LNG Cargo Operating Manual

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3J

Cargo Operating ManualLNG AL WOSAIL (H1440)

1 st draft / 2004.10.29



3J LNG AL WOSAIL Cargo Operating Manual

1 st Draft / 2004.10.29 6 Abbreviation

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




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

Part 1 : Design Concept of the Vessel1.1 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 1Design Concept of the Vessel




1 st Draft / 2004.10.29 1 - 7 Part 1 Design Concept of the Vessel

1.1.4 General Arrangement

AIRDRAUGHT(apprx. 50MA/B)

UP

DNTOE/R

UP

UP

UP

UP

VENT. VEN T.CRO SS VENT .

VENT. VEN T.CRO SSVENT .

UP

*

HL

HL

EL.TRUNK

ESCAPETRUNKFOR ECR

ELEVAT OR W . C

AIR HANDLINGUNITROO M

OXY.RM

ACE.RM

HYD. PO WERUNIT ROOM

*

**

*

*

*

*

*

*

*

*

*

*

*

*

LOBBY

PAINT STORE

DECKSTORE

MEATROOMVEGET.

ROOM

DAIRYROOM

LOBBY

FISHROOM

S T O R E

W.C

DRY PRO V.STORE

*

DUMBWAITER

L O C K E R

WORKERSCABIN(6 P) SAFETY

EQUIP.ROOM

CRE W'SCHA NGROOM FIRE

CONTRO LSTATION

NO 1CARGO

SWITCHBOARDROOM

OFFICERS'CHANG ING ROOM

NO 2 .CARGO

SWITCHBOARDROOM

ENGINE CASI NG

CO2RELEASE

CHE M-ICAL

STORE

OILGREASESTORE

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

S I D E T AN G E N T LI N E

D.L.W.L.EM'CYEXIT

ENGINE ROOM

NO. 4 CARGO TANK NO. 3 CARGO TANK NO. 2 CARGO TANK NO. 1 CARGO TANK

DECK STORE

NO.4 TRUNK

ELEC.MOTORROOM

CARGOMACH.ROOM

CARGOMACH.ROOM

ELEC.MOTORROOM

FS :800

2900

F W D W

. B . T . ( P &

S )

F . W . T . ( P &

S )

D I S T . W

. T . ( P &

S )

2900

FWD.PUMPRM.

N O. 4 W. B. T

. ( P & S )

13600 44000 2650 2900 2650

FS :800

20800

N O. 2 H

. F. O. T. ( S )

NO.1H.F.O.SETT.T.(S)

LOWSULPHURH.F.O.T.(P)

D . O . S

T O R

.

T . ( S )

E / R W. B. T

. ( P & S ) H.F.O.

OVERFLOWT.(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 140150

N O . 1 H

. F . O . T . ( C )

8090 100 110 120

130 140 150

3080 3075 3250 3225 3250 3225 2990 2925

40035 45475 45475 29835

80 90 100 110 120

B.WS/TL.ODRAIN TK.

MAINL.OSUMPTK B.W B.W

B.W B.W B.W

685

AIRDRAUGHT(apprx. 50MA/B)

PRINCIPAL PARTICULARS

Length Overall 283.0 mLength Between Perpendiculars 270.0 mBreadth (mld) 43.4 mDepth (mld) 26.0 mDraft 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 TURBINEMCR : 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 andMinimum Temperature -163 , Specific Gravity 500 kg/m 3)SH-DLA, SHCM, AMS, ACCU, UWILD, PMS includingCMS, NIBS, NBLES.

COMPLEMENT : Total 39 persons + 6 workers





24) BS 1807-1981.

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

26) IMO Resolution A343(ix) Recommendation on method of measuringnoise 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 byCommission

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

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

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

If the formal certificate(s) are not obtained at the time of the Vessel’s 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 Owneras soon as available after the Vessel’s delivery.





Blank Page





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





Ultimate tensile strength : 600 Kg/cm2 parallel to face grain400 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 of15mm nominal thickness. This plywood shall be used for the fabrication ofhardwood keys.

5. Adhesive products

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

Epoxy glue. Loading bearing epoxy mastic, Polyurethane glue.

