2)
sensors is located in the trunk deck. In the cofferdam spaces there are 3
temperature sensors on each of the forward and aft bulkheads.

In the No.1 cofferdam space there is 2 temperature sensors added on forward
bulkhead.

In the No.4 cofferdam space there is 2 temperature sensors added on aft
bulkhead.

The temperature measurements are indicated, for each sensor in service, in the
CCR via the IAS. Recording of these temperatures is also available via the IAS.

The thermocouples for the secondary insulation barrier sensors alarm points are
set at -120 C.

The thermocouples for the inner hull sensors alarm points are set at 0C.

Trend curves from the received data can be plotted via the IAS in the CCR.

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3J LNG AL WOSAIL

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Illustration 5.2a Insulation Space Nitrogen Control System
LIQUID DOME
GAS
LINE IB
S
IS
IS
IB
S
CN403
L G H A
I
N B C D E F J
K
V
M
S
R Q
T
CN430
C
N
4
0
4
C
N
4
2
0
F
M
5
0
4
O
F
CN432 CN431
PI
C
N
4
5
5
C
N
4
5
6
C
N
4
5
7
OP1 PT PI
CN428
PI
CN433
C
N
4
2
2
C
S
4
0
5
C
N
4
2
1
C
N
4
4
6
C
N
4
2
7
C
N
4
3
5
C
N
4
4
5
CN425
AFT
B/W
To Gas
Detector
FWD
B/W
C
N
4
1
5
C
N
4
1
6
C
N
4
0
7
C
N
4
1
7To Gas
Detector
To Gas
Detector
C
N
4
0
9
C
N
4
1
0
C
N
4
0
5
C
N
4
1
1
CN401
C
N
4
5
1
C
N
4
5
2
C
N
4
6
6
C
N
4
5
3
OP1 PT PI
CN426
To Gas
Detector
N
2
P
u
r
g
e
E
x
h
a
u
s
t
fo
r
F
u
e
l G
a
s
L
in
e
From N2 Buffer Tank
in Engine Room
CN514CN515
C
N
4
1
2
C
N
4
1
3
C
N
4
0
6
C
N
4
1
4
CN402
CN436
C
N
4
3
7
C
N
4
4
1
LIQUID DOME
GAS
LINE IB
S
IS
IS
IB
S
CN303
L G H A
I
N B C D E F J
K
V
M
S
R Q
T
C
N
3
1
9
CN330
C
N
3
0
4
C
N
3
2
0
F
M
5
0
3
C
N
3
1
8
C
N
3
0
8
O
F
CN332 CN331
PI
C
N
3
5
5
C
N
3
5
6
C
N
3
5
7
OP1 PT PI
CN328
PI
CN333
C
N
4
2
2
C
N
3
2
1
C
N
3
4
6
C
N
3
2
7
C
N
3
4
5
CN325
AFT
B/W
To Gas
Detector
FWD
B/W
C
N
3
1
5
C
N
3
1
6
C
N
3
0
7
C
N
3
1
7To Gas
Detector
To Gas
Detector
C
N
3
0
9
C
N
3
1
0
C
N
3
0
5
C
N
3
1
1
CN301
C
N
3
5
1
C
N
3
5
2
C
N
3
6
6
C
N
3
5
3
OP1 PT PI
CN326
To Gas
Detector
C
N
3
1
2
C
N
3
1
3
C
N
3
0
6
C
N
3
1
4
CN302
CN336
C
N
3
3
7
LIQUID DOME
GAS
LINE IB
S
IS
IS
IB
S
L G H A
I
N B C D E F J
K
V
M
S
R Q
T
C
N
2
1
9
CN230
C
N
2
2
0
F
M
5
0
2
C
N
2
1
8
C
N
2
0
8
O
F
CN232 CN231
PI
C
N
2
5
5
C
N
2
5
6
C
N
2
5
7
OP1 PT PI
CN228
PI
CN233
C
N
2
2
2
C
N
2
2
1
C
N
2
4
6
C
N
2
2
7
C
N
2
4
5
CN225
AFT
B/W
To Gas
Detector
FWD
B/W
C
N
2
1
5
C
N
2
1
6
C
N
2
0
7
C
N
2
1
7To Gas
Detector
To Gas
Detector
C
N
2
0
9
C
N
2
1
0
C
N
2
0
5
C
N
2
1
1
CN201
C
N
2
5
1
C
N
2
5
2
C
N
2
6
6
C
N
2
5
3
OP1 PT PI
CN226
To Gas
Detector
C
N
2
1
2
C
N
2
1
3
C
N
2
0
6
C
N
2
1
4
CN202
CN236
C
N
2
3
7
LIQUID DOME
GAS
LINE IB
S
IS
IS
IB
S
CN103
L G H A
I
N B C D E F J
K
V
M
S
R Q
T
C
N
1
1
9
CN130
C
N
1
0
4
C
N
1
2
0
F
M
5
0
1
C
N
1
1
8
C
N
1
0
8
O
F
CN132 CN131
PI
C
N
1
5
5
C
N
1
5
6
C
N
1
5
7
OP1 PT PI
CN128
PI
CN133
C
N
1
2
2
C
N
1
2
1
C
N
1
4
6
C
N
1
2
7
CN125
AFT
B/W
To Gas
Detector
FWD
B/W
C
N
1
1
5
C
N
1
1
6
C
N
1
0
7
C
N
1
1
7To Gas
Detector
To Gas
Detector
C
N
1
0
9
C
N
1
1
0
C
N
1
0
5
C
N
1
1
1
CN101
C
N
1
5
1
C
N
1
5
2
C
N
1
6
6
C
N
1
5
3
OP1 PT PI
CN126
To Gas
Detector
C
N
1
1
2
C
N
1
1
3
C
N
1
0
6
C
N
1
1
4
CN102
CN136
C
N
1
3
7
No.4 Tank No.3 Tank No.2 Tank No.1 Tank
C
N
3
3
5
C
N
5
0
5
C
N
5
0
4
C
N
5
0
2
C
N
5
0
3
C
N
5
0
1
M
a
n
ifo
ld
(P
O
R
T
A
F
T
)
(N
e
a
r D
e
c
k
S
to
re
)
M
a
n
ifo
ld
(P
O
R
T
F
W
D
)
M
a
n
ifo
ld
(S
T
B
D
A
F
T
)
M
a
n
ifo
ld
(S
T
B
D
F
W
D
)
C
N
5
0
6
C
N
9
0
2
C
N
4
1
9
C
N
4
1
8
C
N
4
0
8
F
M
0
0
8
VF
C
N
5
1
0
C
N
5
1
2
C
N
5
0
9
C
N
5
1
3
FM007
VF
C
N
5
1
1
PI
C
N
5
5
2
PI
C
N
5
5
1
CN516
Sett.
60kPa
CN901
LDC
LDC
LDC
LDC
M
M
M
M
Bulkhead Sealing Shaft Sealing
Motor Room Cargo Machinery Room
Insulation Space Pressurization Header
Purging & Sealing Header
C
N
4
3
8
L
.O
Oil Demister
Insulation Space
Gas Sampling Line
N2 Main Line
Key
C
N
1
3
5
C
N
1
4
5
C
N
2
0
4
C
N
2
3
5
CN203
To Spray Line
C
S
3
0
5
To Spray Line
C
S
2
0
5
To Spray Line
C
S
1
0
5
To Spray Line
F
To N2 Vent Mast
To Gas Detector
M
K
H
G
A
B
C
D
E
F
J
L
I
V
IBS In Tank IS IS Cofferdam
W
AFT IS
Bilge Well (C)
FWD IS
Bilge Well (C)
I.B.S. and I.S. Piping
Arrangement on Liquid Dome
Arrangement on Gas Line
ABCDEF = N2 distribution of nitrogen at I.B.S. bottom and stripping
JL of the leaked cargo in I.B.S. (Bottom AFT part)
G = Portable liquid level measuring (Bubbling type)
and portable gas sampling for I.B.S. (Low point)
H = N2 distribution at I.B.S. top and portable
gas sampling (High point)
I = Safety valve connection for I.B.S.
V = N2 distribution in I.S. (Bottom through cofferdam AFT)
with portable liquid level gauge (Bubbling type) & manual sounding (AFT)
and portable gas sampling for I.S. (Low Point-AFT)
W = Portable liquid level gauge (Bubbling type) & manual sounding (FWD)
and portable gas sampling for I.S. (Low Point-FWD)
K = Safety valve connection for I.S.
M = I.S. safety valve pilot
portable gas sampling for I.S. (High Point)
I.B.S. = Interbarrier space
I.S. = Insulation space
N = I.B.S. safety valve pilot
To Gas Detector
To N2 Vent Mast
R
Q
To Gas Detector
T
S
Q = N2 exhaust, safety vent, and gas detection
and portable gas sampling for I.B.S.
R = Pressure sensor connection to controller
and indicator for I.B.S.
S = Exhaust, safety vent, and gas detection
and portable gas sampling for I.S.
T = Pressure sensor connection to controller
and indicator for I.S.

3J LNG AL WOSAIL

1
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5.2 Insulation Space Nitrogen Control System

General
Nitrogen is produced by nitrogen generators and stored in a pressurised buffer
tank in the E/R. It is supplied to the cargo side pressurisation headers through
make-up regulating valves. It is also used for purging gas in the fuel gas line in
the E/R.

From the headers, branches are led to the insulated spaces of each tank. Excess
nitrogen is vented through exhaust pressure control valves of each tank vent mast
from the I.B.S and I.S.

Both I.B.S and I.S of each cargo tank are provided with pressure relief valves
which open at a pressure, sensed in each space, of 3.0 kPa for the I.B.S and 3.5
kPa for I.S.

In normal operation, the inter-barrier space and insulation space shall be purged
with nitrogen in relation with atmospheric pressure variation and cooling or
warming of the spaces during loading or unloading. The inter-barrier space
should be continuously purged with nitrogen if gas is detected through a micro-
leakage of the membrane.

If a gas detector shows a gas concentration above 30% of volume in one (1)
inter-barrier space through a micro-leakage of the welded parts of a membrane,
this gas concentration should be reduced by continuous nitrogen purging using
the by-pass to the pressure control valve on the nitrogen supply line of this space
in accordance with the recommendation from GTT.

The nitrogen is provided as a dry and inert medium for the following purposes:

To prevent formation of a flammable mixture in the event of an
LNG leak.
To permit easy detection of an LNG leak through a barrier.
To prevent corrosion.

1. Insulated Spaces

There are two (2) different spaces located between the primary barrier and the
inner hull.

- The inter barrier space (I.B.S) between the primary and secondary barrier.
- The insulation space (I.S) between the secondary barrier and the inner hull.

These two (2) spaces shall be maintained under a dry and inert atmosphere using
nitrogen gas. The pressure in these spaces shall be regulated at a pressure slightly
above atmospheric pressure in order to prevent any air ingress.

For the inter barrier space (I.B.S) the pressure shall be maintained between 0.5
kPa and 1.0 kPa above atmospheric pressure.

For the insulation space (I.S) the pressure shall be maintained between 1.0 kPa
and 1.5 kPa above atmospheric pressure.

The barrier space header control valve CN511 reacts to the demand on the
system and maintains the header pressure at 0.5 MPa. A flowmeter upstream of
CN511 gives an indication on the IAS of the current demand on the nitrogen
system.

High/Low and differential pressure alarms are fitted to the pressure control
systems for each primary and secondary insulation space.

2. Insulated Space Pressure Control

1) Nitrogen Supply System
Two (2) make-up control valves for each tank, one (1) for each inter barrier
and insulation space, shall automatically maintain a minimum pressure for
each space. A by-pass valve shall be provided to each make-up valve.

The control valves shall be designed for the normal make-up flow rate to the
inter barrier and insulation spaces as well as for the make-up flow rate
required for cargo tank loading and cooling down operation.

Audible and visual alarms which are duplicated in the wheel house and the
IAS and are activated in case of insufficient pressure in the pressurized
insulated spaces, shall be provided

2) Venting system
The venting system shall be consist of two (2) vent control valves for each
cargo tank, one (1) for each inter barrier and insulation space and a by-pass
valve shall be arranged for each space. Valve operation shall be indicated in
the IAS. Each vent control valve shall be dimensioned to handle the
maximum nitrogen flow rate.

3. Nitrogen Barrier Space Header and I.B.S / I.S Alarms

I.B.S pressure
(High press. alarm: 2.5 kPa, Low press. alarm: 0.3 kPa)

I.S pressure
(High press. alarm: 1.3 kPa, Low press. alarm: 0.2 kPa)

Differential pressure between I.B.S and I.S.
(Very low press. alarm: 0.0 kPa)

Nitrogen main line pressure
(High press. alarm: 0.5 MPa, Low press. alarm: 0.1 MPa)

The compartment for the cargo tank liquid dome shall be maintained inerted. The
O
2
content shall not exceed 5 % by volume.
Nitrogen shall be used for inerting; O
2
content and CH
4
concentration shall be
checked at regular intervals.

4. Barrier Space Pressure Control

IAS controls N
2
header pressure, IBS (Inter Barrier Space) N
2
pressure and IS
(Insulation Space) N
2
pressure by PID controllers (Fig 1 Barrier Space
Pressurisation Control).

1) N
2
header pressure control
The IAS controls N
2
header press via a PID controller.

2) IBS (Inter Barrier Space) N
2
press control
The IAS controls each cargo tank IBS N
2
pressure via two PID controllers;
one is for the IBS N
2
supply valve control, and the other is for the IBS N
2

exhaust valve control.
The two PID controllers use the same PV (cargo tank inter barrier space N
2

pressure), but the PID controllers are separate from each other.

3) IS / IBS N
2
differential pressure control
The IAS controls each cargo tank IS/IBS N
2
pressure via two PID
controllers; one is for the IBS N
2
supply valve control, and the other is for the
IBS N
2
exhaust valve control.
Two PID controllers use the same PV (cargo tank inter-barrier space N
2

pressure), but the PID controllers are separate from each other.

4) IS/IBS N
2
differential pressure monitoring
The IAS calculates each cargo tank IS/IBS N
2
differential pressure by
comparing the IS N
2
pressure and IBS N
2
pressure.

3J LNG AL WOSAIL

1
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Fig. 1 Barrier Space N2 Pressurisation Control

LIQUID
DOME I
B
S
I
S
I
B
S
I
S
TO OTHER
CARGO TANK
TO VENT MAST
N2 EXH. LINE
N2 SUPP. LINE
N2 HEADER
N2
BUFFER TANK
IBS SUPP.
V/V
IS SUPP.
V/V
IBS EXH.
V/V
IS EXH.
V/V
IS/IBS
DIFF.
PRESS
N2 HEADER
CONTROL
IAS
PID PID
[REVERSE]
PV
<CT004>
<CT005> <CT041>
GAS
LINE
IBS N2 SUPPLY
CONTROL
[REVERSE]
PV
<CTn51S>
<CTn54>
SP
(SPHILM:1.15)
n = 1~4
HIGH/LOW
LIMIT
PID
IBS N2 EXHAUST
CONTROL
[DIRECT]
<CTn51E>
<CTn55> <CTn51I> <CTn56I>
SP
(SPHILM:1.15)
HIGH/LOW
LIMIT
PV
PID
IS N2 SUPPLY
CONTROL
[REVERSE]
PV
<CTn56S>
<CTn58>
SP
(SPHILM:0.8)
HIGH/LOW
LIMIT
PID
IS N2 EXHAUST
CONTROL
[DIRECT]
<CTn56E>
<CTn59> <CTn58> <CTn59>
SP
(SPHILM:0.8)
HIGH/LOW
LIMIT
CTn52
x - y
x y
IS/IBS
DIFF.
PRESS
PV
PT
PT PT PT DPT
3J LNG AL WOSAIL

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Blank Page

3J LNG AL WOSAIL

1
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Illustration 5.3.1a Glycol Water Heater

Main Line
Key
Stand-by Line
Air Line
F.W Line
Top of Electric Motor Room
F
r
o
m

C
o
m
p
.

A
i
r
F
r
o
m

F
r
e
s
h

W
a
t
e
r
P
n
e
u
m
a
t
i
c

P
u
m
p
(
2

m
3
/
h

x

1
0

M
T
H
)
WG542F
Glycol Water
Expansion Tank
(1 m3)
Mixing Tank
(0.2 m3, 750L)
G
H
6
3
3
F
GH638F
L.O
No. 1 Glycol Water
Circulating Pump
(30 m3/h x 30 MWC)
[Electric Motor Room]
Glycol Reservoir
(4.5 m3)
G
H
6
3
4
F
To be Located in Safe Area
Flame Screen
G
H
6
3
6
F
G
H
6
3
2
F GH635F
GH612F GH611F
GH609F
GH610F
GH608F GH602F
Air Separator
Air Separator
G
H
6
1
5
F
G
H
6
1
4
F
G
H
6
1
3
F
G
H
6
1
6
F
AR551F
G
H
6
3
7
F
G
H
6
3
1
F
GH606F
N-1
N-6
N-2
GH604F
Sett.
0.6 MPa
Sett.
0.6 MPa
GH701F
GH601F
No. 2 Glycol Water
Circulating Pump
(30 m3/h x 30 MWC)
GH628F GH627F
GH625F
GH626F
GH624F GH618F
GH622F
N-1
N-6
N-2
GH620F
GH702F
G
H
6
3
9
F
S
i
g
h
t

G
l
a
s
s
GH617F
S
t
e
a
m
I
n
l
e
t
Condensate
S
t
e
a
m
I
n
l
e
t
Condensate
No.2 Glycol
Water Heater
No.1 Glycol
Water Heater
A1 A2 R2 R1

3J LNG AL WOSAIL

1
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5.3 Cofferdam Glycol Heating System

5.3.1 Glycol Water Heater

The glycol water heating system is located in the electric motor room. The
system heats glycol water which is pumped around the cofferdam system to
maintain the temperature inside those spaces, when loaded, at approximately
+5C.

The main and stand-by heating coils are served by main and stand-by steam
heaters.

The system comprises:

2 x glycol water centrifugal circulating pumps rated at
30m
3
/h x 30 MTH.
2 x steam heaters rated at 223,476kcal/h with high and low
steam demand regulating valves.
1 glycol expansion tank of 1000 litre.
1 glycol reserve tank of 4500 litre.
1 glycol mixing tank of 200 litre.
1 pneumatic operated expansion tank topping up pump rated
at 2.0m
3
/h x 10 MTH.

There are two (2) steam heaters to heat the glycol water with service steam at
0.8 MPa. The steam flow is controlled by manipulating the steam flow control
valve in accordance with the measured outlet temperature. Also, the inlet
temperature to the cofferdam and liquid dome is controlled by manipulating a
3-way temperature control valve.

1. Filling Procedure

The capacity of the system is 6.42 m
3
of 45% by volume glycol water mixture.
An initial fill of the glycol reservoir is sufficient for the whole system. If glycol
is supplied already mixed then steps 2) and 3) can be omitted. If stronger glycol
or neat glycol is supplied, follow steps 2) and 3) to correctly mix 45% glycol
water.

1) With valve GH636F closed, fill the glycol reservoir from drums using a
pneumatic portable pump.

2) Ensure that the valves GH633F, GH634F and GH637F at the mixing
tank are closed.

3) Calculate the proportion of strong glycol required which, with water
added, produces 200 litres of 45% glycol. Open valve GH636F and run
down strong glycol to this level as observed on the gauge glass. Close
this valve and add water to the 200 litre mark by opening valve
WG542F.

4) Ensure the outlet valve GH632F is closed, then transfer the 200 litres of
glycol water into the glycol water expansion tank using the pneumatic
transfer pump.

5) Repeat until the glycol water expansion tank is full and repeat steps
1) ~ 4) whenever the glycol water expansion tank level falls low.

6) Open all the test valves/vents in the starboard passageway to both main
and stand-by cofferdam heating systems.

7) Close valves GH617F, GH628F to the stand-by coils and fill the main
system via valves GH601F and GH612F until glycol water just starts to
issue from the test valves. The No.1 glycol water circulating pump or
No.2 glycol water circulating pump can be used. Close each test valve
in turn.

8) Check that glycol water is flowing at the flow sight glasses in each
branch to the cofferdams. Force a flow through any stagnant branches
by closing off return valves to the other branches as necessary.

9) Open the vent valves on No.1 and 2 glycol water heaters to vent air
from the system. Continue until no more air is vented.

10) Close valves GH601F, GH612F to the main coils and fill the stand-by
system via GH617F and GH628F until glycol water just starts to issue
from the test valves. No.1 or 2 glycol water circulating pump can be
used. Close each test valve in turn.

11) Check that glycol water is flowing at the flow sight glasses in each
branch to the cofferdams. Force a flow through any stagnant branches
by closing off return valves to the other branches as necessary.

from the system. Continue until no more air is vented.

13) Set the system ready for operation by closing stand-by valves GH617F
and GH628F and opening the main valves GH601F and GH612F.

14) Set No.1 glycol water circulating pump to stand-by.
2. Topping up Procedure

If the level falls in the glycol water expansion tank, it must be replenished by
45% glycol water mixture.

1) Ensure that valves GH634F and GH637F at the mixing tank are closed.

2) Calculate the proportion of strong glycol required which, with water
added, produces 200 litres of 45% glycol.

3) Open valve GH636F and run down strong glycol to this level as
observed on the gauge glass. Close this valve and add water to the 200
litre mark by opening valve WG542F.

4) Ensure the outlet valve GH632F is closed, than transfer the 200 litres of
glycol water into the glycol water expansion tank using the pneumatic
transfer pump.

5) Repeat until the glycol water expansion tank is full and repeat steps
1) ~ 4) whenever the glycol water expansion tank level falls low.

from the system.

3J LNG AL WOSAIL

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Illustration 5.3.2a Cofferdam Glycol Heating System

No.5 Cofferdam No.4 Cofferdam No.3 Cofferdam No.2 Cofferdam No.1 Cofferdam
Electric Motor Room
See Illustration 5.3.1a
A1 A2 R2 R1
No.2 Return (Stand-by)
No.2 Supply (Stand-by)
No.1 Supply (Main)
No.1 Return (Main)
Key
Main Line
Stand-by Line
G
H
5
2
1
F
GH513F
GH512F
GH514F
G
H
7
0
4
F
G
H
5
1
8
F
G
H
5
1
1
F
G
H
5
2
0
F
G
H
5
1
7
F
PF 1/2" Temp. Boss
PF 3/8" Press. Boss
No.1 Cargo
Tank
No.2 Cargo
Tank
No.3 Cargo
Tank
No.4 Cargo
Tank
G
H
5
1
6
F
G
H
5
0
5
F
G
H
5
0
1
F
Air Eliminator
G
H
5
0
2
F
G
H
5
0
7
F
G
H
5
0
3
F
G
H
5
0
6
F
G
H
5
0
4
F
G
H
5
0
8
F
G
H
5
3
4
F
GH527F
GH528F
Expansion Loop
as Necessary
G
H
7
0
5
F
G
H
7
0
6
F
G
H
5
3
2
F
G
H
5
2
3
F
G
H
5
2
5
F
G
H
5
3
3
F
G
H
5
3
1
F
G
H
5
3
0
F
G
H
5
2
9
F
G
H
5
4
6
F
GH539F
GH540F G
H
7
0
7
F
G
H
7
0
8
F
G
H
5
4
4
F
G
H
5
3
5
F
G
H
5
3
7
F
G
H
5
4
5
F
G
H
5
4
3
F
G
H
5
4
2
F
G
H
5
4
1
F
G
H
5
5
8
F
GH551F
GH552F G
H
7
0
9
F
G
H
7
1
0
F
G
H
5
5
6
F
G
H
5
4
7
F
G
H
5
4
9
F
G
H
5
5
7
F
G
H
5
5
5
F
G
H
5
5
4
F
G
H
5
5
3
F
G
H
5
7
0
F
GH563F
GH564F G
H
7
1
1
F
G
H
7
1
2
F
G
H
5
6
8
F
G
H
5
5
9
F
G
H
5
6
1
F
G
H
5
6
9
F
G
H
5
6
7
F
G
H
5
6
6
F
G
H
5
6
5
F
G
H
5
1
5
F
G
H
7
0
3
F
G
H
5
0
9
F
GH510F
Angle Valve
with Blind Flange
GH526F GH524F GH538F GH536F GH550F GH548F GH562F GH560F
Drain 1/2"
Low Point

3J LNG AL WOSAIL

1
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5.3.2 Cofferdam Glycol Heating System

Description
The purpose of this system is to ensure that the cofferdam temperature is kept at
all times at 5C or above, when the cargo tanks are in a cold condition. Each
cofferdam can be heated by two independent systems; one in service, with the
other on stand-by.

The maximum heating condition is determined by the following extreme
operating conditions:

LNG against the secondary barrier : -163 C
External air temperature : -18 C with 5 Knots winds
Sea water temperature : 0 C

The requirements for the individual cofferdams are as follows:

No.1 Cofferdam 48,604 kcal/h with a heating coil length of 360 m

Any failure of the cofferdam heating system with cargo on board must be treated
as serious and repairs must be effected immediately.

Any accumulation of water in the cofferdam areas can be pumped out using the
bilge eductor located in the engine room.

Special valves (Auto Balancing Valve, see Illustration 5.3.2b) combined with
ball valve and flow regulator function shall be provided on each inlet line of the
cofferdams as follows:

Cofferdams :
- No.1 Cofferdam : GH703F, GH704F

The above valves shall be set based on the most severe condition in the winter
season and LNG on the primary barrier.

Note
In an emergency case with LNG on secondary barrier, the flow cartridge with
spring should be removed from the dynamic auto balancing valve body to
increase the flow rate of glycol water to the maximum.

1. Control of the Heating Coils

There are five (5) temperature controllers in the IAS to manipulate the 3-way
type pneumatic control valves in accordance with the measured temperature at
the cofferdam and liquid dome. Each controller has main and stand-by
temperature control valves.

The purpose of this system is to ensure that the cofferdam temperature is kept at
all times at 5 C or above, when the cargo tanks are in a cold condition. Each
cofferdam can be heated by two independent systems; one in service, with the
other on stand-by.
The five (5) PID controllers are provided to ensure that the cofferdam
temperature is kept constant. According to the measured temperature, each PID
controller manipulates either the main or stand-by 3-way control valve,
depending on which coil is in service. The main or stand-by service selection is
done from the schematic display or point detail display in the IAS.

2. Steam Heater Outlet Temperature Control

The IAS provides one (1) controller to control the heater outlet at the required
temperature. The controller is used to control the heater outlet temperature by
manipulating two (2) steam flow control valves.
If the glycol temperature from the heater outlet increases to 90 C, the IAS fully
closes the large and small steam flow control valves automatically and generates
an abnormal alarm.
3. Dynamic Auto Balancing Valve

Operation
The Dynamic Auto Balancing Valve is supplied for a specific GPM flow rate
and is equipped with a spring loaded piston to maintain that flow rate.

Illustration 5.3.2b Dynamic Auto Balancing Valve

71
96
218
173
290

3J LNG AL WOSAIL

1
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Illustration 5.3.3a Hull Ventilation

C
o
f
f
e
r
d
a
m
C
o
f
f
e
r
d
a
m
C
o
f
f
e
r
d
a
m
C
o
f
f
e
r
d
a
m
Passage Way
Passage Way
C
o
f
f
e
r
d
a
m
Cargo Manifold (S)
Cargo Manifold (P)
Dry Air Supply
From IGG System
in Engine Room
To Cargo
Vapour Line
Em'cy Vent Line
Flex. Hose Conn. for
Dry Air Supply
To Cofferdam (P-only)
Conn. for
portable Fan (P-only)
G
I7
0
3
Spool
Piece
Dry Air Supply
To Passage Way (AFT-P&S)
Dry Air Supply
To Passage-way (FWD-P&S)
Pipe Duct
Nat. Supp. Vent
Passage Way
Nat. Supp. Vent
Passage Way
Nat. Supp. Vent
Passage Way
Nat. Supp. Vent
Passage Way
Nat. Supp. Vent
Passage Way
Mech. Exh. Fan
Passage Way
Mech. Exh. Fan
H
H
M/H
H
M/H M/H
To be installing portable
fan on manhole for trunk space
(AFT side - P&S)
To be Installing Portable fan on injured person's
Manhole for Cofferdam (STBD only)
Manhole cover for Cofferdam
to be opened when gas freeing. ({ & S)
M/H M/H M/H
M/H
M/H
M/H
M/H M/H
Manhole cover for trunk
to be opened when gas
freeing (FWD side - P & S)
M/H M/H
M/H
M/H
M/H
M/H M/H
M/H M/H
M/H
M/H
M/H
M/H
M/H
M/H
M/H
M/H
Passage Way
Mech. Exh. Fan
Portable gas freeing fan
on dry air pipe for cofferdam (PORT)
on manhole for trunk (AFT - P&S)
on Manhole for C/D Manhole cover for C/D to be
opened when gas freeing (P&S)
Manhole cover for
trun to be opened
when gas freeing
(FWD - P&S)
Typical Section for Gas Freeing & Dry Air Supply
(Trans. C/D, Trunk Spade)

3J LNG AL WOSAIL

1
st
5.3.3 Hull Ventilation

The ballast tanks 1 to 4, the cofferdams, trunk space and areas surrounding the
liquid domes are inspected on a regular basis in order to check for cold spots,
condition of the paint work and general inspection of piping, fittings and valves.
In general it should be expected to inspect one cofferdam area per month.

The compartments to be entered must first be ventilated. The ship is fitted with a
mechanical exhaust fan for the pipe duct which is situated on the aft pipe duct
trunk top. Above the forward pipe duct trunk top is a natural supply ventilator
which must be opened before starting the exhaust fan.

When it is judged that the atmosphere inside the cofferdams is safe, entry can be
made. The entry personnel must take with them a personal O
2
meter. The
portable detector head should be lowered down to each level as they proceed.

Note
If it has been found that the nitrogen consumption has increased beyond
normally acceptable levels, then added precautions should be observed before
entering the cofferdam spaces.

Each cofferdam is fitted with a manhole cover located on the starboard side,
which may be removed and a portable gas freeing fan fitted to which is attached
a flexible ducting. This is also the location that any injured person can be
removed from the cofferdam space.

The port and starboard side of each cofferdam is provided with access manholes
for exhaust of air.

There are two (2) portable supply fans for the cofferdam spaces which give a
total air volume flow of 5,000 m
3
/h.

The passageway areas, port and starboard, are equipped with a mechanical
exhaust fan located midships, and two natural supply ventilators forward and aft.

The trunk deck areas have four manhole covers, two forward and two aft. The aft
manholes are used to fit a portable supply fan for gas freeing, with the forward
manholes being removed for exhausting during gas freeing.

3J LNG AL WOSAIL

1
st
Illustration 5.4a Auxiliary Fresh Water Cooling System

Drain Cooler
(50 m3/h)
LO Cooler
for No.1 HDC
Vent(A)
WF501F
WF512F
WF519
The vent to be connected
at the highest point on the
cooling return line
Drain(B)
7-I
7-II
Cargo Machinery Room
WF502F
Motor Room
LO Cooler
for No.2 HDC
WF511F
WF514F
WF513F
LO Cooler
for No.1 LDC
WF516F
8
0
8
0
8
0
8
0
1
0
0
1
0
0
6
5
6
5
WF515F
LO Cooler
for No.2 LDC
P
-
w
a
y
W
e
a
t
h
e
r

P
a
r
t
WF518F
WF517F
From E/R
Fresh Water Line
Key
125
125
40
40
40
40
40
40
40
40
S
U
S

3
0
4

S
C
H
I
O
S
3J LNG AL WOSAIL

1
st
5.4 Cargo Machinery FW Cooling System

1. General

The cargo machinery cooling fresh water system is provided by two Cargo
Machinery fresh water cooling pumps located in the engine room. The Cargo
Machinery fresh water system is cooled by the Central Cooling system in the
engine room..

Specification

Cargo Machinery Cooling FW Pump
Type: Vertical, centrifugal, electric motor driven
Number of sets: 2
Rated output: 80 m
3
/h X 40 MTH

Each pump can be started locally or remotely. For the remote control of each
pump, the pump control position should be set to remote on the motor starter
panel. Also, if the control position is not in remote position, the stand-by logic
cannot be activated on the IAS. If the following conditions are met, the IAS
activates the stand-by logic control function:

Control position of each pump is set to Remote.
The stand-by control mode is set to AUTO on the schematic display.

The FW cooling system is used to serve the following equipment

HD compressor LO coolers and air cooler of electric motor.
LD compressor LO coolers.
Cargo compressor room steam drain cooler.

2. Operating Procedures

One auxiliary cooling FW pump is normally required to meet the system cooling
capacity.

1) Open the inlet and outlet valves on both Cargo Machinery cooling FW
pumps.

2) Open the valves on the respective system to be cooled i.e. HD compressor
LO cooler and motor air cooler, LD compressor LO cooler, and steam
drain cooler. Check for leaks.

3) Select one of the Cargo Machinery cooling FW pumps on local control
and start the pump. Check that the system pressures are normal.

4) Select the other pump on stand-by.

5) Stop the running pump and ensure that the stand-by pump cuts in.

6) Return the pumps to their original running condition of one pump running
and the other on stand-by.
3J LNG AL WOSAIL

1
st
Illustration 5.5a Ballast System

N
o
.
4

W
.
B
.

T
K
(
P
)
N
o
.
3

W
.
B
.

T
K
(
P
)
N
o
.
2

W
.
B
.

T
K
(
P
)
N
o
.
1

W
.
B
.

T
K
(
P
)
F
W
D

D
e
e
p

W
.
B
.

T
K
(
P
)
F.P. TK
B.T. RM
F
W
D

D
e
e
p

W
.
B
.

T
K
(
S
)
N
o
.
4

W
.
B
.

T
K
(
S
)
N
o
.
3

W
.
B
.

T
K
(
S
)
N
o
.
2

W
.
B
.

T
K
(
S
)
N
o
.
1

W
.
B
.

T
K
(
S
)
E
/R
W
.B
. T
K
(S
)
A.P. TK
B
A
0
2
6
F
T
o

M
/
C

f
o
r
B
a
c
k

F
l
u
s
i
n
g
T
o

I
G
G
B
i
l
g
e
O
v
e
r
b
o
a
r
d
From Inert Gas Line
No.1 Ballast
Strip. Eductor
(
1
0
K
)
B
.
W
.
L
In Bosun Store
Manual Hyd.
Transmitter
BA524F
S
.
W
.

M
a
in

in

E
n
g
in
e

R
o
o
m
(
1
0
K
)
No. 1
Ballast Main
Ballast Main
Pipe Duct
B
.
W
.
L
B
A
0
2
5
F
*
MARKED VALVES SHALL HAVE THE FUNCTIONS OF THROTTLING
AND FULL POSITIONING
Inside Tar
Epoxy
Sea Water Line
Key
BA014F
BA015F
BA007F
BA033F
BA011F
BA023F
BA024F BA041F BA009F
BA012F
BA013F
BA010F
B
A
0
0
8
F
B
A
0
0
1
F
B
A
0
1
6
F
BA034F
L.C
Spool
Piece
B
A
0
2
7
F
B
A
0
2
9
F
BA021F
B
A
0
1
7
F
B
A
0
3
2
F
BA028F
E
/R
W
.B
. T
K
(P
)
Inside Tar
Epoxy
B
A
0
3
1
F
BA523F
No. 3
Ballast Pump
(3,000 m3 x 3.0k)
BA006F BA002F
BA003F
No. 2
B
A
5
2
0
F
B
A
5
1
8
F
B
A
5
1
6
F
B
A
5
1
4
F
B
A
5
1
2
F
B
A
5
1
0
F
B
A
5
0
8
F
B
A
5
0
6
F
B
A
5
0
4
F
B
A
5
0
3
F
BA502F
B
A
5
0
5
F
B
A
5
2
1
F
B
A
5
1
9
F
B
A
5
1
7
F
B
A
5
1
5
F
B
A
5
1
3
F
B
A
5
1
1
F
B
A
5
0
9
F
B
A
5
0
7
F
B
A
5
2
2
F
BA501F
B
B
BA020F
A
A
No.2 Ballast
Strip. Eductor
B
A
0
3
6
F
BA035F
B
A
0
3
0
F

3J LNG AL WOSAIL

1
st
5.5 Ballast System

General

The ballast spaces beneath and around the outboard side of the cargo tanks are
utilised as ballast tanks to optimise draft, trim and heel during the various load
conditions of the vessel.

Ballast will be carried during the return passage to the loading port, when only
sufficient gas is carried to maintain the tanks and their insulation at cryogenic
temperatures.

The ballast spaces are divided into 8 tanks, that is port and starboard under each
of the 4 cargo tanks. In addition, the fore peak water ballast tank deep ballast
tank (port and starboard) and aft peak tank are also used to carry ballast when
required. There are also two small ballast tanks in the engine room, which are
used to give fine list control This gives a total ballast capacity of 57,341m
3
,
approximately 58,775 tonnes when filled with sea water. Three, 3,000m
3
/h,
vertical centrifugal pumps are fitted, which enable the total ballast capacity to be
discharged or loaded in approximately 12 hours for ballasting or deballasting.
During cargo loading and unloading two(2) sets of the ballast pumps shall be
used and during ballast water exchange, three(3) sets of the ballast pumps shall
be used. The pumps are driven by electric motors and are located on the engine
room floor, starboard side forward.

The 600mm fore and aft ballast main runs through the pipe duct with tank valves
mounted on tank bulkheads. This is connected to the stripping eductors.

The ballast pumps fill and empty the tanks via the port and starboard side
600mm main.

Each ballast tank from No.1 W.B.tank(P&S) to No.4 W.B.tank(P&S) is provided
with one(1) main suction(450A) and one(1) stripping suction(150A). They are
located at after part of each tanks.

Two eductors are fitted for stripping and final educting of the tanks, one port
(No.1) and one starboard (No.2), with their own respective discharge valves.
The driving water for No.1 ballast stripping eductor is from No.1 ballast pump
and No.2 ballast stripping eductor is fed from No.3 ballast pump, though either
eductor may be driven from any of the three ballast pumps via the discharge
crossover main.

Ballast tank stripping is a manual operation, done by starting Ballast Pumps,
opening the Water Ballast Stripping Eductor Discharge valve and
corresponding valves for the actual tank. Ballast pumps can also be used in
manual mode from the IAS for tank stripping.

All valves are butterfly valves, hydraulically operated. The tank aft main
suctions, pump discharge valves etc, as indicated with * on the above drawing
are of the intermediate position controlled type.

All ballast pipes in the pipe duct are of GRP. with galvanised steel bulkhead
pieces and suction bell mouths.
All valves are butterfly valves hydraulically operated. The tank main suctions,
Pump discharge valves and driving water valves to eductor are of the
intermediate position controlled type.

The ballast tanks stripping suction are not of the intermediate position controlled
type, only the driving water valves to eductor are of the throttling type.

Three ballast pumps are electric motor driven.

They are mounted at the forward end bottom platform of the engine room. These
pumps take their suction from the sea/sea cross over, with the high sea suction
being on the port side and the low sea suction being on the starboard side. The
latter being the normal operation when loading ballast. When discharging ballast
they take their suction from the ballast crossover main.

The ballast pumps are used to supply sea water to the inert gas system.

System Control

The ballast system is controlled entirely from the CCR using the IAS in
conjunction with the ballast mimic.

The ballast pumps are started and stopped using the mimic, provided that the
switches on the local control panel are set to remote. The pumps have an auto
stop sequence control for low and high tank status. When on local control, the
pumps can be started and stopped from the local control panel and can be
stopped from this panel regardless of the position of the local/remote switch. The
local control panels always take priority and can take control from the CCR at
any time.

All hydraulically operated valves in the system are also operated using the on
screen menu/keyboard in conjunction with ballast mimic. Two basic types of
valve are fitted, those which can be positioned at the fully closed position or
fully open, and those which can be positioned at any point between fully open
and fully closed. The position of all valves is shown on the mimic.

Provision is made for a portable hand pump to be used to operate each valve in
the event of hydraulic accumulator failure. The pump discharge valves, and tank
after main suction valves are multi-positional. All other valves are either open or
closed. In addition to being operable from the CCR, the valves can also be
operated from the solenoid valve station, using the pushbuttons on the individual
solenoids.

The on screen ballast menu also shows when the pumps are switched to remote,
the pumps suction and discharge pressure, the position of the manually operated
valves and the level in each tank, in terms of inage.

Ballast Control Modes

The ballast control mode can be selected by the operator from the Ballast or
Ballast Exchange mimic. There are two different mode of operation from the
IAS.
Manual Ballast Control
Automatic Ballast Control
1) Manual Ballast Control
In manual mode the operator can start/stop pumps and open/close
valves by operating the selected pump or valves from the operator
station. The ballast pump safety system and start interlocks remain
functional in manual mode.

2) Automatic Ballast Control
In automatic mode all valves and pumps will be set to automatic
control. The control of valves and pumps is then performed by the
sequential logic of IAS system.

System Capacities and Ratings

Ballast pumps:
Model: GVD 500-3M (No.1 & 2 Pumps)
GVD 500-3MS (No.3 Pump)
Rating: 3,000m
3
/h x 30 MWC
Speed: 900 rpm
Power: 330kW

Ballast stripping eductors:
Rating: 300m
3
/h
Driving water shall be supplied by the ballast pumps

Control and Alarm Settings

IAS TAG CODE Description
BD005 LI Fore peak tank low high
BD006 LI Aft peak tank low high
BD007 LIAH Fwd water ballast tank port level low high
BD008 LIAH Fwd water ballast tank port level low high
BD009 LIAH No.1 port ballast tank level low high
BD010 LIAH No.1 starboard ballast tank level low high
BD021 LIAH E.R. water ballast tank port level low high
BD022 LIAH E.R. water ballast tank starboard level low high

3J LNG AL WOSAIL

1
st
Illustration 5.6.1a Fire and Deck Wash System

C
o
f
f
e
r
d
a
m
Pipe Duct
A.P TK
C.W.T
Sea
Chest
Steering Gear
Room Water Expansion
Tank (1 m3)
NAV.-DK
D-DK
C-DK
B-DK
A-DK
FD652F
FD649F
F
D
6
5
4
F
FD650F
FD653F
N.O
F
D
6
4
8
F
FD655F
HB
FD647
Fire Control Station
HB
FD643F (P)
HB
FD640F (S)
FD641F
FD642F
Manual Hyd.
Transmitter
FD703F
Em'cy Fire Pump
(72 m3/h x 120 MWC)
WS146F
Bosun Store
C.L
B.W
H.F.O.T. (C)
FWD
Pump Rm
Bow Thr.
Room
F.P Tank
FWD W.G.T (P & S)
C
o
f
f
e
r
d
a
m
T
o
N
o
.4
B
ilg
e
E
d
u
c
t
o
r
To No.3
Bilge Eductor
F
D
5
1
3
F
F
D
5
1
0
F
HB
HB
F
D
5
0
7
F
HB
F
D
5
1
2
F
FD511F
T
o
N
o
.2
B
ilg
e
E
d
u
c
t
o
r
F
D
5
0
6
F
To No.1
Bilge Eductor
FD505F
F
D
5
0
9
F
HB
F
D
5
0
8
F
S.W Cooling Line for
Windlass Break Disc (P&S)
A
AFT
Mooring Deck
C
o
f
f
e
r
d
a
m
E
l. M
o
t
o
r
R
o
o
m
C
a
r
g
o
M
a
c
h
.
R
o
o
m
C
o
f
f
e
r
d
a
m
C
o
f
f
e
r
d
a
m
C
o
f
f
e
r
d
a
m
No.1 Trunk No.2 Trunk
Passage Way
Passage Way
No.3 Trunk No.4 Trunk
Engine
Casing
Accomm.
C
o
f
f
e
r
d
a
m
Hawse Pipe
F
D
5
6
8
F
F
D
5
9
9
F
FD507F
Located
in C/D
From
E/R
From
E/Casing
FD555F FD539F FD527F FD575F
FD519F
FD515F
FD517F
Air Eliminator
Trunk Deck
FD585F
FD571F
F
D
5
9
7
F
To No.9
Bilge Eductor
F
D
5
6
6
F
HB
F
D
5
5
9
F
HB HB
F
D
5
5
3
F
F
D
5
6
2
F
F
D
5
6
4
F
HB
HB
F
D
5
5
7
F
HB
F
D
5
4
9
F
HB
F
D
5
5
1
F
F
D
5
4
3
F
F
D
5
4
5
F
F
D
5
4
6
F
FD589F
FD646F
HB
FD641F
HB
FD583F
F
D
5
9
5
F
To No.7
Bilge Eductor
FD581F
To No.5
Bilge Eductor
F
D
5
4
1
F
HB
F
D
5
3
3
F
HB
F
D
5
3
7
F
F
D
5
3
5
F
HB
F
D
5
2
9
F
HB
F
D
5
2
1
F
HB
FD502F
FD501F
FD701F
S.W Cooling Line for
Windlass Break Disc
F
D
5
2
5
F
HB
F
D
5
2
3
F
F
D
5
3
1
F
F
D
5
6
9
F
F
D
6
0
0
F
Located
in C/D
FD556F FD540F FD528F FD576F
FD516F
FD518F
Trunk Deck
FD586F
FD572F
F
D
5
9
8
F
FD645F
To No.10
Bilge Eductor
B-Deck
(FD574F)
B-Deck
(FD573F)
F
D
5
6
7
F
HB
F
D
5
6
0
F
HB HB
F
D
5
5
4
F
F
D
5
6
3
F
F
D
5
6
5
F
HB
F
D
5
5
8
F
HB
F
D
5
5
0
F
HB
F
D
5
5
2
F
F
D
5
4
4
F
F
D
5
4
7
F
F
D
5
4
8
F
FD590F
FD601F
FD584F
F
D
5
9
6
F
To No.7
Bilge Eductor
FD582F
To No.6
Bilge Eductor
F
D
5
4
2
F
HB
F
D
5
3
4
F
HB
F
D
5
3
8
F
F
D
5
3
6
F
HB
F
D
5
3
0
F
HB
F
D
5
2
2
F
HB
FD503F
FD504F
FD702F
F
D
5
2
6
F
HB
F
D
5
2
4
F
F
D
5
3
2
F
F
D
5
6
1
F
HB
F
D
6
0
3
F
FD642F
F
D
6
0
4
F
F
D
6
4
4
F
HB
HB
FD602F
A
Sea Water Line
Key

3J LNG AL WOSAIL

1
st
5.6 Fire Fighting System

5.6.1 Fire and Deck Wash System

The fire main system is supplied from the engine room by the two Fire Pumps.
They are electric motor driven vertical centrifugal pumps, with a delivery
capacity of 150 m
3
/h at 100 MTH.

Specification
Fire, Bilge & G/S Pump
with self priming
Model: RVP200-2MS
Number of sets: 2
Rated out-put: 150 m
3
/h X 120 MTH
3
/h X 35 MTH

Fire Pump
Model: RVP200-2MS
Number of sets: 1
3
/h X 120 MTH

Jockey Pump
Type: Horizontal, centrifugal, electric motor driven
Model: SHQ50M
Number of sets: 1
Rated out-put: 2 m
3
/h X 100 MTH

Emergency Fire Pump
with self priming
Number of sets: 1
Rated out-put: 72 m
3
/h X 120 MWC

The Emergency Fire Pump is located under S/G Flat. This pump is a diesel
engine hydraulic power pack driven vertical centrifugal pump with its own direct
sea suction. The pump rate is 72 m
3
/h X 120 MTH.

The fire main is kept pressurised by a Jockey Pump rated at 2 m
3
/h X 120 MTH.
This pump is an electric motor driven horizontal centrifugal pump and has an
automatic pressure cut-in/out switch. Pressure switches and a low level alarm
switch are fitted on the accumulator tank (capacity: 2.0 m
3
) to pressurise the fire
main line.

The deck fire main has a main isolating valve FD570F before the port, starboard
and ring main isolating valves. The ring main is fitted with a further four section
isolator valves on each side at regular intervals along the deck to allow any part
of the system to be supplied from either side of the ship.
The fire main also serves the water curtain below the port and starboard manifold
areas during cargo loading and unloading.

The fire main supplies the driving water for the bilge eductors in the side passage
way, pipe duct, forward pump room, bow thrust room, bosuns store and
cofferdams. It also supplies anchor washing water.

Fire hydrants are situated along the cargo space, with a fire hose mounted
adjacent.
The Emergency Fire pump can be started locally, from the bridge or from the
Fire Control Station(FCS).

Under normal operating conditions the fire main will be under pressure in port,
supplying the manifold water curtain and with hoses run out as a fire precaution.

Note
Sea chest valve(WS146F) for emcy fire pump to be locked open position.