Epoxy glue

Epoxy glue shall be used for assembling the insulating elementsProduct with two components : resin + hardenerVolumetric mass of mixture : 1.3

Load bearing mastic

Loading bearing mastic shall be used for the supporting of insulating panels.Product with two components : resin + hardenerMixing and application with automatic machineVolume mass of mixture : 1.5

Polyurethane glue

Polyurethane glue shall be used for the prefabrication of the insulation panels.Product with two components : resin + hardenerApplication by spraying system or automatic machine

Volume mass of mixture : 1.3





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

Stripping/Spray Pump

Filling Line

Discharge Line





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





Illustration 1.3.2b Construction of Containment System – Flat Area

Cylindrical plug

Nut HM 10

Washer LL 10

Level wdege

Anchoring strip

Secondarybarrier joint

Top bridge pad

Cylindrical plug

Flat panel

Flat joint

Stud

Fitting Componets

for Flat Panel

Secondarybarrier





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

XS P

X : Resine rope thickness 12.5mm

S: Secondary Insulation 170 mmP : 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

75 ± 40

30

140880

Longitudinal bulkhead90

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 arecompensated by tolerance ± 40

A

A

A

A

ABlack PlywoodTh. 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 GLUEB

Sandwich Panel

B

B

B





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

340

X : Resine rope thickness 12.5mmS: Secondary Insulation 170 mmP : Primary Insulation 10mm

Actual dimension of inner hullare 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

5570

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 l a t P a n e l

E - G - H - K

S + P

S

X

P

340211

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 plywoodTh. 9mm

Insulating foam

Back plywoodTh. 9mm

Back plywoodTh. 9mm

Plywood Th. 12mm

Top plywoodTh. 9mm

Junction band

Insulating foam

A : Bonding with PU GLUE

: Bonding with EPOXY GLUEB

A A

A

A

A

A

B

B

B

A

A

A A



3J LNG AL WOSAIL Cargo Operating Man al





The cargo hold will be cleaned and all traces of rust, grease or pollution will beremoved 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 panelsThe 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 flatwall 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 localvacuum 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 stagein 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 bedone.

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/oron 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 ofthe primary barrier. This welding operation shall be performed either manually orautomatically.

Simultaneously, angle pieces shall be put in place and welded as for themembrane sheets.





Illustration 1.4a Hazardous Areas and Gas Dangerous Zone Plan



g p g

1 st Draft / 2004.10.29 Part 2 Properties of Gases

Part 2 : Properties of Gases 2.1 Characteristics of LNG............ ............ ............ ............ ............ .......... 2 - 2

2.1.1 Physical Properties and Composition of LNG........ ............ .... 2 - 22.1.2 Flammability of Methane, Oxygen and Nitrogen Mixtures.... 2 - 3

2.1.3 Supplementary Characteristics of LNG ............ ............ .......... 2 - 42.1.4 Avoidance of Cold Shock to Metal ............ ........... ............ ...... 2 - 6

2.2 Properties of Nitrogen and Inert Gas... ............ ............ ............ .......... 2 - 7

Part 2Properties of Gases




1 st 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 emperature

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

Pressurembar A

Temperature

100% Methane



1 st Draft / 2004.10.29 Part 3 Integrated Automation System

Part 3 : Integrated Automation System (IAS) 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 3Integrated Automation System (IAS)




1 st Draft / 2004.10.29 3 - 1 Part 3 Integrated Automation System

Illustration 3.1.1a IAS Overview

DOHS

DOHSPER SONNEL

ALARM SYSTEM

ALARMPRINTER

LOGGINGPRINTER

COLOR HARDCOPIER

WHEEL HOUSE

EXTENSION VDUSYSTEM

EXT. VDU NET(ETHERNET)

DOGS

EXT. VDUSERVER

DOGS

EXT. VDUSERVER

DOPC

4 SETS

Cargo Control Console Engine control Console

DOGS

COLOR HARDCOPIER

ALARMPRINTER

LOGGINGPRINTER

DOSS DOSS DOSS DOSSDOSS DOSS DOSS DOSS

DEO-NET (ETHERNET)

RECEPTACLES FORPOTABLE 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/FFOR 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)

DOHSEXTENSION

ALARM PANEL

27 PANELS

LEGEND

DOSS : DEO OPEN SUPERVISORY STATIONDOHS : DEO OPEN HISTORY STATIONDOPC : DEO PROCESS CONTROLLERDOGS : DEO OPEN GATEWAY STATION

CCR (Cargo Control Room) ECR (Engine Control Room)