3J LNG AL WOSAIL

1
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Illustration 5.6.2a Water Spray System

Electric
Motor RM
Cargo Machinery
Room
W/H-Top
NAV.-Deck
D-Deck
C-Deck
B-Deck
A-Deck
Life Boat Embarkation (P&S)
N= 10 ea
Life Boat (P&S)
N= 2 ea
Engine Room
No.4 Caro Tank
No.3/4 Group
From Main
Cross-over
Line
Water Spray Pump
C
o
f
f
e
r
d
a
m
N
o
.4
W
.B
. T
K
(
P
&
S
)
Front View
Looking AFT
Sect. View
Looking FWD
W/H-Top
NAV.-Deck
D-Deck
C-Deck
B-Deck
S
P
5
6
1
F
Trunk Deck Space
Water Spray
to Satcom
S
P
5
6
2
F
S
P
5
6
3
F
SP574F
SP578F
S
P
6
0
8
F
S
P
6
0
9
F
S
P
6
1
0
F
SP564F
Nozzle (P&S)
N= 10 ea
Nozzle (P&S)
N= 2 ea
From
Cofferdam
Cargo Machinery Room
S
P
6
0
8
F
From Water Spray Pump
in Engine Room
No.1 Cargo
for Accomm.
No.3 Group
for Manifold
No.4 Group
for Manifold
No.3 Group
for Manifold
SP601/2 (P)
SP603/4 (S)
Nozzle for
Cargo Domes
Sect. View
Looking FWD
Engine Room
No.4
Liquid Dome
No.4
Gas Dome
Passage Way
Passage Way
No.3
Liquid Dome
No.3
Gas Dome
Cargo Manifold (S)
Cargo Manifold (P)
No.2
Liquid Dome
No.2
Gas Dome
No.1
Liquid Dome
No.1
Gas Dome
SP552F
SP607F
SP551F
S
P
5
7
9
F
S
P
5
7
3
F
N
o
.
2

G
r
o
u
p
No.1
Group
SP580F
SP581F SP606F
For CG703, 705-708,
CL701, CS702, 703F
For
CG704
F
o
r
C
S
7
0
1
F
For
CS075F
For
CS700F/701F
SP605F
SP571F
No.3 Group
No.4 Group
SP572F
S
P
5
4
2
F
S
P
5
4
1
F
S
P
5
4
3
F
For CL700,
CG700-702F
S
P
5
1
3
F
S
P
5
3
2
F
SP531F
SP604F SP603F
S
P
5
2
2
F
SP511F
S
P
5
1
2
F
SP511F
SP501F
SP502F
SP602F SP601F
Sea Water Line
Key

3J LNG AL WOSAIL

1
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5.6.2 Water Spray System

General
The accommodation block front, cargo machinery and electric motor room,
cargo liquid and gas dome and manifold areas are protected by water spray from
the effects of fire, gas leakage, or liquid spill. There is one (1) 700 m
3
/h x 90
MTH Water Spray Pump, mounted on the bottom platform in the engine room,
delivering to three (3) spray rails across the accommodation block front, lifeboat
embarkation areas port and starboard, cargo machinery room sides and deck
domes/manifolds. They are grouped into three sections as follows;

Group 1: Accommodation (front wall and side wall up to
3m to aft), lifeboat embarkation area and access
to the life boat.

Group 2: Cargo machinery and electric motor room.

Group 3: Cargo manifold port and starboard.

Group 4: Cargo liquid and gas dome valves.

Each group main spray rail has a remotely operated hydraulic isolating valve
operated from the fire control station, CCR and manually at the local side. The
spray pump can be started locally and from the wheelhouse, CCR, on the main
deck close to the accommodation exits and the fire control room.

Each main group is subdivided into smaller sections, with a flow regulating and
section isolating valve fitted. The accommodation front is covered by three (3)
such subsections, beginning at deck level D, right through to the
navigation/bridge deck. The decks below D deck will have sufficient flow
passing over them so that they do not need to be covered by a fixed rail.

The nozzle arrangement is as shown below; for plain vertical surfaces, nozzles
are set 800 mm apart and at 45 to the vertical. Headers are 250 mm from
bulkheads and nozzles are flat cone design.

Principle

The system is capable of covering all areas mentioned above with a uniformly
distributed water spray of at least 10 litres/m
2
per minute for the horizontal
protected surfaces and 4 litres/m
2
per minute for the vertical surfaces.
Area coverage extends 0.5m in length from any direction of pipes, fittings,
valves or surfaces and the area of the drip tray whichever is greater.

- The water spray pump is capable of covering all protected surfaces
simultaneously.

- There is a connection with an isolating valve between the water spray main
and fire main line.
Number of Nozzles and Capacity

Group 1 (Accommodation)
Satcom : 1 nozzle at total flow 99 l/min
Top to Nav. DK.: 26 nozzle at total flow 491 l/min
Nav. To D DK.: 36 nozzle at total flow 756 l/min
D to C Deck : 36 nozzle at total flow 756 l/min
C to B Deck (Side): 8 nozzle at total flow 168 l/min
B to A Deck (Side): 8 nozzle at total flow 168 l/min
Life Boat Embarkation (P): 10 nozzle at total flow 195 l/min
Life Boat Embarkation (S): 10 nozzle at total flow 195 l/min
Life Boat Door (P): 5 nozzle at total flow 195 l/min
Life Boat Door (S): 5 nozzle at total flow 195 l/min
Total : 139 nozzle at total flow 2928 l/min

Group 2 (Cargo Machinery & Electric Motor Room.)
Forward Side Wall : 14 nozzle at total flow 336 l/min
After Side Wall : 14 nozzle at total flow 336 l/min
Port Side Wall : 25 nozzle at total flow 600 l/min
Bottom : 43 nozzle at total flow 1419 l/min

Group 3 (Cargo Manifold)
Port Side : 8 nozzle at total flow 888 l/min
Starboard Side : 8 nozzle at total flow 888 l/min
Cargo Valve : 3 nozzle at total flow 77 l/min

Group 4(Cargo Liquid & Gas Dome)
No.1 Liquid Dome : 23 nozzle at total flow 763 l/min
No.1 Gas Dome : 12 nozzle at total flow 105 l/min

There are drain connections provided at main deck level below the manifold
area and below the life boat area.

The water spray system can be flushed with fresh water by cross connecting.

3J LNG AL WOSAIL

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Illustration 5.6.2b Water Spray Nozzle

"FF" Type Fogjet Spray Nozzle "HH-W" Type Fulljet Spray Nozzle
"K" Type Floodjet Spray Nozzle
"GG-W" Type Fulljet Spray Nozzle
"HH-WSQ" Type Fulljet Spray Nozzle
Part No.
WS 1200 003 02 05
WS 1200 003 02 06
WS 1200 003 02 07
Nozzle Type
1FF-BRASS25
1FF-BRASS25
1-1/4FF-BRASS50
Conn.
Size
Capacity (L/Min)
1bar 2bar 3bar 5bar 7bar 10bar
NPT 1
NPT 1
NPT 1-1/4
Cap.
Size
25
35
50
57
80
114
81
113
161
99
138
197
127
178
255
151
210
300
180
252
360
Dimensions
A(mm) B(mm)
25
53
29.5
31
Part No.
WS 1200 004 02 05
WS 1200 004 02 06
WS 1200 004 02 07
Nozzle Type
3/8HH-BRASS27W
1/2HH-BRASS30W
1/2HH-BRASS35W
Conn.
Size
Capacity (L/Min) Spray Angle ( )
NPT 3/8
NPT 1/2
Cap.
Size
27W
30W
35W
Max. Free
Passage
Dia.(mm)
Max. Free
Passage
Dia.(mm)
2.8
2.8
3.2
12.0
13.4
15.6
16.3
18.1
21.0
19.5
22.0
25.0
22.0
25.0
29.0
24.0
27.0
32.0
26.0
29.0
34.0
Dimensions
A(mm) B(mm)
17.0 30.0
21.0 35.0
0.3bar 0.7bar 6.0bar
114
114
114
120
120
120
106
108
108
WS 1200 004 02 08
WS 1200 004 02 09
WS 1200 004 02 11
1/2HH-BRASS40W
1/2HH-BRASS45W
3/4HH-BRASS50W NPT 3/4
40W
45W
6W
3.2
3.6
4.4
17.8
20.0
31.0
24.0
27.0
42.0
29.0
33.0
51.0
33.0
37.0
58.0
36.0
41.0
64.0
39.0
44.0
69.0 27.0 40.5
114
114
114
120
120
120
108
110
112
Part No.
WS 1200 005 02 01
WS 1200 005 02 02
WS 1200 005 02 03
Nozzle Type
1/4K-BRASS24
1/4K-BRASS27
3/8K-BRASS30
Conn.
Size
0.7bar 1.0bar 1.5bar 2.0bar 3.0bar 4.0bar
NPT 1/4
NPT 3/8
Cap.
Size
24
27
30
Orifice
Dia Now.
(mm)
4.1
4.4
4.6
9.2
10.3
11.4
10.9
12.3
13.7
13.4
15.1
16.7
15.5
17.4
19.3
18.9
21.0
24.0
22.0
25.0
27.0
Dimensions
A(mm) B(mm)
34.0 14.3
44.5 17.5
115
119
119
131
135
135
144
148
148
Part No.
WS 2300 001 01 01
WS 2300 001 01 02
WS 2300 001 01 03
Normal
Size
NPT 1/4
NPT 3/8
NPT 1/2
D
L
d
A-Type
30
30
30
11
14
18
WS 2300 001 01 04
WS 2300 001 01 05
WS 2300 001 01 06
NPT 3/4
NPT 1
NPT 1 1/4
30
40
40
22
22
36
42
50
55
23
30
38
Part No.
WS 2300 005 01 01
WS 2300 005 02 02
Normal
Size
NPT 1 1/4
NPT 1
D
L
d
A-Type
35
35
30
23
57
35
Part No.
WS 1200 011 02 09
Nozzle Type
1/2HH-BRASS45WSQ
Conn.
Size
NPT 1/2
Cap.
Size
45WSQ 3.6 20.0 27.0 33.0 37.0 41.0 44.0
Dimensions
A(mm) B(mm)
21.0 35.0
104 110 102
Part No.
WS 1200 006 02 07
Nozzle Type
1/2GG-BRASS35W
Conn.
Size
NPT 1/2
Cap.
Size
35W 15.6 21.0 25.0 29.0 32.0 34.0
Dimensions
A(mm) B(mm)
25.4 56.5
114 120 108
B
B
B
A
A
B
B
A
S
.
S
.
C
O
.
F
u
llje
t
A
A
Welding Boss (Female) Welding Boss (Male)
D
i
a
.
d
D
i
a
.
D
L L
D
i
a
.
d
+
1
0
D
i
a
.
D

3J LNG AL WOSAIL

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3J LNG AL WOSAIL

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Illustration 5.6.3a Dry Powder System

C
o
f
f
e
r
d
a
m
Engine Room
C
o
f
f
e
r
d
a
m
C
o
f
f
e
r
d
a
m
C
o
f
f
e
r
d
a
m
Passage Way
Passage Way
C
o
f
f
e
r
d
a
m
No.2
Dry Power Unit
No.3
Dry Power Unit
Monitor
Monitor
Dry Power Unit
No.4
Dry Power Unit
House
Cabinet
8 6 5 4 3 2
No.1
7 1
Monitor Monitor
Hose Cabinet
Total : 8 Sets
To Hose
Cabinet
Mater Control Cabinet
Loacl
Cabinet
Check V/V
Fire Control Staion
No.3 (S) Dry Powder Unit
STB'D PORT
Mater Control Cabinet
C.C.R
STB'D PORT
Loacl
Cabinet
No.2 (P) Dry Powder Unit No.1/4 Dry Powder Unit

3J LNG AL WOSAIL

1
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5.6.3 Dry Powder System

General Description

The dry powder fire fighting system is supplied by NK Fire Protection and
consists of 4 separate dry powder tank units;

Tank 1 Forward Unit - supplies 4 hose cabinets 1, 3, 5, 7

Tank 2 Stbd Midships Unit - has monitor directed at manifold stbd

Tank 3 Port Midships Unit - has monitor directed at manifold port

Tank 4 Aft Unit - supplies 4 hose cabinets 2, 4, 6, 8

Main System - Tanks 3 and 2

Two dry powder units are situated on the main deck midships, port and starboard.
Each unit contains a 1,518 kg dry powder storage tank, 8 nitrogen expellent
cylinders of 68 liters each and a single dry powder monitor.

Operation of the system can be carried out from a cabinet in the Fire Control
Room, CCR and locally. Activation of the nitrogen pilot cylinders in the cabinets
allows the high pressure gas to flow into the main valve (before the monitor)
actuator, thereby causing the valve to open. The nitrogen is now ported to the
release mechanism for the bank of nitrogen expulsion cylinders.

The six high pressure nitrogen cylinders are now released and flow into the main
dry powder tank through an upper and lower injection pipe. When the tank
pressure has reached sufficient pressure, a pressure release valve operates,
thereby allowing the residual nitrogen in the expellant pipe work to open the
main outlet from the tank. Operation of the manual valve at the monitor will now
allow the dry powder to be used as required.

After the system has been used it is necessary to ensure the expellant pipe work
and, more importantly, that the main valves are blown clear on any remaining
dry powder.

Hose System - Tanks 1 and 4

Two dry powder units are situated on the main deck, one forward and one aft.
Each unit contains a 925 kg storage tank, 5 nitrogen expellant cylinders of 68
litres each and 4 dry powder hose cabinets which are situated along the main
deck center line from forward to aft. Each hand held hose has a length of 33m.

Operation of the unit is from either of the four associated hose cabinets.
Activation of the nitrogen pilot cylinders in one of the cabinets allows the high
pressure gas to flow into the main valve (before the hose) actuator, thereby
causing the valve to open. The nitrogen is now ported to the release mechanism
for the bank of nitrogen expulsion cylinders.

The four (4) high pressure nitrogen cylinders are now released and flow into the
main dry powder tank through an upper and lower injection pipe. When the tank
pressure has reached sufficient pressure, a pressure release valve operates,
thereby allowing the residual nitrogen in the expellent pipework to open the
main outlet from the tank.

Operation of the manual valve at any of the four (4) hose cabinets supplied by
the tank will now allow the dry powder to be used as required.

After the system has been used it is necessary to ensure the expellent pipe work
and more importantly, that the main valves are blown clear on any remaining dry
powder.

Operating Procedure
(See Illustration 5.6.3b)

1) To Operate Monitor

a) The monitor should have been pre-aligned with the cargo
discharge manifold and the dry powder supply ball valve for the
monitor left in the open position.

b) Open the release station cabinet door (at local or CCR or
emergency headquarter).

c) Open screw down valve for CO
2
cylinder.

d) Pull valve handle in the release station to allow CO
2
gas to open
the N
2
cylinders. This activates the pressurising of the dry powder
tank and opens the main discharge valve.

e) The system is now activated.

2) To Operate at Hose Station

a) Open the cabinet door for the hose station.

b) Pull out the full length of hose (about 33 m).

c) Open screw down valve for CO
2
cylinder.

d) Pull valve handle in the hose station to allow CO
2
gas to open the
N
2
cylinders. This activates the pressurising of the dry powder
tank and opens the relevant selector valve at the distribution
manifold.

e) Operate dry powder pistol nozzle when hose is pressurised.

3) Emergency Operating (Manual Operating)

a) Open the pressure operated valve for N
2
cylinders by inserting the
lever into the top of the valve.

b) Open the relevant selector valve at the distribution manifold, by
hand.

c) Operate a dry powder monitor or hose nozzle for fire fighting.

4) After Use of the System

a) Close valve handle in the release station or hose station.

b) Close the pressure operated valve for N
2
cylinders by manual
handle.

c) Wait until remaining N
2
gas in dry powder tank has dissipated.

d) Close the main discharge valve by hand.

e) Connect air connection to ships air line until clean air comes out

f) Return valves to normal position.

g) Recharge N
2
cylinders.

h) Refill dry chemical agents to dry powder tank.

3J LNG AL WOSAIL

1
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Illustration 5.6.3b Dry Powder System

Key
Nitrogen
Nitrogen and Sodium
Bicarbonate
CO2
Electrical Signal
Cleaning Line
Cleaning Line
Local
PORT
Agitation V/V
Main
Regulator Vent Bleed
No. 1
Ball V/V
Ball V/V
No. 2
Ball V/V
Exhaust
Line
Exhaust
V/V
Non-Return
Check V/V
Non-Return
Check V/V
Main V/V Selection
V/V
Monitor
Nozzle
Safety Relief
V/V
Constant
Press. V/V
Micro
V/V
Micro V/V
Actuator
Instruction Chart
Cont. Regulator
W/Gauge
No.3 Control V/V
(Normal Open)
1
P
2
P
Cleaning
Valve
N
o
.1
C
o
n
tr
o
l V
/V
N
o
.2
C
o
n
tr
o
l V
/V
Release Control Cabinet
Instruction Chart
Upper Inlet
N2 Gas Line
Lower Inlet
N2 Gas Line
No. 2 Tank
Dry Power Unit (PORT)
Cylinder Rack Unit
Cleaning Line
Cleaning Line
Agitation V/V
Main
No. 1
Ball V/V
No. 2
Ball V/V
Exhaust
Line
Exhaust
V/V
Non-Return
Check V/V
Manifold
Selection V/V
Main V/V
Safety Relief
V/V
Constant
Press. V/V
Micro
V/V
Micro V/V
Actuator
Instruction Chart
Cont. Regulator
W/Gauge
No.3 Control V/V
(Normal Open)
Cleaning
Valve
N
o
.1
C
o
n
tr
o
l V
/V
N
o
.2
C
o
n
tr
o
l V
/V
Upper Inlet
N2 Gas Line
Lower Inlet
N2 Gas Line
Cylinder Rack Unit
Cleaning Line
Cleaning Line
Local
PORT
Agitation V/V
Main
No. 1
Ball V/V
Ball V/V
No. 2
Ball V/V
Exhaust
Line
Exhaust
V/V
Non-Return
Check V/V
Non-Return
Check V/V
Main V/V Selection
V/V
Monitor
Nozzle
Safety Relief
V/V
Constant
Press. V/V
Micro
V/V
Micro V/V
Actuator
Instruction Chart
Cont. Regulator
W/Gauge
No.3 Control V/V
(Normal Open)
1
P
2
P
Cleaning
Valve
N
o
.1
C
o
n
tr
o
l V
/V
N
o
.2
C
o
n
tr
o
l V
/V
Upper Inlet
N2 Gas Line
Lower Inlet
N2 Gas Line
No. 3 Tank
Dry Power Unit (STBD)
Cylinder Rack Unit
1
P
2
P
1
P
2
P
Release Control Cabinet
Instruction Chart
C.C.R
1
P
2
P
1
P
2
P
To Hand Hose (2)
To Hand Hose (4)
No.2
No.4
No.6
To Hand Hose (6)
To Hand Hose (8) No. 4 Tank
Dry Power Unit (AFT)
Cleaning Line
Cleaning Line
Agitation V/V
Main
No. 1
Ball V/V
No. 2
Ball V/V
Exhaust
Line
Exhaust
V/V
Non-Return
Check V/V
Manifold
Selection V/V
Main V/V
Safety Relief
V/V
Constant
Press. V/V
Micro
V/V
Micro V/V
Actuator
Instruction Chart
Cont. Regulator
W/Gauge
No.3 Control V/V
(Normal Open)
Cleaning
Valve
N
o
.1
C
o
n
tr
o
l V
/V
N
o
.2
C
o
n
tr
o
l V
/V
Upper Inlet
N2 Gas Line
Lower Inlet
N2 Gas Line
Cylinder Rack Unit
To Hand Hose (3)
To Hand Hose (5)
No.3
No.4
No.7
To Hand Hose (7)
To Hand Hose (1) No. 1 Tank
Dry Power Unit (FWD)

3J LNG AL WOSAIL

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3J LNG AL WOSAIL

1
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Illustration 5.6.4a CO
2
System for Cargo Area

7 kg/cm2
Air Supply
PG PS
P P
To Open Air
Dia.15 Copper Tube
5 Bottles
6 Bottles
P P P
12 Bottles 4 Bottles
P P P
P P P
P
P P P P P P
TD
P
TD
P
TD
P
Dia.6 Copper Tube
T
o
R
e
la
y
B
o
x
To Relay Box
J V
F H R T
D P
B N
Maker
Supply
Yard
Supply
A
M
1 2 3 4 5
C
A B
O
E
Q
G
S
I
U
Cont. Cyl. Cabinet
Control Valve Cabinet
Cargo
Mach. RM
M M
T
o
R
e
la
y
B
o
x
C D
Elec.
Motor RM
Cargo SWBD
RM (PORT)
Cargo SWBD
RM (STBD)
Em'cy
Gen. RM
T
o
R
e
la
y
B
o
x
E F
T
o
R
e
la
y
B
o
x
G H
T
o
R
e
la
y
B
o
x
I J
T
o
R
e
la
y
B
o
x
Required Q'ty of Cylinder
* Total : 54 Bottles
- Cargo Machinery Room : 26 Bottles
- Electric Motor Room : 12 Bottles
- Cargo SWBD Room (PORT) : 5 Bottles
- Cargo SWBD Room (STBD) : 5 Bottles
- Em'cy Generator Room : 6 Bottles
CO2 Room
M N
Cont. Cyl. Cabinet
Control Valve Cabinet
Cargo
Mach. RM
M M
T
o
R
e
la
y
B
o
x
O P
Elec.
Motor RM
Cargo SWBD
RM (PORT)
Cargo SWBD
RM (STBD)
Em'cy
Gen. RM
T
o
R
e
la
y
B
o
x
Q R
T
o
R
e
la
y
B
o
x
S T
T
o
R
e
la
y
B
o
x
U V
T
o
R
e
la
y
B
o
x
2
(2 EA)
1 ST
3
(2 EA)
1 ST
4
(2 EA)
5
(2EA)
1 ST SC
Cargo SWBD
Room (PORT)
Cargo SWBD
Room (STBD)
Elec. Motor
Room
1
(2 EA)
Cargo Mach
Room
Em'cy Gen. Room
TD
P
R
E
B
A
A
PG
PS
S
P
M
P
Symbol
Pipe Line
Pilot Line
Electric Line
Time Delay Unit (Pneumatic)
Signal Light Calume
Trolley
Beacon Lamp
Air Horn
Alarm Bell with Lamp
Rotating Lamp
Electric Horn
Alarm Control Panel
CO2 Discharge Nozzle
Pilot End Plug
Pilot Vent Bleed
Air Connection Valve
Ball Valve
Beam Scale
Instruction Chart
Caution Plate
Warning Notice
Limit Switch
Cap Box
Spare Parts
Key Box
Pressure Gauge with Stop Valve
Pressure Switch with Stop Valve
Safety Outlet
Pressure Relief Valve
Check Valve (Pilot Line)
Solenoid Valve
Main Discharge Valve
(Pneumatic & Manual Controlled)
Cylinder Cylinder
(Manual Controlled)
Discharge CO2 Cylinder
(Pneumatic & Manual Controlled)
Valve (Normal Close)
Valve (Normal Open)
Description
SC
From Control Box
To CO2 Alarm
From Main Valve
Main & Em'cy
Power Supply
AC 220V
TD
P
A
S
1 ST A
S
E 1 ST E
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5.6.4 CO
2
System

Specification
Maker: NK
Type: High Pressure
Capacity: 54 cylinders each containing 45 kg

1. CO
2
Flooding System

The CO
2
flooding system consists of 54 high pressure cylinders, each containing
45kg of CO
2
gas high pressure cylinders. These are contained in the CO
2
room,
situated on the engine room casing A deck.

The CO
2
system covers the following areas:

Cargo machinery room: cylinders required 26
Electric motor room: cylinders required 12
Cargo SWBD room (port): cylinders required 5
Cargo SWBD room (stbd): cylinders required 5
Emergency generator room: cylinders required 6

Flooding the protected areas is achieved by the operation of the ball valves from
their respective cabinets in the fire control room or in the CO
2
room and the
release of the pilot CO
2
cylinders (release cabinets in the fire control room and in
the CO
2
room). Upon opening the supply cabinet door, the CO
2
alarm is activated
and the ventilation fans stop when the main valves are opened. The pilot gas is
directed by the operation of the respective main valve (having first operated the
time delay switch downstream of the HP cylinders) and the main valve for the
selected area.

Warning
Release of CO
2
into any space must only be considered when all other options
have failed and then only on the direct instructions of the Master.
2. In the Event of Fire in a Protected Compartment

1) Shut off fuel supply, if any.

2) Ensure that all persons have evacuated the protected room and have
been accounted for.

3) Close and check that all doors, hatches and other openings are closed.

4) Go to the master control cabinet located in the CO
2
room or fire
control room.

5) Break the key box glass and take the key.

6) Open the release cabinet for protected compartment (Alarm will
sound).

7) Pull down the two (2) handles.

8) Open the supply cabinet.

9) Open the screw down valve on the pilot cylinder.

10) Check pilot pressure is above 3 MPa. If not, open another pilot
cylinder valve.

11) The main valve will be opened. At the same time ventilation fan will
stop.

12) After a time delay of 30 seconds the cylinders will release.

13) If the pilot system fails to operate, the main valve can be opened
manually from the CO
2
room and the cylinders released by hand.

14) Do not re-enter the protected compartment for at least 24 hours and
ensure that all reasonable precautions have been taken, such as
maintaining boundary inspections, noting cooling down rates and/or
any hot spots which may have been found. After this period, an
assessment party donning breathing apparatus can enter the space
quickly through a door which is then shut behind them. Check that the
fire is extinguished and that all surfaces have cooled prior to
ventilating the space. Premature opening could cause re-ignition if
oxygen contacts hot combustible material.

15) Do not enter the space without breathing apparatus until it has been
thoroughly ventilated and the atmosphere proved safe.

Over pressure of the main line is prevented by a safety valve, which will vent the
gas to atmosphere.
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Illustration 5.6.5a Fire Alarm Panel

ALARM MUTE
EXTERNAL CONTROL
ACTIVATED
ALARMS IN QUEUE
ALARM RESET
SECTION / DETECTOR
NOT RESET
SECTION DETECTOR
6 13

Illustration 5.6.5b Control Unit Panel

10:11:23
Salwico CS3004 1993-11-13
F1
7 8 9
4 5 6
1
S
SECTION
DIRECTOR
SMOKE
DETECTOR
D
SD
TIMER OFF ON LIST
EA
ALARM
DELAY
EXTERNAL
CONTROL
EXTERNAL
ALARM
EC
AD
MUTE
FAULT
M
RESET
R
2
0
3
F4 F2 F3
POWER ON ...
DISCONNECTION ...
TEST............
ALARM TRANSFER .
EXTERNAL ALARM .
DELAY OFF ...
SYSTEM FAULT ..
ABNORMAL COND.

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5.6.5 Fire Detection System

Maker: Consilium Marine.
Type: CS 3000 Salwico Fire Detection System.

The equipment consists of:

Central panel in 20U cabinet for wall mounting, including......1 unit
- 1 pce MPK-4 control panel
- 1 pce 19 rack, 4U, with 12 free positions
- 5 pcs SPK-2 loop processor board, 10 loops
- 1 pce LPK-2 alarm processor board
- 1 pce ARK-2 standard relay board
- 1 pce UTK-2 individual output board
- 1 pce KPK-2 communication card for Modbus protocol output to IAS
- 1 pce KPK-2 communication card for Mini repeater
- 2 pce RK-02 Relay boards, 8 programmable relays
- 1 pce KE-2 rectifier 220 V AC/24 V DC
- 1 pce BE 7/24 battery 7,2 Ah
- 1 pce MDU-2 master diskette unit holder
- GA unit (generating 7 short 1 long) for GA/fire alarm signal
Repeater panel, console mounted, with clear text display...3 units
Heat detector 54C, dry space.5 units
Heat detector 84C, wet space...14 units
Thermal detector, intrinsically safe, base 22,5, water tight.4 units
Analogue addressable optical smoke detector, dry space124 units
Analogue addressable optical smoke detector, wet space...121 units
Ionisation smoke detector intrinsically safe, wet space..9 units
IS isolator with address unit4 units
Analogue addressable UV-flame detector, wet space.2 units
Manual call point, dry space..28 units
Manual call point, wet space.37 units
General alarm push button auto/man, dry space.3 units
Manual call point IP67 (for IS)2 units
Short circuit isolator, wet space...9 units
Local timer 0-30 min. 5 min bonus time, relay output for1 unit
connection of external device, req. 24V DC, 4 cable glands, wet space.
Siren, 24VDC, with base plate for wet space1 unit
Door holder magnet with push button and counter holder31 units
Proximity switch, PNP, for door indication, closed..31 units
Address unit in box with 5 cable glands31 units
for door indication.


The CS3000 Fire Detection system is a computerised, fully addressable
analogue fire alarm system with analogue detectors. The operating panel,
control unit and power supply are contained in a central cabinet in the fire
control station on the upper deck port side of the accommodation. There are 4
detector loops connected to the system with a 7.2Ah battery system back-up in
the event of a power failure. The fire detection system has a direct input into the
IAS for recording any alarms, faults and disconnections. The system operates
the water spray system when two detectors are activated in a protected area.
The system is looped to the gas sampling and alarm system and to the IAS
cabinet in the electrical equipment room on A deck.

The Salwico CS3000 comprises a wide range of detectors and sensors to suit
different needs and conditions. It includes detectors for different alarm
parameters for example, smoke, heat and flames. Manual call points, short
circuit isolators and a timer are connected to the loop where required. A fault in
the system or a false alarm is detected immediately since the function of the
detectors and other installed loop units are automatically and continuously
tested.

The fire alarm repeater alarm unit, type MN3000 is fitted in the wheelhouse
safety console. The repeater 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 reconnections. The system can also identify defective
detectors in each loop.

The system can be monitored via the IAS and a typical screen display is shown
here.

Control Unit Panel

The central unit panel is divided into two parts, the fire alarm panel and the
operating panel. The fire alarm panel is activated when there is a fire alarm in
the system. The operator verifies and supervises the system by using the
different keys and the display on the operating panel.

Fire Alarm Panel

The fire alarm panel is activated when a fire alarm is detected on the system.
The FIRE indicator flashes and the section number and detector address in
alarm are displayed on the numeric display.

Keys Operation

ALARM MUTE: This key is used to acknowledge
the fire alarm and mute the buzzers.

ALARM RESET: This key is used to reset the fire alarm.

ALARMS IN QUEUE: LEDs indicate multiple alarms which can be
scrolled through using this key. Each alarm is
listed in the alphanumeric display.

Indicators Description
EXT.CONTROL ACTIVATED: LED indicating that an external
Control output is active.
SECTION/DETECTOR NOT RESET: LED indicating that an alarm reset
Has been attempted but failed.
(Detector still in alarm)

Operating Panel

The operating panel is used for controlling the system and to display extra
information in case of a fire alarm. The alphanumeric display is used as a
complement to the numeric display on the fire alarm panel, as a communication
medium when operating the system and to display guiding texts for the function
keys. Under normal conditions, when the central unit is in normal status, the
text Salwico CS3000 is displayed together with the date and time.

Keys Operation

F1, F2, F3, F4: Function keys, used for choosing functions form
the menus in the display and for entering certain
characters with no keys of their own.

0-9: Numeric keys.

Correction key (): The last key stroke is erased.

Return key (): The system returns to normal status, CS3000
CONTROL UNIT is displayed.

S, D, SD, EA, EC, AD: Command keys used to choose the unit
(section/detector no. etc) to operate on.

MUTE : Fault handling key used to Acknowledge faults
and to mute the buzzers.

RESET: Fault handling key used to reset the faults.

ON, OFF, TIMER: Operation keys used to choose the operation to
perform.

LIST (): List handling keys, the LIST key is used to open
the list function.
The arrow keys are used to scroll through the
lists.

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POWER ON: Illuminated when the power is on.

DISCONNECTION: General disconnection of detectors indicator.

TEST: Lit when the central unit is in test mode.

SECTION/DETECTOR: Lit when a reset of a fire alarm has been NO
RESET attempted but failed.

ALARM TRANSFER: Lit when the dedicated fire output is activated
(steady light) and flashing when the door is open,
and the fire output is deactivated.

EXTERNAL ALARM: Lit when an external alarm output is
disconnected or faulty.

DELAY OFF: Lit when the time delay is deactivated.

SYSTEM FAULT: Lit when a fault occurs in the system program.

ABNORMAL COND: Lit when an abnormal condition has occurred.

2. System Operation

Detection of a Fire Alarm

FIRE lamp is flashing: A fire alarm is detected in the system
All the information about the fire alarm is displayed on the first and second line
on the display.

1) Press ALARM MUTE, to mute and acknowledge the fire alarm.

2) The FIRE indicator stops blinking and becomes steady red. The audible
fire alarm, including the internal buzzer when the door is opened is
defined at the initialization of the system. They are permanently silenced
when the ALARM MUTE is pressed.

3) The section number and detector address in alarm are displayed on the
fire alarm panel and on the alphanumerical display on the operating
panel.

4) The section number and the detector address are displayed on the first
line and additional information about the location is displayed on the
second line, if provided.

Note:
The system has detected a fire alarm at the same time as it has detected
Hardware fault in the central unit. The system can not display the exact
address of the fire alarm, it can only display the central unit number.

ALARMS IN QUEUE lamp is flashing. There is more than one fire alarm
in the system.

1) Press ALARM MUTE repeatedly, to mute and acknowledge all the
fire alarms.

2) The FIRE and ALARMS IN QUEUE indicators stop flashing and
turns over to steady red when all the fire alarms are muted. The
audible fire alarm is permanently silenced when the ALARM MUTE
is pressed.

3) The section number and detector address in alarm are displayed on the
fire alarm panel and on the alphanumerical display on the operating
panel.

4) The address of the first fire alarm is displayed on the first line and
additional information about the alarming unit is displayed on the
second line, if provided. The address of the latest fire alarm is
displayed on the third line and additional information about this unit is
displayed on the fourth line. The total number of fire alarms is shown
to the right on line one.

5) Press the ALARMS IN QUEUE button to display the next fire alarm.

6) The second fire alarm address is displayed both on the fire alarm panel
and on the alphanumerical display. The fire alarm is presented on the
two first lines on the display. Five seconds after pressing ALARMS IN
QUEUE, the first fire alarm is displayed again.

7) If ALARMS IN QUEUE is pressed when the last fire alarm is
displayed, the first fire alarm is displayed again and the ALARMS IN
QUEUE indicator goes out for 3 seconds.

Reset Fire Alarm

Only one fire alarm can be reset at a time, i.e. the displayed fire alarm

1) Press the ALARMS IN QUEUE button repeatedly to select the
appropriate fire alarm.

2) Press ALARM RESET to reset the fire alarm. The system tries to reset
the fire alarm.

3) When a fire alarm is reset it disappears from the display and the fire
alarm is moved to the fire alarm history list. The next fire alarm is then
displayed or if there is no move fire alarm the system returns to normal
status, Salwico CS3000 is displayed with date and time.

Fire Alarms That Could Not be Reset

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-reset table fire alarms if all
fire alarms are acknowledged and reset (ie the ALARMS IN QUEUE LEDs are
not lit) and if all faults are acknowledged. If this is not the case, the ALARMS
IN QUEUE key will only list the fire alarms that are not reset.

1) Press ALARMS IN QUEUE repeatedly to select the appropriate fire
alarm. The fire alarm address is displayed on the fire alarm panel and the
operating panel alphanumerical display.

2) Press ALARM RESET. The system tries to reset the fire alarm.

If no key is depressed for about 60 seconds the display returns to the first non-
resettable fire alarm. If the fire alarm is reset it disappears from the display and
from the fire alarm list. The display then returns to the next fire alarm or if there
are no more fire alarms it returns to normal status, CS3000 CONTROL
UNIT is displayed. If the alarm does not reset, the reason is displayed on line
three. The problem should be investigated. The non-resettable fire alarm is
displayed again after a few seconds.

1) Press List.

2) Press F1 ( Fire Alarm )

3) Press F2, To select the not resettable list.

Note:
A maximum of 100 fire alarms can be included in the list and it is cyclic. If
this list is full when a new fire alarm occurs, the new fire alarm is put in a
queue until an older fire alarm is reset. The list can be printed out on a printer.

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.
They can then be reset in the normal way one by one. If the alarm does not reset,
the reason is displayed on line three. The problem should be investigated. The
not resettable fire alarm is displayed again.

1) Select the appropriate fire alarm by using the arrow keys.

2) Press ALARM RESET, to reset the fire alarm. The system is trying to
reset the fire alarm.
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The fire alarm is reset and it disappears from the alpha-numerical display. The
fire alarm is moved from the Not resettable list to the Fire history list. The text
LIST EMPTY is displayed when the fire alarm list is empty. The system returns
to the normal menu after a few seconds and the text CS3000 CONTROL
UNIT is displayed.

The reason why the fire alarm is not reset is displayed on line three. This text
disappears after about a few seconds but the fire alarm remains displayed on
line one and two. Check the problem and deal with it, then try to reset the fire
alarm again.

Fault Indication
The FAULT indicator flashes and the internal buzzer sounds. One or more faults
are detected in the system and the latest fault is displayed on the alphanumeric
display. The first line displays the word FAULT, a fault code followed by the
section number, the detector address, and a fault message. Additional text is
displayed on line two, if provided. The fault codes are listed in the
manufacturers manual. Only one fault can be acknowledged at a time. Press M
in the FAULT field to acknowledge the fault and mute the buzzer.

The FAULT indication stops flashing and becomes steady yellow. The internal
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
faults. Otherwise the display is erased and it returns to its previous status. The
number of faults in the system and the order they occurred is displayed on line
three. The fault list can be scrolled through by using the up and down arrow
keys.

Note
There is at least one fire alarm in the system. The fault can not be displayed
and it is therefore immediately put into the Fault list.

To Reset Faults

1) Press LIST to open the list function. Faults can only be reset from the
fault list.

2) Press F2 to select the fault list. The latest fault is always displayed first.
The fault list can be scrolled through using the list key. The LED on the
arrow key is lit if there are more faults to be listed.

3) Press the arrow keys until the appropriate fault is displayed.

4) Press R in the FAULT field to reset the fault. The system attempts to
reset the fault.
(Press M in the FAULT field to acknowledge the displayed fault.)

5) The fault is reset if it disappears from the list. The next fault is
displayed after about 5 seconds. If the fault list is empty, the text LIST
EMPTY is displayed, and the system returns to normal status,
CS3000 CONTROL UNIT is displayed. If the fault is not reset, the
reason is displayed on line three. Investigation is required.

6) The first fault is always displayed first. You can interrupt the list
function at any time by pressing the RETURN key.

Disconnections

Different parts of the fire alarm system can be disconnected for instance,
sections, detectors, manual call points, section units, alarm devices, external
control devices and loops. This can be useful when there is welding in a
particular section or removal of detectors is required due to structural shipboard
work etc. A whole section can be disconnected permanently or for a defined
time interval using the timer function. The disconnected section can only be
reconnected from the Disconnections list.

When operating the system a mistake can be corrected using the
CORRECRION key to erase one step at a time backwards. To interrupt the
disconnection function and return to normal status, press the RETURN key. The
system returns to normal status and CS3000 CONTROL UNIT is indicated.

Disconnect Section Process

1) Press S to select the section.

2) Enter a section number in the interval 1 - 190 or 201 600.

3) Press OFF to disconnect the section.

4) When the section is disconnected the text on line three is changed to
ORDER DONE.

5) The DISCONNECTION LED is lit if this is the first active
disconnection in the system.

6) A message is displayed on line three, for about few seconds, if the
system cannot disconnect the section. The system thereafter returns to
the previous menu.

7) Continue to define the next disconnection or, if finished, return to
normal by pressing RETURN.

Disconnection for a certain time interval
The procedure for a disconnection for a certain time is the same as for a
permanent disconnection except that after the section number is entered, press
the TIMER key and enter a time duration for the disconnection, thereafter press
the OFF key. The maximum disconnection time is 24 hours.
Disconnection of detectors
(Access level 1)
When disconnecting detectors there is a free choice of a single address, a
sequence of addresses or all addresses. The disconnections can either affect all
types of detectors or only a specific type of detectors such as smoke detectors or
heat detectors. The disconnection can either be a permanent disconnection.
or a disconnection for a certain time interval. A disconnection for a certain time
interval reconnects the detectors automatically when the time interval has
elapsed. The permanent disconnections are reconnected from the
Disconnections list.
A detector is specified by the section number and thereafter the type of detector.
The following type of detectors can be specified:
All detectors, press the D key
Smoke detectors, press the SD key
Heat detectors, select HEAT. DET in the section menu.

Thereafter specify the number of detectors that shall be disconnected by
entering a single address, an address interval or nothing for all detectors. If the
detectors shall be disconnected for a certain time, press the TIMER key and
enter the disconnection time before pressing the OFF key, otherwise press the
OFF key directly to disconnect the detectors.
A detector can also be disconnected locally. All the locally disconnected
detectors are marked with the text LOCAL OFF in the Disconnections list. A
locally disconnected detector can only be reconnected manually.

Disconnection of manual call points
(Access level 2)
A manual call point or a section unit can be permanently disconnected. Select
the unit you want to disconnect after you have selected a section and thereafter
press the OFF key to disconnect the unit.

Disconnection of alarm devices
(Access level 1)
All alarm devices or a single alarm device can be permanently disconnected.
Press the EA key, enter an address for a single alarm device or if all alarm
devices are to be disconnected press the OFF key immediately.

Disconnection of external control devices
(Access level 1 and 2)
All external control devices, a single external control device or a category of
external control devices can be disconnected permanently. Firsts press the EC
key, thereafter enter the external control device address or select a category,
finally press the OFF key to disconnect.

Disconnection of alarm delay
(Access level 3)
The alarm delay function is normally ON and it can be disconnected manually.
Press the AD key, specify the central unit number and then press the OFF key.

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Reconnection
(Access level 1 or 2)
The permanently disconnected units can only be reconnected from the
Disconnections list. Select the appropriate disconnection and thereafter change
the status of the specified unit by pressing the ON key. A disconnection for a
certain time interval reconnects the units automatically when the time interval
has elapsed. The units can be manually reconnected from the Disconnections
list before the time interval has elapsed. A locally disconnected detector can
only be reconnected manually.

Note
All disconnected units should be reconnected as soon as possible since the
CS3000 fire alarm system can not supervise a disconnected unit.

3. Adjustment

Change access level
(Access level 1)
Different operators are allowed to use different functions. All functions in the
system are therefore divided into four different access levels of which the
normal user has access to three. The system automatically enters access level
one when the control unit door is opened. You may change to a new access
level by entering an access code, one for each access level.

1) Select access level function
Press F4 (MENU).
Press F1 (ACC.LEV.).
Enter a four-digit number for the desired level.

2) Each keystroke is echoed on the display with an asterisk (*).

3) If the access code is correct the new access level is displayed on line
three. After a few seconds the display returns to the previous menu.

4) If the access code is not correct the system keeps the old access level.
After a few seconds the display returns to the previous menu.

Change access code
(Access level 1)
The functions in the system are divided into several access levels and each level
is protected by an access code. You can go from one access level to another by
entering the correct access code. You can change the access codes by using the
display on the operator panel, but you can only change the access codes for the
present access level or a lower level.

1) Select access code function
Press F4 (MENU).
Press F2 (CHA.CODE).

2) Enter access level
Enter an access level 1, 2 or 3. The system only accepts the current leve
or a lower level. If the system does not accept the level, erase it and
enter a new lower level.

3) Enter new access code
Enter the new code, a four-digit number.

4) Each keystroke is echoed on the display with an asterisk (*).
Enter the new code once again.

5) If the access code is accepted
A text is displayed on line three and after a few seconds the display
returns to normal status and the text CS3000 CONTROL UNIT is
displayed.

6) If the access code is not accepted
If the access code is not accepted the text on line three is changed to
ACCESS CODES NOT THE SAME. Erase the wrong access codes by
using the correction key and thereafter enter the new access code again.

Set date
(Access level 2)
The system date can be changed with this function. The date must be entered on
the form YYMMDD.

1) Select date function
Press F4 (MENU) repeatedly until SET DATE is displayed on line four.
Press F2 (SET DATE).

2) Enter new date
Enter a six-digit number,(YY:MM:DD) two digits each for year, month
and day, separated by : (colon). You will find colon present on the
display when you need it, use the F1 key.
Press F1 (READY).

3) Enter day of week
Enter a digit, 1-7, for the day.
( Monday = 1, Tuesday = 2, Wednesday = 3, Thursday = 4, Friday = 5,
Saturday = 6, Sunday = 7 )
Press F1 (READY).

4) The system checks the date and only accepts a correct date. The new date
is displayed for a few seconds thereafter the system returns to normal
status and the text CS3000 CONTROL UNIT is displayed.

Set time
(Access level 2)
The system clock is set with this function. The time must be entered as hours:
minutes:seconds on a 24-hour clock. The colon is used as a separator between
each item. The colon is present on function key F1 when needed.
1) Select time function
Press F4 (MENU) repeatedly until SET TIME is displayed on line four.

2) Set time
Press F1 (SET TIME).
Enter a two-digit number for hours.
Press F1 (:).
Repeat this procedure for minutes and seconds.
Press F1 (READY).

3) If you want to erase one or more digits use the correction key ( ).

4) If the time interval is correct the system clock is changed and the text
TIME CHANGED is displayed on line three and the time on line two is
updated. After a few seconds the system returns to normal status and the
text CS3000 CONTROL UNIT is displayed.

4. Test
Lamp test
(Access level 1)
This test function light all the indicators and each segment on the display for
about five seconds.

1) Press F4 (MENU).
Repeatedly until LAMP. TEST is displayed on line four.
2) Press F1 (LAMP TEST).
All segments on the display and all indicators on the control unit panel
are lit. Thereafter the system returns to normal status, the text CS3000
CONTROL UNIT is displayed.

Buzzer test
(Access level 1)
You can use this function to test the buzzer. The buzzer will sound for about 5
seconds.

1) Press F4 (MENU).
Repeatedly until BUZZER is displayed on line four.

2) Press F3 (BUZZER).
The buzzer beeps a few times. Thereafter the system returns to normal
status, the text CS3000 CONTROL UNIT is displayed.

Power unit test and rapid charge of battery
(Access level 2)
This test function includes both a test of earth fault for a power unit and a rapid
charge function.

1) Enter section
Press S.
Enter a section number, interval 1 - 190.
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2) Select power unit
Press F4 (MENU) until power unit is displayed.
Press F2 (POWER DATA).
Enter address.
Press F4 (MENU).

3) EARTH TEST
Press EARTH+ (F1) or EARTH- (F2).
The earth fault detection between the positive/negative connector,
depending on your selection, and earth is tested for proper function. The
result of the test, 0 or 1, is displayed on line three. 0 is equal to test
failure and 1 is equal to test successful.

4) RAPID CHARGE
Press R.CHARGE (F4).
The rapid charging of the battery in the net unit is started. The charging
continues for 30 minutes.

5. MN3000 - Mini Repeater unit
A MN3000, mini repeater unit, can only display one fire alarm at a time. An
indicator is lit if there are more than one fire alarm in the system. The user can
list all fire alarms in the system forward or backward by use of two keys. The
MN3000 also includes a local buzzer that is activated at each fire alarm. The
user can mute this buzzer from the MN3000 (local mute). All the indicators and
each segment in the display on the MN3000 are tested when the lamp test key is
activated.

MN3000 panel

When the MN3000 panel is activated by a fire alarm the first fire alarm is
shown in the display and the local buzzer is sounding. The first two lines in the
display are equal to the first line in the display on the operating panel, as the
third and fourth lines are equal to the second line on the display on the
operating panel. The text on the MN3000 display is changed whenever the text
is changed on the first two lines on the operating panel display. The MORE
ALARMS indicator is lit when more than one fire alarm is detected in the fire
alarm system. The user may at any time display the other fire alarms in the
system by using the two LIST keys, the fire alarms are listed forward and
backward respectively.

The user may mute the local buzzer by activating the LOCAL MUTE key all
the other audible devices are not effected.

Keys Operation
LIST: The previous fire alarm is shown in the display.
LIST: The next fire alarm is shown in the display.
LOCAL MUTE: The local buzzer is muted but no other audible
device is effected.
LAMP TEST: All the indicators and all the segment in the
display are lit for a few seconds.

ON LINE: Is lit when the power is on.
MORE ALARMS: LED indicating multiple fire alarms.

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Draft / 2004.10.29 Part 6 Cargo Operations
6.1 Post Dry Dock Operation................................................................... 6 - 2
6.1.1. Procedure for Normal Inerting............................................... 6 - 2
6.1.2 Drying Cargo Tanks ................................................................ 6 - 4
6.1.3 Inerting Cargo Tanks............................................................... 6 - 6
6.1.4 Gassing-up Cargo Tanks ......................................................... 6 - 8
6.1.5 Cooling Down Cargo Tanks.................................................. 6 - 12
6.2 Ballast Passage ................................................................................ 6 - 13
6.2.1 Cooling Down Tanks Prior to Arrival ................................... 6 - 16
6.2.2 Spraying During Ballast Voyage........................................... 6 - 18
6.3 Loading............................................................................................ 6 - 19
6.3.1 Preparations for Loading ...................................................... 6 - 19
6.3.2 Cargo Lines Cool Down ....................................................... 6 - 22
6.3.3 To Load Cargo with Vapour Return to Shore........................ 6 - 26
6.3.4 Nitrogen Set-up during Loading ........................................... 6 - 28
6.3.5 De-Ballasting ........................................................................ 6 - 30
6.4 Loaded Voyage with Boil-Off Gas Burning..................................... 6 - 32
6.4.1 Normal Boil-Off Gas Burning .............................................. 6 - 32
6.4.2 Forced Boil-Off Gas Burning ............................................... 6 - 34
6.5 Discharging with Gas Return from Shore........................................ 6 - 36
6.5.1 Preparations for Unloading................................................... 6 - 36
6.5.2 Liquid Line and Arm Cooldown before Discharging............ 6 - 38
6.5.3 Discharging with Gas Return from Shore............................. 6 - 40
6.5.4 Ballasting .............................................................................. 6 - 44
6.6 Pre-Dry Dock Operations ................................................................ 6 - 46
6.6.1 Stripping and Line Draining ................................................. 6 - 46
6.6.2 Tank Warm Up...................................................................... 6 - 48
6.6.3 Inerting.................................................................................. 6 - 50
6.6.4 Aeration................................................................................. 6 - 52
6.6.5 Aeration of Cofferdam Space................................................ 6 - 54

Part 6
Cargo Operations
3J LNG AL WOSAIL

1
st
Draft / 2004.10.29 6 - 1 Part 6 Cargo Operations
Illustration 6.1.1a Insulation Space Inerting
LIQUID DOME
GAS
LINE IB
S
IS
IS
IB
S
CN403
L G H A
I
N B C D E F J
K
V
M
S
R Q
T
CN430
C
N
4
0
4
C
N
4
2
0
F
M
5
0
4
O
F
CN432 CN431
PI
C
N
4
5
5
C
N
4
5
6
C
N
4
5
7
OP1 PT PI
CN428
PI
CN433
C
N
4
2
2
C
S
4
0
5
C
N
4
2
1
C
N
4
4
6
C
N
4
2
7
C
N
4
3
5
C
N
4
4
5
CN425
AFT
B/W
To Gas
Detector
FWD
B/W
C
N
4
1
5
C
N
4
1
6
C
N
4
0
7
C
N
4
1
7To Gas
Detector
To Gas
Detector
C
N
4
0
9
C
N
4
1
0
C
N
4
0
5
C
N
4
1
1
CN401
C
N
4
5
1
C
N
4
5
2
C
N
4
6
6
C
N
4
5
3
OP1 PT PI
CN426
To Gas
Detector
N
2
P
u
r
g
e
E
x
h
a
u
s
t
fo
r
F
u
e
l G
a
s
L
in
e
From N2 Buffer Tank
in Engine Room
CN514CN515
C
N
4
1
2
C
N
4
1
3
C
N
4
0
6
C
N
4
1
4
CN402
CN436
C
N
4
3
7
C
N
4
4
1
LIQUID DOME
GAS
LINE IB
S
IS
IS
IB
S
CN303
L G H A
I
N B C D E F J
K
V
M
S
R Q
T
C
N
3
1
9
CN330
C
N
3
0
4
C
N
3
2
0
F
M
5
0
3
C
N
3
1
8
C
N
3
0
8
O
F
CN332 CN331
PI
C
N
3
5
5
C
N
3
5
6
C
N
3
5
7
OP1 PT PI
CN328
PI
CN333
C
N
4
2
2
C
N
3
2
1
C
N
3
4
6
C
N
3
2
7
C
N
3
4
5
CN325
AFT
B/W
To Gas
Detector
FWD
B/W
C
N
3
1
5
C
N
3
1
6
C
N
3
0
7
C
N
3
1
7To Gas
Detector
To Gas
Detector
C
N
3
0
9
C
N
3
1
0
C
N
3
0
5
C
N
3
1
1
CN301
C
N
3
5
1
C
N
3
5
2
C
N
3
6
6
C
N
3
5
3
OP1 PT PI
CN326
To Gas
Detector
C
N
3
1
2
C
N
3
1
3
C
N
3
0
6
C
N
3
1
4
CN302
CN336
C
N
3
3
7
LIQUID DOME
GAS
LINE IB
S
IS
IS
IB
S
L G H A
I
N B C D E F J
K
V
M
S
R Q
T
C
N
2
1
9
CN230
C
N
2
2
0
F
M
5
0
2
C
N
2
1
8
C
N
2
0
8
O
F
CN232 CN231
PI
C
N
2
5
5
C
N
2
5
6
C
N
2
5
7
OP1 PT PI
CN228
PI
CN233
C
N
2
2
2
C
N
2
2
1
C
N
2
4
6
C
N
2
2
7
C
N
2
4
5
CN225
AFT
B/W
To Gas
Detector
FWD
B/W
C
N
2
1
5
C
N
2
1
6
C
N
2
0
7
C
N
2
1
7To Gas
Detector
To Gas
Detector
C
N
2
0
9
C
N
2
1
0
C
N
2
0
5
C
N
2
1
1
CN201
C
N
2
5
1
C
N
2
5
2
C
N
2
6
6
C
N
2
5
3
OP1 PT PI
CN226
To Gas
Detector
C
N
2
1
2
C
N
2
1
3
C
N
2
0
6
C
N
2
1
4
CN202
CN236
C
N
2
3
7
LIQUID DOME
GAS
LINE IB
S
IS
IS
IB
S
CN103
L G H A
I
N B C D E F J
K
V
M
S
R Q
T
C
N
1
1
9
CN130
C
N
1
0
4
C
N
1
2
0
F
M
5
0
1
C
N
1
1
8
C
N
1
0
8
O
F
CN132 CN131
PI
C
N
1
5
5
C
N
1
5
6
C
N
1
5
7
OP1 PT PI
CN128
PI
CN133
C
N
1
2
2
C
N
1
2
1
C
N
1
4
6
C
N
1
2
7
CN125
AFT
B/W
To Gas
Detector
FWD
B/W
C
N
1
1
5
C
N
1
1
6
C
N
1
0
7
C
N
1
1
7To Gas
Detector
To Gas
Detector
C
N
1
0
9
C
N
1
1
0
C
N
1
0
5
C
N
1
1
1
CN101
C
N
1
5
1
C
N
1
5
2
C
N
1
6
6
C
N
1
5
3
OP1 PT PI
CN126
To Gas
Detector
C
N
1
1
2
C
N
1
1
3
C
N
1
0
6
C
N
1
1
4
CN102
CN136
C
N
1
3
7
C
N
3
3
5
C
N
5
0
5
C
N
5
0
4
C
N
5
0
2
C
N
5
0
3
C
N
5
0
1
M
a
n
ifo
ld
(P
O
R
T
A
F
T
)
(N
e
a
r D
e
c
k
S
to
re
)
M
a
n
ifo
ld
(P
O
R
T
F
W
D
)
M
a
n
ifo
ld
(S
T
B
D
A
F
T
)
M
a
n
ifo
ld
(S
T
B
D
F
W
D
)
C
N
5
0
6
C
N
9
0
2
C
N
4
1
9
C
N
4
1
8
C
N
4
0
8
F
M
0
0
8
VF
C
N
5
1
0
C
N
5
1
2
C
N
5
0
9 C
N
5
1
3
FM007
VF
C
N
5
1
1
PI
C
N
5
5
2
PI
C
N
5
5
1
CN516
Sett.
60kPa
CN901
LDC
LDC
LDC
LDC
M
M
M
M
C
N
4
3
8
L
.O
Oil Demister
Insulation Space
Gas Sampling Line
N2 Main Line
Key
C
N
1
3
5
C
N
1
4
5
C
N
2
0
4
C
N
2
3
5
CN203
To Spray Line
C
S
3
0
5
To Spray Line
C
S
2
0
5
To Spray Line
C
S
1
0
5
To Spray Line
F
To N2 Vent Mast
To Gas Detector
M
K
H
G
A
B
C
D
E
F
J
L
I
V
W
AFT IS
Bilge Well (C)
FWD IS
Bilge Well (C)
To Gas Detector
To N2 Vent Mast
R
Q
To Gas Detector
T
S

3J LNG AL WOSAIL

1
st

6.1 Post Dry Dock Operation

6.1.1. Procedure for Normal Inerting

The primary and secondary insulation spaces are filled with dry nitrogen gas
which is automatically maintained by alternate relief and make-up as the
atmospheric pressure or the temperature rises and falls, under a pressure of
between 0.5 kPa and 1.5 kPa above atmospheric.

The nitrogen provides a dry and inert medium for the following purposes:

To prevent formation of a flammable mixture in the event of
an LNG leak.
To permit easy detection of an LNG leak through a barrier.
To prevent corrosion.
.
Nitrogen, produced by the two N
2
generators and stored in a pressurised buffer
tank of 24 m
3
, is supplied to the pressurisation headers through make-up
regulating valve. From the headers, branches are led to inter barrier space and
insulation spaces of each tank. Excess nitrogen from the inter barrier space is
vented to each N
2
vent mast through the exhaust regulating valves.

Both inter barrier space and insulation spaces of each tank are provided with a
pair of pressure relief valves which open at a pressure of 3.0 kPa and 3.5 kPa
above the atmospheric level in each space. A manual bypass with a cut out valve
(CN114, 214, 314, 414) is provided from the inter barrier space to the N
2
vent
mast for local venting and sweeping of a space if required.

1) Adjust the set point of the nitrogen supply regulating valve to the each
inter barrier space at 0.5 ~ 1.0 kPa and the regulating valve CN576 to
the insulation space at 1.0 ~ 1.5 kPa.

2) Adjust the set point of the nitrogen exhaust regulating valve inter barrier
space at 1.5 kPa and regulating valve insulation space at 2.0 kPa.

In the event of cargo gas leakage into insulation spaces, this can be swept with a
continuous feed of nitrogen by opening the exhaust from the space, allowing a
controlled purge. Close monitoring of the gas analyzer on this space will be
necessary during purging.

In cases where other consumers reduce the availability of nitrogen for the
insulation spaces, the pressure may temporarily fall below the atmospheric
pressure.

When put in communication, and therefore subjected to the same nitrogen
pressure, the inter barrier space and insulation spaces can withstand a large
depressurisation without any damage.

It should be noted that, even with the tanks fully loaded, a pressure lower than
atmospheric pressure in the primary insulation spaces is not harmful to the
primary membrane. In this respect, it should be noted that this membrane is
subjected to a -80 kPa vacuum pressure, both during global testing at the
construction stage.

Caution
With the cargo system out of service and during inerting, always maintain the
inter barrier space pressure at, or below, tank pressure and always maintain the
insulation space pressure at or above the inter barrier space pressure.

3J LNG AL WOSAIL

1
st
Illustration 6.1.2a Drying Cargo Tanks

C
L
0
4
1
E
S
D
C
L
0
4
3
C
S
0
4
3
C
S
0
4
1
EM'CY VENT
CARGO VAPOUR
CARGO LIQUID
SPRAY MAIN
E
S
D
E
S
D
C
L
0
3
1
C
L
0
1
1
C
L
0
1
3
C
S
0
1
3
C
S
0
1
1
C
L
0
2
1
C
L
0
2
3
C
S
0
2
3
C
S
0
2
1
C
L
0
3
3
C
S
0
3
3
C
S
0
3
1
C
G
0
7
1
E
S
D
C
G
0
7
3
CS035 CS025
CG075
FM002
OF
FM003
F
M
0
0
1
CS071
NO.4 CARGO TANK
CR401
C
S
4
0
6
C
S
4
0
8
PORT SIDE
STBD SIDE
C
L
4
0
4
CL406
C
L
4
0
3
S
A
4
5
0
, S
A
4
5
1
S
A
4
5
2
, S
A
4
5
3
S
A
4
5
4
, S
A
4
5
5
S
A
4
5
6
, S
A
4
5
7
S
A
4
5
8
, S
A
4
5
9
F
L
4
0
0
R
C
S
4
0
2
C
S
4
0
1
C
S
4
0
0
C
S
4
0
3
C
L
4
0
2
C
L
4
0
1
C
G
4
0
0
CG401
SP05
SP02
SP01
F
E
S
D
C
L
0
4
2
E
S
D
C
L
0
4
4
C
S
0
4
4
C
S
0
4
2
E
S
D
E
S
D
C
L
0
3
2
C
L
0
1
2
C
L
0
1
4
C
S
0
1
4
C
S
0
1
2
C
L
0
2
2
C
L
0
2
4
C
S
0
2
4
C
S
0
2
2
C
L
0
3
4
C
S
0
3
4
C
S
0
3
2
C
G
0
7
2
E
S
D
C
G
0
7
4
CS036 CS026
E
S
D
CS700 C
S
7
0
2
CS703
CS404
C
S
4
0
7
CR400
CS405
FOR ISB
STRIP.
C
CL405
C S
NO.3 CARGO TANK
CR301
C
S
3
0
6
C
S
3
0
8
PORT SIDE
STBD SIDE
C
L
3
0
4
CL306
C
L
3
0
3
S
A
3
5
0
, S
A
3
5
1
S
A
3
5
2
, S
A
3
5
3
S
A
3
5
4
, S
A
3
5
5
S
A
3
5
6
, S
A
3
5
7
S
A
3
5
8
, S
A
3
5
9
F
L
3
0
0
R
C
L
3
0
7
C
L
3
0
0C
S
3
0
2
C
S
3
0
1
C
S
3
0
0
C
S
3
0
3
C
L
3
0
2
C
L
3
0
1
C
G
3
0
0
CG301
SP05
F
CS304
C
S
3
0
7
CR300
CS305
FOR ISB
STRIP.
C
CL305
C S
NO.2 CARGO TANK
CR201
C
S
2
0
6
C
S
2
0
8
PORT SIDE
STBD SIDE
C
L
2
0
4
CL206
C
L
2
0
3
S
A
2
5
0
, S
A
2
5
1
S
A
2
5
2
, S
A
2
5
3
S
A
2
5
4
, S
A
2
5
5
S
A
2
5
6
, S
A
2
5
7
S
A
2
5
8
, S
A
2
5
9
F
L
2
0
0
R
C
L
2
0
7
C
L
2
0
0C
S
2
0
2
C
S
2
0
1
C
S
2
0
0
C
S
2
0
3
C
L
2
0
2
C
L
2
0
1
C
G
2
0
0
CG201
SP05
F
CS204
C
S
2
0
7
CR200
CS205
FOR ISB
STRIP.
C
CL205
C S
NO.1 CARGO TANK
CR101
C
S
1
0
6
C
S
1
0
8
PORT SIDE
STBD SIDE
C
L
1
0
4
CL106
C
L
1
0
3
S
A
1
5
0
, S
A
1
5
1
S
A
1
5
2
, S
A
1
5
3
S
A
1
5
4
, S
A
1
5
5
S
A
1
5
6
, S
A
1
5
7
S
A
1
5
8
, S
A
1
5
9
F
L
1
0
0
R
C
L
1
0
7
C
L
1
0
0C
S
1
0
2
C
S
1
0
1
C
S
1
0
0
C
S
1
0
3
C
L
1
0
2
C
L
1
0
1
C
G
1
0
0
CG101
SP05
SP04
F
CS104
C
S
1
0
7
CR100
CS105
FOR ISB
STRIP.
C
CL105
C S
SP03
C
G
7
0
0
C
G
7
0
1
C
G
7
0
3
C
G
7
0
4
C
G
7
0
7
CL700
C
G
7
0
2
O
F
OF
F
M
0
0
6
CG915CG911
CG907
CG903
C
G
9
2
5
NO.1 H/D COMPRESSOR
CS906
FORCING
VAPORISER
MIST
SEPARATOR
NO.1 B.O/W.U
HEATER
NO.2 B.O/W.U
HEATER
CG923
C
G
9
2
7
C
G
9
2
6
CG919 CG917
OF
FUEL GAS
TO BOILERS
(STBD ONLY)
FROM INERT GAS/
DRY AIR PLANT
CG930
FM004
ESD
VF
CG921
CG924
CS902
CG920 CG918
CG922
CS905
CS901
CS904
CS903
CG916CG912
CG908
CG904
NO.2 H/D COMPRESSOR
OF
CG913CG909
CG905
CG901
NO.1 L/D COMPRESSOR
OF
CG914CG910
CG906
CG902
NO.2 L/D COMPRESSOR
OF
CG705
CG706
C
G
7
0
8
C
G
9
2
8
O
F
FM005
CG929 OF
LNG
VAPORISER
C
G
9
0
0
C
L
7
0
1
KEY
DRY AIR LINE
HUMID AIR LINE
C
L
4
0
7
C
L
4
0
0

3J LNG AL WOSAIL

1
st
6.1.2 Drying Cargo Tanks

During a dry docking or inspection, cargo tanks which have been opened and
contain humid air must be dried to avoid primarily the formation of ice when
they are cooled down and secondly, the formation of corrosive agents if the
humidity combines with the sulphur and nitrogen oxides which might be
contained in excess in the inert gas. The tanks are inerted in order to prevent the
possibility of any flammable air/LNG mixture. Normal humid air is displaced by
dry air. Dry air is displaced by inert gas produced from the IGG.

Dry air is introduced at the bottom of the tanks through the filling piping. The air
is displaced from the top of each tank through the dome and the vapour header,
and is discharged from the No.1 vent mast riser.

The operation, carried out from shore or at sea, will take approximately 20 hours
to reduce the dew point to less than -20 C.

During the time that the inert gas plant is in operation for drying and inerting the
tanks, the inert gas is also used to dry (below -40 C ) and to inert all other LNG
and vapour pipework. Before the introduction of LNG or vapour, any pipework
not purged with inert gas must be purged with nitrogen.

Operating Procedure for Drying Tanks

Dry air, with a dew point of -45 C, is produced by the IGG at a flow rate of
14,000 Nm
3
/h.

1) Prepare the inert gas/dry air generator for use in the dry air mode.

2) Install the spool piece SP02 to connect the inert gas/dry air feeder line
to the liquid header.

3) Open valves CL701, CL407, CL307, CL207 and CL107 to supply dry
air to the liquid header.

4) Open tank filling valves CL400, CL300, CL200 and CL100.

5) Open tank vapour valves CG400, CG300, CG200 and CG100.

6) Open CG701 to vent through the No.1 vent mast. Eventually, tank
pressure is controlled via the regulating valve CG702, set at 10 kPaG by
the inching control, manually set on the IAS.

7) Start the IGG (dry air production). When dew point is -45 C, open the
delivery valve and close the purge valve on the IAS.

8) Monitor the dew point of each tank by taking a sample at the vapour
domes. When the dew point is -25 C or less, close the filling and
vapour valves of the tank.
Wet air which may be contained in the discharge lines from the cargo pumps,
float level piping and any associated pipe work in the cargo compressor room
must be purged with dry air.

9) When all the tanks are dried, stop the IGG. Close the supply valve
CL701 to the liquid header and close valve CG701 to the venting
system at the No.1 vent mast riser.

Note
It is necessary to lower the tank dew point by dry air to at least -20 C before
feeding tanks with inert gas in order to avoid formation of corrosive agents.

This operation will be completed in 20 hours.

3J LNG AL WOSAIL

1
st
Illustration 6.1.3a Inerting Cargo Tanks

C
L
0
4
1
E
S
D
C
L
0
4
3
C
S
0
4
3
C
S
0
4
1
EM'CY VENT
CARGO VAPOUR
CARGO LIQUID
SPRAY MAIN
E
S
D
E
S
D
C
L
0
3
1
C
L
0
1
1
C
L
0
1
3
C
S
0
1
3
C
S
0
1
1
C
L
0
2
1
C
L
0
2
3
C
S
0
2
3
C
S
0
2
1
C
L
0
3
3
C
S
0
3
3
C
S
0
3
1
C
G
0
7
1
E
S
D
C
G
0
7
3
CS035 CS025
CG075
FM002
OF
FM003
F
M
0
0
1
CS071
NO.4 CARGO TANK
CR401
C
S
4
0
6
C
S
4
0
8
PORT SIDE
STBD SIDE
C
L
4
0
4
CL406
C
L
4
0
3
S
A
4
5
0
, S
A
4
5
1
S
A
4
5
2
, S
A
4
5
3
S
A
4
5
4
, S
A
4
5
5
S
A
4
5
6
, S
A
4
5
7
S
A
4
5
8
, S
A
4
5
9
F
L
4
0
0
R
C
S
4
0
2
C
S
4
0
1
C
S
4
0
0
C
S
4
0
3
C
L
4
0
2
C
L
4
0
1
C
G
4
0
0
CG401
SP05
SP02
SP01
F
E
S
D
C
L
0
4
2
E
S
D
C
L
0
4
4
C
S
0
4
4
C
S
0
4
2
E
S
D
E
S
D
C
L
0
3
2
C
L
0
1
2
C
L
0
1
4
C
S
0
1
4
C
S
0
1
2
C
L
0
2
2
C
L
0
2
4
C
S
0
2
4
C
S
0
2
2
C
L
0
3
4
C
S
0
3
4
C
S
0
3
2
C
G
0
7
2
E
S
D
C
G
0
7
4
CS036 CS026
E
S
D
CS700 C
S
7
0
2
CS703
CS404
C
S
4
0
7
CR400
CS405
FOR ISB
STRIP.
C
CL405
C S
NO.3 CARGO TANK
CR301
C
S
3
0
6
C
S
3
0
8
PORT SIDE
STBD SIDE
C
L
3
0
4
CL306
C
L
3
0
3
S
A
3
5
0
, S
A
3
5
1
S
A
3
5
2
, S
A
3
5
3
S
A
3
5
4
, S
A
3
5
5
S
A
3
5
6
, S
A
3
5
7
S
A
3
5
8
, S
A
3
5
9
F
L
3
0
0
R
C
L
3
0
7
C
L
3
0
0C
S
3
0
2
C
S
3
0
1
C
S
3
0
0
C
S
3
0
3
C
L
3
0
2
C
L
3
0
1
C
G
3
0
0
CG301
SP05
F
CS304
C
S
3
0
7
CR300
CS305
FOR ISB
STRIP.
C
CL305
C S
NO.2 CARGO TANK
CR201
C
S
2
0
6
C
S
2
0
8
PORT SIDE
STBD SIDE
C
L
2
0
4
CL206
C
L
2
0
3
S
A
2
5
0
, S
A
2
5
1
S
A
2
5
2
, S
A
2
5
3
S
A
2
5
4
, S
A
2
5
5
S
A
2
5
6
, S
A
2
5
7
S
A
2
5
8
, S
A
2
5
9
F
L
2
0
0
R
C
L
2
0
7
C
L
2
0
0C
S
2
0
2
C
S
2
0
1
C
S
2
0
0
C
S
2
0
3
C
L
2
0
2
C
L
2
0
1
C
G
2
0
0
CG201
SP05
F
CS204
C
S
2
0
7
CR200
CS205
FOR ISB
STRIP.
C
CL205
C S
NO.1 CARGO TANK
CR101
C
S
1
0
6
C
S
1
0
8
PORT SIDE
STBD SIDE
C
L
1
0
4
CL106
C
L
1
0
3
S
A
1
5
0
, S
A
1
5
1
S
A
1
5
2
, S
A
1
5
3
S
A
1
5
4
, S
A
1
5
5
S
A
1
5
6
, S
A
1
5
7
S
A
1
5
8
, S
A
1
5
9
F
L
1
0
0
R
C
L
1
0
7
C
L
1
0
0C
S
1
0
2
C
S
1
0
1
C
S
1
0
0
C
S
1
0
3
C
L
1
0
2
C
L
1
0
1
C
G
1
0
0
CG101
SP05
SP04
F
CS104
C
S
1
0
7
CR100
CS105
FOR ISB
STRIP.
C
CL105
C S
SP03
C
G
7
0
0
C
G
7
0
1
C
G
7
0
3
C
G
7
0
4
C
G
7
0
7
CL700
C
G
7
0
2
O
F
OF
F
M
0
0
6
CG915CG911
CG907
CG903
C
G
9
2
5
NO.1 H/D COMPRESSOR
CS906
FORCING
VAPORISER
MIST
SEPARATOR
NO.1 B.O/W.U
HEATER
NO.2 B.O/W.U
HEATER
CG923
C
G
9
2
7
C
G
9
2
6
CG919 CG917
OF
FUEL GAS
TO BOILERS
(STBD ONLY)
FROM INERT GAS/
DRY AIR PLANT
CG930
FM004
ESD
VF
CG921
CG924
CS902
CG920 CG918
CG922
CS905
CS901
CS904
CS903
CG916CG912
CG908
CG904
NO.2 H/D COMPRESSOR
OF
CG913CG909
CG905
CG901
NO.1 L/D COMPRESSOR
OF
CG914CG910
CG906
CG902
NO.2 L/D COMPRESSOR
OF
CG705
CG706
C
G
7
0
8
C
G
9
2
8
O
F
FM005
CG929 OF
LNG
VAPORISER
C
G
9
0
0
C
L
7
0
1
KEY
INERT GAS LINE
DRY AIR LINE
C
L
4
0
7
C
L
4
0
0

3J LNG AL WOSAIL

1
st
6.1.3 Inerting Cargo Tanks

Inert gas, with an oxygen content of less than 0.5 % and a dew point of -45 C, is
produced by the IGG with a flow rate of 14,000 Nm
3
/h.

Emergency pump wells have to be inerted with nitrogen before inerting the cargo
tanks.

Warning
Inert gas from this generator and pure nitrogen will not sustain life. Great care
must be exercised to ensure the safety of all personnel involved with any
operation using inert gas of any description in order to avoid asphyxiation due to
oxygen depletion.

1) Prepare the IGG for use in the inert gas mode.

2) Install the spool piece SP02 to connect the inert-gas/dry-air feeder line
to the liquid header.

3) Open the valves CL701, CL407, CL307, CL207 and CL107 to supply
inert gas to the liquid header.

4) Open tank filling valves CL400, CL300, CL200 and CL100.

5) Open tank vapour valves CG400, CG300, CG200 and CG100.

6) Open CG701 to vent through the No.1 vent mast riser. Eventually, tank
pressure is controlled via the regulating valve CG702 set at 10 kPaG by
inching control, manually set on the IAS.

7) When oxygen content is less than 0.5 % and dew point is -45 C, open
delivery valve and close purge valve on the IAS.

8) By sampling at the vapour dome, check the atmosphere of each tank by
means of the portable oxygen analyser. O2 content is to be less than
1 % and the dew point less than -40 C.

9) During tank inerting, purge for about 5 minutes the air contained in the
lines and equipment by using valves and purge sample points.

10) When the inerting of the tanks, lines and equipment is completed, set
the regulating valve CG702 to 15 kPaG in order to pressurise all the
tanks to this pressure.

11) When the operation is completed, stop the supply of inert gas and close
valves CL701, CL407, CL307, CL207, CL107, CL400, CL300, CL200
CL100, CG400, CG300, CG200, CG100, and CG701.
Note
Until the ship is ready to load LNG for gas filling, the tanks may be maintained
under inert gas as long as necessary. If required, pressurise the tanks to 2 kPa
above atmospheric pressure and, to reduce leakage, isolate all the valves at the
forward venting system.

Air is purged and replaced by inert gas to attain O
2
content less than 2 % by the
volume and dew point lower than -40 C. This operation will be completed in 20
hours.

Warning
All pump discharge valves must remain shut in order to protect the pump from
high speed revolution without lubricant.

3J LNG AL WOSAIL

1
st
Illustration 6.1.4a Gassing-up Cargo Tanks (Stage-1)

C
L
0
4
1
E
S
D
C
L
0
4
3
C
S
0
4
3
C
S
0
4
1
EM'CY VENT
CARGO VAPOUR
CARGO LIQUID
SPRAY MAIN
E
S
D
E
S
D
C
L
0
3
1
C
L
0
1
1
C
L
0
1
3
C
S
0
1
3
C
S
0
1
1
C
L
0
2
1
C
L
0
2
3
C
S
0
2
1
C
L
0
3
3
C
S
0
3
3
C
S
0
3
1
C
G
0
7
1
E
S
D
C
G
0
7
3
CS035 CS025
CG075
FM002
OF
FM003
F
M
0
0
1
CS071
NO.4 CARGO TANK
CR401
C
S
4
0
6
C
S
4
0
8
PORT SIDE
STBD SIDE
C
L
4
0
4
CL406
C
L
4
0
3
S
A
4
5
0
, S
A
4
5
1
S
A
4
5
2
, S
A
4
5
3
S
A
4
5
4
, S
A
4
5
5
S
A
4
5
6
, S
A
4
5
7
S
A
4
5
8
, S
A
4
5
9
F
L
4
0
0
R
C
S
4
0
2
C
S
4
0
1
C
S
4
0
0
C
S
4
0
3
C
L
4
0
2
C
L
4
0
1
C
G
4
0
0
CG401
SP05
SP02
SP01
F
E
S
D
C
L
0
4
2
E
S
D
C
L
0
4
4
C
S
0
4
4
C
S
0
4
2
E
S
D
E
S
D
C
L
0
3
2
C
L
0
1
2
C
L
0
1
4
C
S
0
1
4
C
S
0
1
2
C
L
0
2
2
C
L
0
2
4
C
S
0
2
4
C
S
0
2
2
C
L
0
3
4
C
S
0
3
4
C
S
0
3
2
C
G
0
7
2
E
S
D
C
G
0
7
4
CS036 CS026
E
S
D
CS700 C
S
7
0
2
CS703
CS404
C
S
4
0
7
CR400
CS405
FOR ISB
STRIP.
C
CL405
C S
NO.3 CARGO TANK
CR301
C
S
3
0
6
C
S
3
0
8
PORT SIDE
STBD SIDE
C
L
3
0
4
CL306
C
L
3
0
3
S
A
3
5
0
, S
A
3
5
1
S
A
3
5
2
, S
A
3
5
3
S
A
3
5
4
, S
A
3
5
5
S
A
3
5
6
, S
A
3
5
7
S
A
3
5
8
, S
A
3
5
9
F
L
3
0
0
R
C
L
3
0
7
C
L
3
0
0C
S
3
0
2
C
S
3
0
1
C
S
3
0
0
C
S
3
0
3
C
L
3
0
2
C
L
3
0
1
C
G
3
0
0
CG301
SP05
F
CS304
C
S
3
0
7
CR300
CS305
FOR ISB
STRIP.
C
CL305
C S
NO.2 CARGO TANK
CR201
C
S
2
0
6
C
S
2
0
8
PORT SIDE
STBD SIDE
C
L
2
0
4
CL206
C
L
2
0
3
S
A
2
5
0
, S
A
2
5
1
S
A
2
5
2
, S
A
2
5
3
S
A
2
5
4
, S
A
2
5
5
S
A
2
5
6
, S
A
2
5
7
S
A
2
5
8
, S
A
2
5
9
F
L
2
0
0
R
C
L
2
0
7
C
L
2
0
0C
S
2
0
2
C
S
2
0
1
C
S
2
0
0
C
S
2
0
3
C
L
2
0
2
C
L
2
0
1
C
G
2
0
0
CG201
SP05
F
CS204
C
S
2
0
7
CR200
CS205
FOR ISB
STRIP.
C
CL205
C S
NO.1 CARGO TANK
CR101
C
S
1
0
6
C
S
1
0
8
PORT SIDE
STBD SIDE
C
L
1
0
4
CL106
C
L
1
0
3
S
A
1
5
0
, S
A
1
5
1
S
A
1
5
2
, S
A
1
5
3
S
A
1
5
4
, S
A
1
5
5
S
A
1
5
6
, S
A
1
5
7
S
A
1
5
8
, S
A
1
5
9
F
L
1
0
0
R
C
L
1
0
7
C
L
1
0
0C
S
1
0
2
C
S
1
0
1
C
S
1
0
0
C
S
1
0
3
C
L
1
0
2
C
L
1
0
1
C
G
1
0
0
CG101
SP05
SP04
F
CS104
C
S
1
0
7
CR100
CS105
FOR ISB
STRIP.
C
CL105
C S
SP03
C
G
7
0
0
C
G
7
0
1
C
G
7
0
3
C
G
7
0
4
C
G
7
0
7
CL700
C
G
7
0
2
O
F
OF
F
M
0
0
6
CG915CG911
CG907
CG903
C
G
9
2
5
NO.1 H/D COMPRESSOR
CS906
FORCING
VAPORISER
MIST
SEPARATOR
NO.1 B.O/W.U
HEATER
NO.2 B.O/W.U
HEATER
CG923
C
G
9
2
7
C
G
9
2
6
CG919 CG917
OF
FUEL GAS
TO BOILERS
(STBD ONLY)
FROM INERT GAS/
DRY AIR PLANT
CG930
FM004
ESD
VF
CG921
CG924
CS902
CG920 CG918
CG922
CS905
CS901
CS904
CS903
CG916CG912
CG908
CG904
NO.2 H/D COMPRESSOR
OF
CG913CG909
CG905
CG901
NO.1 L/D COMPRESSOR
OF
CG914CG910
CG906
CG902
NO.2 L/D COMPRESSOR
OF
CG705
CG706
C
G
7
0
8
C
G
9
2
8
O
F
FM005
CG929 OF
LNG
VAPORISER
C
G
9
0
0
C
L
7
0
1
C
L
4
0
7
C
L
4
0
0
KEY
LNG LIQUID LINE
LNG VAPOUR LINE
LNG MIXTURE AND
INERT GAS LINE
C
S
0
2
3

3J LNG AL WOSAIL

1
st
6.1.4 Gassing-up Cargo Tanks

1. Introduction

After lay up or dry dock, the cargo tanks are filled with inert gas or nitrogen. If
the purging has been done with inert gas, the cargo tanks have to be purged and
cooled down when the vessel arrives at the loading terminal. This is because,
unlike nitrogen, inert gas contains 14 % carbon dioxide (CO
2
), which will freeze
at around -60 C and produces a white powder which can block valves, filters
and nozzles.

During purging, the inert gas in the cargo tanks is replaced with warm LNG
vapour. This is done to remove any gases liable to freezing such as carbon
dioxide, and to complete the drying of the tanks.

2. Description

LNG liquid is supplied from the terminal to the liquid manifold where it passes
to the stripping/spray header via the appropriate shore connection liquid valve. It
is then fed to the LNG vaporizer and the LNG vapour produced is passed at
+20 C to the vapour header and into each tank via the vapour domes.

At the start of the operation to fill the cargo tanks, the piping system and LNG
vaporizer are vapour locked. The stripping/spray header can be purged into the
cargo tanks via the vapour dome through the arrangement of spray valves
containing the control valve until liquid reaches the LNG vaporizer. The LNG
vapour is lighter than the inert gas, which allows the inert gases in the cargo
tanks to be exhausted up the tank filling line to the liquid header. The inert gas
then vents to the atmosphere via the No.1 vent mast.

When 5 % methane (the percentage figure will be specified by the particular port
authority) is detected at No.1 vent mast, the exhaust gas is directed ashore via the
HD compressors by pass line, or to the boilers through the gas burning line.

This operation can be done without the compressors, subject to existing back
pressure, or with one or both HD compressors in service. If possible, it is better
not to use compressors to avoid creating turbulence inside the tanks.

The operation is considered complete when the CH content, as measured at the
top of the cargo filling pipe, exceeds 98 % by volume.

The target values for N
2
gas and inert gas CO
2
is equal to or less than 1 %. These
values should be matched with the LNG terminal requirements.

This normally entails approximately one point eight (1.8) changes of the volume
of the atmosphere in the cargo tank.

On completion of purging, the cargo tanks will normally be cooled down.
There are exceptional cases where it may be necessary to undertake the purging
of one or more tanks at sea using LNG liquid already on board. In this case the
liquid will be supplied to the LNG vaporizer via the stripping/spray header by
using the stripping/spray pump of a cargo tank containing LNG liquid. Due to
local regulations on venting methane gas to the atmosphere, some port
authorities may require the entire operation to be carried out with the exhaust
gases being returned to shore facilities.

3. Operating Procedures to Purge the Cargo Tanks with LNG Vapour

1) Stage One
It is assumed, though unlikely in practice, that all valves are closed prior
to use.

a) Install the following spool pieces:
Liquid header to No.1 vent mast (SP04).
Liquid header to compressor (SP02) (only if compressor is
required)

b) Prepare the LNG vaporizer for use.

c) Adjust the set point of the temperature control valve to +20 C.

d) Using the IAS, adjust the set point of the pressure control valve
CG702 to 6 kPaG (or required value) by using the inching control
(remote manual).

e) Open the valve CL700 at the No.1 vent mast.

f) Open the valve CS071, the stripping/spray header crossover valve
to the manifold.

g) Open valve CS702 on the stripping/spray header to enable supply
to reach the LNG vaporizer.

h) Open the valve CS901, the inlet valve to the LNG vaporizer.

i) In the cargo machinery room open the outlet from the LNG
vaporizer CG929.

j) Open valve CG707 to allow supply to the vapour header.

k) Open the header valves at the vapour domes.
No.1 Tank CG100
No.2 Tank CG200
No.3 Tank CG300
No.4 Tank CG400
For safety reasons, ensure that the hull water curtain on the
connected side is in operation.
l) Open CS023 (if using the after liquid manifold on the port side),
the isolating valve to the stripping/spray header.

m) Using the IAS, open the individual tank loading valves.
No.1 Tank CL100 CL107

n) Using the IAS, open CL021, the liquid manifold valve on the port
side, and request the terminal to commence supply of LNG liquid
to the ship at a constant pressure of 200 kPa or as required.

o) Adjust No.1 vent mast pressure with CG702 to 20 kPaG or as
required.

p) Monitor the inert exhausting gas at each liquid dome (use the mid
cargo tank sample cock initially, followed by the sample cock at
the top of the loading line). Also monitor the inert exhausted gas at
No.1 vent mast riser, using the sample cock.

q) When 5 % methane, (or the quantity the port authority will allow) is
detected at No.1 vent mast and each vapour dome, request
permission from the terminal personnel to direct exhaust gas to the
terminal facilities.

3J LNG AL WOSAIL

1
st
Illustration 6.1.4b Gassing-up Cargo Tanks (Stage-2)

C
L
0
4
1
E
S
D
C
L
0
4
3
C
S
0
4
3
C
S
0
4
1
EM'CY VENT
CARGO VAPOUR
CARGO LIQUID
SPRAY MAIN
E
S
D
E
S
D
C
L
0
3
1
C
L
0
1
1
C
L
0
1
3
C
S
0
1
3
C
S
0
1
1
C
L
0
2
1
C
L
0
2
3
C
S
0
2
1
C
L
0
3
3
C
S
0
3
3
C
S
0
3
1
C
G
0
7
1
E
S
D
C
G
0
7
3
CS035 CS025
CG075
FM002
OF
FM003
F
M
0
0
1
CS071
NO.4 CARGO TANK
CR401
C
S
4
0
6
C
S
4
0
8
PORT SIDE
STBD SIDE
C
L
4
0
4
CL406
C
L
4
0
3
S
A
4
5
0
, S
A
4
5
1
S
A
4
5
2
, S
A
4
5
3
S
A
4
5
4
, S
A
4
5
5
S
A
4
5
6
, S
A
4
5
7
S
A
4
5
8
, S
A
4
5
9
F
L
4
0
0
R
C
S
4
0
2
C
S
4
0
1
C
S
4
0
0
C
S
4
0
3
C
L
4
0
2
C
L
4
0
1
C
G
4
0
0
CG401
SP05
SP02
SP01
F
E
S
D
C
L
0
4
2
E
S
D
C
L
0
4
4
C
S
0
4
4
C
S
0
4
2
E
S
D
E
S
D
C
L
0
3
2
C
L
0
1
2
C
L
0
1
4
C
S
0
1
4
C
S
0
1
2
C
L
0
2
2
C
L
0
2
4
C
S
0
2
4
C
S
0
2
2
C
L
0
3
4
C
S
0
3
4
C
S
0
3
2
C
G
0
7
2
E
S
D
C
G
0
7
4
CS036 CS026
E
S
D
CS700 C
S
7
0
2
CS703
CS404
C
S
4
0
7
CR400
CS405
FOR ISB
STRIP.
C
CL405
C S
NO.3 CARGO TANK
CR301
C
S
3
0
6
C
S
3
0
8
PORT SIDE
STBD SIDE
C
L
3
0
4
CL306
C
L
3
0
3
S
A
3
5
0
, S
A
3
5
1
S
A
3
5
2
, S
A
3
5
3
S
A
3
5
4
, S
A
3
5
5
S
A
3
5
6
, S
A
3
5
7
S
A
3
5
8
, S
A
3
5
9
F
L
3
0
0
R
C
L
3
0
7
C
L
3
0
0C
S
3
0
2
C
S
3
0
1
C
S
3
0
0
C
S
3
0
3
C
L
3
0
2
C
L
3
0
1
C
G
3
0
0
CG301
SP05
F
CS304
C
S
3
0
7
CR300
CS305
FOR ISB
STRIP.
C
CL305
C S
NO.2 CARGO TANK
CR201
C
S
2
0
6
C
S
2
0
8
PORT SIDE
STBD SIDE
C
L
2
0
4
CL206
C
L
2
0
3
S
A
2
5
0
, S
A
2
5
1
S
A
2
5
2
, S
A
2
5
3
S
A
2
5
4
, S
A
2
5
5
S
A
2
5
6
, S
A
2
5
7
S
A
2
5
8
, S
A
2
5
9
F
L
2
0
0
R
C
L
2
0
7
C
L
2
0
0C
S
2
0
2
C
S
2
0
1
C
S
2
0
0
C
S
2
0
3
C
L
2
0
2
C
L
2
0
1
C
G
2
0
0
CG201
SP05
F
CS204
C
S
2
0
7
CR200
CS205
FOR ISB
STRIP.
C
CL205
C S
NO.1 CARGO TANK
CR101
C
S
1
0
6
C
S
1
0
8
PORT SIDE
STBD SIDE
C
L
1
0
4
CL106
C
L
1
0
3
S
A
1
5
0
, S
A
1
5
1
S
A
1
5
2
, S
A
1
5
3
S
A
1
5
4
, S
A
1
5
5
S
A
1
5
6
, S
A
1
5
7
S
A
1
5
8
, S
A
1
5
9
F
L
1
0
0
R
C
L
1
0
7
C
L
1
0
0C
S
1
0
2
C
S
1
0
1
C
S
1
0
0
C
S
1
0
3
C
L
1
0
2
C
L
1
0
1
C
G
1
0
0
CG101
SP05
SP04
F
CS104
C
S
1
0
7
CR100
CS105
FOR ISB
STRIP.
C
CL105
C S
SP03
C
G
7
0
0
C
G
7
0
1
C
G
7
0
3
C
G
7
0
4
C
G
7
0
7
CL700
C
G
7
0
2
O
F
OF
F
M
0
0
6
CG915CG911
CG907
CG903
NO.1 H/D COMPRESSOR
CS906
FORCING
VAPORISER
MIST
SEPARATOR
NO.1 B.O/W.U
HEATER
NO.2 B.O/W.U
HEATER
CG923
C
G
9
2
7
C
G
9
2
6
CG919 CG917
OF
FUEL GAS
TO BOILERS
(STBD ONLY)
FROM INERT GAS/
DRY AIR PLANT
CG930
FM004
ESD
VF
CG921
CG924
CS902
CG920 CG918
CG922
CS905
CS901
CS904
CS903
CG916CG912
CG908
CG904
NO.2 H/D COMPRESSOR
OF
CG913CG909
CG905
CG901
NO.1 L/D COMPRESSOR
OF
CG914CG910
CG906
CG902
NO.2 L/D COMPRESSOR
OF
CG705
CG706
C
G
7
0
8
C
G
9
2
8
O
F
FM005
CG929 OF
LNG
VAPORISER
C
G
9
0
0
C
L
7
0
1
C
L
4
0
7
C
L
4
0
0
KEY
LNG LIQUID LINE
LNG VAPOUR LINE
LNG MIXTURE AND
INERT GAS LINE
C
S
0
2
3
C
G
9
2
5

3J LNG AL WOSAIL

1
st
3) Stage Two
(See Illustration 6.1.4b)

Inert gas condition CO
2
: equal to or less than 1% by vol.
Nitrogen gas condition N
2
: equal to or less than 1% by vol.

When 5 % CH content (or the quantity the port authority will allow) is
detected at No.1 vent mast and each vapour dome, request permission
from the terminal personnel to direct exhaust gas to the terminal
facilitys flare stack.

a) Prepare both HD compressors for use.

b) Install the spool piece connecting the liquid line to the suction for
the HD compressors (SP02).

c) Adjust the set point of the HD compressor flow controller.

d) On the HD compressors open the following valves:
CG903 inlet to No.1 HD compressor
CG915 outlet from No.1 HD compressor
CG904 inlet to No.2 HD compressor
CG916 outlet from No.2 HD compressor

e) Open the following valves:
CL701/CG705, liquid header vapour supply to the HD compressors
and CG900, HD compressor supply to the manifold

f) Open the vapour manifold valve CG071(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.

g) Once the flow to the terminal has been established, close valve
CL700 at No.1 vent mast. Using the IAS, adjust the set point of
No.1 vent mast control valve CG702 to the required value (for
example 23 kPaG, so that this valve will remain closed during
normal running of the compressors, but would act in a safety
capacity if necessary), and reopen CL700.

h) If the tank pressure increases too much, using the IAS start one or
both of the HD compressors as necessary.

i) Using the IAS, monitor the pressure inside the tanks.

If the pressure increases, request the terminal to reduce the supply
of LNG, or increase the flow through the HD compressors by
adjusting the set point on both HD compressors flow rate by IGV
adjusting.

If the pressure decreases, reduce the flow through the HD
compressors by adjusting the set point of both HD compressors
flow rates. Alternatively, shut down one of the compressors as
necessary, or request the terminal to increase the LNG liquid
supply to the LNG vaporizer.
When the cargo tank CH content reaches 98 %, throttle in the individual
tank loading valve until it is only just cracked open.

During the change of atmosphere, purge the following sections for
about 5 minutes each:

a) All sections of the stripping/spray header and tank connections, via
the valves at each vapour dome:
No.1 Tank CS106, 107, 108
No.2 Tank CS206, 207, 208
No.3 Tank CS306, 307, 308
No.4 Tank CS406, 407, 408

b) Purge manual and ESD valves. The manifold bypass valves are not
in use.

The operation is considered complete when all four cargo tanks have at
least a 98 % CH content and the acceptable CO
2
content and/or N
2

content is as requested by the terminal.

c) Purge the following lines and equipment for five minutes each:

i) HD and LD heater and forcing vaporizer, venting via the
sampling cocks.

ii) HD and LD compressors with the compressor inlet and outlet
valves. Make sure to thoroughly purge each compressor in turn.

iii) Vapour crossover and manifolds CG071 and CG072, venting
through the manifold flanges CG073 and CG074.

iv) Cargo pump lines, stripping/spray pump lines and emergency
cargo pump well via the appropriate line valve and purge
sample point.

v) Extremities of vapour header via sample points.

d) Request the terminal to stop the supply of LNG liquid.

e) Stop both HD compressors, if operated.

f) Close CS023, the isolating line to the stripping/spray lines.

g) Do not shut down the LNG vaporizer until it has been warmed
through to the ambient temperature.

h) Remove spool pieces after purging with nitrogen and testing the
gas content.

i) Prepare the cargo system for cool down.