PORTABLEEXTENSION VDU

3 SETS

DOSS DOSS

PlasmaDisplay

DOPC

DOHS

3 SETS

DOPCDOPC

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 RMCh/O DAY RM

MACHINERY I/O CABINETCARGO I/O CABINETCARGO I/O CABINET

SERIAL COMMUNICATION I/ FOPC COMMUNICATIONFOR CARGO & MACHINERY SYSTEMSHIPBOARD MANAGEMENT SYSTEM




1 st Draft / 2004.10.29 3 - 2 Part 3 Integrated Automation System

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

DOHSDOHS

PERSONNEL ALARM SYSTEMDOHS

EXTENSION ALARM PANEL

MACHINERY I/O CABINET

LEGEND

DOSS : DEO OPEN SUPERVISORY STATIONDOHS : DEO OPEN HISTORY STATIONDOPC : DEO PROCESS CONTROLLERDOGS : DEO OPEN GATEWAY STATIONOPT. CONV. : OPTICAL CONVERTORSIM : SE RIAL 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




4.2. 3 Mode Selection

1. Ballast and Laden Mode

Fig. 1 Ballast and Laden Mode Logic

V H d M i P (Ab )



1 st Draft / 2004. 10. 29 4 - 8 Part 4 Cargo System

There are two pressure controllers, one for Laden Voyage and one for BallastVoyage, 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 toatmosphere 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 orgauge pressure (for Laden mode).The pressure controllers will protect the cargo tanks and adjust the “AvailableBOG Flow” according to its set point. To control the vapour header pressureeither 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 usedfor the two.Switching between Laden and Ballast mode is performed during loading /

unloading.

1) Pressure Sensor Mode

Voyage Mode Pressure Sensor Pressure RangeBallast Gauge Only option.

Absolute When the vapour headerpressure is above 5 kPa.

LadenGauge When the vapour header

pressure is below 5 kPa.Switching between absolute and gauge pressure is bump-less and can bedone at any time.

2) Failsafe Handling Ballast Mode Controller

Cause Effect CommentsVapour header pressuremeasurement signalfailure.

Controller put in manualmode with the currentcontroller output.

Gaugepressure.

3) Failsafe Handling Laden Mode Controller

Cause Effect Comments

Vapour header pressuremeasurement signalFailure.


Gaugepressure.

Vapour header pressuremeasurement signalFailure.


Absolutepressure.

SetLaden mode press controller

FeedF

Available BOG Flow (kg/h)

Set

Est. BOG FlowBallast Mode (kg/h)

Ballast mode press controller

Ballast Laden

Gauge Abs

Est. BOG FlowLaden Mode (kg/h)

Vapor Header Main Pressure (Abs)

Vapor Header Main Pressure (Gauge)

FeedF


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 ofCargo 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 l e t

H

E

P

Hs Hd

PUMP Motor Capacity : 1,700 m 3 /h Output : 530 kWTotal Head : 155 m Synchronous Speed : 1,800 rpmSuc. Head : – m Electric Source : AC 6,600V 60 HzLiquid Name : LNGTemp erat ure : -16 3 ˚ CSpecific Gravity : 0.5Minimum F low : 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




Illustration 4.3.2a Stripping/Spray Pumps

DISCHARGE




PUMP Motor Capacity : 50 m 3 /h Output: 24 kWTotal Head : 145 m Synchronous Speed :3,600 rpmSuc. Head : – m Electric Source: AC 440V 60 HzLiquid Name : LNGTemp erat ure : -163 ˚ CSpecific Gravity : 0.5Minimum F low : 20 m 3 /h

0

5

10

15

0

20

40

60

120

140

160

0

0.5

1.0

1.5

Characteristic Curve ofStripping/Spray Pump

Capacity Q (m 3 /h)

T o t a l H e a d H ( m )

P u m p


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

P

HsHd

180

10 20 30 40 50 60

202.0

80

SUCTIONTANK 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




Blank Page


Illustration 4.3.3a Emergency Cargo Pump

Characteristic Curve of

TERMINAL HEADER




0

0

50

100

150

0

20

40

60

120

140

160

180

0

1.0

2.0

3.0

Characteristic Curve of

Emergency Cargo Pump

Capacity Q (m 3 /h)

T o t a l H e a l H ( m )

P u m p


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

P

Hs Hd

PUMP Motor Capacity : 550 m 3 /h Output: 200 kWTotal Head : 155 m Synchronous Speed : 3,600 rpmSuc. Head : – m Electric Source: AC 440V 60 HzLiquid Name : LNGTemp er at ur e : -16 3 ˚ CSpecific Gravi ty : 0 .5Minimum 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 LEVELLIQUID DOME TOP