3J LNG AL WOSAIL

1
st
Illustration 6.1.5a Cooling Down Cargo Tanks

C
L
0
4
1
E
S
D
C
L
0
4
3
C
S
0
4
3
C
S
0
4
1
EM'CY VENT
CARGO VAPOUR
CARGO LIQUID
SPRAY MAIN
E
S
D
E
S
D
C
L
0
3
1
C
L
0
1
1
C
L
0
1
3
C
S
0
1
3
C
S
0
1
1
C
L
0
2
1
C
L
0
2
3
C
S
0
2
1
C
L
0
3
3
C
S
0
3
3
C
S
0
3
1
C
G
0
7
1
E
S
D
C
G
0
7
3
CS035 CS025
CG075
FM002
OF
FM003
F
M
0
0
1
CS071
NO.4 CARGO TANK
CR401
C
S
4
0
6
C
S
4
0
8
PORT SIDE
STBD SIDE
C
L
4
0
4
CL406
C
L
4
0
3
S
A
4
5
0
, S
A
4
5
1
S
A
4
5
2
, S
A
4
5
3
S
A
4
5
4
, S
A
4
5
5
S
A
4
5
6
, S
A
4
5
7
S
A
4
5
8
, S
A
4
5
9
F
L
4
0
0
R
C
S
4
0
2
C
S
4
0
1
C
S
4
0
0
C
S
4
0
3
C
L
4
0
2
C
L
4
0
1
C
G
4
0
0
CG401
SP05
SP02
SP01
F
E
S
D
C
L
0
4
2
E
S
D
C
L
0
4
4
C
S
0
4
4
C
S
0
4
2
E
S
D
E
S
D
C
L
0
3
2
C
L
0
1
2
C
L
0
1
4
C
S
0
1
4
C
S
0
1
2
C
L
0
2
2
C
L
0
2
4
C
S
0
2
4
C
S
0
2
2
C
L
0
3
4
C
S
0
3
4
C
S
0
3
2
C
G
0
7
2
E
S
D
C
G
0
7
4
CS036 CS026
E
S
D
CS700 C
S
7
0
2
CS703
CS404
C
S
4
0
7
CR400
CS405
FOR ISB
STRIP.
C
CL405
C S
NO.3 CARGO TANK
CR301
C
S
3
0
6
C
S
3
0
8
PORT SIDE
STBD SIDE
C
L
3
0
4
CL306
C
L
3
0
3
S
A
3
5
0
, S
A
3
5
1
S
A
3
5
2
, S
A
3
5
3
S
A
3
5
4
, S
A
3
5
5
S
A
3
5
6
, S
A
3
5
7
S
A
3
5
8
, S
A
3
5
9
F
L
3
0
0
R
C
L
3
0
7
C
L
3
0
0C
S
3
0
2
C
S
3
0
1
C
S
3
0
0
C
S
3
0
3
C
L
3
0
2
C
L
3
0
1
C
G
3
0
0
CG301
SP05
F
CS304
C
S
3
0
7
CR300
CS305
FOR ISB
STRIP.
C
CL305
C S
NO.2 CARGO TANK
CR201
C
S
2
0
6
C
S
2
0
8
PORT SIDE
STBD SIDE
C
L
2
0
4
CL206
C
L
2
0
3
S
A
2
5
0
, S
A
2
5
1
S
A
2
5
2
, S
A
2
5
3
S
A
2
5
4
, S
A
2
5
5
S
A
2
5
6
, S
A
2
5
7
S
A
2
5
8
, S
A
2
5
9
F
L
2
0
0
R
C
L
2
0
7
C
L
2
0
0C
S
2
0
2
C
S
2
0
1
C
S
2
0
0
C
S
2
0
3
C
L
2
0
2
C
L
2
0
1
C
G
2
0
0
CG201
SP05
F
CS204
C
S
2
0
7
CR200
CS205
FOR ISB
STRIP.
C
CL205
C S
NO.1 CARGO TANK
CR101
C
S
1
0
6
C
S
1
0
8
PORT SIDE
STBD SIDE
C
L
1
0
4
CL106
C
L
1
0
3
S
A
1
5
0
, S
A
1
5
1
S
A
1
5
2
, S
A
1
5
3
S
A
1
5
4
, S
A
1
5
5
S
A
1
5
6
, S
A
1
5
7
S
A
1
5
8
, S
A
1
5
9
F
L
1
0
0
R
C
L
1
0
7
C
L
1
0
0C
S
1
0
2
C
S
1
0
1
C
S
1
0
0
C
S
1
0
3
C
L
1
0
2
C
L
1
0
1
C
G
1
0
0
CG101
SP05
SP04
F
CS104
C
S
1
0
7
CR100
CS105
FOR ISB
STRIP.
C
CL105
C S
SP03
C
G
7
0
0
C
G
7
0
1
C
G
7
0
3
C
G
7
0
4
C
G
7
0
7
CL700
C
G
7
0
2
O
F
OF
F
M
0
0
6
CG915CG911
CG907
CG903
NO.1 H/D COMPRESSOR
CS906
FORCING
VAPORISER
MIST
SEPARATOR
NO.1 B.O/W.U
HEATER
NO.2 B.O/W.U
HEATER
CG923
C
G
9
2
7
C
G
9
2
6
CG919 CG917
OF
FUEL GAS
TO BOILERS
(STBD ONLY)
FROM INERT GAS/
DRY AIR PLANT
CG930
FM004
ESD
VF
CG921
CG924
CS902
CG920 CG918
CG922
CS905
CS901
CS904
CS903
CG916CG912
CG908
CG904
NO.2 H/D COMPRESSOR
OF
CG913CG909
CG905
CG901
NO.1 L/D COMPRESSOR
OF
CG914CG910
CG906
CG902
NO.2 L/D COMPRESSOR
OF
CG705
CG706
C
G
7
0
8
C
G
9
2
8
O
F
FM005
CG929 OF
LNG
VAPORISER
C
G
9
0
0
C
L
7
0
1
C
L
4
0
7
C
L
4
0
0
KEY
LNG VAPOUR LINE
SPRAY LINE
C
S
0
2
3
C
G
9
2
5

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6.1.5 Cooling Down Cargo Tanks

1. Introduction

Arriving at the loading terminal to load the first cargo after refit, or when repairs
require the vessel to be gas free, the cargo tanks will be inert and at ambient
temperature. After the cargo system has been purge-dried and gassed up, the
headers and tanks must be cooled down before loading can commence. The cool
down operation follows immediately after the completion of gas filling, using
LNG supplied from the terminal.

The rate of cool down is limited for the following reasons:

To avoid excessive pump tower stress.

Vapour generation must remain within the capabilities of the
HD compressors to maintain the cargo tanks at a pressure of
7 kPaG (about 108 kPaA).

To remain within the capacity of the nitrogen system to
maintain the primary and secondary insulation spaces at the
required pressures.

Unlike rigid cargo tank designs, vertical thermal gradients in
the tank walls are not a significant limitation on the rate of
cool down.

LNG is supplied from the terminal to the manifold cool down line and from there
directly to the spray header which is open to the cargo tanks. Once the cargo tank
cool down is nearing completion, the liquid manifold cross-over, liquid header
and loading lines are cooled down.

Cool down of the cargo tanks is considered complete when the mean temperature
of the two (2) top sensors in each tank indicate temperatures of -130 C or lower.
When these temperatures have been reached, and the CTS registers the presence
of liquid, bulk loading can begin. (GTT defined that target LNG loading is
possible when the mean temperature of the cargo tank is lower than -80 C, but
recommended continuation of the cooldown operation of the cargo tank to
-130 C as per LNG terminal requirement)

Vapour generated during the cool down of the tanks is returned to the terminal
via the HD compressors (or free flow) and the vapour manifold, as in the normal
manner for loading.

During cool down, nitrogen flow to the inter barrier space and insulation space
will significantly increase. It is essential that the rate of cool down is controlled
so that it remains within the limits of the nitrogen system to maintain the the
inter barrier space and insulation space pressures between 0.5 kPa and 1.5 kPa.

Once cool down is completed and the build up to bulk loading has commenced,
the tank membrane will be at, or near to, liquid cargo temperature and it will take
some hours to establish fully cooled down temperature gradients through the
insulation. Consequently boil-off from the cargo will be higher than normal.
Cooling down the cargo tanks from +40 C to -130 C, over a period of 10 hours
will require a total of about 800 m
3
of LNG to be vaporised. Cooldown rate in the
cargo tank and insulation spaces is dependant on the amount of LNG spraying.
As typical data taken at gas trial for the vessel, refer to attached chart (See
Illustration 6.3.1a).

2. Preparation for Tank Cool Down

Prepare the heating system for the cofferdams.

1) Prepare the records for the tank, secondary barrier and hull temperatures.

2) Check that the nitrogen pressurisation system for the insulation spaces
is in automatic operation and lined up to supply the additional nitrogen
necessary to compensate for the contraction from cooling of the tanks.
Prior to the cooling down, the nitrogen pressure inside the primary
insulation spaces will be raised to 1 kPa. Pressurise the buffer tank at
near the maximum pressure.

4) Check that the gas detection system is in normal operation.

5) Prepare the nitrogen generators for use.

6) Prepare both HD compressors for use.

3. Operating Procedure - Gas Return through Vapour Header

Assume that the ship is ready to prepare for cool down after the completion of
gas filling.

As reported by several ship operators, it seems accepted that the vapour return
through the liquid header instead of the vapour header, makes the cool down
operation more efficient and prevents liquid droplets in the vapour stream.
Alternatively, the procedure for cooling down cargo tanks with gas return via the
vapour header is as follows:

1) Arrange the nitrogen piping to preferentially feed the primary insulation
spaces.

2) Adjust the set point of the inter barrier space nitrogen supply regulating
valves at 1 kPaG and the insulation space at 1.5 kPaG

3) Adjust the set point of the inter barrier space nitrogen exhaust
regulating valves at 1.5 kPaG and the insulation space at 1.5 kPaG

4) Open valve CS071 connecting the stripping/spray header with the
forward manifold and CS700 on the stripping/spray header.
5) Open CS023 to supply LNG from the liquid manifold.

6) At each vapour dome open the spray valves CS106, 107, 108, 206, 207,
208, 306, 307, 308, 406, 407, 408.

7) Open vapour valves CG100, 200, 300, 400 on each tank.

8) At No.1 vent mast, open CG702. Set pressure control valve CG702 at
20 kPaG to avoid venting except for safety.

9) Open the HD compressor suction and discharge valves CG903, 904,
915, 916.

10) Open the HD compressor suction from the vapour header CG704 and
discharge valve CG900 to the vapour manifold.

11) Open vapour manifold valve CG071.

12) When shore is ready to supply LNG, open ESDS valve CL021.

13) After cooling down the lines, request the terminal to supply a pressure
of 200 kPa at the ships rail. Monitor the tank pressure and the cooling
down rate.

14) Adjust the flow to the spray bars in order to obtain an average
temperature fall of 20 C per hour in the first five hours and then
10/15 C per hour thereafter.

15) Start one HD compressor (or both as necessary) in order to maintain the
tank pressure at about 7 kPaG.

16) Check the nitrogen pressure inside the insulation spaces. If it has a
tendency to fall, reduce the cooling down rate.

17) When the average of the temperatures shown by the sensors installed on
the pump towers is -130 C, request the terminal to stop LNG supply,
and close CL021. The other valves should remain open until the lines
have warmed up.

18) Stop the HD compressor(s) if loading does not take place after cool
down.

3J LNG AL WOSAIL

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6.2 Ballast Passage

A characteristic of the cargo tanks of the Gas Transport membrane type is that as
long as some quantity of LNG remains at the bottom of the tanks, the
temperature at the top will remain below -50C.

However, if the ballast voyage is too long, the lighter fractions of the liquid will
evaporate. Eventually most of the methane disappears and the liquid remaining
in the tanks at the end of the voyage is almost all LPG with a high temperature
and a very high specific gravity, which precludes pumping. Thus the operator
should consider heel aging for coolant when a ballast voyage is too long.

Due to the properties of the materials and to the design of the membrane cargo
containment, cooling down prior to loading is, theoretically, not required for the
tanks. However, to reduce the generation of vapour and to prevent any thermal
shock on the heavy structures, e.g. the pump tower, loading takes place when the
tanks are in a cold state.

1. Cold Maintenance during Ballast Voyage

Different methods are used to maintain the cargo tanks in a cold condition
during ballast voyages:

1) For short voyages a sufficient amount of LNG is retained in each tank at
the end of discharge. The level must never be above 10 % of the length
of the tank and the quantities can be calculated by considering a boil-off
of approximately 45 % of the boil-off rate under laden voyage condition
and the need to arrive at the loading port with a minimum layer of 10
cm of liquid spread over the whole surface of the tank bottom (with the
ship even keel).

LNG terminal requirement

ATR (Arrival Temperature Requirement) -130 C.

Additional cool down should be carried out at the LNG terminal, when
the cargo tank temperature is higher than ATR.

2) Three methods of cooling down are possible, and the one selected will
depend on the operating conditions of the ship.

a) Cool down the tanks with LNG supplied from shore.

b) Cool down the tanks just before arrival at the loading terminal. At
the previous cargo discharge, a LNG heel is retained in one of the
tanks, provided that the heel does not exceed 10 % of the tank
length (see sloshing). On top of the quantity to be sprayed, the
amount of the LNG heel to be retained will be calculated by
assuming a boil-off equivalent of 45 % of the boil-off under laden
conditions.
c) Maintain the cargo tanks cold during the ballast voyage by
periodically spraying the LNG so that the average temperature
inside the tanks does not exceed -130 C. As before, a LNG heel is
kept in one of the tanks, provided that the level does not exceed
10 % of the tank length (see sloshing). On top of the quantity to be
sprayed, the amount of the LNG heel that needs to be retained will
be calculated by assuming a boil-off equivalent of 45 % of the boil-
off under laden conditions and heel ageing in long ballast voyage
cases.

Whichever method is used, cooling down is carried out by spraying LNG inside
the tanks. Each tank is provided with two spray rings, each capable of the same
flow rate.

Note
The quantity of LNG to be retained on board will have to be calculated with
enough margin to avoid the situation at mid-voyage where the residual is too
heavy for the pump to operate.

Conservation of bunkers is important; consequently, the cooperation of all
members of the management team is essential to ensure as much boil-off gas as
possible is used to supply boiler fuel demand, thus keeping fuel oil consumption
to a minimum.

The LD compressor is used for gas burning on the ballast voyage in the same
way as on a loaded voyage, with control of the compressor from vapour header
pressures (See section 6.5 Loaded Voyage with Boil-Off Gas Burning).

Gas burning during ballast passage can be done with gas to boiler on free flow.
The LD compressor need not be operated.

If a long delay at the loading port is experienced, the remaining heel will slowly
boil-off and the gas available for burning will reduce. Therefore, care must be
taken to stop gas burning as the tank system pressures continue to drop as the
temperature rises. The degree of natural warm-up will depend on the time factor,
voyage and weather conditions.

After refit, the first ballast voyage will have to be made using fuel oil only.

Due to the different calorific values of fuel oil and gas, engine power will require
controlling to prevent overloading the boilers.

Note
The pressure in the insulation spaces shall be maintained between 0.5 kPa and
1.5 kPa as per GTT recommendation.

During the cooling down and loading operation, the set point of the N
2
exhaust
regulating valve may be adjusted to 1.5 kPa to allow a safety margin against the
possibly insufficient N
2
supply rate.

3J LNG AL WOSAIL

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3J LNG AL WOSAIL

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Illustration 6.2.1a Cooling Down Tanks Prior to Arrival

C
L
0
4
1
E
S
D
C
L
0
4
3
C
S
0
4
3
C
S
0
4
1
EM'CY VENT
CARGO VAPOUR
CARGO LIQUID
SPRAY MAIN
E
S
D
E
S
D
C
L
0
3
1
C
L
0
1
1
C
L
0
1
3
C
S
0
1
3
C
S
0
1
1
C
L
0
2
1
C
L
0
2
3
C
S
0
2
1
C
L
0
3
3
C
S
0
3
3
C
S
0
3
1
C
G
0
7
1
E
S
D
C
G
0
7
3
CS035 CS025
CG075
FM002
OF
FM003
F
M
0
0
1
CS071
NO.4 CARGO TANK
CR401
C
S
4
0
6
C
S
4
0
8
PORT SIDE
STBD SIDE
C
L
4
0
4
CL406
C
L
4
0
3
S
A
4
5
0
, S
A
4
5
1
S
A
4
5
2
, S
A
4
5
3
S
A
4
5
4
, S
A
4
5
5
S
A
4
5
6
, S
A
4
5
7
S
A
4
5
8
, S
A
4
5
9
F
L
4
0
0
R
C
S
4
0
2
C
S
4
0
1
C
S
4
0
0
C
S
4
0
3
C
L
4
0
2
C
L
4
0
1
C
G
4
0
0
CG401
SP05
SP02
SP01
F
E
S
D
C
L
0
4
2
E
S
D
C
L
0
4
4
C
S
0
4
4
C
S
0
4
2
E
S
D
E
S
D
C
L
0
3
2
C
L
0
1
2
C
L
0
1
4
C
S
0
1
4
C
S
0
1
2
C
L
0
2
2
C
L
0
2
4
C
S
0
2
4
C
S
0
2
2
C
L
0
3
4
C
S
0
3
4
C
S
0
3
2
C
G
0
7
2
E
S
D
C
G
0
7
4
CS036 CS026
E
S
D
CS700 C
S
7
0
2
CS703
CS404
C
S
4
0
7
CR400
CS405
FOR ISB
STRIP.
C
CL405
C S
NO.3 CARGO TANK
CR301
C
S
3
0
6
C
S
3
0
8
PORT SIDE
STBD SIDE
C
L
3
0
4
CL306
C
L
3
0
3
S
A
3
5
0
, S
A
3
5
1
S
A
3
5
2
, S
A
3
5
3
S
A
3
5
4
, S
A
3
5
5
S
A
3
5
6
, S
A
3
5
7
S
A
3
5
8
, S
A
3
5
9
F
L
3
0
0
R
C
L
3
0
7
C
L
3
0
0C
S
3
0
2
C
S
3
0
1
C
S
3
0
0
C
S
3
0
3
C
L
3
0
2
C
L
3
0
1
C
G
3
0
0
CG301
SP05
F
CS304
C
S
3
0
7
CR300
CS305
FOR ISB
STRIP.
C
CL305
C S
NO.2 CARGO TANK
CR201
C
S
2
0
6
C
S
2
0
8
PORT SIDE
STBD SIDE
C
L
2
0
4
CL206
C
L
2
0
3
S
A
2
5
0
, S
A
2
5
1
S
A
2
5
2
, S
A
2
5
3
S
A
2
5
4
, S
A
2
5
5
S
A
2
5
6
, S
A
2
5
7
S
A
2
5
8
, S
A
2
5
9
F
L
2
0
0
R
C
L
2
0
7
C
L
2
0
0C
S
2
0
2
C
S
2
0
1
C
S
2
0
0
C
S
2
0
3
C
L
2
0
2
C
L
2
0
1
C
G
2
0
0
CG201
SP05
F
CS204
C
S
2
0
7
CR200
CS205
FOR ISB
STRIP.
C
CL205
C S
NO.1 CARGO TANK
CR101
C
S
1
0
6
C
S
1
0
8
PORT SIDE
STBD SIDE
C
L
1
0
4
CL106
C
L
1
0
3
S
A
1
5
0
, S
A
1
5
1
S
A
1
5
2
, S
A
1
5
3
S
A
1
5
4
, S
A
1
5
5
S
A
1
5
6
, S
A
1
5
7
S
A
1
5
8
, S
A
1
5
9
F
L
1
0
0
R
C
L
1
0
7
C
L
1
0
0C
S
1
0
2
C
S
1
0
1
C
S
1
0
0
C
S
1
0
3
C
L
1
0
2
C
L
1
0
1
C
G
1
0
0
CG101
SP05
SP04
F
CS104
C
S
1
0
7
CR100
CS105
FOR ISB
STRIP.
C
CL105
C S
SP03
C
G
7
0
0
C
G
7
0
1
C
G
7
0
3
C
G
7
0
4
C
G
7
0
7
CL700
C
G
7
0
2
O
F
OF
F
M
0
0
6
CG915CG911
CG907
CG903
NO.1 H/D COMPRESSOR
CS906
FORCING
VAPORISER
MIST
SEPARATOR
NO.1 B.O/W.U
HEATER
NO.2 B.O/W.U
HEATER
CG923
C
G
9
2
7
C
G
9
2
6
CG919 CG917
OF
FUEL GAS
TO BOILERS
(STBD ONLY)
FROM INERT GAS/
DRY AIR PLANT
CG930
FM004
ESD
VF
CG921
CG924
CS902
CG920 CG918
CG922
CS905
CS901
CS904
CS903
CG916CG912
CG908
CG904
NO.2 H/D COMPRESSOR
OF
CG913CG909
CG905
CG901
NO.1 L/D COMPRESSOR
OF
CG914CG910
CG906
CG902
NO.2 L/D COMPRESSOR
OF
CG705
CG706
C
G
7
0
8
C
G
9
2
8
O
F
FM005
CG929 OF
LNG
VAPORISER
C
G
9
0
0
C
L
7
0
1
C
L
4
0
7
C
L
4
0
0
KEY
LNG VAPOUR LINE
SPRAY LINE
C
S
0
2
3
C
G
9
2
5

3J LNG AL WOSAIL

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6.2.1 Cooling Down Tanks Prior to Arrival

It is assumed all valves are closed prior to use and heel for cool down has been
retained in No.4 cargo tank. All other tanks have been allowed to warm up
owing to the length of the voyage.

Set the forward vent mast set point to 15 kPa and put the LD compressor(s) on
line to supply the engine room with boil-off gas for the boilers.

Check the nitrogen system for high flow operation.

Set supply valve CN511, nitrogen to insulation space header, at 500 kPa.

Confirm the set point of inter barrier space nitrogen supply regulating valves at 1
kPaG and the insulation space at 1.5 kPaG.

Confirm the set point of the inter barrier space nitrogen exhaust regulating valves
at 1.5 kPaG and the insulation space at 2.0 kPaG.

1) Open vapour dome outlet valves to the vapour header CG100, 200, 300
and 400.

2) Open valves on the stripping/spray header CS103, 203, 303, 403 and
CS700.

3) Open spray nozzle valve of all tanks CS107, 108, 207, 208, 307, 308,
407 and 408.

4) Open spray discharge valve of No.4 cargo tank CS401, 30%.

5) Start No.4 stripping/spray pump and adjust the spray discharge valve
CS401 to allow minimum flow and to cool down the spray header.
Pressure in stripping/spray main line shall be controlled by throttling the
valve CS400.

Care should be taken to maintain control of vapour pressure by use of gas in the
boilers as fuel, or in the case of an emergency, vented to atmosphere via No.1
vent mast.

6) Once all spray headers are cool, increase flow by adjusting the spray
pump discharge valve and flow to cargo tanks to maintain an even cool
down and control of vapour pressure.

7) When all the tanks have attained the required temperature, (ATR: Arrival
Temperature Requirement) either continue to spray tanks until required
heel is transferred or as follows:

ATR -130 C

8) Transfer the required amount of heel to each tank, to maintain cooldown
condition in the tank.

10) Open valve CS100, CS200 and CS300 for draining the line.

11) Close spray nozzle valve CS107, 108, 207, 208, 307, 308, 407 and 408.

12) On completion of cool down leave the spray header valves open to
allow the spray line to warm up to the ambient temperature before
closing them.

1. Cargo Line Cooling Down

Normally, cooling down operations for cargo lines on membrane type LNG
vessels may not be required before arrival alongside the terminal.
Operators should review the implementation procedure agreed between the
seller and the buyer.

2. Cargo Spray Nozzle

Nozzle
Inlet
Connection
NPT
Capacity
Size
Body
Orifice
Diam.
Nom
mm
Cap
Orifice
Diam.
Nom
mm
CAPACITY (Liters / Minule) SPRAY ANGLE
MATERIAL
3/4 BD
- 316LSS25
2.5 7.1 7.5 8.1 11.4 14.0 16.1 19.7 28 63" 70" 74" SUS316L
0.5
bar
0.5
bar
1
bar
1.5
bar
1.5
bar
2
bar
3
bar
6
bar
6
bar

3J LNG AL WOSAIL

1
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Illustration 6.2.2a Cooling Down One Tank Prior to Arrival on Ballast Voyage

C
L
0
4
1
E
S
D
C
L
0
4
3
C
S
0
4
3
C
S
0
4
1
EM'CY VENT
CARGO VAPOUR
CARGO LIQUID
SPRAY MAIN
E
S
D
E
S
D
C
L
0
3
1
C
L
0
1
1
C
L
0
1
3
C
S
0
1
3
C
S
0
1
1
C
L
0
2
1
C
L
0
2
3
C
S
0
2
1
C
L
0
3
3
C
S
0
3
3
C
S
0
3
1
C
G
0
7
1
E
S
D
C
G
0
7
3
CS035 CS025
CG075
FM002
OF
FM003
F
M
0
0
1
CS071
NO.4 CARGO TANK
CR401
C
S
4
0
6
C
S
4
0
8
PORT SIDE
STBD SIDE
C
L
4
0
4
CL406
C
L
4
0
3
S
A
4
5
0
, S
A
4
5
1
S
A
4
5
2
, S
A
4
5
3
S
A
4
5
4
, S
A
4
5
5
S
A
4
5
6
, S
A
4
5
7
S
A
4
5
8
, S
A
4
5
9
F
L
4
0
0
R
C
S
4
0
0
C
S
4
0
3
C
L
4
0
2
C
L
4
0
1
C
G
4
0
0
CG401
SP05
SP02
SP01
F
E
S
D
C
L
0
4
2
E
S
D
C
L
0
4
4
C
S
0
4
4
C
S
0
4
2
E
S
D
E
S
D
C
L
0
3
2
C
L
0
1
2
C
L
0
1
4
C
S
0
1
4
C
S
0
1
2
C
L
0
2
2
C
L
0
2
4
C
S
0
2
4
C
S
0
2
2
C
L
0
3
4
C
S
0
3
4
C
S
0
3
2
C
G
0
7
2
E
S
D
C
G
0
7
4
CS036 CS026
E
S
D
CS700 C
S
7
0
2
CS703
CS404
C
S
4
0
7
CR400
CS405
FOR ISB
STRIP.
C
CL405
C S
NO.3 CARGO TANK
CR301
C
S
3
0
6
C
S
3
0
8
PORT SIDE
STBD SIDE
C
L
3
0
4
CL306
C
L
3
0
3
S
A
3
5
0
, S
A
3
5
1
S
A
3
5
2
, S
A
3
5
3
S
A
3
5
4
, S
A
3
5
5
S
A
3
5
6
, S
A
3
5
7
S
A
3
5
8
, S
A
3
5
9
F
L
3
0
0
R
C
L
3
0
7
C
L
3
0
0C
S
3
0
2
C
S
3
0
1
C
S
3
0
0
C
S
3
0
3
C
L
3
0
2
C
L
3
0
1
C
G
3
0
0
CG301
SP05
F
CS304
C
S
3
0
7
CR300
CS305
FOR ISB
STRIP.
C
CL305
C S
NO.2 CARGO TANK
CR201
C
S
2
0
6
C
S
2
0
8
PORT SIDE
STBD SIDE
C
L
2
0
4
CL206
C
L
2
0
3
S
A
2
5
0
, S
A
2
5
1
S
A
2
5
2
, S
A
2
5
3
S
A
2
5
4
, S
A
2
5
5
S
A
2
5
6
, S
A
2
5
7
S
A
2
5
8
, S
A
2
5
9
F
L
2
0
0
R
C
L
2
0
7
C
L
2
0
0C
S
2
0
2
C
S
2
0
1
C
S
2
0
0
C
S
2
0
3
C
L
2
0
2
C
L
2
0
1
C
G
2
0
0
CG201
SP05
F
CS204
C
S
2
0
7
CR200
CS205
FOR ISB
STRIP.
C
CL205
C S
NO.1 CARGO TANK
CR101
C
S
1
0
6
C
S
1
0
8
PORT SIDE
STBD SIDE
C
L
1
0
4
CL106
C
L
1
0
3
S
A
1
5
0
, S
A
1
5
1
S
A
1
5
2
, S
A
1
5
3
S
A
1
5
4
, S
A
1
5
5
S
A
1
5
6
, S
A
1
5
7
S
A
1
5
8
, S
A
1
5
9
F
L
1
0
0
R
C
L
1
0
7
C
L
1
0
0C
S
1
0
2
C
S
1
0
1
C
S
1
0
0
C
S
1
0
3
C
L
1
0
2
C
L
1
0
1
C
G
1
0
0
CG101
SP05
SP04
F
CS104
C
S
1
0
7
CR100
CS105
FOR ISB
STRIP.
C
CL105
C S
SP03
C
G
7
0
2
C
G
7
0
1
C
G
7
0
3
C
G
7
0
4
C
G
7
0
7
CL700
C
G
7
0
2
O
F
OF
F
M
0
0
6
CG915CG911
CG907
CG903
NO.1 H/D COMPRESSOR
CS906
FORCING
VAPORISER
MIST
SEPARATOR
NO.1 B.O/W.U
HEATER
NO.2 B.O/W.U
HEATER
CG923
C
G
9
2
7
C
G
9
2
6
CG919 CG917
OF
FUEL GAS
TO BOILERS
(STBD ONLY)
FROM INERT GAS/
DRY AIR PLANT
CG930
FM004
ESD
VF
CG921
CG924
CS902
CG920 CG918
CG922
CS905
CS901
CS904
CS903
CG916CG912
CG908
CG904
NO.2 H/D COMPRESSOR
OF
CG913CG909
CG905
CG901
NO.1 L/D COMPRESSOR
OF
CG914CG910
CG906
CG902
NO.2 L/D COMPRESSOR
OF
CG705
CG706
C
G
7
0
8
C
G
9
2
8
O
F
FM005
CG929 OF
LNG
VAPORISER
C
G
9
0
0
C
L
7
0
1
C
L
4
0
7
C
L
4
0
0
KEY
LNG VAPOUR LINE
SPRAY LINE
C
S
0
2
3
C
G
9
2
5
C
S
4
0
2
C
S
4
0
1

3J LNG AL WOSAIL

1
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6.2.2 Spraying During Ballast Voyage

Assuming a single tank is to be cooled down using heel in that cargo tank.

It is assumed all valves are closed prior to use and it is No.4 cargo tank that is to
be cooled down.

Set the forward vent mast set point to 15 kPaG and LD compressor(s) on line to
supply the engine room with boil-off gas for the boilers.


Set supply valve CN511, nitrogen to insulation space header, at 500kPa.

Confirm the set point of inter barrier space nitrogen supply regulating valves at 1
kPaG and the insulation space at 1.5 kPaG.

at 1.5 kPaG and the insulation space at 2.0 kPaG.

1) Open vapour dome outlet valves to the vapour header CG100, 200, 300
and 400.

2) Open the spray nozzle valve to No.4 cargo tank CS407, 408.
Partially open spray return valve CS400 to the No.4 cargo tank.

3) Open spray discharge valve of No.4 cargo tank CS401, 30%

4) Start No.4 stripping/spray pump and adjust the spray discharge valve
CS401 to allow minimum flow inlet pressure of the spray nozzle valves
shall be controlled by throttling CS400.

5) Once cool down of the spray line and spray nozzle valves of No.4 cargo
tank is complete, increase the flow rate by adjusting the spray pump
discharge valve and return valve to allow an even cool down and
control of vapour pressure.

Care should be taken to maintain control of vapour pressure either by use of gas
in the boilers as fuel, or venting to atmosphere via the forward vent mast.

allow the spray line to warm up to ambient temperature before closing
them.

The above operation can be repeated for each individual tank.
1. Sloshing

From the experience gained on the first LNG ships put into service and from a
large number of model tests and computer analyses, GTT have designed new
tanks which are reasonably free from any sloshing risk.

The ships cargo tanks are designed to limit the impact forces and the safety
margin has been considerably enlarged. However, operators should always be
aware of the potential risks to the cargo containment system and also on the tank
equipment due to sloshing.

2. Precautions to Avoid Damage due to Sloshing

1) Filling limit for cargo tank level

The first precaution is to maintain the level of the cargo tanks within the
required limits i.e.:

Lower than a level corresponding to 10 % of the length of the tank or
Higher than a level corresponding to normally 70 % of the height of the
tank.

2) Ships movement:

The second precaution is to try to limit the ships movement, which
would generate sloshing in the tanks.

The amplitude of sloshing depends on the sea condition (wave pattern),
the trim and the speed of the ship.

3J LNG AL WOSAIL

1
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6.3 Loading

6.3.1 Preparations for Loading

It is assumed that all preparatory tests and trials have been carried out as per
section 6.3 on the ballast voyage prior to arrival at the loading terminal.

All operations for the loading of cargo are controlled and monitored from the
ships CCR. The loading of LNG cargo and simultaneous de-ballasting are
carried out in a sequence to satisfy the following:

1) The cargo tanks are filled at a uniform rate.

2) List and trim are controlled by the ballast tanks.

3) The cargo tanks are to be topped off at the fill heights given by the
loading tables (98.5 %).

4) During topping off, the ship should be kept on an even keel.

5) During loading, the ship may be trimmed in accordance with the
terminal maximum draught, in order to assist in emptying the ballast
tanks.

6) The structural loading and stability, as determined by the loading
computer, must remain within safe limits.

An officer responsible for the operation must be present in the CCR when cargo
is being transferred. A deck watch is required for routine checking and/or any
emergency procedures that must be carried out on deck during the operation.

During the loading operations, communications must be maintained between the
ships CCR and the terminal: telephone and signals for the automatic actuation
of the Emergency Shutdown from or to the ship are to be in operation.

At all times when the ship is in service with LNG and mainly during loading, the
following are required:

The pressurisation system of the insulation spaces must be in
operation with its automatic pressure controls.

The secondary Float Level Gauge system should be
maintained ready for operation.

The temperature recording system and alarms for the cargo
tank, barriers and double hull structure should be in
continuous operation.

The gas detection system and alarms must be in continuous
operation.

Normally when loading cargo, vapour is returned to the terminal by means of the
HD compressors or shore compressor. The pressure in the ships vapour header
is maintained by adjusting the compressor flow.

The cargo tanks must be maintained in communication with the vapour header
on deck, with the vapour valve on each tank dome open.

If the tanks have not been previously cooled down, LNG spraying is carried out.

Alongside the Terminal

1) Connect and bolt up the shore ground cable.

2) Connect and test the shore communication cable.

3) Test the telephone for normal communication with the terminal.

4) Test the back-up communication arrangements with the terminal.

5) Change over the blocking switch for the shut down signal from the
terminal, from the blocked to the terminal position.

6) Connect the terminal loading arms to the four LNG crossovers and one
vapour crossover. This operation is done by the terminal personnel.

7) Check that the coupling bolts are lubricated and correctly torque and
check QCDC (Quick Connect Disconnect) gasket for damage (if
applicable).

8) In the CCR, switch on the cargo tank level alarms and level shutdowns
which are blocked at sea.

9) Switch the independent level alarms from blocked to normal on each
tank.

10) Switch the derived level alarms from blocked to normal on each tank.

11) Verify that alarms for level shut downs blocked are cleared.

12) Connect the nitrogen purge hoses to the crossover connections and
purge the air from each loading arm using N
2
gas from shore.

13) Pressurise each loading arm with full nitrogen pressure through the
purge valve, and soap test each coupling for tightness.

14) Bring the ship to a condition of no list and trim, and record the arrival
conditions for custody transfer documentation. Official representatives
of both buyer and seller are to be present when the printouts are run.

3J LNG AL WOSAIL

1
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Blank Page

3J LNG AL WOSAIL

1
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Illustration 6.3.2a Cargo Lines Cool Down

C
L
0
4
1
E
S
D
C
L
0
4
3
C
S
0
4
3
C
S
0
4
1
EM'CY VENT
CARGO VAPOUR
CARGO LIQUID
SPRAY MAIN
E
S
D
E
S
D
C
L
0
3
1
C
L
0
1
1
C
L
0
1
3
C
S
0
1
3
C
S
0
1
1
C
L
0
2
1
C
L
0
2
3
C
S
0
2
1
C
L
0
3
3
C
S
0
3
3
C
S
0
3
1
C
G
0
7
1
E
S
D
C
G
0
7
3
CS035 CS025
CG075
FM002
OF
FM003
F
M
0
0
1
CS071
NO.4 CARGO TANK
CR401
C
S
4
0
6
C
S
4
0
8
PORT SIDE
STBD SIDE
C
L
4
0
4
CL406
C
L
4
0
3
S
A
4
5
0
, S
A
4
5
1
S
A
4
5
2
, S
A
4
5
3
S
A
4
5
4
, S
A
4
5
5
S
A
4
5
6
, S
A
4
5
7
S
A
4
5
8
, S
A
4
5
9
F
L
4
0
0
R
C
S
4
0
2
C
S
4
0
1
C
S
4
0
0
C
S
4
0
3
C
L
4
0
2
C
L
4
0
1
C
G
4
0
0
CG401
SP05
SP02
SP01
F
E
S
D
C
L
0
4
2
E
S
D
C
L
0
4
4
C
S
0
4
4
C
S
0
4
2
E
S
D
E
S
D
C
L
0
3
2
C
L
0
1
2
C
L
0
1
4
C
S
0
1
4
C
S
0
1
2
C
L
0
2
2
C
L
0
2
4
C
S
0
2
4
C
S
0
2
2
C
L
0
3
4
C
S
0
3
4
C
S
0
3
2
C
G
0
7
2
E
S
D
C
G
0
7
4
CS036 CS026
E
S
D
CS700 C
S
7
0
2
CS703
CS404
C
S
4
0
7
CR400
CS405
FOR ISB
STRIP.
C
CL405
C S
NO.3 CARGO TANK
CR301
C
S
3
0
6
C
S
3
0
8
PORT SIDE
STBD SIDE
C
L
3
0
4
CL306
C
L
3
0
3
S
A
3
5
0
, S
A
3
5
1
S
A
3
5
2
, S
A
3
5
3
S
A
3
5
4
, S
A
3
5
5
S
A
3
5
6
, S
A
3
5
7
S
A
3
5
8
, S
A
3
5
9
F
L
3
0
0
R
C
L
3
0
7
C
L
3
0
0C
S
3
0
2
C
S
3
0
1
C
S
3
0
0
C
S
3
0
3
C
L
3
0
2
C
L
3
0
1
C
G
3
0
0
CG301
SP05
F
CS304
C
S
3
0
7
CR300
CS305
FOR ISB
STRIP.
C
CL305
C S
NO.2 CARGO TANK
CR201
C
S
2
0
6
C
S
2
0
8
PORT SIDE
STBD SIDE
C
L
2
0
4
CL206
C
L
2
0
3
S
A
2
5
0
, S
A
2
5
1
S
A
2
5
2
, S
A
2
5
3
S
A
2
5
4
, S
A
2
5
5
S
A
2
5
6
, S
A
2
5
7
S
A
2
5
8
, S
A
2
5
9
F
L
2
0
0
R
C
L
2
0
7
C
L
2
0
0C
S
2
0
2
C
S
2
0
1
C
S
2
0
0
C
S
2
0
3
C
L
2
0
2
C
L
2
0
1
C
G
2
0
0
CG201
SP05
F
CS204
C
S
2
0
7
CR200
CS205
FOR ISB
STRIP.
C
CL205
C S
NO.1 CARGO TANK
CR101
C
S
1
0
6
C
S
1
0
8
PORT SIDE
STBD SIDE
C
L
1
0
4
CL106
C
L
1
0
3
S
A
1
5
0
, S
A
1
5
1
S
A
1
5
2
, S
A
1
5
3
S
A
1
5
4
, S
A
1
5
5
S
A
1
5
6
, S
A
1
5
7
S
A
1
5
8
, S
A
1
5
9
F
L
1
0
0
R
C
L
1
0
7
C
L
1
0
0C
S
1
0
2
C
S
1
0
1
C
S
1
0
0
C
S
1
0
3
C
L
1
0
2
C
L
1
0
1
C
G
1
0
0
CG101
SP05
SP04
F
CS104
C
S
1
0
7
CR100
CS105
FOR ISB
STRIP.
C
CL105
C S
SP03
C
G
7
0
0
C
G
7
0
1
C
G
7
0
3
C
G
7
0
4
C
G
7
0
7
CL700
C
G
7
0
2
O
F
OF
F
M
0
0
6
CG915CG911
CG907
CG903
NO.1 H/D COMPRESSOR
CS906
FORCING
VAPORISER
MIST
SEPARATOR
NO.1 B.O/W.U
HEATER
NO.2 B.O/W.U
HEATER
CG923
C
G
9
2
7
C
G
9
2
6
CG919 CG917
OF
FUEL GAS
TO BOILERS
(STBD ONLY)
FROM INERT GAS/
DRY AIR PLANT
CG930
FM004
ESD
VF
CG921
CG924
CS902
CG920 CG918
CG922
CS905
CS901
CS904
CS903
CG916CG912
CG908
CG904
NO.2 H/D COMPRESSOR
OF
CG913CG909
CG905
CG901
NO.1 L/D COMPRESSOR
OF
CG914CG910
CG906
CG902
NO.2 L/D COMPRESSOR
OF
CG705
CG706
C
G
7
0
8
C
G
9
2
8
O
F
FM005
CG929 OF
LNG
VAPORISER
C
G
9
0
0
C
L
7
0
1
C
L
4
0
7
C
L
4
0
0
KEY
LNG VAPOUR LINE
SPRAY LINE
LNG LIQUID LINE
C
S
0
2
3
C
G
9
2
5

3J LNG AL WOSAIL

1
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6.3.2 Cargo Lines Cool Down

Assuming the ship is port side alongside.

1) Open liquid manifold valves CL013, 023, 033, 043 and the LNG
manifold ESD valves CL011, 021, 031 and 041.

2) Open valves on spray header, CS103, 203, 303, 403, 071 and 700.

3) On each vapour dome, open the following valves to allow the supply of
LNG to the spray nozzle: CS107, 108, 207, 208, 307, 308, 407 and 408.

4) Open valves on liquid header for each tank CL107, 207, 307 and 407.

5) Open the vapour manifold valve CG071.

6) Open manifold valve CS023, which will allow liquid into the
stripping/spray main via crossover valve CS071, CS700, if necessary
for additional cooldown in the cargo tanks.

7) Fully open the liquid filling valves CL100, 200, 300 and 400.

8) Inform the terminal that the ship is ready to receive LNG.

The terminal should be instructed to begin pumping at a slow rate for
approximately 15 minutes, in order to gradually cool down the terminal piping
and the ships headers.

Slowly increase the terminal pumping rate until the liquid main and spray
headers have cooled down (approximately 15/20 minutes).

9) Assuming that the after loading arm is the first to be cooled down:
Crack open the liquid filling valves CL100 and CL400 for No.1 and 4
cargo tanks and Close the CL200 and CL300.

10) Assuming that the liquid header and liquid filling valves CL100,
CL400 are cooled down:
Crack open the liquid filling valves CL200 and CL300.

Note
In order to avoid the possibility of pipe sections hogging, the liquid header and
crossovers must be cooled down.

On completion of the loading arm cool down.

11) Fully open the filling valves to the tanks CL100, 200, 300 and 400 for
Loading.

12) Close manifold valve CS023.

On each tank keep open the stripping/spray valves to the spray nozzle in order to
avoid over-pressure due to line warm up.

11) Start one HD compressor and adjust the flow rate to maintain the tank
vapour pressure at 5 kPaG.

3J LNG AL WOSAIL

1
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Cooldown & Loading Sequence

BERTHING
SETTING OF THE SHORE GANGWAY FITTING OIL FENCE & WARNING BUOYS
INSTALLATION OF COMMUNICATION SYSTEM(F/O CABLE),
ESD PNEUMATIC HOSE
SHIP/SHORE PRE-LOADING MEETING
START WATER CURTAIN
CONNECTING LOADING ARM
LEAK TEST & O2 PURGING
LINE UP FOR PURGING THE INERT GAS
LIQUID ARM COOL DOWN
TRIP TEST
INERT GAS PURGING STARTED
INERT GAS PURGING FINISHED
COOL DOWN OF CARGO TANKS STARTED
COOL DOWN OF CARGO TANKS COMPLETED
OPENING CTMS
REMOVAL OF WANING BUOYS
COOL DOWN REMAINING LOADING ARMS
TRIP TEST
LOADING STARTED
LOADING FINISHED
DRAIN THE LIQUID LOADING ARM
FINAL GAUGING (CLOSING CTMS)
PURGING THE LIQUID LOADING ARM
PURGING THE VAPOUR RETURN ARM
DISCONNECTING THE ESD PNEUMATIC HOSE,
COMMUNICATION SYSTEM (F/O CABLE)
REMOVING THE SHORE GANGWAY
UNBERTHING
STOP WATER CURTAIN
MEETING AFTER LOADING
DISCONNECTING VAPOUR RETURN ARM
DISCONNECTING LIQUID LOADING ARM
SAMPLING
VAPOUR LINE OPENED
COOL DOWN OF LIQUID LINE

3J LNG AL WOSAIL

1
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LNG Loading Operation Sequence

BERTHING
ESD PNEUMATIC HOSE
SHIP/SHORE PRE-LOADING MEETING
START WATER CURTAIN
O2 PURGING WITH N2 & LEAK TEST
INITIAL GAUGING (OPENING CTMS)
RETURNING BOIL-OFF VAPOUR TO SHORE
ESD TEST UNDER WARM CONDITION
LOADING ARM COOLING-DOWN
ESD TEST UNDER COLD CONDITION
START LOADING
FINISH LOADING
SAMPLING
REMOVAL OF WARNING BUOYS
DRAINING THE LIQUID LOADING ARM
DISCONNECTING VAPOUR LOADING ARM
STOP WATER CURTAIN
MEETING AFTER LOADING
UNBERTHING

3J LNG AL WOSAIL

1
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Illustration 6.3.3a Loading with Vapour Return to Shore

C
L
0
4
1
E
S
D
C
L
0
4
3
C
S
0
4
3
C
S
0
4
1
EM'CY VENT
CARGO VAPOUR
CARGO LIQUID
SPRAY MAIN
E
S
D
E
S
D
C
L
0
3
1
C
L
0
1
1
C
L
0
1
3
C
S
0
1
3
C
S
0
1
1
C
L
0
2
1
C
L
0
2
3
C
S
0
2
1
C
L
0
3
3
C
S
0
3
3
C
S
0
3
1
C
G
0
7
1
E
S
D
C
G
0
7
3
CS035 CS025
CG075
FM002
OF
FM003
F
M
0
0
1
CS071
NO.4 CARGO TANK
CR401
C
S
4
0
6
C
S
4
0
8
PORT SIDE
STBD SIDE
C
L
4
0
4
CL406
C
L
4
0
3
S
A
4
5
0
, S
A
4
5
1
S
A
4
5
2
, S
A
4
5
3
S
A
4
5
4
, S
A
4
5
5
S
A
4
5
6
, S
A
4
5
7
S
A
4
5
8
, S
A
4
5
9
F
L
4
0
0
R
C
S
4
0
2
C
S
4
0
1
C
S
4
0
0
C
S
4
0
3
C
L
4
0
2
C
L
4
0
1
C
G
4
0
0
CG401
SP05
SP02
SP01
F
E
S
D
C
L
0
4
2
E
S
D
C
L
0
4
4
C
S
0
4
4
C
S
0
4
2
E
S
D
E
S
D
C
L
0
3
2
C
L
0
1
2
C
L
0
1
4
C
S
0
1
4
C
S
0
1
2
C
L
0
2
2
C
L
0
2
4
C
S
0
2
4
C
S
0
2
2
C
L
0
3
4
C
S
0
3
4
C
S
0
3
2
C
G
0
7
2
E
S
D
C
G
0
7
4
CS036 CS026
E
S
D
CS700 C
S
7
0
2
CS703
CS404
C
S
4
0
7
CR400
CS405
FOR ISB
STRIP.
C
CL405
C S
NO.3 CARGO TANK
CR301
C
S
3
0
6
C
S
3
0
8
PORT SIDE
STBD SIDE
C
L
3
0
4
CL306
C
L
3
0
3
S
A
3
5
0
, S
A
3
5
1
S
A
3
5
2
, S
A
3
5
3
S
A
3
5
4
, S
A
3
5
5
S
A
3
5
6
, S
A
3
5
7
S
A
3
5
8
, S
A
3
5
9
F
L
3
0
0
R
C
L
3
0
7
C
L
3
0
0C
S
3
0
2
C
S
3
0
1
C
S
3
0
0
C
S
3
0
3
C
L
3
0
2
C
L
3
0
1
C
G
3
0
0
CG301
SP05
F
CS304
C
S
3
0
7
CR300
CS305
FOR ISB
STRIP.
C
CL305
C S
NO.2 CARGO TANK
CR201
C
S
2
0
6
C
S
2
0
8
PORT SIDE
STBD SIDE
C
L
2
0
4
CL206
C
L
2
0
3
S
A
2
5
0
, S
A
2
5
1
S
A
2
5
2
, S
A
2
5
3
S
A
2
5
4
, S
A
2
5
5
S
A
2
5
6
, S
A
2
5
7
S
A
2
5
8
, S
A
2
5
9
F
L
2
0
0
R
C
L
2
0
7
C
L
2
0
0C
S
2
0
2
C
S
2
0
1
C
S
2
0
0
C
S
2
0
3
C
L
2
0
2
C
L
2
0
1
C
G
2
0
0
CG201
SP05
F
CS204
C
S
2
0
7
CR200
CS205
FOR ISB
STRIP.
C
CL205
C S
NO.1 CARGO TANK
CR101
C
S
1
0
6
C
S
1
0
8
PORT SIDE
STBD SIDE
C
L
1
0
4
CL106
C
L
1
0
3
S
A
1
5
0
, S
A
1
5
1
S
A
1
5
2
, S
A
1
5
3
S
A
1
5
4
, S
A
1
5
5
S
A
1
5
6
, S
A
1
5
7
S
A
1
5
8
, S
A
1
5
9
F
L
1
0
0
R
C
L
1
0
7
C
L
1
0
0C
S
1
0
2
C
S
1
0
1
C
S
1
0
0
C
S
1
0
3
C
L
1
0
2
C
L
1
0
1
C
G
1
0
0
CG101
SP05
SP04
F
CS104
C
S
1
0
7
CR100
CS105
FOR ISB
STRIP.
C
CL105
C S
SP03
C
G
7
0
0
C
G
7
0
1
C
G
7
0
3
C
G
7
0
4
C
G
7
0
7
CL700
C
G
7
0
2
O
F
OF
F
M
0
0
6
CG915CG911
CG907
CG903
NO.1 H/D COMPRESSOR
CS906
FORCING
VAPORISER
MIST
SEPARATOR
NO.1 B.O/W.U
HEATER
NO.2 B.O/W.U
HEATER
CG923
C
G
9
2
7
C
G
9
2
6
CG919 CG917
OF
FUEL GAS
TO BOILERS
(STBD ONLY)
FROM INERT GAS/
DRY AIR PLANT
CG930
FM004
ESD
VF
CG921
CG924
CS902
CG920 CG918
CG922
CS905
CS901
CS904
CS903
CG916CG912
CG908
CG904
NO.2 H/D COMPRESSOR
OF
CG913CG909
CG905
CG901
NO.1 L/D COMPRESSOR
OF
CG914CG910
CG906
CG902
NO.2 L/D COMPRESSOR
OF
CG705
CG706
C
G
7
0
8
C
G
9
2
8
O
F
FM005
CG929 OF
LNG
VAPORISER
C
G
9
0
0
C
L
7
0
1
C
L
4
0
7
C
L
4
0
0
KEY
LNG VAPOUR LINE
LNG LIQUID LINE
C
S
0
2
3
C
G
9
2
5

3J LNG AL WOSAIL

1
st
6.3.3 To Load Cargo with Vapour Return to Shore

It is assumed for clarity of the description that all valves are closed prior to use
and that the ship is port side alongside.

1. Checks to be made before Cargo Operation

1) Test the remote operation of all cargo tank valves and manifold ESD
valves.

2) Test the remote operation of ballast valves. Test the HD compressors,
water ballast pumps, safety systems and glycol heating systems.

2. Safety Precautions

1) Ensure that the hull water curtain is in operation on the loading side (in
this case the port side).

2) Prepare the fire fighting equipment, water hoses and protective clothing
for use. In particular, the manifold dry powder monitors should be
correctly aligned ready for remote operation. Ensure the water spray
system on deck is ready for operation, filters installed and off-shore
blanks removed.

3) Prepare both HD compressors for use with seal gas and LO systems in
operation.

3. Cargo Loading Operation

1) Ensure that the nitrogen buffer tank is at maximum pressure.

2) Arrange nitrogen piping to preferentially feed the primary insulation
spaces.

3) Check the primary insulation spaces additional supply valves CN#20,
#21 for each tanks as standby.

4) Adjust the setpoint of the nitrogen supply pressure control valves; inter
barrier space 0.5 ~ 1 kPaG and insulation space, 1 ~ 1.5 kPaG.

5) Adjust the set point of the nitrogen exhaust pressure control valves;
inter barrier space, 1 ~ 1.5 kPaG and insulation space, 1.5 ~ 2.0 kPaG.

6) Switch on the unblocking level alarms in the Custody Transfer System
and run the custody transfer print-out for official tank gauging. The
CTMS should be open before the loading arm cool down operation.

7) Open gas outlet valves on each cargo tank vapour dome (normally these
valves are left open), CG100, CG200, CG300 and CG400.

8) Open inlet/outlet valves CG903, 915, 904, 916 on the HD compressors.

9) Check:
Optical fibre system.
Connection of liquid and vapour arms.
Communications with shore.
Ship/shore electrical and pneumatic connection and safety devices
ESDS.

10) Carry out safety inspections.

11) Complete the relevant ship/shore safety checklist.

12) Open liquid filling valves for each tank CL100/107, CL200/207,
CL300/307 and CL400/407.

13) Monitor tank pressures in order to achieve a pressure of about 8 kPaG.
Open valve CG704, vapour header to the compressors, valve CG900 on
the compressors discharge side and valve CG071, manifold vapour
return to shore. Start one or both HD compressors as necessary.

14) Start shore loading pumps in accordance with terminal sequence.

15) Increase to full loading rate.

16) Adjust the opening of the each tank filling valve to maintain an even
distribution.

17) Start the de-ballasting sequence. Keep draught, trim and hull stresses
within permissible limits by controlling de-ballasting.

18) Start bulkhead heating in the cofferdams. This should already be
running in automatic.

19) Ease in the filling valve of each tank as the tank approaches full
capacity.

20) High level alarms. When any tank approaches 98.5 % capacity (signal
from radar level gauge) inform the shore.
High/High level alarms. Standby valve before level approaches about
99 % (signal from radar level gauge).
Close valve at correct filling limit capacity.

Warning
Extreme and very high level alarms and shut downs are emergency devices only
and should on no account be used as part of the normal topping-off operation.

21) Before topping-off the first cargo tank, request shore to reduce loading
rate and continue reducing when topping off each following tank.

22) When a tank is at its required level, close the corresponding loading
valve and request shore to stop corresponding loading pump: No.1
cargo tank CL100, No.2 cargo tank CL200, No.3 cargo tank CL300. It
is convenient to finish loading by No.4 cargo tank; for ease of line
draining, leave space for 50m
3
available in the tank.

23) Stop loading when the final cargo tank reaches a capacity according to
the filling chart, minus an allowance for line draining and leave No.4
cargo tank filling valve open (CL400).

24) Liquid lines, including the horizontal part of the crossover, will
automatically drain to No.4 cargo tank. The inclined parts of the
manifold are purged inboard with nitrogen.

25) On completion of draining loading arms, close the liquid manifold ESD
valves. The shore lines are now pressurised at 200 kPaG to 300 kPaG
with nitrogen.

26) Open the liquid manifold drain valves CS011, 021, 031, 041 to allow
the nitrogen to flush the liquid into No.4 cargo tank. Close the bypass
valves when the nitrogen pressure has fallen to 0 kPaG.
Repeat the operation 3 times, or until no liquid remains in the manifold
lines.

27) The purging of the liquid lines should be carried out one at a time.

28) When gas readings obtained from an explosimeter are less than 50 %
LEL at the vent cocks, all valves are closed and the loading arms are
ready to be disconnected.

29) Leave loading valve of tank No.4 (CL400) open until the piping has
returned to the ambient temperature.

In CCR

30) Tank level alarms.
Inhibit independent level alarms prior to proceeding to sea.

31) Complete the de-ballasting operation to obtain an even keel situation for
final measurement. When measurement is completed, adjust the ballast
tank levels for sailing condition.

32) Stop the HD compressors just prior to sailing, before closing vapour
manifold ESD valve CG071 (Ship is loading from portside) for nitrogen
purging and disconnecting the loading arms. If departure is delayed, the
vapour return to shore should be continued. Close CTMS by
independent surveyor

33) Disconnect the vapour arms.

33) Prepare the cargo system for gas burning at sea.

34) Open valves necessary to allow warming up. These are normally the
filling valves and spray valves on the tank domes

3J LNG AL WOSAIL

1
st
Illustration 6.3.4a Nitrogen Set-up During Loading
LIQUID DOME
GAS
LINE IB
S
IS
IS
IB
S
CN403
L G H A
I
N B C D E F J
K
V
M
S
R Q
T
CN430
C
N
4
0
4
C
N
4
2
0
F
M
5
0
4
O
F
CN432 CN431
PI
C
N
4
5
5
C
N
4
5
6
C
N
4
5
7
OP1 PT PI
CN428
PI
CN433
C
N
4
2
2
C
S
4
0
5
C
N
4
2
1
C
N
4
4
6
C
N
4
2
7
C
N
4
3
5
C
N
4
4
5
CN425
AFT
B/W
To Gas
Detector
FWD
B/W
C
N
4
1
5
C
N
4
1
6
C
N
4
0
7
C
N
4
1
7To Gas
Detector
To Gas
Detector
C
N
4
0
9
C
N
4
1
0
C
N
4
0
5
C
N
4
1
1
CN401
C
N
4
5
1
C
N
4
5
2
C
N
4
6
6
C
N
4
5
3
OP1 PT PI
CN426
To Gas
Detector
N
2
P
u
r
g
e
E
x
h
a
u
s
t
fo
r
F
u
e
l G
a
s
L
in
e
From N2 Buffer Tank
in Engine Room
CN514CN515
C
N
4
1
2
C
N
4
1
3
C
N
4
0
6
C
N
4
1
4
CN402
CN436
C
N
4
3
7
C
N
4
4
1
LIQUID DOME
GAS
LINE IB
S
IS
IS
IB
S
CN303
L G H A
I
N B C D E F J
K
V
M
S
R Q
T
C
N
3
1
9
CN330
C
N
3
0
4
C
N
3
2
0
F
M
5
0
3
C
N
3
1
8
C
N
3
0
8
O
F
CN332 CN331
PI
C
N
3
5
5
C
N
3
5
6
C
N
3
5
7
OP1 PT PI
CN328
PI
CN333
C
N
4
2
2
C
N
3
2
1
C
N
3
4
6
C
N
3
2
7
C
N
3
4
5
CN325
AFT
B/W
To Gas
Detector
FWD
B/W
C
N
3
1
5
C
N
3
1
6
C
N
3
0
7
C
N
3
1
7To Gas
Detector
To Gas
Detector
C
N
3
0
9
C
N
3
1
0
C
N
3
0
5
C
N
3
1
1
CN301
C
N
3
5
1
C
N
3
5
2
C
N
3
6
6
C
N
3
5
3
OP1 PT PI
CN326
To Gas
Detector
C
N
3
1
2
C
N
3
1
3
C
N
3
0
6
C
N
3
1
4
CN302
CN336
C
N
3
3
7
LIQUID DOME
GAS
LINE IB
S
IS
IS
IB
S
L G H A
I
N B C D E F J
K
V
M
S
R Q
T
C
N
2
1
9
CN230
C
N
2
2
0
F
M
5
0
2
C
N
2
1
8
C
N
2
0
8
O
F
CN232 CN231
PI
C
N
2
5
5
C
N
2
5
6
C
N
2
5
7
OP1 PT PI
CN228
PI
CN233
C
N
2
2
2
C
N
2
2
1
C
N
2
4
6
C
N
2
2
7
C
N
2
4
5
CN225
AFT
B/W
To Gas
Detector
FWD
B/W
C
N
2
1
5
C
N
2
1
6
C
N
2
0
7
C
N
2
1
7To Gas
Detector
To Gas
Detector
C
N
2
0
9
C
N
2
1
0
C
N
2
0
5
C
N
2
1
1
CN201
C
N
2
5
1
C
N
2
5
2
C
N
2
6
6
C
N
2
5
3
OP1 PT PI
CN226
To Gas
Detector
C
N
2
1
2
C
N
2
1
3
C
N
2
0
6
C
N
2
1
4
CN202
CN236
C
N
2
3
7
LIQUID DOME
GAS
LINE IB
S
IS
IS
IB
S
CN103
L G H A
I
N B C D E F J
K
V
M
S
R Q
T
C
N
1
1
9
CN130
C
N
1
0
4
C
N
1
2
0
F
M
5
0
1
C
N
1
1
8
C
N
1
0
8
O
F
CN132 CN131
PI
C
N
1
5
5
C
N
1
5
6
C
N
1
5
7
OP1 PT PI
CN128
PI
CN133
C
N
1
2
2
C
N
1
2
1
C
N
1
4
6
C
N
1
2
7
CN125
AFT
B/W
To Gas
Detector
FWD
B/W
C
N
1
1
5
C
N
1
1
6
C
N
1
0
7
C
N
1
1
7To Gas
Detector
To Gas
Detector
C
N
1
0
9
C
N
1
1
0
C
N
1
0
5
C
N
1
1
1
CN101
C
N
1
5
1
C
N
1
5
2
C
N
1
6
6
C
N
1
5
3
OP1 PT PI
CN126
To Gas
Detector
C
N
1
1
2
C
N
1
1
3
C
N
1
0
6
C
N
1
1
4
CN102
CN136
C
N
1
3
7
C
N
3
3
5
C
N
5
0
5
C
N
5
0
4
C
N
5
0
2
C
N
5
0
3
C
N
5
0
1
M
a
n
ifo
ld
(P
O
R
T
A
F
T
)
(N
e
a
r D
e
c
k
S
to
re
)
M
a
n
ifo
ld
(P
O
R
T
F
W
D
)
M
a
n
ifo
ld
(S
T
B
D
A
F
T
)
M
a
n
ifo
ld
(S
T
B
D
F
W
D
)
C
N
5
0
6
C
N
9
0
2
C
N
4
1
9
C
N
4
1
8
C
N
4
0
8
F
M
0
0
8
VF
C
N
5
1
0
C
N
5
1
2
C
N
5
0
9 C
N
5
1
3
FM007
VF
C
N
5
1
1
PI
C
N
5
5
2
PI
C
N
5
5
1
CN516
Sett.
60kPa
CN901
LDC
LDC
LDC
LDC
M
M
M
M
C
N
4
3
8
L
.O
Oil Demister
Insulation Space
Gas Sampling Line
N2 Main Line
Key
C
N
1
3
5
C
N
1
4
5
C
N
2
0
4
C
N
2
3
5
CN203
To Spray Line
C
S
3
0
5
To Spray Line
C
S
2
0
5
To Spray Line
C
S
1
0
5
To Spray Line
F
To N2 Vent Mast
To Gas Detector
M
K
H
G
A
B
C
D
E
F
J
L
I
V
W
AFT IS
Bilge Well (C)
FWD IS
Bilge Well (C)
To Gas Detector
To N2 Vent Mast
R
Q
To Gas Detector
T
S

3J LNG AL WOSAIL

1
st
6.3.4 Nitrogen Set-up during Loading

The operating procedure for normal inerting is as follows.

1) Start one nitrogen generator to pressurise the buffer tank. The pressure
drop in the buffer tank actuates the starting of the generator. In the case
of a large nitrogen demand, the stand-by generator will automatically
start.

2) Adjust the setpoint of the nitrogen supply pressure control valves; inter
barrier space 0.5 ~ 1 kPaG and insulation space, 1 ~ 1.5 kPaG.

3) Adjust the set point of the nitrogen exhaust pressure control valves;
inter barrier space, 1 ~ 1.5 kPaG and insulation space, 1.5 ~ 2.0 kPaG.

In cases where other consumers reduce the availability of nitrogen for the
insulation spaces, the pressure may temporarily fall below the atmospheric
pressure.

When put in communication and therefore subjected to the same nitrogen
pressure, the primary and secondary insulation spaces can withstand a large
depressurisation without any damage.

It should be noted that, even with the tanks fully loaded, a pressure lower than
atmospheric pressure in the primary insulation spaces is not harmful to the
primary membrane.

In this respect, it should be recalled that this membrane is subjected to a -800
kPa vacuum pressure both during global testing at the construction stage.

3J LNG AL WOSAIL

1
st
Illustration 6.3.5a De-Ballasting

N
o
.
4

W
.
B
.

T
K
(
P
)
N
o
.
3

W
.
B
.

T
K
(
P
)
N
o
.
2

W
.
B
.

T
K
(
P
)
N
o
.
1

W
.
B
.

T
K
(
P
)
F
W
D

D
e
e
p

W
.
B
.

T
K
(
P
)
F.P. TK
B.T. RM
F
W
D

D
e
e
p

W
.
B
.

T
K
(
S
)
N
o
.
4

W
.
B
.

T
K
(
S
)
N
o
.
3

W
.
B
.

T
K
(
S
)
N
o
.
2

W
.
B
.

T
K
(
S
)
N
o
.
1

W
.
B
.

T
K
(
S
)
E
/R
W
.B
. T
K
(S
)
A.P. TK
B
A
0
2
6
F
T
o

M
/
C

f
o
r
B
a
c
k

F
l
u
s
i
n
g
T
o

I
G
G
B
i
l
g
e
O
v
e
r
b
o
a
r
d
From Inert Gas Line
No.1 Ballast
Strip. Eductor
(
1
0
K
)
B
.
W
.
L
In Bosun Store
Manual Hyd.
Transmitter
BA524F
S
.
W
.

M
a
in

in

E
n
g
in
e

R
o
o
m
(
1
0
K
)
No. 1
Ballast Main
Ballast Main
Pipe Duct
B
.
W
.
L
B
A
0
2
5
F
*
Inside Tar
Epoxy
Sea Water Line
Key
BA014F
BA015F
BA007F
BA033F
BA011F
BA023F
BA012F
BA013F
BA010F
B
A
0
0
8
F
B
A
0
0
1
F
B
A
0
1
6
F
BA034F
L.C
Spool
Piece
B
A
0
2
7
F
B
A
0
2
9
F
BA021F
B
A
0
1
7
F
B
A
0
3
2
F
BA028F
E
/R
W
.B
. T
K
(P
)
Inside Tar
Epoxy
B
A
0
3
1
F
BA523F
No. 3
Ballast Pump
(3,000 m3 x 3.0k)
BA006F BA002F
BA003F
No. 2
B
A
5
2
0
F
B
A
5
1
8
F
B
A
5
1
6
F
B
A
5
1
4
F
B
A
5
1
2
F
B
A
5
1
0
F
B
A
5
0
8
F
B
A
5
0
6
F
B
A
5
0
4
F
B
A
5
0
3
F
BA502F
B
A
5
0
5
F
B
A
5
2
1
F
B
A
5
1
9
F
B
A
5
1
7
F
B
A
5
1
5
F
B
A
5
1
3
F
B
A
5
1
1
F
B
A
5
0
9
F
B
A
5
0
7
F
B
A
5
2
2
F
BA501F
B
B
BA020F
A
A
No.2 Ballast
Strip. Eductor
B
A
0
3
6
F
BA035F
B
A
0
3
0
F

3J LNG AL WOSAIL

1
st
6.3.5 De-Ballasting


It is assumed that the main sea water crossover pipe is already in use, supplying
other sea water systems (e.g. the main circulating system, the sea water service
system) and that the cargo and ballast valve hydraulic system is also in service.

2. To De-Ballast by Gravity

Caution
Mal-operation of the ballast system will cause damage to the GRP pipework.
Damage is generally caused by a pressure surge due to sudden changes in the
flow rates. During the de-ballasting operation this can be caused by the opening
of a full or partly full tank into the main lines when under vacuum.

Under no circumstances should a vacuum be drawn on a closed ballast main.

Before starting de-ballasting operations, the main lines must be purged of any air
pockets in the following manner.

1) Open the overboard discharge crossover line valves BA025F, BA027F
and BA007F, BA008F, BA015F and BA001F on the ballast water
crossover line.

2) Open overboard discharge valve BA026F or BA029F.

3) Open the forward ballast tank valves port and starboard BA504F,
BA505F, or No.1 ballast tank port and starboard BA506F, BA507F, if
the forward ballast tanks do not have sufficient head of water to gravity
flow.

A flow will now be established

4) Open the valves on the tank(s) to be emptied as per the de-ballasting
plan.

FWD W.B. TK (P) BA504F
FWD W.B. TK (S) BA505F
NO.1 W.B. TK (P) BA506F
NO.1 W.B. TK (S) BA507F
E/R W.B. TK (P) BA031F
E/R W.B. TK (S) BA032F
Fore Peak TK BA502F, BA501F
After Peak TK BA028F, BA033F

3. When It Becomes Necessary to Start the Ballast Pumps

1) Open valves BA002F, BA009F and BA012F(Ballast pump suctions).

2) Close valves BA007F and BA015F.

3) Check that the ballast tank valves are open.

4) Start the ballast pump(s).

5) Open the pump(s) discharge valve BA014F (No.1), BA011F (No.2),
BA006F (Stand-by).

6) As the tank reaches the required level, open the valves on the next tank
before closing the valves on the first tank.

7) When suction has been lost on all tanks, close the discharge valves on
the pumps BA014F (No.1), BA011F (No.2), BA006F (No.3) and stop
the pumps.

8) Close tank valves, ballast crossover valves BA001F, BA008F,
discharge crossover valves BA027F, BA025F and the overboard
discharge valves BA026F, BA029F.

9) Strip the ballast tanks as required (see below).
The above operations can be carried out using the sequential program in
the IAS.

4. To Strip the Ballast Tanks Using the Ballast Eductor

Using the No.2 ballast pump and No.2 eductor

1) Open the eductor drive water overboard discharge valve BA030F.

2) Open the drive water supply from the No.2 ballast pump, valve BA020F
and the ballast discharge crossover BA025F.

3) Open the valve on the first tank to be stripped.

FWD DEEP W.B. TK (S) BA505F
FWD DEEP W.B. TK (P) BA504F

4) Open No.2 eductor suction valve BA016F and start the ballast pump.

5) When one tank has been stripped, ensure the next tank valve is opened
before closing the previous tank.

6) When all tanks have been stripped, close the No.2 eductor suction valve
BA016F and stop the pump.

7) Close the eductor drive water valve BA020F and ballast discharge main
isolator BA025F.

8) Close the eductor overboard discharge valve BA030F

In practice the No.1 eductor would be in use at the same time, in order to give a
better out-turn of ballast water. In this case:

9) Open the drive water supply from the No.2 ballast pump to No.1 Eductor,
valve BA021F and the ballast discharge isolator BA027F.

10) Open the No.1 eductor suction valve BA017F.

3J LNG AL WOSAIL

1
st
Illustration 6.4.1a Normal Boil-Off Gas Burning

C
L
0
4
1
E
S
D
C
L
0
4
3
C
S
0
4
3
C
S
0
4
1
EM'CY VENT
CARGO VAPOUR
CARGO LIQUID
SPRAY MAIN
E
S
D
E
S
D
C
L
0
3
1
C
L
0
1
1
C
L
0
1
3
C
S
0
1
3
C
S
0
1
1
C
L
0
2
1
C
L
0
2
3
C
S
0
2
1
C
L
0
3
3
C
S
0
3
3
C
S
0
3
1
C
G
0
7
1
E
S
D
C
G
0
7
3
CS035 CS025
CG075
FM002
OF
FM003
F
M
0
0
1
CS071
NO.4 CARGO TANK
CR401
C
S
4
0
6
C
S
4
0
8
PORT SIDE
STBD SIDE
C
L
4
0
4
CL406
C
L
4
0
3
S
A
4
5
0
, S
A
4
5
1
S
A
4
5
2
, S
A
4
5
3
S
A
4
5
4
, S
A
4
5
5
S
A
4
5
6
, S
A
4
5
7
S
A
4
5
8
, S
A
4
5
9
F
L
4
0
0
R
C
S
4
0
0
C
S
4
0
3
C
L
4
0
2
C
L
4
0
1
C
G
4
0
0
CG401
SP05
SP02
SP01
F
E
S
D
C
L
0
4
2
E
S
D
C
L
0
4
4
C
S
0
4
4
C
S
0
4
2
E
S
D
E
S
D
C
L
0
3
2
C
L
0
1
2
C
L
0
1
4
C
S
0
1
4
C
S
0
1
2
C
L
0
2
2
C
L
0
2
4
C
S
0
2
4
C
S
0
2
2
C
L
0
3
4
C
S
0
3
4
C
S
0
3
2
C
G
0
7
2
E
S
D
C
G
0
7
4
CS036 CS026
E
S
D
CS700 C
S
7
0
2
CS703
CS404
C
S
4
0
7
CR400
CS405
FOR ISB
STRIP.
C
CL405
C S
NO.3 CARGO TANK
CR301
C
S
3
0
6
C
S
3
0
8
PORT SIDE
STBD SIDE
C
L
3
0
4
CL306
C
L
3
0
3
S
A
3
5
0
, S
A
3
5
1
S
A
3
5
2
, S
A
3
5
3
S
A
3
5
4
, S
A
3
5
5
S
A
3
5
6
, S
A
3
5
7
S
A
3
5
8
, S
A
3
5
9
F
L
3
0
0
R
C
L
3
0
7
C
L
3
0
0C
S
3
0
2
C
S
3
0
1
C
S
3
0
0
C
S
3
0
3
C
L
3
0
2
C
L
3
0
1
C
G
3
0
0
CG301
SP05
F
CS304
C
S
3
0
7
CR300
CS305
FOR ISB
STRIP.
C
CL305
C S
NO.2 CARGO TANK
CR201
C
S
2
0
6
C
S
2
0
8
PORT SIDE
STBD SIDE
C
L
2
0
4
CL206
C
L
2
0
3
S
A
2
5
0
, S
A
2
5
1
S
A
2
5
2
, S
A
2
5
3
S
A
2
5
4
, S
A
2
5
5
S
A
2
5
6
, S
A
2
5
7
S
A
2
5
8
, S
A
2
5
9
F
L
2
0
0
R
C
L
2
0
7
C
L
2
0
0C
S
2
0
2
C
S
2
0
1
C
S
2
0
0
C
S
2
0
3
C
L
2
0
2
C
L
2
0
1
C
G
2
0
0
CG201
SP05
F
CS204
C
S
2
0
7
CR200
CS205
FOR ISB
STRIP.
C
CL205
C S
NO.1 CARGO TANK
CR101
C
S
1
0
6
C
S
1
0
8
PORT SIDE
STBD SIDE
C
L
1
0
4
CL106
C
L
1
0
3
S
A
1
5
0
, S
A
1
5
1
S
A
1
5
2
, S
A
1
5
3
S
A
1
5
4
, S
A
1
5
5
S
A
1
5
6
, S
A
1
5
7
S
A
1
5
8
, S
A
1
5
9
F
L
1
0
0
R
C
L
1
0
7
C
L
1
0
0C
S
1
0
2
C
S
1
0
1
C
S
1
0
0
C
S
1
0
3
C
L
1
0
2
C
L
1
0
1
C
G
1
0
0
CG101
SP05
SP04
F
CS104
C
S
1
0
7
CR100
CS105
FOR ISB
STRIP.
C
CL105
C S
SP03
C
G
7
0
0
C
G
7
0
1
C
G
7
0
3
C
G
7
0
4
C
G
7
0
7
CL700
C
G
7
0
2
O
F
OF
F
M
0
0
6
CG915CG911
CG907
CG903
NO.1 H/D COMPRESSOR
CS906
FORCING
VAPORISER
MIST
SEPARATOR
NO.1 B.O/W.U
HEATER
NO.2 B.O/W.U
HEATER
CG923
C
G
9
2
7
C
G
9
2
6
CG919 CG917
OF
FUEL GAS
TO BOILERS
(STBD ONLY)
FROM INERT GAS/
DRY AIR PLANT
CG930
FM004
ESD
VF
CG921
CG924
CS902
CG920 CG918
CG922
CS905
CS901
CS904
CS903
CG916CG912
CG908
CG904
NO.2 H/D COMPRESSOR
OF
CG913CG909
CG905
CG901
NO.1 L/D COMPRESSOR
OF
CG914CG910
CG906
CG902
NO.2 L/D COMPRESSOR
OF
CG705
CG706
C
G
7
0
8
C
G
9
2
8
O
F
FM005
CG929 OF
LNG
VAPORISER
C
G
9
0
0
C
L
7
0
1
C
L
4
0
7
C
L
4
0
0
KEY
LNG VAPOUR LINE
C
S
0
2
3
C
G
9
2
5
C
S
4
0
2
C
S
4
0
1

3J LNG AL WOSAIL

1
st
6.4 Loaded Voyage with Boil-Off Gas Burning

6.4.1 Normal Boil-Off Gas Burning

1. Introduction

During a sea passage when the cargo tanks contain LNG, the boil-off from the
cargo tanks is burned in the ships boilers. The operation is started on deck and
controlled by the ships engineers in the CCR and ECR. If for any reason the
boil-off cannot be used for gas burning, or if the volume is too great for the
boilers to handle, any excess vapour is vented to atmosphere via No.1 vent mast.

2. Operation

The cargo tank boil-off gas enters the vapour header via the cargo tank vapour
domes. It is then directed to one of the LD compressors, which pumps the gas to
the LD heater. The heated gas is delivered to the boilers at a temperature of
+45 C via the master gas valve CG930. The LD compressor inlet guide vane
position is governed by fuel gas demand from the boiler(s) and cargo tank
pressure. The system is designed to burn all boil-off gas normally produced by a
full cargo and to maintain the cargo tank pressure (i.e. temperatures) at a
predetermined level.

If the propulsion plant steam consumption is not sufficient to burn the required
amount of boil-off, the tank pressure will increase and eventually the steam
dump will open, dumping steam directly to the main condenser. The main dump
is designed to dump sufficient steam to allow the boiler to use all the boil-off
produced, even when the ship is stopped.

The flow of gas through the LD compressors is controlled by adjusting the inlet
guide vane position. This is directed by the boiler combustion control when gas
burning is initiated. The normal boil-off in the boiler combustion control has to
be selected as well as the maximum and minimum allowed tank pressures and
the tank pressure at which the main dump operates.

For normal operation the normal boil-off valve is selected at 60 % (boil-off
provides 60 % of the fuel required to produce 90 % of the boiler full steam
capacity) and the minimum and maximum tank pressures are selected at
105kPaA and 109 kPaA.

If the normal boil off valve has been correctly adjusted, the tank pressures will
remain within the selected values. Should the selected normal boil off value be
too large, the tank pressure will slowly be reduced until it reaches the minimum
value selected. If the tank pressure value reduces to below the minimum value
selected, the normal boil-off value will be reduced until the tank pressure has
increased again above the selected value.

If the selected normal boil-off value is too small, the tank pressure will slowly
increase until it reaches the maximum value selected. If the tank pressure value
increases above the maximum selected value, the normal boil-off value will be
increased until the tank pressure reduces again below the selected value.
If the tank pressure continues to increase because the steam consumption is not
sufficient to burn all the required boil-off, the steam dump will open.

The steam dump is designed to open when the normal boil-off valve is 5 % above
the original selected value and when the tank pressure has reached the pre
selected dump operating pressure.

With the present setting, an increase of 5 % of the normal boil-off corresponds
approximately to an increase of tank pressure by 4 kPa above the maximum tank
pressure selected.

The cargo and gas burning piping system is arranged so that excess boil-off can
be vented should there be any inadvertent stopping of gas burning in the ships
boilers. The automatic control valve CG702 at No.1 vent mast is set at 23 kPaG
to vent the excess vapour to atmosphere as a tank protection system.

In the event of automatic or manual shut down of the gas burning system (or if
the tank pressure falls to 0.5 kPa above the insulation spaces pressure), valve
CG930 will close and the gas burning supply line to the engine room will be
purged with nitrogen.


It is assumed that all valves are closed prior to use:

1) Prepare LD compressors, LD heater and the engine room gas burning
plant for use.

2) Check that the following valves on the vapour domes are open and
locked in position:

(Tank No.1) Open and lock in position valve CG100.
These valves should already be locked in the open position.

3) Open valve CG704 (vapour supply to the LD compressors and LD
heaters) and CG901, 902, CG913, 914, suction and discharge valves on
the LD compressors.

4) At the B.O/W.U heater:
Open valves CG917, 918, CG923, 924 heater inlet and outlet.
Open heater discharge crossover valve CG926.
Open steam supply valve to the B.O/W.U heater.

In CCR

5) Adjust set point control to 115 kPaA on No.1 vent mast (CG702).

6) On the LD compressors, adjust the normal boil-off valve (IGV) to 60 %
for a loaded condition, with the tank pressures minimum and maximum
at 105 kPaA and 109kPaA and the steam dump opening pressure at 113
kPaA.

When the engine room is ready to start gas burning, ensure that there is
sufficient nitrogen to purge the lines to the boiler i.e. >500 kPaG in the
nitrogen buffer tank.

7) Ensure that the gas outlet temperature of the B.O/W.U heater is
approximately 45 C. Open valve CG930 and start the LD
compressor(s).

This operation will then be controlled and monitored from CCR and ECR.

Note
If the volume of boil-off exceeds demand in the boilers, the steam dump should
be put into operation.

Should the system shut down for any reason, valve CG930 will close
automatically.

Trip causes:
Boiler manual trip (ECR and local).
Both boilers trip.
Gas content High-High at common vent hood.
Fuel gas temperature Low Low.
Vent duct exhaust fan stop.
Remote/manual close from local, CCR and ECR.
Fire detection in E/R.
When stopping gas burning for any reason.

8) Stop the LD compressor(s), shut down the B.O/W.U heater. Close valve
CG930 gas supply to engine room and adjust the set point of vent mast
control CG702 to 110 kPaA.

3J LNG AL WOSAIL

1
st
Illustration 6.4.2a Forced Boil-Off Gas Burning

C
L
0
4
1
E
S
D
C
L
0
4
3
C
S
0
4
3
C
S
0
4
1
EM'CY VENT
CARGO VAPOUR
CARGO LIQUID
SPRAY MAIN
E
S
D
E
S
D
C
L
0
3
1
C
L
0
1
1
C
L
0
1
3
C
S
0
1
3
C
S
0
1
1
C
L
0
2
1
C
L
0
2
3
C
S
0
2
1
C
L
0
3
3
C
S
0
3
3
C
S
0
3
1
C
G
0
7
1
E
S
D
C
G
0
7
3
CS035 CS025
CG075
FM002
OF
FM003
F
M
0
0
1
CS071
NO.4 CARGO TANK
CR401
C
S
4
0
6
C
S
4
0
8
PORT SIDE
STBD SIDE
C
L
4
0
4
CL406
C
L
4
0
3
S
A
4
5
0
, S
A
4
5
1
S
A
4
5
2
, S
A
4
5
3
S
A
4
5
4
, S
A
4
5
5
S
A
4
5
6
, S
A
4
5
7
S
A
4
5
8
, S
A
4
5
9
F
L
4
0
0
R
C
S
4
0
0
C
S
4
0
3
C
L
4
0
2
C
L
4
0
1
C
G
4
0
0
CG401
SP05
SP02
SP01
F
E
S
D
C
L
0
4
2
E
S
D
C
L
0
4
4
C
S
0
4
4
C
S
0
4
2
E
S
D
E
S
D
C
L
0
3
2
C
L
0
1
2
C
L
0
1
4
C
S
0
1
4
C
S
0
1
2
C
L
0
2
2
C
L
0
2
4
C
S
0
2
4
C
S
0
2
2
C
L
0
3
4
C
S
0
3
4
C
S
0
3
2
C
G
0
7
2
E
S
D
C
G
0
7
4
CS036 CS026
E
S
D
CS700 C
S
7
0
2
CS703
CS404
C
S
4
0
7
CR400
CS405
FOR ISB
STRIP.
C
CL405
C S
NO.3 CARGO TANK
CR301
C
S
3
0
6
C
S
3
0
8
PORT SIDE
STBD SIDE
C
L
3
0
4
CL306
C
L
3
0
3
S
A
3
5
0
, S
A
3
5
1
S
A
3
5
2
, S
A
3
5
3
S
A
3
5
4
, S
A
3
5
5
S
A
3
5
6
, S
A
3
5
7
S
A
3
5
8
, S
A
3
5
9
F
L
3
0
0
R
C
L
3
0
7
C
L
3
0
0C
S
3
0
2
C
S
3
0
1
C
S
3
0
0
C
S
3
0
3
C
L
3
0
2
C
L
3
0
1
C
G
3
0
0
CG301
SP05
F
CS304
C
S
3
0
7
CR300
CS305
FOR ISB
STRIP.
C
CL305
C S
NO.2 CARGO TANK
CR201
C
S
2
0
6
C
S
2
0
8
PORT SIDE
STBD SIDE
C
L
2
0
4
CL206
C
L
2
0
3
S
A
2
5
0
, S
A
2
5
1
S
A
2
5
2
, S
A
2
5
3
S
A
2
5
4
, S
A
2
5
5
S
A
2
5
6
, S
A
2
5
7
S
A
2
5
8
, S
A
2
5
9
F
L
2
0
0
R
C
L
2
0
7
C
L
2
0
0C
S
2
0
2
C
S
2
0
1
C
S
2
0
0
C
S
2
0
3
C
L
2
0
2
C
L
2
0
1
C
G
2
0
0
CG201
SP05
F
CS204
C
S
2
0
7
CR200
CS205
FOR ISB
STRIP.
C
CL205
C S
NO.1 CARGO TANK
CR101
C
S
1
0
6
C
S
1
0
8
PORT SIDE
STBD SIDE
C
L
1
0
4
CL106
C
L
1
0
3
S
A
1
5
0
, S
A
1
5
1
S
A
1
5
2
, S
A
1
5
3
S
A
1
5
4
, S
A
1
5
5
S
A
1
5
6
, S
A
1
5
7
S
A
1
5
8
, S
A
1
5
9
F
L
1
0
0
R
C
L
1
0
7
C
L
1
0
0C
S
1
0
2
C
S
1
0
1
C
S
1
0
0
C
S
1
0
3
C
L
1
0
2
C
L
1
0
1
C
G
1
0
0
CG101
SP05
SP04
F
CS104
C
S
1
0
7
CR100
CS105
FOR ISB
STRIP.
C
CL105
C S
SP03
C
G
7
0
0
C
G
7
0
1
C
G
7
0
3
C
G
7
0
4
C
G
7
0
7
CL700
C
G
7
0
2
O
F
OF
F
M
0
0
6
CG915CG911
CG907
CG903
NO.1 H/D COMPRESSOR
CS906
FORCING
VAPORISER
MIST
SEPARATOR
NO.1 B.O/W.U
HEATER
NO.2 B.O/W.U
HEATER
CG923
C
G
9
2
7
C
G
9
2
6
CG919 CG917
OF
FUEL GAS
TO BOILERS
(STBD ONLY)
FROM INERT GAS/
DRY AIR PLANT
CG930
FM004
ESD
VF
CG921
CG924
CS902
CG920 CG918
CG922
CS905
CS901
CS904
CS903
CG916CG912
CG908
CG904
NO.2 H/D COMPRESSOR
OF
CG913CG909
CG905
CG901
NO.1 L/D COMPRESSOR
OF
CG914CG910
CG906
CG902
NO.2 L/D COMPRESSOR
OF
CG705
CG706
C
G
7
0
8
C
G
9
2
8
O
F
FM005
CG929 OF
LNG
VAPORISER
C
G
9
0
0
C
L
7
0
1
C
L
4
0
7
C
L
4
0
0
KEY
LNG LIQUID LINE
LNG VAPOUR LINE
C
S
0
2
3
C
G
9
2
5
C
S
4
0
2
C
S
4
0
1

3J LNG AL WOSAIL

1
st
6.4.2 Forced Boil-Off Gas Burning

1. Introduction

Consideration must be given to the economics of gas versus fuel oil burning
before undertaking forced boil-off.

If, during a loaded passage, additional fuel gas from the cargo tanks is required
to be burned in the ships boilers, it can be made available by forced vapour
using the equipment on board.

The above operation, called Forced Boil-Off, will be used to complement gas
burning up to 100 % of the boilers fuel requirement.

2. Operation

The normal gas burning arrangement is maintained and the forcing vaporizer is
brought into operation.

A single stripping/spray pump is used to pump LNG to the forcing vaporizer.
The excess flow from the pump is returned to the tank through the stripping
header pressure control valves CS100, CS200, CS300, CS400.

Note
In normal operation the controlled return is directed back to the same tank from
which the liquid is being drawn.

After vaporization, the LNG vapour combines with the natural boil-off gas from
the cargo vapour line before entering the LD compressors.

The flow of gas through the LD compressors is controlled via the boiler
combustion control unit by adjusting the opening of the inlet guide vanes and
motor speed. The split control is as follows:

Low load: Inlet guide vane control (-30 to +80 deg).
High load: Motor speed control (30~60Hz).

The amount of forced boil-off to be produced is controlled by the throttling of
the FCV to the forcing vaporizer operated by the Boiler Combustion Control.

When changing over to 100 % gas burning, the fuel oil flow through the FO rails
is adjusted to minimum. The FO supply to the burners will then be cut out and
the FO system put on recirculation. The FO combustion control loops are
maintained energized to enable re-lighting of FO burners in an emergency.

In the event of automatic or manual shut down of the gas burning system (or if
the cargo tank pressure falls to 0.5 kPa above the insulation spaces pressure),
valve CG930 will close and the gas burning supply line to the engine room will
be purged with nitrogen. FO booster devices are incorporated in the control loop
to allow a quick change over should the gas burning be tripped.


For illustration purposes, No.4 cargo tank stripping/spray pump and return
operation is shown.

The cargo piping system is arranged for normal gas burning during a loaded
voyage as detailed in Illustration 6.5.1a.

It is assumed that all valves are closed prior to use.

1) Prepare the forcing vaporizer for use.

2) Open the stripping/spray header valve CS403on No.4 tank.

3) Open valve CS702 stripping/spray header supply to the forcing
vaporizer.

4) Open forcing vaporizer inlet valve CS902.

4) Open stripping pump discharge valve, CS401. Start stripping/spray
pump and adjust the return flow to the tank through the stripping header
pressure control valves CS400.

5) Run up the forcing vaporizer.

6) Set the boiler combustion control on FBO mode.

7) Start No.1 (or No.2) LD compressor depending on gas demand.

8) Set control of liquid supply to the forcing vaporizer and LD compressor
control to auto mode.

4. Set Point of Cargo Tank Pressure Control, Gas Management System

Control range at ballast and laden voyage:
Ballast voyage: 4.7~6.7 kPaG
Laden voyage: 105 kPaA~109 kPaA

5. Set Point of Safety Valve and Alarm Point

Set point of safety valve:
Pressure 25 kPaG
Vacuum -1 kPaG

Alarms:
Vent valve open: 23 kPaG
Vent valve close: 21 kPaG
High pressure alarm: 20 kPaG (For LNG Vap. trip)
FO back-up order ON: 3 kPaG
Low pressure alarm: 2.8 kPaG
Low Low pressure alarm: 2.5 kPaG

Set point controller:
Min. gas flow of F/V control: 1,400kg/h
(20~100%)
Set temperature of BOG temp. control: 45 C
Preferred FGV position of LD comp. control: 87 %

3J LNG AL WOSAIL

1
st
Illustration 6.5.1a Inerting Manifold Connections

Vapour
Header
Liquid
Header
Forward
Port
Starboard
Stripping/Spray
Header
CL041
CS041 CS043
CL043
CL082
CL081
C
L
0
8
6
C
L
0
8
5
Key
LNG Liquid
LNG Vapour
Nitrogen
Stripping/Spray Line
ESD
CL042
CS042 CS044
CL032
CS032 CS034
CL044
CL034
CL084
CL083
C
L
0
8
7
C
L
0
8
8
ESD
CL012
CS012 CS014
CL014
CL054
CL053
C
L
0
5
7
C
L
0
5
8
ESD
CL011
CS011 CS013
CL013
CL052
CL051
C
L
0
5
6
C
L
0
5
5
ESD
CL031
CS031 CS033
CL033
CL072
CL071
C
L
0
7
6
C
L
0
7
5
C
S
0
3
5
CG073
ESD
CG071
ESD
CL021
CS021 CS023
CL023
C
S
0
2
5
C
S
7
0
0
C
S
7
0
1
ESD
CG052
CG051
CS051
CS052
CG071
CG072
CL755
CL756
CS053
CS054
CR053
CR054
CR051
CR052
CL074
CL073
C
L
0
7
7
C
L
0
7
8
C
S
0
3
6
ESD
CL022
CS022 CS024
CL024
CL064
CL063
C
L
0
6
7
C
L
0
6
8
C
S
0
2
6
ESD
CL062
CL061
C
L
0
6
6
C
L
0
6
5
CG055
CG056
CG074
CG072
ESD
CG054
CG053
CG057
CG058
C
G
0
7
5
F
M
0
0
2
O
F
OF
FLANGE METER
OF:ORIFICE
VF:VORTEX
SYMBOL SYMBOL DESCRIPTION DESCRIPTION
GLOBE VALVE
(OPEN/SHUT TYPE)
(THROTTLING TYPE)
HYD. OPERATED GLOBE VALVE
(FLANGE OPEN/SHUT TYPE)
BUTTERFLY VALVE NEEDLE VALVE WITH QUICK COUPLING
NEEDLE VALVE WITH BLANK FLANGE
SCREW DOWN NON RETURN VALVE
(GLOBE / ANGLE)
ESD

3J LNG AL WOSAIL

1
st
6.5 Discharging with Gas Return from Shore

1. Introduction

During a normal discharge, only the main cargo pumps will be used and a
quantity of cargo will be retained on board for cold maintenance of the cargo
tanks.

The quantity to be retained is in relation to voyage duration of the ballast passage.

If the ship has to warm-up tanks for technical reasons, the stripping/spray pumps
will be used to discharge the remaining cargo on completion of the bulk
discharge with the main cargo pumps.

During cargo discharge, LNG vapour is supplied from shore to maintain pressure
in the cargo tanks.

2. Operation

The main cargo pumps discharge LNG to the liquid header and then to shore via
the midship liquid crossover manifold connections.

After an initial rise, the pressure in the tanks decreases. It then becomes
necessary to supply vapour from shore via the manifold and crossover to the
vapour header into the cargo tank gas domes in order to maintain a pressure of
109 kPaA.

Should the vapour return supply from shore be insufficient to maintain tank
pressures, other means of supplying vapour to the tanks, either by using the tank
sprayers or the LNG vaporizer, have to be used.

The gas heater should be prepared and lined up for use in order to avoid venting
cold LNG vapour through No.1 vent mast.

Note
All LNG terminals prohibit venting of flammable gas.

Ballasting is undertaken concurrently with discharging. The ballasting operation
is programmed to keep the vessel within the required limit of draught, trim, hull
stress and stability following indications obtained from the loading computer.

During the discharge period, the ship is kept on an even keel. If it is required to
empty a cargo tank, the ship is trimmed according to terminal maximum draught
by the stern to assist in stripping the tank.

Each tank is normally discharged down to a level of about 0.37 m. The quantity
retained in the tanks varies according to the length of the ballast voyage, the
expected elapsed time before loading and the volume of boil-off that is estimated
to be burned in the ships boilers.
One pump is stopped at a level of approximately 1.0 m to avoid excessive
turbulence at the tank bottom which creates disturbance at the suction of both
pumps.
If the vessel is to warm up one or more cargo tanks for technical reasons, the
ship shall be trimmed according to the terminals maximum draught. The cargo
remaining in the cargo tanks to be warmed up will be discharged to shore or to
other cargo tanks using the stripping/spray pumps on completion of bulk
discharge.

The stripping/spray pump is run together with the remaining main cargo pump
until the main cargo pump stops on low discharge pressure cut-out.

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.
Due to the manifold configuration, it is necessary to purge the cargo lines using
nitrogen at a pressure of at least 300 kPa, this being done several times to ensure
successful draining at the manifold connections.

The vapour arm remains connected until just before sailing if a delay is expected.

6.5.1 Preparations for Unloading

It is assumed that all valves are closed prior to starting.

Preliminary preparation:

1) Checks to be made prior to starting cargo operations:
Test remote operation of all tank discharge valves and
manifold ESD valves.
Test remote operation of ballast valves.
Test operation of Emergency Shut Down Systems (ESDS).

2) Safety precautions:
Ensure sprays for hull midship water curtain are in operation.
Prepare fire fighting equipment, water hoses and protective
clothing for use.

3) Cargo tank level arms:
Switch on high level alarms.

4) Cargo tank vapour domes - confirm that the following valves are open
and locked in position:

CG100 (Tank No.1)
CG200 (Tank No.2)
CG300 (Tank No.3)
CG400 (Tank No.4)
These valves must be locked open at all times when the ship has cargo
on board, unless a tank is isolated and vented for any reason.

5) Vapour crossover:
Open valve CG075.

6) Main cargo pumps:
Check insulation resistance of electric motors and related cables prior to
supplying power to the cargo pumps.

7) Check connections of liquid and vapour arms.
Check communications with shore.
Check ship/shore link.

When shore is ready to purge the manifold connections with nitrogen supplied
from shore:

8) Liquid manifold connections (assuming port-side discharge):
Open drain valves CL055, 056, 065, 066, 075, 076, 085, 086.
Purge the connections and then close the valves.

9) Vapour manifold connection:
Open drain valve CG055, 056.
Purge connection then close valve.

If shore agree:
10) Vapour manifold:
Open manifold ESD valve CG071.

11) Liquid connections:
Open manifold ESD valves CL011, 021, 031, 041.

12) Test Emergency Shut down System (ESDS) from shore and from the
ship as required. Re-open liquid and vapour ESD valves.

When it is agreed with shore, cooldown may commence.

3J LNG AL WOSAIL

1
st
Illustration 6.5.2a Liquid Line and Arm Cooldown before Discharging

C
L
0
4
1
E
S
D
C
L
0
4
3
C
S
0
4
3
C
S
0
4
1
EM'CY VENT
CARGO VAPOUR
CARGO LIQUID
SPRAY MAIN
E
S
D
E
S
D
C
L
0
3
1
C
L
0
1
1
C
L
0
1
3
C
S
0
1
3
C
S
0
1
1
C
L
0
2
1
C
L
0
2
3
C
S
0
2
1
C
L
0
3
3
C
S
0
3
3
C
S
0
3
1
C
G
0
7
1
E
S
D
C
G
0
7
3
CS035 CS025
CG075
FM002
OF
FM003
F
M
0
0
1
CS071
NO.4 CARGO TANK
CR401
C
S
4
0
6
C
S
4
0
8
PORT SIDE
STBD SIDE
C
L
4
0
4
CL406
C
L
4
0
3
S
A
4
5
0
, S
A
4
5
1
S
A
4
5
2
, S
A
4
5
3
S
A
4
5
4
, S
A
4
5
5
S
A
4
5
6
, S
A
4
5
7
S
A
4
5
8
, S
A
4
5
9
F
L
4
0
0
R
C
S
4
0
2
C
S
4
0
1
C
S
4
0
0
C
S
4
0
3
C
L
4
0
2
C
L
4
0
1
C
G
4
0
0
CG401
SP05
SP02
SP01
F
E
S
D
C
L
0
4
2
E
S
D
C
L
0
4
4
C
S
0
4
4
C
S
0
4
2
E
S
D
E
S
D
C
L
0
3
2
C
L
0
1
2
C
L
0
1
4
C
S
0
1
4
C
S
0
1
2
C
L
0
2
2
C
L
0
2
4
C
S
0
2
4
C
S
0
2
2
C
L
0
3
4
C
S
0
3
4
C
S
0
3
2
C
G
0
7
2
E
S
D
C
G
0
7
4
CS036 CS026
E
S
D
CS700 C
S
7
0
2
CS703
CS404
C
S
4
0
7
CR400
CS405
FOR ISB
STRIP.
C
CL405
C S
NO.3 CARGO TANK
CR301
C
S
3
0
6
C
S
3
0
8
PORT SIDE
STBD SIDE
C
L
3
0
4
CL306
C
L
3
0
3
S
A
3
5
0
, S
A
3
5
1
S
A
3
5
2
, S
A
3
5
3
S
A
3
5
4
, S
A
3
5
5
S
A
3
5
6
, S
A
3
5
7
S
A
3
5
8
, S
A
3
5
9
F
L
3
0
0
R
C
L
3
0
7
C
L
3
0
0
C
S
3
0
0
C
S
3
0
3
C
L
3
0
2
C
L
3
0
1
C
G
3
0
0
CG301
SP05
F
CS304
C
S
3
0
7
CR300
CS305
FOR ISB
STRIP.
C
CL305
C S
NO.2 CARGO TANK
CR201
C
S
2
0
6
C
S
2
0
8
PORT SIDE
STBD SIDE
C
L
2
0
4
CL206
C
L
2
0
3
S
A
2
5
0
, S
A
2
5
1
S
A
2
5
2
, S
A
2
5
3
S
A
2
5
4
, S
A
2
5
5
S
A
2
5
6
, S
A
2
5
7
S
A
2
5
8
, S
A
2
5
9
F
L
2
0
0
R
C
L
2
0
7
C
L
2
0
0C
S
2
0
2
C
S
2
0
1
C
S
2
0
0
C
S
2
0
3
C
L
2
0
2
C
L
2
0
1
C
G
2
0
0
CG201
SP05
F
CS204
C
S
2
0
7
CR200
CS205
FOR ISB
STRIP.
C
CL205
C S
NO.1 CARGO TANK
CR101
C
S
1
0
6
C
S
1
0
8
PORT SIDE
STBD SIDE
C
L
1
0
4
CL106
C
L
1
0
3
S
A
1
5
0
, S
A
1
5
1
S
A
1
5
2
, S
A
1
5
3
S
A
1
5
4
, S
A
1
5
5
S
A
1
5
6
, S
A
1
5
7
S
A
1
5
8
, S
A
1
5
9
F
L
1
0
0
R
C
L
1
0
7
C
L
1
0
0C
S
1
0
2
C
S
1
0
1
C
S
1
0
0
C
S
1
0
3
C
L
1
0
2
C
L
1
0
1
C
G
1
0
0
CG101
SP05
SP04
F
CS104
C
S
1
0
7
CR100
CS105
FOR ISB
STRIP.
C
CL105
C S
SP03
C
G
7
0
0
C
G
7
0
1
C
G
7
0
3
C
G
7
0
4
C
G
7
0
7
CL700
C
G
7
0
2
O
F
OF
F
M
0
0
6
CG915CG911
CG907
CG903
NO.1 H/D COMPRESSOR
CS906
FORCING
VAPORISER
MIST
SEPARATOR
NO.1 B.O/W.U
HEATER
NO.2 B.O/W.U
HEATER
CG923
C
G
9
2
7
C
G
9
2
6
CG919 CG917
OF
FUEL GAS
TO BOILERS
(STBD ONLY)
FROM INERT GAS/
DRY AIR PLANT
CG930
FM004
ESD
VF
CG921
CG924
CS902
CG920 CG918
CG922
CS905
CS901
CS904
CS903
CG916CG912
CG908
CG904
NO.2 H/D COMPRESSOR
OF
CG913CG909
CG905
CG901
NO.1 L/D COMPRESSOR
OF
CG914CG910
CG906
CG902
NO.2 L/D COMPRESSOR
OF
CG705
CG706
C
G
7
0
8
C
G
9
2
8
O
F
FM005
CG929 OF
LNG
VAPORISER
C
G
9
0
0
C
L
7
0
1
C
L
4
0
7
C
L
4
0
0
KEY
LNG LIQUID LINE
C
S
0
2
3
C
G
9
2
5
C
S
3
0
2
C
S
3
0
1

3J LNG AL WOSAIL

1
st
6.5.2 Liquid Line and Arm Cooldown before Discharging

To cooldown the cargo discharge lines proceed as follows, assuming that No.3
stripping/spray pump is being used, all manifold lines and the ESD valves are
open and have been purged with nitrogen.

1) Open discharge valve CS301 from No.3 stripping/spray pump to 30 %.

2) Open the following valves CS013, 023, 033, 043 and 071.

3) Open No.3 tank return valve CS300.

4) Start the No.3 stripping/spray pump.

5) Close slowly return valve CS300 and increase the flow rate of No.3
stripping/spray pump.

6) Open liquid header valves for each tank CL107, 207, 307, and 407.

7) When hard-arms and shore side lines have cooled down to -100 C,
open valves CS025, 035 and crack open No.1 & 4 liquid filling valves
CL100 and 400. This will now cool down the ships liquid line.

The cooling down is complete when the shore side line and ships liquid line is
approximately -130 C.

5) Stop the No.3 stripping/spray pump and close discharge valve CS301.
Shut valves CS025, 035, 013, 023, 033 and 043.
Open valve CS300 to drain the line back to No.3 cargo tank.

6) When the spray line has warmed up, close valves CS071 and 300.

On completion of cooldown and when shore is ready for discharge, proceed with
unloading.

LNG Unloading Operation Sequence

BERTHING
ESD PNEUMATIC HOSE
SHIP/SHORE PRE-UNLOADING MEETING
START WATER CURTAIN
O2 PURGING WITH N2 & LEAK TEST
INITIAL GAUGING (OPENING CTMS)
RETURNING BOIL-OFF VAPOUR TO SHORE
ESD TEST UNDER WARM CONDITION
LOADING ARM COOLING-DOWN
ESD TEST UNDER COLD CONDITION
START UNLOADING
FINISH UNLOADING
SAMPLING
REMOVAL OF WARNING BUOYS
DRAINING THE LIQUID LOADING ARM
DISCONNECTING VAPOUR LOADING ARM
STOP WATER CURTAIN
MEETING AFTER UNLOADING
UNBERTHING

3J LNG AL WOSAIL

1
st
Illustration 6.5.3a Discharging with Gas Return from Shore

C
L
0
4
1
E
S
D
C
L
0
4
3
C
S
0
4
3
C
S
0
4
1
EM'CY VENT
CARGO VAPOUR
CARGO LIQUID
SPRAY MAIN
E
S
D
E
S
D
C
L
0
3
1
C
L
0
1
1
C
L
0
1
3
C
S
0
1
3
C
S
0
1
1
C
L
0
2
1
C
L
0
2
3
C
S
0
2
1
C
L
0
3
3
C
S
0
3
3
C
S
0
3
1
C
G
0
7
1
E
S
D
C
G
0
7
3
CS035 CS025
CG075
FM002
OF
FM003
F
M
0
0
1
CS071
NO.4 CARGO TANK
CR401
C
S
4
0
6
C
S
4
0
8
PORT SIDE
STBD SIDE
C
L
4
0
4
CL406
C
L
4
0
3
S
A
4
5
0
, S
A
4
5
1
S
A
4
5
2
, S
A
4
5
3
S
A
4
5
4
, S
A
4
5
5
S
A
4
5
6
, S
A
4
5
7
S
A
4
5
8
, S
A
4
5
9
F
L
4
0
0
R
C
S
4
0
2
C
S
4
0
1
C
S
4
0
0
C
S
4
0
3
C
L
4
0
2
C
G
4
0
0
CG401
SP05
SP02
SP01
F
E
S
D
C
L
0
4
2
E
S
D
C
L
0
4
4
C
S
0
4
4
C
S
0
4
2
E
S
D
E
S
D
C
L
0
3
2
C
L
0
1
2
C
L
0
1
4
C
S
0
1
4
C
S
0
1
2
C
L
0
2
2
C
L
0
2
4
C
S
0
2
4
C
S
0
2
2
C
L
0
3
4
C
S
0
3
4
C
S
0
3
2
C
G
0
7
2
E
S
D
C
G
0
7
4
CS036 CS026
E
S
D
CS700 C
S
7
0
2
CS703
CS404
C
S
4
0
7
CR400
CS405
FOR ISB
STRIP.
C
CL405
C S
NO.3 CARGO TANK
CR301
C
S
3
0
6
C
S
3
0
8
PORT SIDE
STBD SIDE
C
L
3
0
4
CL306
C
L
3
0
3
S
A
3
5
0
, S
A
3
5
1
S
A
3
5
2
, S
A
3
5
3
S
A
3
5
4
, S
A
3
5
5
S
A
3
5
6
, S
A
3
5
7
S
A
3
5
8
, S
A
3
5
9
F
L
3
0
0
R
C
L
3
0
7
C
L
3
0
0
C
S
3
0
0
C
S
3
0
3
C
L
3
0
2
C
G
3
0
0
CG301
SP05
F
CS304
C
S
3
0
7
CR300
CS305
FOR ISB
STRIP.
C
CL305
C S
NO.2 CARGO TANK
CR201
C
S
2
0
6
C
S
2
0
8
PORT SIDE
STBD SIDE
C
L
2
0
4
CL206
C
L
2
0
3
S
A
2
5
0
, S
A
2
5
1
S
A
2
5
2
, S
A
2
5
3
S
A
2
5
4
, S
A
2
5
5
S
A
2
5
6
, S
A
2
5
7
S
A
2
5
8
, S
A
2
5
9
F
L
2
0
0
R
C
L
2
0
7
C
L
2
0
0C
S
2
0
2
C
S
2
0
1
C
S
2
0
0
C
S
2
0
3
C
L
2
0
2
C
L
2
0
1
C
G
2
0
0
CG201
SP05
F
CS204
C
S
2
0
7
CR200
CS205
FOR ISB
STRIP.
C
CL205
C S
NO.1 CARGO TANK
CR101
C
S
1
0
6
C
S
1
0
8
PORT SIDE
STBD SIDE
C
L
1
0
4
CL106
C
L
1
0
3
S
A
1
5
0
, S
A
1
5
1
S
A
1
5
2
, S
A
1
5
3
S
A
1
5
4
, S
A
1
5
5
S
A
1
5
6
, S
A
1
5
7
S
A
1
5
8
, S
A
1
5
9
F
L
1
0
0
R
C
L
1
0
0C
S
1
0
2
C
S
1
0
1
C
S
1
0
0
C
S
1
0
3
C
L
1
0
2
C
L
1
0
1
C
G
1
0
0
CG101
SP05
SP04
F
CS104
C
S
1
0
7
CR100
CS105
FOR ISB
STRIP.
C
CL105
C S
SP03
C
G
7
0
0
C
G
7
0
1
C
G
7
0
3
C
G
7
0
4
C
G
7
0
7
CL700
C
G
7
0
2
O
F
OF
F
M
0
0
6
CG915CG911
CG907
CG903
NO.1 H/D COMPRESSOR
CS906
FORCING
VAPORISER
MIST
SEPARATOR
NO.1 B.O/W.U
HEATER
NO.2 B.O/W.U
HEATER
CG923
C
G
9
2
7
C
G
9
2
6
CG919 CG917
OF
FUEL GAS
TO BOILERS
(STBD ONLY)
FROM INERT GAS/
DRY AIR PLANT
CG930
FM004
ESD
VF
CG921
CG924
CS902
CG920 CG918
CG922
CS905
CS901
CS904
CS903
CG916CG912
CG908
CG904
NO.2 H/D COMPRESSOR
OF
CG913CG909
CG905
CG901
NO.1 L/D COMPRESSOR
OF
CG914CG910
CG906
CG902
NO.2 L/D COMPRESSOR
OF
CG705
CG706
C
G
7
0
8
C
G
9
2
8
O
F
FM005
CG929 OF
LNG
VAPORISER
C
G
9
0
0
C
L
7
0
1
C
L
4
0
7
C
L
4
0
0
KEY
LNG LIQUID LINE
LNG VAPOUR LINE
C
S
0
2
3
C
G
9
2
5
C
S
3
0
2
C
S
3
0
1
C
L
4
0
1
C
L
3
0
1
C
L
1
0
7

3J LNG AL WOSAIL

1
st
6.5.3 Discharging with Gas Return from Shore

Before starting the main cargo pumps on No.2 and 3 tanks (these being the first
tanks from which to commence discharge) it is necessary to fill the discharge
column with LNG to avoid a pressure surge in the lines.

Starting with No.3 tank:

1) Open No.3 stripping/spray pump discharge valve CS301 to 30 %.

2) Open No.3 stripping/spray pump return valve CS300.

3) Open main pump columns filling valve CS304.

4) Open No.3 cargo tank main cargo pump discharge valve CL301 and
302 to between 25 % (normal) and 30 % (maximum).

5) Start the No.3 stripping/spray pump.

6) Reduce the opening value of CS300 for fill the LNG in No.3 tank main
pump column.

7) Stop the No.3 stripping/spray pump when the liquid header at the tank
top is full.

8) Shut the spray line valves CS301, 304 and 300.

The vessel in now ready to start discharge.

9) Open No.3 cargo tank filling valve CL300.

Inform the ECR that a main cargo pump is about to be started.

10) Start the No.3 tank No.1 main cargo pump.

11) Check lines for leakage and pump condition.

12) When shore is ready to receive cargo, open No.3 cargo tank liquid
header valve CL307 and close filling valve CS300.

13) Crack open discharge valve of next cargo tank to be used for delivery,
in order to fill up the liquid in pump column.

14) Start No. 3 tank No.2 main cargo pump.

15) When shore is ready to receive further cargo, proceed as for (10) on
each respective tank to (14) step by step for each pump.

The preferred sequence of cargo pump starting, to obtain a stable discharge
operation is as follows:

Tank No.3, Tank No.2, Tank No.4, Tank No.1.

16) Monitor the tank pressures.

17) Request the vapour return from shore and continue to monitor the
pressure to confirm that it is stable.

18) As the discharge pressure and flow rate increase, continue to monitor
the pipe work and hard-arms for leakage.

19) Adjust the pump discharge valves to obtain optimum performance as
indicated by electrical load, discharge pressure and pump graph.

20) It is important to maintain the tanks at a pressure of at least 10 kPaG in
order to avoid cavitation and to have good suction at the pumps. If the
tanks pressure falls to 6 kPaG, request shore to increase the gas return.

If shore can no longer supply gas return, the LNG vaporizer will have to be
started up to restore the tank pressure (See Illustration 6.6.3b).

21) Start ballasting operations. Keep draught, trim and hull stresses within
permissible limits by controlling the various ballast tank levels. Refer to
trim and stability data provided.

22) Continue to monitor the tank pressures and the cargo pump electrical
load and discharge pressures.

23) Throttle each pump discharge valve as required to prevent tripping on
low current as the level in each tank drops.

Stop the main cargo pumps in each tank at approximately 1.1 m in tank No.4 and
0.3 m in tanks No.1, 2 and 3. The above data is for reference only. The actual
liquid level the pumps are to be stopped at shall be determined on the amount of
heel required to keep tanks in cooled condition during the sea passage and
cooling down prior to the vessel berthing alongside the loading terminal.

Refer to the next page for LNG quantity required for cooling down operations,
and quantity of cargo remaining in tanks after stripping.

Throttle in the main cargo pump discharge valve to 30% before stopping the
pump. If two main cargo pumps are in use in a tank, when the level reaches 0.80
m, throttle in the discharge valve on one pump to 30 % and stop that pump. This
is in order to reduce turbulence around the pump suction.

On completion of cargo discharge and after all cargo pumps have been stopped:

24) Drain the liquid line.
25) Stop the gas return from shore.

If stripping of tanks ashore is required, use the forward manifold connection.

Draining and Purging of Loading Arms

1) Close the liquid ESD manifold valves.

When the shore terminal is ready to inject nitrogen and the pressure at the
manifold is 250 kPaG:

Draining and Purging is carried out one line at a time.

2) Open manifold bypass valve CS011.

3) Close the bypass valve when the pressure on the manifold drops to 0
kPaG. Repeat the operation twice more. On the last operation, shut the
bypass valve at approximately 100 kPaG, in order to eliminate the risk
of liquid back flow from ship's liquid line.

4) Repeat procedure 2) to 3) for each line.

Open the test drain and purge valve on the manifold to ensure that there is no
liquid present. When the required amount of methane (usually less than 1 %) is
showing at the drain valve, close the shore terminal ESDS valves.

5) When purging is completed, proceed with the disconnection of the
liquid arms.

6) Complete the ballasting operations for final measurement and for
sailing condition.

Shortly before departure:

7) Vapour line connection:
Purge the vapour line with nitrogen from the shore terminal at a
pressure of 200 kPa. Close valve CG071, confirm that the gas content is
less than 1 % by volume at the drain valve.

After confirming that the gas content is less than 1 % volume:

8) Disconnect the vapour arm.

9) Prepare the cargo system for gas burning at sea.

3J LNG AL WOSAIL

1
st
Illustration 6.5.3b Discharging without Gas Return from Shore

C
L
0
4
1
E
S
D
C
L
0
4
3
C
S
0
4
3
C
S
0
4
1
EM'CY VENT
CARGO VAPOUR
CARGO LIQUID
SPRAY MAIN
E
S
D
E
S
D
C
L
0
3
1
C
L
0
1
1
C
L
0
1
3
C
S
0
1
3
C
S
0
1
1
C
L
0
2
1
C
L
0
2
3
C
S
0
2
1
C
L
0
3
3
C
S
0
3
3
C
S
0
3
1
C
G
0
7
1
E
S
D
C
G
0
7
3
CS035 CS025
CG075
FM002
OF
FM003
F
M
0
0
1
CS071
NO.4 CARGO TANK
CR401
C
S
4
0
6
C
S
4
0
8
PORT SIDE
STBD SIDE
C
L
4
0
4
CL406
C
L
4
0
3
S
A
4
5
0
, S
A
4
5
1
S
A
4
5
2
, S
A
4
5
3
S
A
4
5
4
, S
A
4
5
5
S
A
4
5
6
, S
A
4
5
7
S
A
4
5
8
, S
A
4
5
9
F
L
4
0
0
R
C
S
4
0
2
C
S
4
0
1
C
S
4
0
0
C
S
4
0
3
C
L
4
0
2
C
G
4
0
0
CG401
SP05
SP02
SP01
F
E
S
D
C
L
0
4
2
E
S
D
C
L
0
4
4
C
S
0
4
4
C
S
0
4
2
E
S
D
E
S
D
C
L
0
3
2
C
L
0
1
2
C
L
0
1
4
C
S
0
1
4
C
S
0
1
2
C
L
0
2
2
C
L
0
2
4
C
S
0
2
4
C
S
0
2
2
C
L
0
3
4
C
S
0
3
4
C
S
0
3
2
C
G
0
7
2
E
S
D
C
G
0
7
4
CS036 CS026
E
S
D
CS700 C
S
7
0
2
CS703
CS404
C
S
4
0
7
CR400
CS405
FOR ISB
STRIP.
C
CL405
C S
NO.3 CARGO TANK
CR301
C
S
3
0
6
C
S
3
0
8
PORT SIDE
STBD SIDE
C
L
3
0
4
CL306
C
L
3
0
3
S
A
3
5
0
, S
A
3
5
1
S
A
3
5
2
, S
A
3
5
3
S
A
3
5
4
, S
A
3
5
5
S
A
3
5
6
, S
A
3
5
7
S
A
3
5
8
, S
A
3
5
9
F
L
3
0
0
R
C
L
3
0
7
C
L
3
0
0
C
S
3
0
0
C
S
3
0
3
C
L
3
0
2
C
G
3
0
0
CG301
SP05
F
CS304
C
S
3
0
7
CR300
CS305
FOR ISB
STRIP.
C
CL305
C S
NO.2 CARGO TANK
CR201
C
S
2
0
6
C
S
2
0
8
PORT SIDE
STBD SIDE
C
L
2
0
4
CL206
C
L
2
0
3
S
A
2
5
0
, S
A
2
5
1
S
A
2
5
2
, S
A
2
5
3
S
A
2
5
4
, S
A
2
5
5
S
A
2
5
6
, S
A
2
5
7
S
A
2
5
8
, S
A
2
5
9
F
L
2
0
0
R
C
L
2
0
7
C
L
2
0
0C
S
2
0
2
C
S
2
0
1
C
S
2
0
0
C
S
2
0
3
C
L
2
0
2
C
L
2
0
1
C
G
2
0
0
CG201
SP05
F
CS204
C
S
2
0
7
CR200
CS205
FOR ISB
STRIP.
C
CL205
C S
NO.1 CARGO TANK
CR101
C
S
1
0
6
C
S
1
0
8
PORT SIDE
STBD SIDE
C
L
1
0
4
CL106
C
L
1
0
3
S
A
1
5
0
, S
A
1
5
1
S
A
1
5
2
, S
A
1
5
3
S
A
1
5
4
, S
A
1
5
5
S
A
1
5
6
, S
A
1
5
7
S
A
1
5
8
, S
A
1
5
9
F
L
1
0
0
R
C
L
1
0
0C
S
1
0
2
C
S
1
0
1
C
S
1
0
0
C
S
1
0
3
C
L
1
0
2
C
L
1
0
1
C
G
1
0
0
CG101
SP05
SP04
F
CS104
C
S
1
0
7
CR100
CS105
FOR ISB
STRIP.
C
CL105
C S
SP03
C
G
7
0
0
C
G
7
0
1
C
G
7
0
3
C
G
7
0
4
C
G
7
0
7
CL700
C
G
7
0
2
O
F
OF
F
M
0
0
6
CG915CG911
CG907
CG903
NO.1 H/D COMPRESSOR
CS906
FORCING
VAPORISER
MIST
SEPARATOR
NO.1 B.O/W.U
HEATER
NO.2 B.O/W.U
HEATER
CG923
C
G
9
2
7
C
G
9
2
6
CG919 CG917
OF
FUEL GAS
TO BOILERS
(STBD ONLY)
FROM INERT GAS/
DRY AIR PLANT
CG930
FM004
ESD
VF
CG921
CG924
CS902
CG920 CG918
CG922
CS905
CS901
CS904
CS903
CG916CG912
CG908
CG904
NO.2 H/D COMPRESSOR
OF
CG913CG909
CG905
CG901
NO.1 L/D COMPRESSOR
OF
CG914CG910
CG906
CG902
NO.2 L/D COMPRESSOR
OF
CG705
CG706
C
G
7
0
8
C
G
9
2
8
O
F
FM005
CG929 OF
LNG
VAPORISER
C
G
9
0
0
C
L
7
0
1
C
L
4
0
7
C
L
4
0
0
KEY
LNG LIQUID LINE
LNG VAPOUR LINE
C
S
0
2
3
C
G
9
2
5
C
S
3
0
2
C
S
3
0
1
C
L
4
0
1
C
L
3
0
1
C
L
1
0
7

3J LNG AL WOSAIL

1
st

Blank Page

3J LNG AL WOSAIL

1
st
Illustration 6.5.4a Ballasting

N
o
.
4

W
.
B
.

T
K
(
P
)
N
o
.
3

W
.
B
.

T
K
(
P
)
N
o
.
2

W
.
B
.

T
K
(
P
)
N
o
.
1

W
.
B
.

T
K
(
P
)
F
W
D

D
e
e
p

W
.
B
.

T
K
(
P
)
F.P. TK
B.T. RM
F
W
D

D
e
e
p

W
.
B
.

T
K
(
S
)
N
o
.
4

W
.
B
.

T
K
(
S
)
N
o
.
3

W
.
B
.

T
K
(
S
)
N
o
.
2

W
.
B
.

T
K
(
S
)
N
o
.
1

W
.
B
.

T
K
(
S
)
E
/R
W
.B
. T
K
(S
)
A.P. TK
B
A
0
2
6
F
T
o

M
/
C

f
o
r
B
a
c
k

F
l
u
s
i
n
g
T
o

I
G
G
B
i
l
g
e
O
v
e
r
b
o
a
r
d
From Inert Gas Line
No.1 Ballast
Strip. Eductor
(
1
0
K
)
B
.
W
.
L
In Bosun Store
Manual Hyd.
Transmitter
BA524F
S
.
W
.

M
a
in

in

E
n
g
in
e

R
o
o
m
(
1
0
K
)
No. 1
Ballast Main
Ballast Main
Pipe Duct
B
.
W
.
L
B
A
0
2
5
F
*
Inside Tar
Epoxy
Sea Water Line
Key
BA014F
BA015F
BA007F
BA033F
BA011F
BA023F
BA012F
BA013F
BA010F
B
A
0
0
8
F
B
A
0
0
1
F
B
A
0
1
6
F
BA034F
L.C
Spool
Piece
B
A
0
2
7
F
B
A
0
2
9
F
BA021F
B
A
0
1
7
F
B
A
0
3
2
F
BA028F
E
/R
W
.B
. T
K
(P
)
Inside Tar
Epoxy
B
A
0
3
1
F
BA523F
No. 3
Ballast Pump
(3,000 m3 x 3.0k)
BA006F BA002F
BA003F
No. 2
B
A
5
2
0
F
B
A
5
1
8
F
B
A
5
1
6
F
B
A
5
1
4
F
B
A
5
1
2
F
B
A
5
1
0
F
B
A
5
0
8
F
B
A
5
0
6
F
B
A
5
0
4
F
B
A
5
0
3
F
BA502F
B
A
5
0
5
F
B
A
5
2
1
F
B
A
5
1
9
F
B
A
5
1
7
F
B
A
5
1
5
F
B
A
5
1
3
F
B
A
5
1
1
F
B
A
5
0
9
F
B
A
5
0
7
F
B
A
5
2
2
F
BA501F
B
B
BA020F
A
A
No.2 Ballast
Strip. Eductor
B
A
0
3
6
F
BA035F
B
A
0
3
0
F

3J LNG AL WOSAIL

1
st
6.5.4 Ballasting


It is assumed that the main sea water crossover pipe is already in use, supplying
other sea water systems (e.g. the main circulating system, sea water service
system) and that the cargo and ballast valve hydraulic system is also in service.

2. To Ballast by Gravity

Caution
Incorrect operation of the ballast system will cause damage to the GRP pipework.
Damage is generally caused by a pressure surge due to sudden changes in the
flow and the presence of air pockets. During the ballasting operation great care
must be taken to ensure that flow rates are adjusted smoothly and progressively.
In particular, the pumping rate should be reduced to one pump when filling only
one tank and use made of the discharge to sea to further reduce the rate before
shutting the final tank valve.

It is necessary to eliminate any air pockets that may be present in the piping
before proceeding with the normal ballasting operations. This is achieved by
running ballast into either the deep ballast or No.1 ballast tank.

It is important not to compress any air in the system. To achieve this, the valve
admitting water to the system should be opened last.

All operations are carried out from the CCR using the keyboard in conjunction
with the mimic on the IAS graphic.

1) Open the valves BA504F and BA505F on the fwd ballast tanks.

2) Open the ballast pump sea suction main valves BA013F, BA010F and
BA003F.

3) Open the gravity filling valve from sea BA012F, BA002F, BA001F and
BA008F. When a flow has been established to the fwd deep ballast
tanks, the valves BA504F and BA505F can be shut.

4) Open the valve(s) on the tank(s) to be filled as per the ballast plan.

5) As each tank reaches the required level, open the valve of the next tank
before closing the valve of the full tank.

6) When all the tanks are at their correct level, shut the tank valves, ballast
main valves and gravity filling valves BA013F, BA010F, BA003F,
BA012F and BA002F.

Note
The speed when filling by gravity will sharply decrease as the level of the water
line is approached. The tanks will require to be filled to their capacity with the
ballast pump.

3. To Ballast using the No.1 Ballast Pump

1) Open the valve(s) on the tanks to be filled as required by the ballast plan.
FWD W.B. TK (S) BA505F
FWD W.B. TK (P) BA504F

2) Open the sea water crossover valves BA001F, BA008F and filling valve
BA015F.

3) Open sea water inlet valves to the NO.1 ballast pump BA013F.

4) Start the NO.1 ballast pump.

5) Open the pump discharge valve BA014F.

6) As each tank reaches the required level, open the valve of the next tank
before closing the valve of the tank which is full.

7) When all the tanks near the required level, reduce the flow rate
progressively by discharging to sea via the overboard discharge valve
BA026F.
8) Close the final tank valve when the required level is reached.

9) Close the pump discharge valve BA014F and stop the pump.

10) Close all other valves.


1) Follow operations 3. To Ballast using the No.1 Ballast Pump 1) to 2)
inclusive.

2) Open sea water inlet valve BA010F and BA009F to the Stand-By
ballast pump.

3) Open valves BA025F and BA027F on the ballast discharge crossover
line and filling valves BA015F and BA007F.

4) Start the Stand-By ballast pump.

5) Open pump discharge valve BA011F.

6) Follow operations 6) to 8) inclusive above.


8) Close all other valves.


1) Follow operations 3. To Ballast using the No.1 Ballast Pump 1) to 2)
inclusive.

2) Open sea water inlet valve BA003F to the No.3 ballast pump.

3) Open valves BA025F and BA027F on the ballast discharge crossover
line and filling valves BA015F and BA007F.

4) Start the No.3 ballast pump.

5) Open the pump discharge valve BA006F.

6) Follow operations 6) to 8) inclusive as per port pump operation.


8) Close all the other valves.
3J LNG AL WOSAIL

1
st
Illustration 6.6.1a Stripping and Line Draining

C
L
0
4
1
E
S
D
C
L
0
4
3
C
S
0
4
3
C
S
0
4
1
EM'CY VENT
CARGO VAPOUR
CARGO LIQUID
SPRAY MAIN
E
S
D
E
S
D
C
L
0
3
1
C
L
0
1
1
C
L
0
1
3
C
S
0
1
3
C
S
0
1
1
C
L
0
2
3
C
S
0
2
1
C
L
0
3
3
C
S
0
3
3
C
S
0
3
1
C
G
0
7
1
E
S
D
C
G
0
7
3
CS035 CS025
CG075
FM002
OF
FM003
F
M
0
0
1
CS071
NO.4 CARGO TANK
CR401
C
S
4
0
6
C
S
4
0
8
PORT SIDE
STBD SIDE
C
L
4
0
4
CL406
C
L
4
0
3
S
A
4
5
0
, S
A
4
5
1
S
A
4
5
2
, S
A
4
5
3
S
A
4
5
4
, S
A
4
5
5
S
A
4
5
6
, S
A
4
5
7
S
A
4
5
8
, S
A
4
5
9
F
L
4
0
0
R
C
S
4
0
0
C
S
4
0
3
C
L
4
0
2
C
G
4
0
0
CG401
SP05
SP02
SP01
F
E
S
D
C
L
0
4
2
E
S
D
C
L
0
4
4
C
S
0
4
4
C
S
0
4
2
E
S
D
E
S
D
C
L
0
3
2
C
L
0
1
2
C
L
0
1
4
C
S
0
1
4
C
S
0
1
2
C
L
0
2
2
C
L
0
2
4
C
S
0
2
4
C
S
0
2
2
C
L
0
3
4
C
S
0
3
4
C
S
0
3
2
C
G
0
7
2
E
S
D
C
G
0
7
4
CS036 CS026
E
S
D
CS700 C
S
7
0
2
CS703
CS404
C
S
4
0
7
CR400
CS405
FOR ISB
STRIP.
C
CL405
C S
NO.3 CARGO TANK
CR301
C
S
3
0
6
C
S
3
0
8
PORT SIDE
STBD SIDE
C
L
3
0
4
CL306
C
L
3
0
3
S
A
3
5
0
, S
A
3
5
1
S
A
3
5
2
, S
A
3
5
3
S
A
3
5
4
, S
A
3
5
5
S
A
3
5
6
, S
A
3
5
7
S
A
3
5
8
, S
A
3
5
9
F
L
3
0
0
R
C
L
3
0
7
C
L
3
0
0
C
S
3
0
0
C
S
3
0
3
C
L
3
0
2
C
G
3
0
0
CG301
SP05
F
CS304
C
S
3
0
7
CR300
CS305
FOR ISB
STRIP.
C
CL305
C S
NO.2 CARGO TANK
CR201
C
S
2
0
6
C
S
2
0
8
PORT SIDE
STBD SIDE
C
L
2
0
4
CL206
C
L
2
0
3
S
A
2
5
0
, S
A
2
5
1
S
A
2
5
2
, S
A
2
5
3
S
A
2
5
4
, S
A
2
5
5
S
A
2
5
6
, S
A
2
5
7
S
A
2
5
8
, S
A
2
5
9
F
L
2
0
0
R
C
L
2
0
7
C
L
2
0
0
C
S
2
0
0
C
S
2
0
3
C
L
2
0
2
C
L
2
0
1
C
G
2
0
0
CG201
SP05
F
CS204
C
S
2
0
7
CR200
CS205
FOR ISB
STRIP.
C
CL205
C S
NO.1 CARGO TANK
CR101
C
S
1
0
6
C
S
1
0
8
PORT SIDE
STBD SIDE
C
L
1
0
4
CL106
C
L
1
0
3
S
A
1
5
0
, S
A
1
5
1
S
A
1
5
2
, S
A
1
5
3
S
A
1
5
4
, S
A
1
5
5
S
A
1
5
6
, S
A
1
5
7
S
A
1
5
8
, S
A
1
5
9
F
L
1
0
0
R
C
L
1
0
0
C
S
1
0
0
C
S
1
0
3
C
L
1
0
2
C
L
1
0
1
C
G
1
0
0
CG101
SP05
SP04
F
CS104
C
S
1
0
7
CR100
CS105
FOR ISB
STRIP.
C
CL105
C S
SP03
C
G
7
0
0
C
G
7
0
1
C
G
7
0
3
C
G
7
0
4
C
G
7
0
7
CL700
C
G
7
0
2
O
F
OF
F
M
0
0
6
CG915CG911
CG907
CG903
NO.1 H/D COMPRESSOR
CS906
FORCING
VAPORISER
MIST
SEPARATOR
NO.1 B.O/W.U
HEATER
NO.2 B.O/W.U
HEATER
CG923
C
G
9
2
7
C
G
9
2
6
CG919 CG917
OF
FUEL GAS
TO BOILERS
(STBD ONLY)
FROM INERT GAS/
DRY AIR PLANT
CG930
FM004
ESD
VF
CG921
CG924
CS902
CG920 CG918
CG922
CS905
CS901
CS904
CS903
CG916CG912
CG908
CG904
NO.2 H/D COMPRESSOR
OF
CG913CG909
CG905
CG901
NO.1 L/D COMPRESSOR
OF
CG914CG910
CG906
CG902
NO.2 L/D COMPRESSOR
OF
CG705
CG706
C
G
7
0
8
C
G
9
2
8
O
F
FM005
CG929 OF
LNG
VAPORISER
C
G
9
0
0
C
L
7
0
1
C
L
4
0
7
C
L
4
0
0
KEY
LNG VAPOUR LINE
SPRAY LINE
C
S
0
2
3
C
G
9
2
5
C
S
3
0
2
C
S
3
0
1
C
L
4
0
1
C
L
3
0
1
C
L
1
0
7
C
S
4
0
2
C
S
4
0
1C
S
2
0
2
C
S
2
0
1
C
S
1
0
1C
S
1
0
2
C
L
0
2
1

3J LNG AL WOSAIL

1
st
6.6 Pre-Dry Dock Operations

The ship will carry out a maximum discharge. The tank levels should be reduced
to the point where the main cargo pumps trip on low current. Then, using the
stripping/spray pumps, remove the last of the cargo until they also trip on low
current. The ship will then proceed to sea and commence the warm up, inerting
and aerating, prior to arrival at the refit yard.

6.6.1 Stripping and Line Draining

It is assumed that the cargo tanks have been discharged to their maximum with
the main cargo pumps, which have been shut down. Discharge is via the port
side manifold.

Note
Stripping / spray pump should be started at higher level than minimum start level
(410 mm) for the pump

1) At manifold crossover:
Open valve CS023.
Close valves CL013, 023, 033, 043 and CL011, 031, 041, leaving
CL021 open.

2) Stripping/spray header:
Open CS700.
Open CS071 stripping/spray header to liquid manifold crossover.

3) At required tanks:
Open stripping/spray discharge valves from individual tanks to
give the required performance, CS101, 201, 301, 401.
Open stripping/spray header valves CS103, 203, 303, 403.
Start stripping/spray pump(s).

On completion:
4) Stop final pump:
Close pump discharge valves.
Close valves CS023 and CL021.
Open valve CS400 to drain down the header line to tank No.4.

5) When completed:
Leave open valves CS700 and 071 in order to warm up the line.
When the line has warmed up, close these valves.
Draining and Purging of Loading Arms

Draining and Purging is carried out one line at a time.

When the shore terminal is ready to inject nitrogen and the pressure at the
manifold is 0.3 MPaG:

1) Open manifold bypass valves CS021.

2) Close the bypass valve when pressure on manifold drops to 0 kPaG.
Repeat the operation twice more. On the last operation shut the bypass
valve at approximately 0.1MPaG, in order to eliminate the risk of liquid
back flow from ships liquid line.

Open the test drain valve on the loading arm to ensure that there is no liquid
present. When the required amount of methane (usually less than 1 %) is showing
at the drain valve, close the shore terminal ESDS valves.

3) When purging is completed, proceed with the disconnection of the
liquid arms.

4) Complete the ballasting operations for the final measurement and for
the sailing condition.

Shortly before departure:

5) Vapour line connection:
Purge the vapour line with nitrogen from the shore terminal at a
pressure of 0.2 MPaG.
Close valve CG071, 075.
Confirm that the gas content is less than 1 % by volume at drain
valve.

6) After confirming that the gas content is less than 1 % volume,
disconnect the vapour arm.

7) Prepare the cargo system for warming up the cargo tanks.

3J LNG AL WOSAIL

1
st
Illustration 6.6.2a Tank Warm Up

C
L
0
4
1
E
S
D
C
L
0
4
3
C
S
0
4
3
C
S
0
4
1
EM'CY VENT
CARGO VAPOUR
CARGO LIQUID
SPRAY MAIN
E
S
D
E
S
D
C
L
0
3
1
C
L
0
1
1
C
L
0
1
3
C
S
0
1
3
C
S
0
1
1
C
L
0
2
1
C
L
0
2
3
C
S
0
2
1
C
L
0
3
3
C
S
0
3
3
C
S
0
3
1
C
G
0
7
1
E
S
D
C
G
0
7
3
CS035 CS025
CG075
FM002
OF
FM003
F
M
0
0
1
CS071
NO.4 CARGO TANK
CR401
C
S
4
0
6
C
S
4
0
8
PORT SIDE
STBD SIDE
C
L
4
0
4
CL406
C
L
4
0
3
S
A
4
5
0
, S
A
4
5
1
S
A
4
5
2
, S
A
4
5
3
S
A
4
5
4
, S
A
4
5
5
S
A
4
5
6
, S
A
4
5
7
S
A
4
5
8
, S
A
4
5
9
F
L
4
0
0
R
C
S
4
0
0
C
S
4
0
3
C
L
4
0
2
C
L
4
0
1
C
G
4
0
0
CG401
SP05
SP02
SP01
F
E
S
D
C
L
0
4
2
E
S
D
C
L
0
4
4
C
S
0
4
4
C
S
0
4
2
E
S
D
E
S
D
C
L
0
3
2
C
L
0
1
2
C
L
0
1
4
C
S
0
1
4
C
S
0
1
2
C
L
0
2
2
C
L
0
2
4
C
S
0
2
4
C
S
0
2
2
C
L
0
3
4
C
S
0
3
4
C
S
0
3
2
C
G
0
7
2
E
S
D
C
G
0
7
4
CS036 CS026
E
S
D
CS700 C
S
7
0
2
CS703
CS404
C
S
4
0
7
CR400
CS405
FOR ISB
STRIP.
C
CL405
C S
NO.3 CARGO TANK
CR301
C
S
3
0
6
C
S
3
0
8
PORT SIDE
STBD SIDE
C
L
3
0
4
CL306
C
L
3
0
3
S
A
3
5
0
, S
A
3
5
1
S
A
3
5
2
, S
A
3
5
3
S
A
3
5
4
, S
A
3
5
5
S
A
3
5
6
, S
A
3
5
7
S
A
3
5
8
, S
A
3
5
9
F
L
3
0
0
R
C
L
3
0
7
C
L
3
0
0C
S
3
0
2
C
S
3
0
1
C
S
3
0
0
C
S
3
0
3
C
L
3
0
2
C
L
3
0
1
C
G
3
0
0
CG301
SP05
F
CS304
C
S
3
0
7
CR300
CS305
FOR ISB
STRIP.
C
CL305
C S
NO.2 CARGO TANK
CR201
C
S
2
0
6
C
S
2
0
8
PORT SIDE
STBD SIDE
C
L
2
0
4
CL206
C
L
2
0
3
S
A
2
5
0
, S
A
2
5
1
S
A
2
5
2
, S
A
2
5
3
S
A
2
5
4
, S
A
2
5
5
S
A
2
5
6
, S
A
2
5
7
S
A
2
5
8
, S
A
2
5
9
F
L
2
0
0
R
C
L
2
0
7
C
L
2
0
0C
S
2
0
2
C
S
2
0
1
C
S
2
0
0
C
S
2
0
3
C
L
2
0
2
C
L
2
0
1
C
G
2
0
0
CG201
SP05
F
CS204
C
S
2
0
7
CR200
CS205
FOR ISB
STRIP.
C
CL205
C S
NO.1 CARGO TANK
CR101
C
S
1
0
6
C
S
1
0
8
PORT SIDE
STBD SIDE
C
L
1
0
4
CL106
C
L
1
0
3
S
A
1
5
0
, S
A
1
5
1
S
A
1
5
2
, S
A
1
5
3
S
A
1
5
4
, S
A
1
5
5
S
A
1
5
6
, S
A
1
5
7
S
A
1
5
8
, S
A
1
5
9
F
L
1
0
0
R
C
L
1
0
7
C
L
1
0
0C
S
1
0
2
C
S
1
0
1
C
S
1
0
0
C
S
1
0
3
C
L
1
0
2
C
L
1
0
1
C
G
1
0
0
CG101
SP05
SP04
F
CS104
C
S
1
0
7
CR100
CS105
FOR ISB
STRIP.
C
CL105
C S
SP03
C
G
7
0
0
C
G
7
0
1
C
G
7
0
3
C
G
7
0
4
C
G
7
0
7
CL700
C
G
7
0
2
O
F
OF
F
M
0
0
6
CG915CG911
CG907
CG903
NO.1 H/D COMPRESSOR
CS906
FORCING
VAPORISER
MIST
SEPARATOR
NO.1 B.O/W.U
HEATER
NO.2 B.O/W.U
HEATER
CG923
C
G
9
2
7
C
G
9
2
6
CG919 CG917
OF
FUEL GAS
TO BOILERS
(STBD ONLY)
FROM INERT GAS/
DRY AIR PLANT
CG930
FM004
ESD
VF
CG921
CG924
CS902
CG920 CG918
CG922
CS905
CS901
CS904
CS903
CG916CG912
CG908
CG904
NO.2 H/D COMPRESSOR
OF
CG913CG909
CG905
CG901
NO.1 L/D COMPRESSOR
OF
CG914CG910
CG906
CG902
NO.2 L/D COMPRESSOR
OF
CG705
CG706
C
G
7
0
8
C
G
9
2
8
O
F
FM005
CG929 OF
LNG
VAPORISER
C
G
9
0
0
C
L
7
0
1
C
L
4
0
7
C
L
4
0
0
KEY
LNG VAPOUR LINE
C
S
0
2
3
C
G
9
2
5
C
S
4
0
2
C
S
4
0
1

3J LNG AL WOSAIL

1
st
6.6.2 Tank Warm Up

Tank warm-up is part of the gas-freeing operations carried out prior to a dry
docking or when preparing tanks for inspection purposes.

The tanks are warmed up by recirculating heated LNG vapour. The vapour is
recirculated with the two HD compressors and heated with the cargo heaters to a
preset value (1st stage: 0C, 2nd stage: 75C).

Excess vapour generated during the warm up operation is vented to atmosphere
when at sea, or returned to shore if in port. (The instructions that follow apply to
the normal situation, venting to atmosphere at sea.)

The warm up operation continues until the temperature at the coldest point of the
secondary barrier of each tank reaches 5C.

The warm up operation requires a period of time dependent on both the amount
and the composition of liquid remaining in the tanks and the temperature of the
tanks and insulation spaces. Generally, the warm up will require about 48 hours
after vaporising the remaining liquid.

Initially, the tank temperatures will rise slowly as evaporation of the LNG
proceeds, accompanied by high vapour generation and venting. A venting rate of
approximately 8,000 m
3
/h at 60C can be expected. On completion of
evaporation, tank temperatures will rise rapidly and the rate of venting will fall
to between 1,000 and 2,000 m
3
/h at steadily increasing temperatures.
Temperatures within the tank and insulation are indicated in the CCR.

Rolling and pitching of the vessel will assist evaporation. Temperature sensors at
the aft end of the tank give a good indication of the progress of warm-up. Slight
listing of the vessel will assist in correcting uneven warm-up in any one tank.

Gas burning should continue as long as possible, normally until all the liquid has
evaporated, venting ceased and tank pressures start to fall.

1. Preparation for Tank Warm Up

1) Strip all possible LNG from all tanks.

2) When discharging the final cargo, remove the maximum LNG with the
stripping/spray pumps.

3) If discharge of LNG to shore is not possible, vaporize it in the LNG
vaporizer and vent the vapour to the atmosphere through the No.1 vent
mast.

4) If venting to the atmosphere is not permitted, the vapour must be burned
in the boilers.

5) For maximum stripping, the ship should have zero list and should be
trimmed down at least 2.6 m by the stern.

6) Run the stripping pumps until they trip on low current.
(Trip for low low level alarm should be blocked)

7) Remove any emergency pump that may have been placed in a cargo
tank.
2. Operating Procedure

During the tank warm up, gas burning may be used and manually controlled by
directing some vapour from the heater outlet to the boilers.

1) Install the spool pieces near CL701 (SP02) and CL700 (SP04), open the
valve CL701 to discharge heated vapour to the liquid header.

2) Prepare B.O/W.U heaters No.1 and No.2 for use.

3) Adjust the temperature set point (1st step: 0 C, 2nd step: 75 C).

4) Prepare No.1 and N0.2 HD compressors for use.

5) At vent mast No.1, open valve CL700.

6) Adjust the set point of CG702 at 16 kPaG.

7) Open valve CG704, the compressor suction from the vapour header.

8) Open the compressor inlet and outlet valves CG903, 904, 915, 916.

9) Open the No.1 B.O/W.U heater inlet and outlet valves CG917, 923.
Open the No.2 B.O/W.U heater inlet and outlet valves CG918, 924.
Open the heater discharge valves to the liquid header CG926, 927 and
CG706.

10) Open the vapour valves CG100, 200, 300, 400 on each tank.

11) Open the liquid filling and header valves CL100, 200, 300, 400, 107,
207, 307, 407 on each tank.

12) Start both HD compressors manually and gradually increase flow by the
inlet guide vane position.

13) Monitor the tank pressure and adjust the compressor flow for
maintaining the tank pressure at about 16 kPaG. It is possible to control
tank pressure by valve CG702.
Alternatively the gas header may be used to exhaust excess vapour to
No.1 vent mast through valves CG708 and CG700. However, the
liquid header should normally be used for the warming-up operation
rather then the emergency vent.

14) Check that the pressure in the insulation spaces, which have a tendency
to increase, remains inside the preset limits.

15) Monitor the temperatures in each tank and adjust the opening value of
the liquid filling valve to make the temperature progression in all the
tanks uniform.
16) After twenty to twenty-four hours, the temperature progression slows
down. Eventually, the procedure in the second method described in (19)
below may be more efficient.

17) Purge the emergency pump column with N
2
to remove liquid in the
column (See 7.5 Emergency cargo pump installation).

18) At the end of the operation, when the coldest temperature of the
secondary barrier is at least +5C, or before switching to the second step,
stop and shut down the gas burning system if used. Stop both HD
compressors, shut the filling valves on all tanks and restore the normal
venting from the vapour header.

19) As an alternative operation, the target temperature in the cargo tank is to
be at least +5C when inerting with hot inert gas is initiated. In this case
the total operating time for warming up and inerting is approximately
58 hours

3J LNG AL WOSAIL

1
st
Illustration 6.6.3a Inerting

C
L
0
4
1
E
S
D
C
L
0
4
3
C
S
0
4
3
C
S
0
4
1
EM'CY VENT
CARGO VAPOUR
CARGO LIQUID
SPRAY MAIN
E
S
D
E
S
D
C
L
0
3
1
C
L
0
1
1
C
L
0
1
3
C
S
0
1
3
C
S
0
1
1
C
L
0
2
1
C
L
0
2
3
C
S
0
2
1
C
L
0
3
3
C
S
0
3
3
C
S
0
3
1
C
G
0
7
1
E
S
D
C
G
0
7
3
CS035 CS025
CG075
FM002
OF
FM003
CS071
NO.4 CARGO TANK
CR401
C
S
4
0
6
C
S
4
0
8
PORT SIDE
STBD SIDE
C
L
4
0
4
CL406
C
L
4
0
3
S
A
4
5
0
, S
A
4
5
1
S
A
4
5
2
, S
A
4
5
3
S
A
4
5
4
, S
A
4
5
5
S
A
4
5
6
, S
A
4
5
7
S
A
4
5
8
, S
A
4
5
9
F
L
4
0
0
R
C
S
4
0
0
C
S
4
0
3
C
L
4
0
2
C
L
4
0
1
C
G
4
0
0
CG401
SP05
SP02
SP01
F
E
S
D
C
L
0
4
2
E
S
D
C
L
0
4
4
C
S
0
4
4
C
S
0
4
2
E
S
D
E
S
D
C
L
0
3
2
C
L
0
1
2
C
L
0
1
4
C
S
0
1
4
C
S
0
1
2
C
L
0
2
2
C
L
0
2
4
C
S
0
2
4
C
S
0
2
2
C
L
0
3
4
C
S
0
3
4
C
S
0
3
2
C
G
0
7
2
E
S
D
C
G
0
7
4
CS036 CS026
E
S
D
CS700 C
S
7
0
2
CS703
CS404
C
S
4
0
7
CR400
CS405
FOR ISB
STRIP.
C
CL405
C S
NO.3 CARGO TANK
CR301
C
S
3
0
6
C
S
3
0
8
PORT SIDE
STBD SIDE
C
L
3
0
4
CL306
C
L
3
0
3
S
A
3
5
0
, S
A
3
5
1
S
A
3
5
2
, S
A
3
5
3
S
A
3
5
4
, S
A
3
5
5
S
A
3
5
6
, S
A
3
5
7
S
A
3
5
8
, S
A
3
5
9
F
L
3
0
0
R
C
L
3
0
7
C
L
3
0
0C
S
3
0
2
C
S
3
0
1
C
S
3
0
0
C
S
3
0
3
C
L
3
0
2
C
L
3
0
1
C
G
3
0
0
CG301
SP05
F
CS304
C
S
3
0
7
CR300
CS305
FOR ISB
STRIP.
C
CL305
C S
NO.2 CARGO TANK
CR201
C
S
2
0
6
C
S
2
0
8
PORT SIDE
STBD SIDE
C
L
2
0
4
CL206
C
L
2
0
3
S
A
2
5
0
, S
A
2
5
1
S
A
2
5
2
, S
A
2
5
3
S
A
2
5
4
, S
A
2
5
5
S
A
2
5
6
, S
A
2
5
7
S
A
2
5
8
, S
A
2
5
9
F
L
2
0
0
R
C
L
2
0
7
C
L
2
0
0C
S
2
0
2
C
S
2
0
1
C
S
2
0
0
C
S
2
0
3
C
L
2
0
2
C
L
2
0
1
C
G
2
0
0
CG201
SP05
F
CS204
C
S
2
0
7
CR200
CS205
FOR ISB
STRIP.
C
CL205
C S
NO.1 CARGO TANK
CR101
C
S
1
0
6
C
S
1
0
8
PORT SIDE
STBD SIDE
C
L
1
0
4
CL106
C
L
1
0
3
S
A
1
5
0
, S
A
1
5
1
S
A
1
5
2
, S
A
1
5
3
S
A
1
5
4
, S
A
1
5
5
S
A
1
5
6
, S
A
1
5
7
S
A
1
5
8
, S
A
1
5
9
F
L
1
0
0
R
C
L
1
0
7
C
L
1
0
0C
S
1
0
2
C
S
1
0
1
C
S
1
0
0
C
S
1
0
3
C
L
1
0
2
C
L
1
0
1
C
G
1
0
0
CG101
SP05
SP04
F
CS104
C
S
1
0
7
CR100
CS105
FOR ISB
STRIP.
C
CL105
C S
SP03
C
G
7
0
0
C
G
7
0
4
C
G
7
0
7
CL700
OF
F
M
0
0
6
CG915CG911
CG907
CG903
NO.1 H/D COMPRESSOR
CS906
FORCING
VAPORISER
MIST
SEPARATOR
NO.1 B.O/W.U
HEATER
NO.2 B.O/W.U
HEATER
CG923
C
G
9
2
7
C
G
9
2
6
CG919 CG917
OF
FUEL GAS
TO BOILERS
(STBD ONLY)
FROM INERT GAS/
DRY AIR PLANT
CG930
FM004
ESD
VF
CG921
CG924
CS902
CG920 CG918
CG922
CS905
CS901
CS904
CS903
CG916CG912
CG908
CG904
NO.2 H/D COMPRESSOR
OF
CG913CG909
CG905
CG901
NO.1 L/D COMPRESSOR
OF
CG914CG910
CG906
CG902
NO.2 L/D COMPRESSOR
OF
CG705
CG706
C
G
7
0
8
C
G
9
2
8
O
F
FM005
CG929 OF
LNG
VAPORISER
C
G
9
0
0
C
L
7
0
1
C
L
4
0
7
C
L
4
0
0
KEY
LNG VAPOUR LINE
INERT GAS LINE
C
S
0
2
3
C
G
9
2
5
C
S
4
0
2
C
S
4
0
1
C
G
7
0
3
F
M
0
0
1
C
G
7
0
2
C
G
7
0
1
O
F

3J LNG AL WOSAIL

1
st
6.6.3 Inerting

After the tanks have been warmed up, the LNG vapour is displaced with inert
gas.

Inert gas from the inert gas plant is introduced at the bottom of the tanks through
the LNG filling piping. Gas from the tanks is vented from the top of the tank
through the vapour header to No.1 vent mast, or to shore if in port. (The
instructions which follow apply to the normal situation, venting to the
atmosphere at sea.)

Inerting is necessary to prevent the possibility of having an air/LNG vapour
mixture in the flammable range. The operation is continued until the
hydrocarbon content is reduced to less than 1.5 %. The operation requires about
20 hours.

In addition to the cargo tanks, all pipe work and fittings must be gas freed. This
is best done with inert gas or nitrogen whilst the plant is in operation for gas
freeing the tanks.

Operating Procedure

The warming up operation shall be carried out first, based on the following two
(2) alternatives.

Case No.1: Warming up with hot vapour (see 6.6.2);

Target point : all temperatures on secondary barrier +5 C

Case No.2: Warming up with hot vapour (1st step) and hot inert gas (2nd step);

Target point of 1st step : all temperatures in the tank +5 C
Target point of 2nd step : all temperatures on secondary barrier +5 C

1) Prepare the inert gas plant for use in the inert gas mode.


3) At vent mast No.1 open valve CG701 and adjust the set point of CG702
at 18 kPaG.

4) Install the spool piece (SP03) connecting the IG line to the compressor
room inlet.

5) Install the spool piece (SP02) connecting the compressor room outlet
line to the liquid header.

When the warming up operation is completed based on the above Case No.2,
inert gas should be heated to about 40 C by the HD and LD heater.

6) Open valves CG703, 900, 925(heater inlet crossover), CG917, 918, 923,
924 (B.O/W.U heater inlet/outlet valves), CG926, 927, (heater outlet
crossover) and liquid header isolators CG706, CL701.

7) Open the filling valves CL100, 200, 300, 400 on each tank.

8) Start the inert gas generator and run it until the oxygen content and dew
point are acceptable.

9) On the dry air/inert gas discharge line, open the discharge valve
supplying inert gas to the tanks and close the purge valve.

10) Monitor tank pressures and adjust the opening of the fill valves to
maintain a uniform pressure in all the tanks. Ensure that the tank
pressures are always higher than the insulation space pressures by at
least 1 kPaG, but that the tank pressures do not exceed 18 kPaG above
atmospheric pressure. In any case, during gas freeing the pressure in the
tanks must be kept low, to maximize the piston effect.

11) Approximately once an hour, take samples of the discharge from the
vapour dome at the top of each tank and test for hydrocarbon content.
Also verify that the oxygen content of the inert gas remains below 1 %,
by testing at a purge valve on the filling line of one of the tanks being
inerted.

12) Purge for 5 minutes all the unused sections of pipelines, machines,
equipment and instrumentation lines.

13) When the hydrocarbon content sampled from a tank outlet falls below
1.5 %, isolate and shut in the tank. On completion of tank and pipeline
inerting, stop the inert gas supply and shut down the inert gas plant.
Reset the valve system for aerating.

14) If the tanks remain inerted without aerating, shut valve CG702, raise the
pressure to 10 kPaG, then shut in the tanks.

Warning
If any piping or components are to be opened, the inert gas or nitrogen must first
be flushed out with dry air. Take precautions to avoid concentrations of inert gas
or nitrogen in confined spaces which could be hazardous to personnel.

3J LNG AL WOSAIL

1
st
Illustration 6.6.4a Aeration

C
L
0
4
1
E
S
D
C
L
0
4
3
C
S
0
4
3
C
S
0
4
1
EM'CY VENT
CARGO VAPOUR
CARGO LIQUID
SPRAY MAIN
E
S
D
E
S
D
C
L
0
3
1
C
L
0
1
1
C
L
0
1
3
C
S
0
1
3
C
S
0
1
1
C
L
0
2
1
C
L
0
2
3
C
S
0
2
1
C
L
0
3
3
C
S
0
3
3
C
S
0
3
1
C
G
0
7
1
E
S
D
C
G
0
7
3
CS035 CS025
CG075
FM002
OF
FM003
CS071
NO.4 CARGO TANK
CR401
C
S
4
0
6
C
S
4
0
8
PORT SIDE
STBD SIDE
C
L
4
0
4
CL406
C
L
4
0
3
S
A
4
5
0
, S
A
4
5
1
S
A
4
5
2
, S
A
4
5
3
S
A
4
5
4
, S
A
4
5
5
S
A
4
5
6
, S
A
4
5
7
S
A
4
5
8
, S
A
4
5
9
F
L
4
0
0
R
C
S
4
0
0
C
S
4
0
3
C
L
4
0
2
C
L
4
0
1
C
G
4
0
0
CG401
SP05
SP02
SP01
F
E
S
D
C
L
0
4
2
E
S
D
C
L
0
4
4
C
S
0
4
4
C
S
0
4
2
E
S
D
E
S
D
C
L
0
3
2
C
L
0
1
2
C
L
0
1
4
C
S
0
1
4
C
S
0
1
2
C
L
0
2
2
C
L
0
2
4
C
S
0
2
4
C
S
0
2
2
C
L
0
3
4
C
S
0
3
4
C
S
0
3
2
C
G
0
7
2
E
S
D
C
G
0
7
4
CS036 CS026
E
S
D
CS700 C
S
7
0
2
CS703
CS404
C
S
4
0
7
CR400
CS405
FOR ISB
STRIP.
C
CL405
C S
NO.3 CARGO TANK
CR301
C
S
3
0
6
C
S
3
0
8
PORT SIDE
STBD SIDE
C
L
3
0
4
CL306
C
L
3
0
3
S
A
3
5
0
, S
A
3
5
1
S
A
3
5
2
, S
A
3
5
3
S
A
3
5
4
, S
A
3
5
5
S
A
3
5
6
, S
A
3
5
7
S
A
3
5
8
, S
A
3
5
9
F
L
3
0
0
R
C
L
3
0
7
C
L
3
0
0C
S
3
0
2
C
S
3
0
1
C
S
3
0
0
C
S
3
0
3
C
L
3
0
2
C
L
3
0
1
C
G
3
0
0
CG301
SP05
F
CS304
C
S
3
0
7
CR300
CS305
FOR ISB
STRIP.
C
CL305
C S
NO.2 CARGO TANK
CR201
C
S
2
0
6
C
S
2
0
8
PORT SIDE
STBD SIDE
C
L
2
0
4
CL206
C
L
2
0
3
S
A
2
5
0
, S
A
2
5
1
S
A
2
5
2
, S
A
2
5
3
S
A
2
5
4
, S
A
2
5
5
S
A
2
5
6
, S
A
2
5
7
S
A
2
5
8
, S
A
2
5
9
F
L
2
0
0
R
C
L
2
0
7
C
L
2
0
0C
S
2
0
2
C
S
2
0
1
C
S
2
0
0
C
S
2
0
3
C
L
2
0
2
C
L
2
0
1
C
G
2
0
0
CG201
SP05
F
CS204
C
S
2
0
7
CR200
CS205
FOR ISB
STRIP.
C
CL205
C S
NO.1 CARGO TANK
CR101
C
S
1
0
6
C
S
1
0
8
PORT SIDE
STBD SIDE
C
L
1
0
4
CL106
C
L
1
0
3
S
A
1
5
0
, S
A
1
5
1
S
A
1
5
2
, S
A
1
5
3
S
A
1
5
4
, S
A
1
5
5
S
A
1
5
6
, S
A
1
5
7
S
A
1
5
8
, S
A
1
5
9
F
L
1
0
0
R
C
L
1
0
7
C
L
1
0
0C
S
1
0
2
C
S
1
0
1
C
S
1
0
0
C
S
1
0
3
C
L
1
0
2
C
L
1
0
1
C
G
1
0
0
CG101
SP05
SP04
F
CS104
C
S
1
0
7
CR100
CS105
FOR ISB
STRIP.
C
CL105
C S
SP03
C
G
7
0
2
C
G
7
0
4
C
G
7
0
7
CL700
OF
F
M
0
0
6
CG915CG911
CG907
CG903
NO.1 H/D COMPRESSOR
CS906
FORCING
VAPORISER
MIST
SEPARATOR
NO.1 B.O/W.U
HEATER
NO.2 B.O/W.U
HEATER
CG923
C
G
9
2
7
C
G
9
2
6
CG919 CG917
OF
FUEL GAS
TO BOILERS
(STBD ONLY)
FROM INERT GAS/
DRY AIR PLANT
CG930
FM004
ESD
VF
CG921
CG924
CS902
CG920 CG918
CG922
CS905
CS901
CS904
CS903
CG916CG912
CG908
CG904
NO.2 H/D COMPRESSOR
OF
CG913CG909
CG905
CG901
NO.1 L/D COMPRESSOR
OF
CG914CG910
CG906
CG902
NO.2 L/D COMPRESSOR
OF
CG705
CG706
C
G
7
0
8
C
G
9
2
8
O
F
FM005
CG929 OF
LNG
VAPORISER
C
G
9
0
0
C
L
7
0
1
C
L
4
0
7
C
L
4
0
0
KEY
DRY AIR LINE
INERT MIXTURE AND
DRY AIR LINE
C
S
0
2
3
C
G
9
2
5
C
S
4
0
2
C
S
4
0
1
C
G
7
0
3
F
M
0
0
1
C
G
7
0
2
C
G
7
0
1
O
F

3J LNG AL WOSAIL

1
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6.6.4 Aeration

1. Introduction

Prior to entry into the cargo tanks the inert gas must be replaced with air.

With the Inert-Gas and Dry-Air System in Dry-Air production mode, the cargo
tanks are purged with dry air until a reading of 20 % oxygen by volume is
reached.

2. Operation

The Inert-Gas and Dry-Air System produces dry air with a dew point of -45C.

The dry-air enters the cargo tanks via the vapour header, to the individual vapour
domes.

The inert-gas/dry-air mixture is exhausted from the bottom of the tanks to the
atmosphere at No.1 vent mast via the tank filling pipes, the liquid header, and
valve CL700 and spool piece SP04. During aerating, the pressure in the tanks
must be kept low to maximize the piston effect.

The operation is complete when all the tanks have a 20 % oxygen value and a
methane content of less than 0.2 % by volume (or whatever is required by the
relevant authorities) and a dew point below -40C.

Before entry, test for traces of noxious gases (carbon dioxide less than 0.5% by
volume, and carbon monoxide less than 50 ppm) which may have been
constituents of the inert gas. In addition, take appropriate precautions as given in
the Tanker Safety Guide and other relevant publications.

The pressure in the tanks is adjusted to 12 kPaG.

Aeration carried out at sea as a continuation of gas freeing will take
approximately 20 hours.

Warning
Take precautions to avoid concentrations of inert gas or nitrogen in confined
spaces, which could be hazardous to personnel. Before entering any such areas,
test for sufficient oxygen (> 20 %) and for traces of noxious gases (CO
2
< 0.5 %
and CO < 50 ppm).

1) Prepare the inert gas plant for use in the dry-air mode.

2) Install the spool piece for venting the mixture of inert-gas/dry-air from
the liquid header. Adjust the set point of CG702 at 16 kPaG above
atmospheric pressure.

3) Open the liquid filling valves CL100, 200, 300, 400 on each tank.


5) Open the valves CG708, 707 to supply dry air to the vapour header.

6) Start the dry air generator.

8) On the dry-air/inert gas discharge line, open the dry air discharge valve
and close the purge valve.

9) Observe the tank pressures and insulation space pressures, to ensure that
the tank pressures are higher than the space pressures by 1 kPa at all
times.

9) Approximately once an hour, take samples from the filling pipe test
connections to test the discharge from the bottom of the tanks for
oxygen content.

10) When the oxygen content reaches 20 %, isolate and shut in the tank.

11) When all the tanks are completed and all piping has been aired out, raise
the pressure to 10 kPaG in each tank and shut the filling and vapour
valves on each tank. Restore the tank pressure controls and valves to
vent from the vapour header.

12) During the time that dry air from the inert gas plant is supplied to the
tanks, use the dry air to flush out inert gas from vaporizers, compressors,
gas heaters, crossovers, pump risers and emergency pump wells. Piping
containing significant amounts of inert gas should be flushed out.
Smaller piping may be left filled with inert gas or nitrogen.

13) During the time a tank is opened for inspection, dry air will be
permanently blown through the vapour header line in order to prevent
the entry of humidity from the ambient air.

The insulation spaces are to be maintained in a vacuum condition during cargo
tank maintenance.

3J LNG AL WOSAIL

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Illustration 6.6.5a Cofferdam Space Aeration

C
o
f
f
e
r
d
a
m
C
o
f
f
e
r
d
a
m
C
o
f
f
e
r
d
a
m
C
o
f
f
e
r
d
a
m
Passage Way
Passage Way
C
o
f
f
e
r
d
a
m
Cargo Manifold (S)
Cargo Manifold (P)
Dry Air Supply
From IGG System
in Engine Room
To Cargo
Vapour Line
Em'cy Vent Line
Dry Air Supply
To Cofferdam (P-only)
Conn. for
portable Fan (P-only)
G
I7
0
3
Spool
Piece
Dry Air Supply
To Passage Way (AFT-P&S)
Dry Air Supply
To Passage-way (FWD-P&S)
Pipe Duct
Nat. Supp. Vent
Passage Way
Nat. Supp. Vent
Passage Way
Nat. Supp. Vent
Passage Way
Nat. Supp. Vent
Passage Way
Nat. Supp. Vent
Passage Way
Mech. Exh. Fan
Passage Way
Mech. Exh. Fan
H
H
M/H
H
M/H M/H
To be installing portable
fan on manhole for trunk space
(AFT side - P&S)
To be Installing Portable fan on injured person's
Manhole for Cofferdam (STBD only)
Manhole cover for Cofferdam
to be opened when gas freeing. ({ & S)
M/H M/H M/H
M/H
M/H
M/H
M/H M/H
Manhole cover for trunk
to be opened when gas
freeing (FWD side - P & S)
M/H M/H
M/H
M/H
M/H
M/H M/H
M/H M/H
M/H
M/H
M/H
M/H
M/H
M/H
M/H
M/H
Passage Way
Mech. Exh. Fan
on dry air pipe for cofferdam (PORT)
on manhole for trunk (AFT - P&S)
on Manhole for C/D Manhole cover for C/D to be
opened when gas freeing (P&S)
Manhole cover for
trun to be opened
when gas freeing
(FWD - P&S)
Typical Section for Gas Freeing & Dry Air Supply
(Trans. C/D, Trunk Spade)
3J LNG AL WOSAIL

1
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6.6.5 Aeration of Cofferdam Space

1. Introduction

Prior to entry into the cofferdam spaces the hazardous gas must be replaced with
air.

With the Inert Gas and Dry-Air System in Dry-Air production mode, the cargo
tanks are purged with dry air until a reading of 20 % oxygen by volume is
reached.

2. Operation

The Inert Gas and Dry-Air System produces dry air with a dew point of -45C.

The dry-air enter the bottom of cofferdam spaces via the dry air pipe for
cofferdam on the port side of trunk.

The hazardous gas is exhausted from the manhole of the cofferdam.

The operation is complete when all the tanks have a 20 % oxygen value.

Before entry, test for traces of noxious gases (carbon dioxide less than 0.5% by
volume, and carbon monoxide less than 50 ppm) which may have been
constituents of the inert gas. In addition, take appropriate precautions as given in
the Tanker Safety Guide and other relevant publications.

Aeration carried out at sea as a continuation of gas freeing will take
approximately 2 hours.

Warning
Take precautions to avoid concentrations of inert gas or nitrogen in confined
spaces, which could be hazardous to personnel. Before entering any such areas,
test for sufficient oxygen (> 20 %) and for traces of noxious gases (CO
2
< 0.5 %
and CO < 50 ppm).


1) Prepare the inert gas plant for use in the dry-air mode.

2) Install the flexible hoses for dry air supply to cofferdam spaces.

3) Open the manhole cover (P & S) for each cofferdam.

4) Start the dry air generator.

5) On the IAS, open the dry air discharge valve and close the purge valve.

6) When the oxygen content above 20 %, complete aeration.

3J LNG AL WOSAIL

1
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Draft / 2004.10.29 Part 7 Emergency Procedures
7.1 Water Leakage to Barrier Space......................................................... 7 - 2
7.2 Fire and Emergency Breakaway ........................................................ 7 - 3
7.3 Emergency Cargo Pump Installation ................................................. 7 - 6
7.4 One Tank Operation........................................................................... 7 - 8
7.4.1 Warm Up (No.3 Cargo Tank) .................................................. 7 - 8
7.4.2 Inerting (No.3 Cargo Tank)................................................... 7 - 10
7.4.3 Aeration (No.3 Cargo Tank).................................................. 7 - 12
7.4.4 Drying and Inerting (No.3 Cargo Tank)................................ 7 - 14
7.4.5 Gassing-up (No.3 Cargo Tank) ............................................. 7 - 16
7.4.6 Cool Down (No.3 Cargo Tank) ............................................. 7 - 18
7.5 Ship to Ship Transfer ....................................................................... 7 - 19
7.6 Jettisoning of Cargo......................................................................... 7 - 21

Part 7
Emergency Procedures
3J LNG AL WOSAIL

1
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Draft / 2004.10.29 7 - 1 Part 7 Emergency Procedures
Illustration 7.1a Water Drain From Insulation Space

No.4 Cofferdam No.5 Cofferdam No.3 Cofferdam No.2 Cofferdam No.1 Cofferdam
I/S
B/W
I/S
B/W
I/S
B/W
I/S
B/W
I/S
B/W
I/S
B/W
I/S
B/W
I/S
B/W
C/D
B/W
C/D
B/W
C/D
B/W
C/D
B/W
C/D
B/W
BG563F BG544F BG558F
BG557F
BG559F BG553F
BG552F
BG554F BG548F
BG547F
BG549F
Sea Water Line
Key
Comp. Air Line
I/S
B/W
C/D
B/W
No.4
Tank
No.5 Cofferdam
I/S
B/W
No.4 Cofferdam
I/S
B/W
No.3 Cofferdam
I/S
B/W
I/S
B/W
C/D
B/W
I/S
B/W
C/D
B/W
I/S
B/W
C/D
B/W
I/S
B/W
C/D
B/W
No.2 Cofferdam No.1 Cofferdam
No.1
Tank
No.2
Tank
No.3
Tank
BG563F
BG598F
BG585F
B
G
5
6
2
F
Pneumatic
Pump
Air
Chamber
A
R
6
1
2
F
B
G
5
8
9
F
B
lo
w
in
g
C
o
n
n
e
c
tio
n
AR615F
AR614F
Comp. Air
Supply
Drain Water
Overboard
Flexible
Hose
L.C
A
R
6
1
3
F
L
.O
A
R
6
1
6
F
Pneumatic
Pump
BG586F
BG615F
BG583F
BG614F
BG588F
BG561F
BG560F
BG559F
B
G
5
5
6
F
Pneumatic
Pump
Air
Chamber
A
R
6
1
0
F
Comp. Air
Supply
Draining Main Pipe
A
R
6
1
1
F
L
.C
BG555F
BG558F
Expansion Loop
as Necessary
BG557F
BG580F
BG613F
BG554F
B
G
5
5
1
F
Pneumatic
Pump
Air
Chamber
A
R
6
0
8
F
Comp. Air
Supply
A
R
6
0
9
F
L
.C
BG550F
BG553F
BG552F
BG577F
BG612F
BG549F
B
G
5
4
6
F
Pneumatic
Pump
Air
Chamber
A
R
6
0
6
F
Comp. Air
Supply
A
R
6
0
7
F
L
.C
BG545F
BG548F
BG547F
BG544F
Pneumatic
Pump
Air
Chamber
B
G
5
4
3
F
A
R
6
0
1
F
B
G
5
7
1
F
B
lo
w
in
g
C
o
n
n
e
c
tio
n
AR604F
AR603F
Comp. Air
Supply
Drain Water
Overboard
Flexible
Hose
L.C
A
R
6
0
2
F
L
.O
A
R
6
0
5
F
BG574F
BG611F
BG573F
BG572F BG587F
BG542F
BG541F
BG597F
BG584F
BG596F
BG582F
BG595F
BG584F
BG594F
BG579F
BG593F
BG578F
BG592F BG591F
BG575F BG576F
Flexible Hose
for Temporary Purging

3J LNG AL WOSAIL

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7.1 Water Leakage to Barrier Space

1. Inner Hull Failure

Ballast water leakage from the ballast tanks to the insulation spaces can occur
through fractures in the inner hull plating. If the leakage remains undetected and
water accumulates in these spaces, ice will be formed. Ice accumulation can
cause deformation, and possible rupture of the insulation. The resultant cold
conduction paths forming in the insulation will cause cold spots to form on the
inner hull.

The pressure differential caused by the head of water building up in the
insulation space may be sufficient to deform or even collapse the membrane into
the cargo tank.

To reduce the risk of damage from leakage, each cargo insulation space has been
provided with water detection units (See Leakage Detection below) and a bilge
piping system connected to two pneumatic pumps for the removal of any water.

2. Leakage Detection

At the bottom of No.1, 2, 3, 4, and 5 cofferdams, there is two bilge well for each
tank insulation space. Each of these wells is fitted with water detection units,
The bilge well serves as the inlet for the nitrogen 50 mm supply pipe to the
insulation space. This supply pipe also acts as a manual sounding pipe to the
bilge well.

3. Insulation Space Water Discharge

Each bilge well is connected to a 40 mm draining pipe system with a 10 m
3
/h
pneumatic pump situated in the each cofferdam for discharging the water to deck
level and then overboard by means of a flexible hose.

If ballast water is suspected of having leaked into an insulation space, the
following steps should be observed.

1) Pump out the ballast water from the adjacent wing tank after consulting
the ships loaded condition.

2) Ventilate the cofferdam, pipe duct space, which carry out normal
enclosed space safety procedures.

3) Connect a flexible hose to the pump outlet valve for drain water
discharge overboard.

4) Open the bilge well outlet valve on the selected tank insulation space.

5) Open the inlet and outlet valves on the selected pump.

6) Open the air supply to the pump and continue pumping until the
maximum amount of water has been discharged.

7) Carry out an inner hull inspection to determine the cause of the leak
(with particular reference to safe atmosphere in the ballast tank space).

8) After the maximum possible water has been discharged from this
insulation space, appreciable moisture will remain in the insulation and
over the bottom area. Increasing the flow of nitrogen through the space
can assist drying out the insulation. This should be continued until the
moisture level is below that detected by the water detection system
before any cargo is carried in the affected tank.

3J LNG AL WOSAIL

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7.2 Fire and Emergency Breakaway

All terminals have their own requirements regarding when it is unsafe for a
vessel to remain alongside a terminal. These are normally outlined in the
terminal handbook.

In case of a Fire or Emergency developing, either on board or ashore, the
following basic procedures will be followed:

1) All cargo operations to be stopped and Emergency Signals sounded as
per the terminal requirements (as detailed in the ship/shore checklist).

2) Ship and Shore Emergency procedures to be put into operation.

3) The ESD system to be activated, resulting in cargo arms being
disconnected by the Perc system.

4) In the event of fire, the IMO water spray system on ship/shore is to be
activated.

5) Fire parties to attempt to deal with the situation.

6) Vessel to prepare for departure from the berth.

7) Liaison with shore personnel to arrange for pilot and tugs and additional
support.

8) Standby tug requested to assist with fire fighting/movement of the
vessel from the berth.

9) Vessel to either move away from the berth to a safe area under its own
power with assistance of a standby tug, or with additional tugs/pilot
summoned from shore.

10) The Owners/Charterers and other interested parties to be informed of
the situation.

3J LNG AL WOSAIL

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Blank Page

3J LNG AL WOSAIL

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Illustration 7.3a Emergency Cargo Pump Fitting Sequence

Work 4 Work 3 Work 2 Work 1
Finish Work 7 Work 6 Work 5
Earth Cable
Earth Cable
Lifting Eye
Support Rope
Gasket Holder
Hook Plate
Set
Hook Plate Set
Hook Plate Set Hook Plate Set
Gasket
Terminal Header
Terminal Header Terminal Header
Flexible Cable
To Junction Box
To Junction Box
Junction Box
To Switch Board
Support Rod Spacer
Cable
Nozzle
Support Rope
Support Rope
Support Rope
Load Meter
Chain Block
Support Rope
Support Rope
Next Support Rope
Support Rod Spacer
Support Rod
Column Cover
Next Support Rope
Next Support Rope
Next Support Rope
Next Support Rope
Support Rope
Hook Plate Set
Hook Plate Set
Hook Plate Set
Cable Cramp (B)
Cable Cramp (A)
Power Cable
Power Cable
Power Cable
Power Cable
Protection Sheet
Protection Sheet
Hang Plate
Pump Stand
Hang Plate
Hang Plate
Hang Plate
Hanger
Hang Plate

3J LNG AL WOSAIL

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7.3 Emergency Cargo Pump Installation

The emergency cargo pump is used in the unusual event that both main cargo
pumps have failed in a cargo tank. The pump is lowered into the emergency
cargo pump column for that tank. Cables and a connection to the local junction
box are used to power the pump. When lowered to its final position, the pump
opens the foot valve in the column and the LNG can be pumped out.

Adjacent to each pump column is a terminal box for the cargo pump connection
and a local start switch. The pump and delivery valve are controlled and started
via the IAS.

The pump is suspended over the column into which it is being lowered by a 2.5
tone SWL derrick. For the No.3 tank, the cargo crane is used. A support flange to
take the weight of the pump is used to connect each strop.

The pump discharges into the column and to the liquid line via a discharge
connection and valve at the top of the column.

Operating Procedure - Installation in the Tank

! Caution!
When working near the open pump column, all tools and equipment used must
be attached to avoid anything falling in the column. All personal items have to be
removed from pockets. The column opening must be temporarily covered when
the blind flange is removed. Only brass tools must be used.

When all equipment, pump, cables, electrical connection box, and accessories are
in position near the tank in which the pump is to be installed, prepare the derrick
to lift the pump and start the pump installation.

1. The cargo tank will inevitably contain LNG. Therefore the column
into which the emergency pump is being lowered must be
evacuated. This is achieved by injecting nitrogen into the column.
In the case of a full cargo tank, a pressure of between 0.2 and 0.3
MPaG is required. The nitrogen forces the liquid out through the
foot valve located at the bottom of the column.

2. Upon completion of the liquid expulsion, the purge must be
checked to ensure that complete inerting has taken place. The tank
pressure must be reduced to just above atmospheric before
removing the column top blank flange. Install a new column flange
gasket, then begin to install the pump using the derrick.

3. Preparation before installation (Work 1)
1) Draw out the pump from the storage container and set it vertically.

2) Fit the shackle of support rope to the lifting eye at the top of pump.
Make sure that measures are taken to avoid the eye bolt for the
shackle falling out.
3) Connect the cable to the motor terminal.

4) The hang plate is provided at the opposite end of the support rope.
Fix the cable cramp (A) for the cryogenic cable to the hang plate
by means of the butterfly nut. Make sure that measures are taken to
stop the nut falling off.

5) Fix the shackle cable cramp (B) to the middle of support rope by
means of the butterfly nut.

6) Fit the shackle of the next support rope to the hang plate. Make sure
that measures are taken to avoid the eye bolt for the shackle falling
out.

4. Insertion of the pump into the column (Work 2)
1) Place the protection sheet on the column flange.

2) Attach the hook plate set to the shackle of the hang plate.

3) Attach the hook plate set to the crane on board and lift up the pump.
Remove the pump stand.

4) Lower the pump into the column slowly.

5. Support of pump weight by hanger (Work 3)
1) Fit the hanger to the column flange and place the hang plate on the
hanger in order to support the pump weight by means of the hanger.

2) Fit the shackle of the next support rope to the hang plate of the
support rope. Make sure that measures are taken to avoid the eye
bolt for the shackle falling out.

3) Fix the cable cramp (A) of the cryogenic cable to the next hang
plate of the support rope. Make sure that measures are taken to
avoid the butterfly nut for the shackle falling out. Fix the cable
cramp (B) to the middle of the support rope by means of fly nut.
Make sure that measures are taken to avoid the butterfly nut for the
shackle falling out.

4) Replace the hook plate set fitted to the hanger by the next hang
plate.

6. Extension of support rope (Work 4)
1) Lift up the hook plate set to remove the hanger from the column
cover.

2) Place the protection sheet on the column flange.

3) Lower the pump slowly.

4) Replace the support rope by the next support rope in accordance
with the same procedure in 5 above.

7. Lifting up column cover (Work 5)
1) Place the hang plate of the last support rope onto the hanger.

2) Remove the hook plate set.

3) Lift up the support rod on the column cover and attach the rod
spacer to the support rod.

4) Lift up the column cover using the eye bolts (4 off) on the column
cover.

5) Attach the gasket to the flange face of the column cover by means
of the gasket holder.

6) Fit the hook plate set to the lower side of the support rod.

7) Pass the cryogenic cable through the nozzle for lead cable of the
column cover.

8) Move the column cover over the centre of column.

9) Lower the column cover and fit the hook plate set to the shackle of
the hang plate.

8. Installation of column cover (Work 6)
1) Lift up the column cover and remove the hanger and the protection
sheet from the column flange.

2) Lower the column cover slowly and remove the gasket holder to set
the gasket on the column flange at a position of about 500mm over
the column flange.

3) Lower the column cover slowly and place it on the column flange,
taking care not to damage the gasket.

4) Fasten the tightening bolt to the prescribed torque.

5) Connect the cryogenic cable to the terminal header and fix the
terminal header to the column cover nozzle to the prescribe torque.

9. Installation of the pump (Work 7)
1) Attach the load meter to the eye of the support rod and lift up the
load meter with a chain block.

2) Remove the rod spacer after the weight of the pump is moved to the
load meter.

3) Lower the pump slowly and when the load meter shows zero (0) the
installation work is completed (When the liquid level in the cargo
tank is high, the weight of the pump alone cannot open the foot
valve. In this case supply nitrogen gas into the column to
pressurize (about 0.15 MPa) the inside of the column).

3J LNG AL WOSAIL

1
st
Illustration 7.4.1a Warm Up (No.3 Tank)

C
L
0
4
1
E
S
D
C
L
0
4
3
C
S
0
4
3
C
S
0
4
1
EM'CY VENT
CARGO VAPOUR
CARGO LIQUID
SPRAY MAIN
E
S
D
E
S
D
C
L
0
3
1
C
L
0
1
1
C
L
0
1
3
C
S
0
1
3
C
S
0
1
1
C
L
0
2
1
C
L
0
2
3
C
S
0
2
1
C
L
0
3
3
C
S
0
3
3
C
S
0
3
1
C
G
0
7
1
E
S
D
C
G
0
7
3
CS035 CS025
CG075
FM002
OF
FM003
F
M
0
0
1
CS071
NO.4 CARGO TANK
CR401
C
S
4
0
6
C
S
4
0
8
PORT SIDE
STBD SIDE
C
L
4
0
4
CL406
C
L
4
0
3
S
A
4
5
0
, S
A
4
5
1
S
A
4
5
2
, S
A
4
5
3
S
A
4
5
4
, S
A
4
5
5
S
A
4
5
6
, S
A
4
5
7
S
A
4
5
8
, S
A
4
5
9
F
L
4
0
0
R
C
S
4
0
0
C
S
4
0
3
C
L
4
0
2
C
L
4
0
1
C
G
4
0
0
CG401
SP05
SP02
SP01
F
E
S
D
C
L
0
4
2
E
S
D
C
L
0
4
4
C
S
0
4
4
C
S
0
4
2
E
S
D
E
S
D
C
L
0
3
2
C
L
0
1
2
C
L
0
1
4
C
S
0
1
4
C
S
0
1
2
C
L
0
2
2
C
L
0
2
4
C
S
0
2
4
C
S
0
2
2
C
L
0
3
4
C
S
0
3
4
C
S
0
3
2
C
G
0
7
2
E
S
D
C
G
0
7
4
CS036 CS026
E
S
D
CS700 C
S
7
0
2
CS703
CS404
C
S
4
0
7
CR400
CS405
FOR ISB
STRIP.
C
CL405
C S
NO.3 CARGO TANK
CR301
C
S
3
0
6
C
S
3
0
8
PORT SIDE
STBD SIDE
C
L
3
0
4
CL306
C
L
3
0
3
S
A
3
5
0
, S
A
3
5
1
S
A
3
5
2
, S
A
3
5
3
S
A
3
5
4
, S
A
3
5
5
S
A
3
5
6
, S
A
3
5
7
S
A
3
5
8
, S
A
3
5
9
F
L
3
0
0
R
C
L
3
0
7
C
L
3
0
0C
S
3
0
2
C
S
3
0
1
C
S
3
0
0
C
S
3
0
3
C
L
3
0
2
C
L
3
0
1
C
G
3
0
0
CG301
SP05
F
CS304
C
S
3
0
7
CR300
CS305
FOR ISB
STRIP.
C
CL305
C S
NO.2 CARGO TANK
CR201
C
S
2
0
6
C
S
2
0
8
PORT SIDE
STBD SIDE
C
L
2
0
4
CL206
C
L
2
0
3
S
A
2
5
0
, S
A
2
5
1
S
A
2
5
2
, S
A
2
5
3
S
A
2
5
4
, S
A
2
5
5
S
A
2
5
6
, S
A
2
5
7
S
A
2
5
8
, S
A
2
5
9
F
L
2
0
0
R
C
L
2
0
7
C
L
2
0
0C
S
2
0
2
C
S
2
0
1
C
S
2
0
0
C
S
2
0
3
C
L
2
0
2
C
L
2
0
1
C
G
2
0
0
CG201
SP05
F
CS204
C
S
2
0
7
CR200
CS205
FOR ISB
STRIP.
C
CL205
C S
NO.1 CARGO TANK
CR101
C
S
1
0
6
C
S
1
0
8
PORT SIDE
STBD SIDE
C
L
1
0
4
CL106
C
L
1
0
3
S
A
1
5
0
, S
A
1
5
1
S
A
1
5
2
, S
A
1
5
3
S
A
1
5
4
, S
A
1
5
5
S
A
1
5
6
, S
A
1
5
7
S
A
1
5
8
, S
A
1
5
9
F
L
1
0
0
R
C
L
1
0
7
C
L
1
0
0C
S
1
0
2
C
S
1
0
1
C
S
1
0
0
C
S
1
0
3
C
L
1
0
2
C
L
1
0
1
C
G
1
0
0
CG101
SP05
SP04
F
CS104
C
S
1
0
7
CR100
CS105
FOR ISB
STRIP.
C
CL105
C S
SP03
C
G
7
0
0
C
G
7
0
1
C
G
7
0
3
C
G
7
0
4
C
G
7
0
7
CL700
C
G
7
0
2
O
F
OF
F
M
0
0
6
CG915CG911
CG907
CG903
NO.1 H/D COMPRESSOR
CS906
FORCING
VAPORISER
MIST
SEPARATOR
NO.1 B.O/W.U
HEATER
NO.2 B.O/W.U
HEATER
CG923
C
G
9
2
7
C
G
9
2
6
CG919 CG917
OF
FUEL GAS
TO BOILERS
(STBD ONLY)
FROM INERT GAS/
DRY AIR PLANT
CG930
FM004
ESD
VF
CG921
CG924
CS902
CG920 CG918
CG922
CS905
CS901
CS904
CS903
CG916CG912
CG908
CG904
NO.2 H/D COMPRESSOR
OF
CG913CG909
CG905
CG901
NO.1 L/D COMPRESSOR
OF
CG914CG910
CG906
CG902
NO.2 L/D COMPRESSOR
OF
CG705
CG706
C
G
7
0
8
C
G
9
2
8
O
F
FM005
CG929 OF
LNG
VAPORISER
C
G
9
0
0
C
L
7
0
1
C
L
4
0
7
C
L
4
0
0
KEY
LNG VAPOUR LINE
C
S
0
2
3
C
G
9
2
5
C
S
4
0
2
C
S
4
0
1

3J LNG AL WOSAIL

1
st
7.4 One Tank Operation

It may be necessary for in-tank repairs to be carried out with the vessel in service,
in which one tank can be warmed up, inerted, aerated, entered and work
undertaken on the tank internals, i.e. change cargo pump, investigate and cure
problems with tank gauging systems etc. It is not envisaged that tank barrier
repairs will be carried out with one tank only warmed up.

The warm-up, inerting and aeration can be carried out with the remaining cold
tanks providing boil-off gas for burning in the boilers.

Aeration should be continued throughout the repair period to prevent ingress of
humid air to the cargo tank.

Tank venting is carried out by means of the gas header line.

Operation

t the discharge port, the tank to be worked on is discharged to the lowest
measurable level and, after completion of Custody Transfer, as much as possible
is drained to another tank using the stripping/spray pump. Sufficient heel for the
voyage, together with an extra amount for cooling down the tank after
completion of repairs, is retained in one of the other tanks.

7.4.1 Warm Up (No.3 Cargo Tank)

Normal gas burning is continued during this operation using vapour from all four
tanks. In the first instance, normal boil-off gas procedures are followed until this
operation has stabilised, then the operation for warming up one tank using a HD
compressor can be carried out.

It is assumed that all valves are closed prior to use.

1) Prepare No.1 HD compressor (No.2 HD comp. is also available) and
No.1 B.O/W.U heater (for use in tank warm-up vapour supply).

2) Prepare No.1 LD compressor (No.2 LD comp. is also available), No.2
B.O/W.U heater and the engine room gas burning plant for use.

3) Fit the spool piece SP02 between liquid main and No.1 heater outlet
line.

4) Check the tank vapour domes

Tank No.1 open and lock in position valve CG100.
(These valves should already be locked in the open position.)

5) Open vapour supply valves to the LD compressor CG704 and the No.2
LD compressor suction and discharge valves CG902, CG914 .
6) No.2 B.O/W.U heater
Open the steam supply to the B.O/W.U heater.
Open the B.O/W.U heater inlet valve CG918 and outlet valve CG924.

In CCR

7) No.1 vent mast:
Adjust set point control inching valve CG702 to 15 kPaG.

8) No.2 LD compressor:
Adjust the normal boil-off valve (IGV) to 60 % for loaded condition:
tank pressures are to be maintained between a minimum 105 kPaA and
maximum 109 kPaA and the steam dump opening at 113 kPaA.

When the engine room is ready to start gas burning, ensure that there is
sufficient nitrogen to purge the lines to the boiler i.e. > 0.5 MPaG in the buffer
tank.

9) Ensure that the gas outlet temperature of No.1 B.O/W.U heater is
approximately 25 C.
Open fuel gas master valve CG930, and start the LD compressor.

The operation will then be controlled and monitored from CCR and the ECR.

Warm Up Procedure

1) Open valves CL300 and CL307 on No.3 tank liquid header.

2) Open valves CG706 and CL701, the vapour line crossovers to liquid
header, and CG708 the vapour line to gas header crossover.

3) Open valve CG923 the outlet from No.1 B.O/W.U heater.

4) Open valve CG917 the inlet to No.1 B.O/W.U heater.

5) Open valves CG904 and CG916 the inlet/outlet to No.2 HD compressor.

6) Start No.2 HD compressor.

7) Monitor the gas pressure in the tank; excess vapour to be vented
through the gas header via CG708, CG700 and No.1 vent mast if the
pressure in No.3 tank goes above the set point of CG702.

8) When all the liquid has evaporated and the tank temperature is rising,
continue as described in section 6.6.3 until the required temperatures are
obtained and the tank is ready for inerting.

3J LNG AL WOSAIL

1
st
Illustration 7.4.2a Inerting (No.3 Cargo Tank)

C
L
0
4
1
E
S
D
C
L
0
4
3
C
S
0
4
3
C
S
0
4
1
EM'CY VENT
CARGO VAPOUR
CARGO LIQUID
SPRAY MAIN
E
S
D
E
S
D
C
L
0
3
1
C
L
0
1
1
C
L
0
1
3
C
S
0
1
3
C
S
0
1
1
C
L
0
2
1
C
L
0
2
3
C
S
0
2
3
C
S
0
2
1
C
L
0
3
3
C
S
0
3
3
C
S
0
3
1
C
G
0
7
1
E
S
D
C
G
0
7
3
CS035 CS025
CG075
FM002
OF
FM003
F
M
0
0
1
CS071
NO.4 CARGO TANK
CR401
C
S
4
0
6
C
S
4
0
8
PORT SIDE
STBD SIDE
C
L
4
0
4
CL406
C
L
4
0
3
S
A
4
5
0
, S
A
4
5
1
S
A
4
5
2
, S
A
4
5
3
S
A
4
5
4
, S
A
4
5
5
S
A
4
5
6
, S
A
4
5
7
S
A
4
5
8
, S
A
4
5
9
F
L
4
0
0
R
C
S
4
0
2
C
S
4
0
1
C
S
4
0
0
C
S
4
0
3
C
L
4
0
2
C
L
4
0
1
C
G
4
0
0
CG401
SP05
SP02
SP01
F
E
S
D
C
L
0
4
2
E
S
D
C
L
0
4
4
C
S
0
4
4
C
S
0
4
2
E
S
D
E
S
D
C
L
0
3
2
C
L
0
1
2
C
L
0
1
4
C
S
0
1
4
C
S
0
1
2
C
L
0
2
2
C
L
0
2
4
C
S
0
2
4
C
S
0
2
2
C
L
0
3
4
C
S
0
3
4
C
S
0
3
2
C
G
0
7
2
E
S
D
C
G
0
7
4
CS036 CS026
E
S
D
CS700 C
S
7
0
2
CS703
CS404
C
S
4
0
7
CR400
CS405
FOR ISB
STRIP.
C
CL405
C S
NO.3 CARGO TANK
CR301
C
S
3
0
6
C
S
3
0
8
PORT SIDE
STBD SIDE
C
L
3
0
4
CL306
C
L
3
0
3
S
A
3
5
0
, S
A
3
5
1
S
A
3
5
2
, S
A
3
5
3
S
A
3
5
4
, S
A
3
5
5
S
A
3
5
6
, S
A
3
5
7
S
A
3
5
8
, S
A
3
5
9
F
L
3
0
0
R
C
L
3
0
7
C
L
3
0
0C
S
3
0
2
C
S
3
0
1
C
S
3
0
0
C
S
3
0
3
C
L
3
0
2
C
L
3
0
1
C
G
3
0
0
CG301
SP05
F
CS304
C
S
3
0
7
CR300
CS305
FOR ISB
STRIP.
C
CL305
C S
NO.2 CARGO TANK
CR201
C
S
2
0
6
C
S
2
0
8
PORT SIDE
STBD SIDE
C
L
2
0
4
CL206
C
L
2
0
3
S
A
2
5
0
, S
A
2
5
1
S
A
2
5
2
, S
A
2
5
3
S
A
2
5
4
, S
A
2
5
5
S
A
2
5
6
, S
A
2
5
7
S
A
2
5
8
, S
A
2
5
9
F
L
2
0
0
R
C
L
2
0
7
C
L
2
0
0C
S
2
0
2
C
S
2
0
1
C
S
2
0
0
C
S
2
0
3
C
L
2
0
2
C
L
2
0
1
C
G
2
0
0
CG201
SP05
F
CS204
C
S
2
0
7
CR200
CS205
FOR ISB
STRIP.
C
CL205
C S
NO.1 CARGO TANK
CR101
C
S
1
0
6
C
S
1
0
8
PORT SIDE
STBD SIDE
C
L
1
0
4
CL106
C
L
1
0
3
S
A
1
5
0
, S
A
1
5
1
S
A
1
5
2
, S
A
1
5
3
S
A
1
5
4
, S
A
1
5
5
S
A
1
5
6
, S
A
1
5
7
S
A
1
5
8
, S
A
1
5
9
F
L
1
0
0
R
C
L
1
0
7
C
L
1
0
0C
S
1
0
2
C
S
1
0
1
C
S
1
0
0
C
S
1
0
3
C
L
1
0
2
C
L
1
0
1
C
G
1
0
0
CG101
SP05
SP04
F
CS104
C
S
1
0
7
CR100
CS105
FOR ISB
STRIP.
C
CL105
C S
SP03
C
G
7
0
0
C
G
7
0
1
C
G
7
0
3
C
G
7
0
4
C
G
7
0
7
CL700
C
G
7
0
2
O
F
OF
F
M
0
0
6
CG915CG911
CG907
CG903
C
G
9
2
5
NO.1 H/D COMPRESSOR
CS906
FORCING
VAPORISER
MIST
SEPARATOR
NO.1 B.O/W.U
HEATER
CG923
C
G
9
2
7
C
G
9
2
6
CG919 CG917
OF
FUEL GAS
TO BOILERS
(STBD ONLY)
FROM INERT GAS/
DRY AIR PLANT
CG930
FM004
ESD
VF
CG921
CG924
CS902
CG920 CG918
CG922
CS905
CS901
CS904
CS903
CG916CG912
CG908
CG904
NO.2 H/D COMPRESSOR
OF
CG913CG909
CG905
CG901
NO.1 L/D COMPRESSOR
OF
CG914CG910
CG906
CG902
NO.2 L/D COMPRESSOR
OF
CG705
CG706
C
G
7
0
8
C
G
9
2
8
O
F
FM005
CG929 OF
LNG
VAPORISER
C
G
9
0
0
C
L
7
0
1
KEY
LNG VAPOUR LINE
INERT GAS LINE
LNG VAPOUR +
INERT GAS LINE
C
L
4
0
7
C
L
4
0
0
NO.2 B.O/W.U
HEATER

3J LNG AL WOSAIL

1
st
7.4.2 Inerting (No.3 Cargo Tank)

Normal gas burning is continued during this operation using vapour from the
three in-service tanks.

Inert gas is supplied to the tank by the Inert Gas Generator via the flap spring
check valve connecting the IG line with the liquid header. Venting the tank is
carried out via the fitting of a spool piece connecting the vapour outlet from the
tank to the gas header. The isolation valve onto the vapour header (CG300) must
remain closed.

1) Fit the spool piece SP02 from IGG discharge line to liquid header..

2) Fit the spool piece SP05 from No.3 tank vapour line to the gas header.

3) Raise the set point on No.1 vent mast CG702 to 18 kPaG.

4) Open the inert gas supply to the liquid header CL701.

5) Open valves CL300 and CL307 to bring inert gas to the bottom of tank
No.3.

6) Start the IGG and open CG700. (One blower, 14,000 Nm
3
/h, to be
operated.)

7) Open valve CG301 on No.3 vapour header.

8) Monitor the tank pressure. Tank pressure can be adjusted by throttling
CG702 on the IAS. Ensure that the tank pressure is always higher than
the insulation space pressures by at least 1 kPa, but that the tank
pressures do not exceed 18 kPa above atmospheric pressure. In any case,
during inerting, the pressure in the tanks must be kept low to maximize
the piston effect.

9) Approximately once an hour, take samples of the discharge from the
vapour dome at the top of the tank and test for hydrocarbon content.
Also verify that the oxygen content of the inert gas remains below 1 %,
by testing at a purge valve on the filling line of the tank being inerted.

10) Verify that the oxygen content of the inert gas remains below 1 %, by
testing at a purge valve at the top of the tank being inerted; purge for 5
minutes all the related sections of pipelines, machines, equipment and
instrumentation lines.

11) Continue inerting until levels as described in section 6.7.3 are obtained.

12) Before shutting down the inert gas generator, ensure the liquid header is
purged through to No.1 vent mast via CL700, in preparation for aerating
the tank.
13) When the hydrocarbon content sampled from the tank outlet falls below
1.5 %, isolate and shut in the tank. On completion of tank and pipeline
inerting, stop the inert gas supply and shut down the inert gas plant.
Reset the valve system for aerating.

14) Stop the IG plant and close CG301, CG700, CL307, CL300, CL701.

Inert emergency cargo pump well with N
2
through the foot valve.

Prepare the system for one tank aeration, as described in the next section.

3J LNG AL WOSAIL

1
st
Illustration 7.4.3a Aeration (No.3 Cargo Tank)

C
L
0
4
1
E
S
D
C
L
0
4
3
C
S
0
4
3
C
S
0
4
1
EM'CY VENT
CARGO VAPOUR
CARGO LIQUID
SPRAY MAIN
E
S
D
E
S
D
C
L
0
3
1
C
L
0
1
1
C
L
0
1
3
C
S
0
1
3
C
S
0
1
1
C
L
0
2
1
C
L
0
2
3
C
S
0
2
3
C
S
0
2
1
C
L
0
3
3
C
S
0
3
3
C
S
0
3
1
C
G
0
7
1
E
S
D
C
G
0
7
3
CS035 CS025
CG075
FM002
OF
FM003
F
M
0
0
1
CS071
NO.4 CARGO TANK
CR401
C
S
4
0
6
C
S
4
0
8
PORT SIDE
STBD SIDE
C
L
4
0
4
CL406
C
L
4
0
3
S
A
4
5
0
, S
A
4
5
1
S
A
4
5
2
, S
A
4
5
3
S
A
4
5
4
, S
A
4
5
5
S
A
4
5
6
, S
A
4
5
7
S
A
4
5
8
, S
A
4
5
9
F
L
4
0
0
R
C
S
4
0
2
C
S
4
0
1
C
S
4
0
0
C
S
4
0
3
C
L
4
0
2
C
L
4
0
1
C
G
4
0
0
CG401
SP05
SP02
SP01
F
E
S
D
C
L
0
4
2
E
S
D
C
L
0
4
4
C
S
0
4
4
C
S
0
4
2
E
S
D
E
S
D
C
L
0
3
2
C
L
0
1
2
C
L
0
1
4
C
S
0
1
4
C
S
0
1
2
C
L
0
2
2
C
L
0
2
4
C
S
0
2
4
C
S
0
2
2
C
L
0
3
4
C
S
0
3
4
C
S
0
3
2
C
G
0
7
2
E
S
D
C
G
0
7
4
CS036 CS026
E
S
D
CS700 C
S
7
0
2
CS703
CS404
C
S
4
0
7
CR400
CS405
FOR ISB
STRIP.
C
CL405
C S
NO.3 CARGO TANK
CR301
C
S
3
0
6
C
S
3
0
8
PORT SIDE
STBD SIDE
C
L
3
0
4
CL306
C
L
3
0
3
S
A
3
5
0
, S
A
3
5
1
S
A
3
5
2
, S
A
3
5
3
S
A
3
5
4
, S
A
3
5
5
S
A
3
5
6
, S
A
3
5
7
S
A
3
5
8
, S
A
3
5
9
F
L
3
0
0
R
C
L
3
0
7
C
L
3
0
0C
S
3
0
2
C
S
3
0
1
C
S
3
0
0
C
S
3
0
3
C
L
3
0
2
C
L
3
0
1
C
G
3
0
0
CG301
SP05
F
CS304
C
S
3
0
7
CR300
CS305
FOR ISB
STRIP.
C
CL305
C S
NO.2 CARGO TANK
CR201
C
S
2
0
6
C
S
2
0
8
PORT SIDE
STBD SIDE
C
L
2
0
4
CL206
C
L
2
0
3
S
A
2
5
0
, S
A
2
5
1
S
A
2
5
2
, S
A
2
5
3
S
A
2
5
4
, S
A
2
5
5
S
A
2
5
6
, S
A
2
5
7
S
A
2
5
8
, S
A
2
5
9
F
L
2
0
0
R
C
L
2
0
7
C
L
2
0
0C
S
2
0
2
C
S
2
0
1
C
S
2
0
0
C
S
2
0
3
C
L
2
0
2
C
L
2
0
1
C
G
2
0
0
CG201
SP05
F
CS204
C
S
2
0
7
CR200
CS205
FOR ISB
STRIP.
C
CL205
C S
NO.1 CARGO TANK
CR101
C
S
1
0
6
C
S
1
0
8
PORT SIDE
STBD SIDE
C
L
1
0
4
CL106
C
L
1
0
3
S
A
1
5
0
, S
A
1
5
1
S
A
1
5
2
, S
A
1
5
3
S
A
1
5
4
, S
A
1
5
5
S
A
1
5
6
, S
A
1
5
7
S
A
1
5
8
, S
A
1
5
9
F
L
1
0
0
R
C
L
1
0
7
C
L
1
0
0C
S
1
0
2
C
S
1
0
1
C
S
1
0
0
C
S
1
0
3
C
L
1
0
2
C
L
1
0
1
C
G
1
0
0
CG101
SP05
SP04
F
CS104
C
S
1
0
7
CR100
CS105
FOR ISB
STRIP.
C
CL105
C S
SP03
C
G
7
0
0
C
G
7
0
1
C
G
7
0
3
C
G
7
0
4
C
G
7
0
7
C
G
7
0
2
O
F
OF
F
M
0
0
6
CG915CG911
CG907
CG903
C
G
9
2
5
NO.1 H/D COMPRESSOR
CS906
FORCING
VAPORISER
MIST
SEPARATOR
NO.1 B.O/W.U
HEATER
CG923
C
G
9
2
7
C
G
9
2
6
CG919 CG917
OF
FUEL GAS
TO BOILERS
(STBD ONLY)
FROM INERT GAS/
DRY AIR PLANT
CG930
FM004
ESD
VF
CG921
CG924
CS902
CG920 CG918
CG922
CS905
CS901
CS904
CS903
CG916CG912
CG908
CG904
NO.2 H/D COMPRESSOR
OF
CG913CG909
CG905
CG901
NO.1 L/D COMPRESSOR
OF
CG914CG910
CG906
CG902
NO.2 L/D COMPRESSOR
OF
CG705
CG706
C
G
7
0
8
C
G
9
2
8
O
F
FM005
CG929 OF
LNG
VAPORISER
C
G
9
0
0
C
L
7
0
1
KEY
LNG VAPOUR LINE
INERT GAS LINE
DRY LINE
C
L
4
0
7
C
L
4
0
0
NO.2 B.O/W.U
HEATER
CL700

3J LNG AL WOSAIL

1
st
7.4.3 Aeration (No.3 Cargo Tank)


Dry air is supplied to the tank by the dry air generator (IGG) via the flap spring
check valve connecting the IG line with the gas header and the fitting of a spool
piece connecting the vapour outlet from the tank to the gas header (should
already be in place from the inerting operation). Venting the tank is carried out
via the liquid filling valve, exhausting onto the liquid header and leading to No.1
vent mast via valve CL700 and the spool piece. The isolation valve onto the
vapour header (CG300) must remain closed.

1) Fit the spool piece SP04 between liquid header and No.1 vent mast.

2) Fit the spool piece SP05 between No.3 tank vapour line and gas header.

3) Fit the spool piece SP01 between IGG discharge line and gas header

4) Ensure that valve CG300 is securely closed.

5) Open valves CL700 and CG301.

5) Open valves CL307 and CL300.

6) Set the vent mast regulating valve CG702 to 12 kPaG.

7) Start the IGG (One blower, 14,000 Nm
3
/h, to be operated).

8) The pressure in the tanks must be kept 10~12 kPaG to maximize the
piston effect.

Monitor the change in atmosphere until all levels as described in section 6.7.4
are obtained.

Ensure pressure in aerated tank is higher than tanks containing vapour to avoid
leakage of toxic gas to this tank.

Aerate the emergency cargo pump well with dry air if necessary.

3J LNG AL WOSAIL

1
st
Illustration 7.4.4a Drying/Inerting (No.3 Cargo Tank)

C
L
0
4
1
E
S
D
C
L
0
4
3
C
S
0
4
3
C
S
0
4
1
EM'CY VENT
CARGO VAPOUR
CARGO LIQUID
SPRAY MAIN
E
S
D
E
S
D
C
L
0
3
1
C
L
0
1
1
C
L
0
1
3
C
S
0
1
3
C
S
0
1
1
C
L
0
2
1
C
L
0
2
3
C
S
0
2
3
C
S
0
2
1
C
L
0
3
3
C
S
0
3
3
C
S
0
3
1
C
G
0
7
1
E
S
D
C
G
0
7
3
CS035 CS025
CG075
FM002
OF
FM003
F
M
0
0
1
CS071
NO.4 CARGO TANK
CR401
C
S
4
0
6
C
S
4
0
8
PORT SIDE
STBD SIDE
C
L
4
0
4
CL406
C
L
4
0
3
S
A
4
5
0
, S
A
4
5
1
S
A
4
5
2
, S
A
4
5
3
S
A
4
5
4
, S
A
4
5
5
S
A
4
5
6
, S
A
4
5
7
S
A
4
5
8
, S
A
4
5
9
F
L
4
0
0
R
C
S
4
0
2
C
S
4
0
1
C
S
4
0
0
C
S
4
0
3
C
L
4
0
2
C
L
4
0
1
C
G
4
0
0
CG401
SP05
SP02
SP01
F
E
S
D
C
L
0
4
2
E
S
D
C
L
0
4
4
C
S
0
4
4
C
S
0
4
2
E
S
D
E
S
D
C
L
0
3
2
C
L
0
1
2
C
L
0
1
4
C
S
0
1
4
C
S
0
1
2
C
L
0
2
2
C
L
0
2
4
C
S
0
2
4
C
S
0
2
2
C
L
0
3
4
C
S
0
3
4
C
S
0
3
2
C
G
0
7
2
E
S
D
C
G
0
7
4
CS036 CS026
E
S
D
CS700 C
S
7
0
2
CS703
CS404
C
S
4
0
7
CR400
CS405
FOR ISB
STRIP.
C
CL405
C S
NO.3 CARGO TANK
CR301
C
S
3
0
6
C
S
3
0
8
PORT SIDE
STBD SIDE
C
L
3
0
4
CL306
C
L
3
0
3
S
A
3
5
0
, S
A
3
5
1
S
A
3
5
2
, S
A
3
5
3
S
A
3
5
4
, S
A
3
5
5
S
A
3
5
6
, S
A
3
5
7
S
A
3
5
8
, S
A
3
5
9
F
L
3
0
0
R
C
L
3
0
7
C
L
3
0
0C
S
3
0
2
C
S
3
0
1
C
S
3
0
0
C
S
3
0
3
C
L
3
0
2
C
L
3
0
1
C
G
3
0
0
CG301
SP05
F
CS304
C
S
3
0
7
CR300
CS305
FOR ISB
STRIP.
C
CL305
C S
NO.2 CARGO TANK
CR201
C
S
2
0
6
C
S
2
0
8
PORT SIDE
STBD SIDE
C
L
2
0
4
CL206
C
L
2
0
3
S
A
2
5
0
, S
A
2
5
1
S
A
2
5
2
, S
A
2
5
3
S
A
2
5
4
, S
A
2
5
5
S
A
2
5
6
, S
A
2
5
7
S
A
2
5
8
, S
A
2
5
9
F
L
2
0
0
R
C
L
2
0
7
C
L
2
0
0C
S
2
0
2
C
S
2
0
1
C
S
2
0
0
C
S
2
0
3
C
L
2
0
2
C
L
2
0
1
C
G
2
0
0
CG201
SP05
F
CS204
C
S
2
0
7
CR200
CS205
FOR ISB
STRIP.
C
CL205
C S
NO.1 CARGO TANK
CR101
C
S
1
0
6
C
S
1
0
8
PORT SIDE
STBD SIDE
C
L
1
0
4
CL106
C
L
1
0
3
S
A
1
5
0
, S
A
1
5
1
S
A
1
5
2
, S
A
1
5
3
S
A
1
5
4
, S
A
1
5
5
S
A
1
5
6
, S
A
1
5
7
S
A
1
5
8
, S
A
1
5
9
F
L
1
0
0
R
C
L
1
0
7
C
L
1
0
0C
S
1
0
2
C
S
1
0
1
C
S
1
0
0
C
S
1
0
3
C
L
1
0
2
C
L
1
0
1
C
G
1
0
0
CG101
SP05
SP04
F
CS104
C
S
1
0
7
CR100
CS105
FOR ISB
STRIP.
C
CL105
C S
SP03
C
G
7
0
0
C
G
7
0
1
C
G
7
0
3
C
G
7
0
4
C
G
7
0
7
CL700
C
G
7
0
2
O
F
OF
F
M
0
0
6
CG915CG911
CG907
CG903
C
G
9
2
5
NO.1 H/D COMPRESSOR
CS906
FORCING
VAPORISER
MIST
SEPARATOR
NO.1 B.O/W.U
HEATER
CG923
C
G
9
2
7
C
G
9
2
6
CG919 CG917
OF
FUEL GAS
TO BOILERS
(STBD ONLY)
FROM INERT GAS/
DRY AIR PLANT
CG930
FM004
ESD
VF
CG921
CG924
CS902
CG920 CG918
CG922
CS905
CS901
CS904
CS903
CG916CG912
CG908
CG904
NO.2 H/D COMPRESSOR
OF
CG913CG909
CG905
CG901
NO.1 L/D COMPRESSOR
OF
CG914CG910
CG906
CG902
NO.2 L/D COMPRESSOR
OF
CG705
CG706
C
G
7
0
8
C
G
9
2
8
O
F
FM005
CG929 OF
LNG
VAPORISER
C
G
9
0
0
C
L
7
0
1
KEY
LNG VAPOUR LINE
INERT GAS LINE
HUMID AIR LINE
C
L
4
0
7
C
L
4
0
0
NO.2 B.O/W.U
HEATER

3J LNG AL WOSAIL

1
st
7.4.4 Drying and Inerting (No.3 Cargo Tank)


During a maintenance operation where one cargo tank has been opened up and
contains wet air, it must be dried to avoid primarily the formation of ice when it
is cooled down and secondly the formation of corrosive agents if the humidity
combines with the sulphur and nitrogen oxides which might be contained in
excess in the inert gas. The tank is then inerted in order to prevent the possibility
of any flammable air/LNG mixture. Normal humid air is displaced by dry air.
Dry air is displaced by inert gas produced from the dry-air/inert-gas generator.

Dry air is introduced at the bottom of the tank through the filling piping. The air
is displaced from the vapour dome into the gas header via the fitted spool piece
and is discharged from No.1 vent mast. The operation can be carried out at shore
or at sea and will take approximately 10 hours to reduce the dew point to less
than -20 C.

During the time that the inert gas plant is in operation for drying and inerting the
tanks, the inert gas is also used to dry (below -40 C) and inert all other LNG and
vapour pipework. Before introduction of LNG or vapour, pipework not purged
with inert gas must be purged with nitrogen.

Operating Procedure for Drying Tanks

Dry air, with a dew point of -45 C, is produced by the dry-air/inert-gas generator
at a flow rate of 14,000 Nm
3
/h with one blower operation.

1) Prepare the dry air generator for use.

2) Fit the spool piece SP02 between IGG discharge line and liquid header.

3) Fit the spool piece SP05 between No.3 tank vapour outlet and gas
header, venting via No.1 vent mast.

4) Fit the spool piece between liquid header and No.1 vent mast.

5) Open valves CL701, CL307, CL300, to supply dry air to the liquid
header and No.3 cargo tank.

6) Open tank vapour valve CG301, ensure that valve CG300 remains
closed.

7) Open valve CG700 to vent through No.1 vent mast. The tank pressure is
controlled by the regulating valve CG702 set to 10 kPaG on the IAS.

8) Start the IGG. When dew point is -45 C, open the delivery valve and
close the purge valve on the dry-air/inert-gas discharge line.

10) Monitor the dew point of the tank by taking a sample at the vapour
dome. When the dew point is lower than -25 C, drying is complete.

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 be purged with dry air.

11) When the tank is dried, stop the IGG. Change over the IGG to inert gas
production and feed the tank in the same manner as for drying the tank.

Note
It is necessary to lower the tanks dew point by dry air to at least -20 C, before
feeding tanks with inert gas, in order to avoid formation of corrosive agents.

12) Start the inert gas generator. When oxygen content is less than 1% and
dew point is -45 C, open the delivery valve and close the purge valve
on the inert gas discharge line.

13) By sampling at the vapour dome, check the atmosphere of the tank by
means of the portable oxygen analyser. O
2
content is to be less than 1%
and the dew point less than -40 C.

14) During tank inerting, purge for about 5 minutes the air contained in the
lines and equipment by using valves and purge sample points.

15) Inert emergency cargo pump well with N
2
through the foot valve.

16) When the operation is completed, stop the supply of inert gas and close
the valves CL701, CL307, CL300, CG301, CG700 and remove the
spool pieces.

Note
Until the ship is ready to load LNG, the tank may be maintained under inert gas
as long as is necessary. Pressurise the tank to 20 kPa above atmospheric pressure,
and to reduce leakage isolate the valve at the forward venting system.

It is assumed that the maintenance/repair of one tank will take place while the
ship is on ballast passage, having discharged the cargo from the affected tank in
the normal manner. Therefore gas filling will not be undertaken until the ship
returns to the loading port.

On arrival at the loading terminal the first procedure will be to gas fill the
affected tank with vapour from shore, venting the inert gas through the liquid
header via the spool piece to No.1 vent mast.

If coolant is sufficient in the other tanks, the gas filling operation is carried out
on the ballast passage.

The gas filling operation is considered complete when the CH content, as
measured at the top of the cargo filling pipe, exceeds 99 % by volume.

The target values for N
2
gas and inert gas CO
2
is equal to or less than 1 %. These
values should be matched with the LNG terminal requirements. This normally
entails approximately two changes of the volume of the atmosphere in the cargo
tank.

On completion of purging, the tank can be made common with the other tanks.
Cool down of the liquid header will take place and normal loading will
commence into the other three tanks. When a liquid level of approximately 1m is
attained in No.4 tank, No.4 stripping/spray pump can then be used to cool down
the tank to be brought back into service at a rate of no more than 20 C per hour.
When the ATR temperature of the tank reaches -130 C loading can commence
into this tank.

3J LNG AL WOSAIL

1
st
Illustration 7.4.5a Gassing-Up (No.3 Cargo Tank)

C
L
0
4
1
E
S
D
C
L
0
4
3
C
S
0
4
3
C
S
0
4
1
EM'CY VENT
CARGO VAPOUR
CARGO LIQUID
SPRAY MAIN
E
S
D
E
S
D
C
L
0
3
1
C
L
0
1
1
C
L
0
1
3
C
S
0
1
3
C
S
0
1
1
C
L
0
2
1
C
L
0
2
3
C
S
0
2
3
C
S
0
2
1
C
L
0
3
3
C
S
0
3
3
C
S
0
3
1
C
G
0
7
1
E
S
D
C
G
0
7
3
CS035 CS025
CG075
FM002
OF
FM003
F
M
0
0
1
CS071
NO.4 CARGO TANK
CR401
C
S
4
0
6
C
S
4
0
8
PORT SIDE
STBD SIDE
C
L
4
0
4
CL406
C
L
4
0
3
S
A
4
5
0
, S
A
4
5
1
S
A
4
5
2
, S
A
4
5
3
S
A
4
5
4
, S
A
4
5
5
S
A
4
5
6
, S
A
4
5
7
S
A
4
5
8
, S
A
4
5
9
F
L
4
0
0
R
C
S
4
0
2
C
S
4
0
1
C
S
4
0
0
C
S
4
0
3
C
L
4
0
2
C
L
4
0
1
C
G
4
0
0
CG401
SP05
SP02
SP01
F
E
S
D
C
L
0
4
2
E
S
D
C
L
0
4
4
C
S
0
4
4
C
S
0
4
2
E
S
D
E
S
D
C
L
0
3
2
C
L
0
1
2
C
L
0
1
4
C
S
0
1
4
C
S
0
1
2
C
L
0
2
2
C
L
0
2
4
C
S
0
2
4
C
S
0
2
2
C
L
0
3
4
C
S
0
3
4
C
S
0
3
2
C
G
0
7
2
E
S
D
C
G
0
7
4
CS036 CS026
E
S
D
CS700 C
S
7
0
2
CS703
CS404
C
S
4
0
7
CR400
CS405
FOR ISB
STRIP.
C
CL405
C S
NO.3 CARGO TANK
CR301
C
S
3
0
6
C
S
3
0
8
PORT SIDE
STBD SIDE
C
L
3
0
4
CL306
C
L
3
0
3
S
A
3
5
0
, S
A
3
5
1
S
A
3
5
2
, S
A
3
5
3
S
A
3
5
4
, S
A
3
5
5
S
A
3
5
6
, S
A
3
5
7
S
A
3
5
8
, S
A
3
5
9
F
L
3
0
0
R
C
L
3
0
7
C
L
3
0
0C
S
3
0
2
C
S
3
0
1
C
S
3
0
0
C
S
3
0
3
C
L
3
0
2
C
L
3
0
1
C
G
3
0
0
CG301
SP05
F
CS304
C
S
3
0
7
CR300
CS305
FOR ISB
STRIP.
C
CL305
C S
NO.2 CARGO TANK
CR201
C
S
2
0
6
C
S
2
0
8
PORT SIDE
STBD SIDE
C
L
2
0
4
CL206
C
L
2
0
3
S
A
2
5
0
, S
A
2
5
1
S
A
2
5
2
, S
A
2
5
3
S
A
2
5
4
, S
A
2
5
5
S
A
2
5
6
, S
A
2
5
7
S
A
2
5
8
, S
A
2
5
9
F
L
2
0
0
R
C
L
2
0
7
C
L
2
0
0C
S
2
0
2
C
S
2
0
1
C
S
2
0
0
C
S
2
0
3
C
L
2
0
2
C
L
2
0
1
C
G
2
0
0
CG201
SP05
F
CS204
C
S
2
0
7
CR200
CS205
FOR ISB
STRIP.
C
CL205
C S
NO.1 CARGO TANK
CR101
C
S
1
0
6
C
S
1
0
8
PORT SIDE
STBD SIDE
C
L
1
0
4
CL106
C
L
1
0
3
S
A
1
5
0
, S
A
1
5
1
S
A
1
5
2
, S
A
1
5
3
S
A
1
5
4
, S
A
1
5
5
S
A
1
5
6
, S
A
1
5
7
S
A
1
5
8
, S
A
1
5
9
F
L
1
0
0
R
C
L
1
0
7
C
L
1
0
0C
S
1
0
2
C
S
1
0
1
C
S
1
0
0
C
S
1
0
3
C
L
1
0
2
C
L
1
0
1
C
G
1
0
0
CG101
SP05
SP04
F
CS104
C
S
1
0
7
CR100
CS105
FOR ISB
STRIP.
C
CL105
C S
SP03
C
G
7
0
0
C
G
7
0
1
C
G
7
0
3
C
G
7
0
4
C
G
7
0
7
C
G
7
0
2
O
F
OF
F
M
0
0
6
CG915CG911
CG907
CG903
C
G
9
2
5
NO.1 H/D COMPRESSOR
CS906
FORCING
VAPORISER
MIST
SEPARATOR
NO.1 B.O/W.U
HEATER
CG923
C
G
9
2
7
C
G
9
2
6
CG919 CG917
OF
FUEL GAS
TO BOILERS
(STBD ONLY)
FROM INERT GAS/
DRY AIR PLANT
CG930
FM004
ESD
VF
CG921
CG924
CS902
CG920 CG918
CG922
CS905
CS901
CS904
CS903
CG916CG912
CG908
CG904
NO.2 H/D COMPRESSOR
OF
CG913CG909
CG905
CG901
NO.1 L/D COMPRESSOR
OF
CG914CG910
CG906
CG902
NO.2 L/D COMPRESSOR
OF
CG705
CG706
C
G
7
0
8
C
G
9
2
8
O
F
FM005
CG929 OF
LNG
VAPORISER
C
G
9
0
0
C
L
7
0
1
C
L
4
0
7
C
L
4
0
0
NO.2 B.O/W.U
HEATER
CL700
KEY
LNG LIQUID LINE
LNG VAPOUR LINE
LNG MIXTURE AND
INERT GAS LINE

3J LNG AL WOSAIL

1
st
7.4.5 Gassing-Up (No.3 Cargo Tank)

Operating Procedures to Purge One Cargo Tank with LNG Liquid Already
on Board.

It is assumed, though unlikely in practice, that all valves are closed prior to use
except fuel gas to boilers. Normal gas burning is continued during this operation
using vapour from the three in-service tanks. LNG liquid will be supplied to the
LNG vaporizer via the stripping/spray header using the stripping/spray pump of
a cargo tank containing LNG liquid (In this case No.4 Cargo Tank).

1) Install the following spool pieces:
Gas header to No.3 cargo tank (SP05).
Liquid header to No.1 vent mast (SP04).

2) Prepare the LNG vaporizer.

3) Adjust the set point of the temperature control valve to +20 C.

4) Using the IAS, adjust the set point of the pressure control valve CG702
to 6 kPaG (or required value) by using the inching control (remote/auto).

5) At the No.1 vent mast, open valve CL700.

6) Open the vapour dome outlet valves to the vapour header CG100, 200
and 400. Keep CG300 firmly closed.

7) Open stripping/spray line to LNG vaporizer valves CS403 and CS702.

7) Open No.4 cargo tank discharge valve CS401 to 30% and Start the No.4
stripping/spray pump.

8) Adjust the spray discharge valve CS401 to allow minimum flow to the
LNG vaporizer.

9) Pressure in LNG vaporiser line shall be controlled by CS400.

8) Open valve CS901, the inlet valve to the LNG vaporizer.

9) In the cargo compressor room, open the outlet from the LNG vaporizer
CG929.

10) Open valve CG708 to allow supply to No.3 cargo tank gas header.

11) Open the header valve CG301 to No.3 tank vapour dome.

12) Using the IAS, open the individual tank loading valves, CL300, CL307.

13) Adjust No.1 vent mast pressure with CG702 set at 23 kPaG or as
required.
14) Monitor the vapour exhausting at each liquid dome (use the mid cargo
tank sample cock initially, followed by the sample cock at the top of the
loading line). Also monitor the vapour exhausted at No.1 vent mast
using the sample cock.

15) Verify that CH content is at least 98% by testing at a purge valve at the
bottom side of the tank. Purge for 5 minutes all the related sections of
pipelines, machines, equipment and instrumentation lines.

16) The operation is considered complete when No.3 cargo tank has at least
a 98 % CH content and the acceptable CO
2
content and N
2
content as
requested by the terminal.

Note
This function should be performed in open sea only.

3J LNG AL WOSAIL

1
st
Illustration 7.4.6a Cool Down (No.3 Cargo Tank)

C
L
0
4
1
E
S
D
C
L
0
4
3
C
S
0
4
3
C
S
0
4
1
EM'CY VENT
CARGO VAPOUR
CARGO LIQUID
SPRAY MAIN
E
S
D
E
S
D
C
L
0
3
1
C
L
0
1
1
C
L
0
1
3
C
S
0
1
3
C
S
0
1
1
C
L
0
2
1
C
L
0
2
3
C
S
0
2
1
C
L
0
3
3
C
S
0
3
3
C
S
0
3
1
C
G
0
7
1
E
S
D
C
G
0
7
3
CS035 CS025
CG075
FM002
OF
FM003
F
M
0
0
1
CS071
NO.4 CARGO TANK
CR401
C
S
4
0
6
C
S
4
0
8
PORT SIDE
STBD SIDE
C
L
4
0
4
CL406
C
L
4
0
3
S
A
4
5
0
, S
A
4
5
1
S
A
4
5
2
, S
A
4
5
3
S
A
4
5
4
, S
A
4
5
5
S
A
4
5
6
, S
A
4
5
7
S
A
4
5
8
, S
A
4
5
9
F
L
4
0
0
R
C
S
4
0
3
C
L
4
0
2
C
L
4
0
1
C
G
4
0
0
CG401
SP05
SP02
SP01
F
E
S
D
C
L
0
4
2
E
S
D
C
L
0
4
4
C
S
0
4
4
C
S
0
4
2
E
S
D
E
S
D
C
L
0
3
2
C
L
0
1
2
C
L
0
1
4
C
S
0
1
4
C
S
0
1
2
C
L
0
2
2
C
L
0
2
4
C
S
0
2
4
C
S
0
2
2
C
L
0
3
4
C
S
0
3
4
C
S
0
3
2
C
G
0
7
2
E
S
D
C
G
0
7
4
CS036 CS026
E
S
D
CS700 C
S
7
0
2
CS703
CS404
C
S
4
0
7
CR400
CS405
FOR ISB
STRIP.
C
CL405
C S
NO.3 CARGO TANK
CR301
C
S
3
0
6
C
S
3
0
8
PORT SIDE
STBD SIDE
C
L
3
0
4
CL306
C
L
3
0
3
S
A
3
5
0
, S
A
3
5
1
S
A
3
5
2
, S
A
3
5
3
S
A
3
5
4
, S
A
3
5
5
S
A
3
5
6
, S
A
3
5
7
S
A
3
5
8
, S
A
3
5
9
F
L
3
0
0
R
C
L
3
0
7
C
L
3
0
0C
S
3
0
2
C
S
3
0
1
C
S
3
0
0
C
S
3
0
3
C
L
3
0
2
C
L
3
0
1
C
G
3
0
0
CG301
SP05
F
CS304
C
S
3
0
7
CR300
CS305
FOR ISB
STRIP.
C
CL305
C S
NO.2 CARGO TANK
CR201
C
S
2
0
6
C
S
2
0
8
PORT SIDE
STBD SIDE
C
L
2
0
4
CL206
C
L
2
0
3
S
A
2
5
0
, S
A
2
5
1
S
A
2
5
2
, S
A
2
5
3
S
A
2
5
4
, S
A
2
5
5
S
A
2
5
6
, S
A
2
5
7
S
A
2
5
8
, S
A
2
5
9
F
L
2
0
0
R
C
L
2
0
7
C
L
2
0
0C
S
2
0
2
C
S
2
0
1
C
S
2
0
0
C
S
2
0
3
C
L
2
0
2
C
L
2
0
1
C
G
2
0
0
CG201
SP05
F
CS204
C
S
2
0
7
CR200
CS205
FOR ISB
STRIP.
C
CL205
C S
NO.1 CARGO TANK
CR101
C
S
1
0
6
C
S
1
0
8
PORT SIDE
STBD SIDE
C
L
1
0
4
CL106
C
L
1
0
3
S
A
1
5
0
, S
A
1
5
1
S
A
1
5
2
, S
A
1
5
3
S
A
1
5
4
, S
A
1
5
5
S
A
1
5
6
, S
A
1
5
7
S
A
1
5
8
, S
A
1
5
9
F
L
1
0
0
R
C
L
1
0
7
C
L
1
0
0C
S
1
0
2
C
S
1
0
1
C
S
1
0
0
C
S
1
0
3
C
L
1
0
2
C
L
1
0
1
C
G
1
0
0
CG101
SP05
SP04
F
CS104
C
S
1
0
7
CR100
CS105
FOR ISB
STRIP.
C
CL105
C S
SP03
C
G
7
0
0
C
G
7
0
1
C
G
7
0
3
C
G
7
0
4
C
G
7
0
7
CL700
C
G
7
0
2
O
F
OF
F
M
0
0
6
CG915CG911
CG907
CG903
NO.1 H/D COMPRESSOR
CS906
FORCING
VAPORISER
MIST
SEPARATOR
NO.1 B.O/W.U
HEATER
NO.2 B.O/W.U
HEATER
CG923
C
G
9
2
7
C
G
9
2
6
CG919 CG917
OF
FUEL GAS
TO BOILERS
(STBD ONLY)
FROM INERT GAS/
DRY AIR PLANT
CG930
FM004
ESD
VF
CG921
CG924
CS902
CG920 CG918
CG922
CS905
CS901
CS904
CS903
CG916CG912
CG908
CG904
NO.2 H/D COMPRESSOR
OF
CG913CG909
CG905
CG901
NO.1 L/D COMPRESSOR
OF
CG914CG910
CG906
CG902
NO.2 L/D COMPRESSOR
OF
CG705
CG706
C
G
7
0
8
C
G
9
2
8
O
F
FM005
CG929 OF
LNG
VAPORISER
C
G
9
0
0
C
L
7
0
1
C
L
4
0
7
C
L
4
0
0
KEY
LNG VAPOUR LINE
SPRAY LINE
C
S
0
2
3
C
G
9
2
5
C
S
4
0
2
C
S
4
0
1
C
S
4
0
0

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7.4.6 Cool Down (No.3 Cargo Tank)

Assuming a single tank is to be cooled down using the heel in another tank.

It is assumed that all valves are closed prior to use, and it is No.4 tank that
contains the heel.

Set the No.1 vent mast riser set point to 15 kPaG and the LD compressor(s) on
line to supply the engine room with boil-off gas for the boilers.


Set the supply valve CN511 (nitrogen to the insulation space header) at 500kPaG.

Confirm the set point of the inter barrier space nitrogen supply regulating valves
at 1 kPaG and the insulation space at 1.5 kPaG

at 1.5 kPaG and the insulation space at 1.5 kPaG

1) Open the vapour dome outlet valves to the vapour header CG100, 200,
300 and 400.

2) Open the spray inlet valves to the No.3 tank CS307, 308 and 303.

3) Open No.4 stripping/spray pump discharge valve CS401 to 30%, fully
open return valve CS400 and Start the No.4 stripping/spray pump.

4) Adjust the spray discharge valve CS401 to allow minimum flow and
fully open CS403 to cool down No.3 spray header. Pressure in the
stripping/spray header shall be controlled by CS400.

5) Once cool down of the spray header to No.3 tank is complete, increase
the flow rate by adjusting No.4 stripping/spray pump discharge valve to
allow an even cool down and control of vapour pressure.

Care should be taken to control the vapour pressure either in the boilers as fuel,
or venting to the atmosphere via CG701, CG702 and the No.1 vent mast riser.

allow the spray line to warm up to ambient temperature before closing
them.

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7.5 Ship to Ship Transfer

This section is intended to complement the ICS Tanker Safety Guide, (Liquefied
Gases) and the ICS Ship to Ship Transfer Guide (Liquefied Gases) and should be
supplemented by the Company's own instructions and orders.

1. General Safety

The person (master or other officer) in overall control of the operation should be
clearly established before the operation commences, and the actual transfer
should be carried out in accordance with the wishes of the receiving ship.

The means of communication should also be well established before transfer and
both ships must be in direct contact with each other during the whole operation.
Radio telephone contact should be established on VHF Channel 16 and thereafter
on a mutually agreed working channel. Approach, mooring, transfer and
unmooring should not be attempted until fully effective communications are
established.

Should there be a breakdown in communications for whatever reason, either on
approach or during transfer, the operation should immediately be suspended.

Caution
The ignition of gas vapours may be possible by direct or induced radio frequency
energy and no radio transmissions, other than at very high frequency, should take
place during transfer operations. Arrangements should be made with an
appropriate coast station for blind transmissions which would allow reception of
urgent messages.

2. Pre-Mooring Preparations

Prior to mooring, the organisers of the transfer should notify the local authorities
of their intentions and obtain any necessary permits.

The two vessels should liaise with each other and exchange details of the ships:

Which side is to be used for mooring, the number of
fairleads and bitts to be used for mooring and their distance
from the bow and stern of the ship.

The size and class of manifold flanges to be used.

The anticipated maximum height differential of the
manifolds for determining hose length required.

The type of hoses required and their supports to ensure that
their allowable bending radius is not exceeded.

The weather conditions should be taken into consideration, as they will
determine the type and number of fenders to be used and the type of mooring
procedure to be used. Both Masters should be in agreement that conditions are
suitable for berthing and cargo transfer before the operation takes place.
Fenders should be positioned according to an agreed plan, taking into
consideration the type and size of both ships, the weather conditions and the type
of mooring that is to take place.

All equipment to be used should be thoroughly prepared and tested, and all
safety equipment should be checked and be ready for use if required.

1) Cargo Equipment to be Tested

Ventilation of compressor, pump and control room to be
fully operational.
Gas detection systems to be correctly set, tested and
operating.
Emergency shut down system to be tested and ready for use.
Pressure and temperature control units to be operational.
Cargo tanks to be cooled, if necessary.
Manifolds to be securely blanked.
Cargo hose reducers to be ready in place.
Hose purging equipment to be acceptable.

2) Safety Precautions

Fire main tested and kept under pressure.
Water spray system tested and ready.
Two additional fire hoses connected near the manifold and
ready for use.
Dry powder system ready.
All access doors to the accommodation are to be kept closed
at all times during transfer.
No smoking.
Impressed current cathodic protection system, if fitted, to be
switched off at least three hours before transfer.
First aid equipment etc. to be ready for use.

3. Mooring

The most successful method of berthing is with both ships underway. One ship,
preferably the larger, maintains steerage way on a constant heading as requested
by the manoeuvring ship, usually with the wind and sea dead ahead. The
manoeuvring ship then comes alongside.

Successful operations have taken place with one ship at anchor in fine weather
conditions, and this is not too difficult if there is an appreciable current and a
steady wind from the same direction. If not, then tug assistance may be necessary.

Mooring should be rapid and efficient and can be achieved with good planning
by the Masters of both ships.

In general, the following points should be noted.

The wind and sea should be ahead or nearly ahead.
The angle of approach should not be excessive.
The two ships should make parallel contact at the same
speed with no astern movement being necessary.
The manoeuvring ship should position her manifold in line
with that of the constant heading ship and match the speed as
nearly as possible.

Contact is then made by the manoeuvring ship, reducing the distance between
the two ships by rudder movements until contact is made by the primary fenders.

Note
Masters should be prepared to abort if necessary. The International Regulations
for Preventing Collisions at Sea must be complied with.

On completion of mooring, the constant heading ship will proceed to an
anchoring position previously agreed. The manoeuvring ship will have its
engines stopped and rudder amidships, or angled towards the constant heading
ship. The constant heading ship should use the anchor on the opposite side to that
on which the other ship is berthed.

From the time that the manoeuvring ship is all fast alongside, to the time the
constant heading ship is anchored, the constant heading ship assumes
responsibility for the navigation of the two ships.
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4. Transfer Operations

Transfer can begin when the two Masters have ensured that all the pre-transfer
checks and precautions have been completed and agreed between them. Both
ships should be prepared to disconnect and un-moor at short notice should
anything go wrong.

During transfer, ballast operations should be performed in order to keep the trim
and list of both vessels constant. Listing of either vessel should be avoided
except for proper tank draining. Checks should also be kept on the weather,
traffic in the area, and that all safety equipment is still in a state of readiness.

Transfer can take place whilst the two vessels are at anchor. This is the most
common method. Transfer can also take place whilst the two vessels are
underway, though this depends on there being adequate sea room, traffic
conditions and the availability of large diameter, high absorption fenders.

1) Underway Transfer
After completion of mooring, the constant heading ship maintains
steerage way and the manoeuvring ship adjusts its engine speed and
rudder angle to minimise the towing load on the moorings. The course
and speed should be agreed by the two Masters and this should result in
the minimum movement between the two ships. The Master of the
constant heading ship is responsible for the navigation and safety of the
two vessels.

2) Drifting Transfer
This should only be attempted in ideal conditions.

3) Completion of Transfer
After transfer has been completed and before unmooring, all hoses
should be purged, manifolds securely blanked and the relevant
authorities informed that transfer is complete.

5. Unmooring

This procedure will be carried out, under normal conditions, at anchor, though if
both Masters agree, unmooring can take place underway.

Before unmooring begins, obstructions from the adjacent sides of both ships
should be cleared and the sequence and timing of the event be agreed by both
ships, and commenced at the request of the manoeuvring ship. Lines should be
singled up fore and aft, then let go the remaining forward mooring allowing the
ships to drift away from each other, at which time the remaining after moorings
are let go and the ships drift clear of each other. Neither ship should, at this point,
attempt to steam ahead or astern until their mid lengths are about two cables
apart.

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7.6 Jettisoning of Cargo

Warning
The jettisoning of cargo is an emergency operation. It should only be carried out
to avoid serious damage to the cargo tank and/or inner hull steel structure.

A membrane or insulation failure in one or more cargo tanks may necessitate the
jettisoning of cargo from that particular cargo tank to the sea. This is carried out
using a single main cargo pump, discharging LNG through a portable nozzle
fitted at the ships manifold.

As jettisoning of LNG will create hazardous conditions:

1) All the circumstances of the failure must be carefully evaluated before
the decision to jettison cargo is taken.

2) All relevant fire fighting equipment must be manned, in a state of
readiness and maintained so during the entire operation.

3) All accommodation and other openings and all vent fans must be
secured.

4) The NO SMOKING rule must be rigidly enforced.

5) The water curtain on the side of the jettison is to be running to protect
the ships structure.

Weather conditions, and the heading of the vessel relative to the wind, must be
considered so that the jettisoned liquid and resultant vapour cloud will be carried
away from the vessel. In addition, if possible, avoid blanketing the vapour with
exhaust gases from the funnel.

The discharge rate must be limited to the capacity of one cargo pump only and, if
necessary, reduced to allow acceptable dispersal within the limits of the
prevailing weather conditions.

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