POWER CABLE

COLUME COVER

FLEXIBLE CABLE

JUNCTION BOXN2 GASINLET

TO SWITCHBOARD

SUPPORT WIRE ROPE

GUIDE ROLLER

POWER CABLE

FOOT VALVESUCTION

DISCHARGE

1,900 mm

520 mm




Blank Page


Illustration 4.4.1a HD Compressor

VENT

PLLL

PAL11

PI1A

PI2A

TAHH2A

TI2B

TAH2B

T PLLL

TLHHTT

PLLLT

TLHHT A

I2 I1

A A A

L15 5

PI8

PAL8

TAL8

TAH8

TI8

PALL8A

I2

TAL9F

TAHH

9APALL

8C

TLHHT

T

TAHH10A

TI10B

PAL8C

TAH9F

TI9F

TAH10B

A A

COMMONTRIP

T

PALL11

CUSTOMER

CRYOSTAR




PSLL

PCV11

11PSL11

PI

3AZI

1PDI

1FIC

F

PCV

PCV3A

3B

PI

PI

11

I/P3HY

TSH

TSL

ZSHIC3 3

3

P

ZE

HS3 L/R

DAC3

3

ZSL3

ZI

1FE

LG

H5TCV

5

5A

5

5 TI

5

1

5LSL

DV

FY

ZSL

1

I/P

S

T

D5

PT8

8BPI

77B7APSV

DV5

F5A

F5B

HSH6

5CF

6AOP

1 . 5

6APSV6B

6CV

PSV6B

8 bar Set :

6BV

6A

HSL6

EMLH

6BCV

6A

1.5

V

C

PCV

SEALBULKHEAD

DRTD

B

58

BULKHEAD

C

CV

TE8

8APSLL

TE9A

TE9F

PSLPSLL8C 8C

PDI

TI8

F7

PDI PDT7A

PDT

PT2

TETE2A 2B2

PI1

TI2

LOCKEDOPEN

LOCKEDOPEN

AUX.L.O.

PUMP

COMPRESSOR ROOM

MOTOR ROOM

FILL

F3

PDI1A/1B

EM6

6

OP6B

DV6

EMY6

TI6A

PI6A

PI6B

TI6B

C6

TCV6

V6F

PT1

A

A

S TE AM IN LE T S TE AM OU TL ETREMOTE CONTROL SIGNALREMOTE

STARTREMOTE

STOP

AUX.L.O. PUMPRUNNING

READY TOSTART AUX.

L.O. PUMP

AUX. L.O. PUMPOVERLOAD

WATERIN

WATEROUT

OIL FILTER

OILCOOLER

POWER ONEMERGENCYSTOP

EMERGENCYSTOP

READY TOSTART

COMPRESSOR

READY TOSTART

AUX. L.O. PUMP

EMERGENCYSTOP

EXTERNALSHUTDOWN

LOCAL/REMOTECOMPRESSORRUNNING

GEAR BOX

E-MOTOR

OIL PUMPRUNNING

STARTL.O. PUMP

STOPL.O. PUMP

4-20mA

INSTRUMENT AIR

SEAL GAS

SURGE CONTROL

PROCESS GAS IN

PROCESS GAS OUT

COMPRESSOR

IGVMAIN

OIL PUMP

PCV3C

V3C

FI11

F11

PI11

11T 8A

T A

A A

9ATT 8CT2A T A A A

A A

A

A A

PT1A

PDT1

ZSH1

ZT3

PT2A

TSHH2A

TT2A

TSH2B

TT2B

PSL8A

PT8A

TT8

TSH8

TT9A

TSHH9A

TT9F TT

10ATT

10B

TE10A

TE10B

TSHH10A

TSH10B

L15.6

L15.4

L15.3

L15.2

CONTROLSYSTEM

ABNORMAL

L15.9

CONTROLMOTOR

ABNORMAL

L15.8

AUX. L.O. PUMPMOTOR FAIL

L

HS15.1

STARTCOMPRESSOR

HSH15.2

HORN

CA15

L15.1

COMMON ALARM

15.5

EMS15

EMS15

POWER ON

L15.1

TSL9F

TSH9F

TSL8

AI2 10AT

REMOTE STARTCOMPRESSOR

STOPCOMPRESSOR

HSL15.2

REMOTE STOPCOMPRESSOR

COMPRESSORMOTOR ABNORMAL

READY TO START AUX. L.O. PUMP

CRYOSTAR

CUSTOMER

LAMPTEST

HS15.4

HORNSILENCE

HS15.5

RESET

HS15.3

PDI7A

PDAH7A

PDSH7A

COMPRESSORRUNNING

CONTROL SYSTEMTROUBLE

REMOTE

READY TO STARTMOTOR

READY TO STARTCOMPRESSOR

YI9

YLHH9

YAHH

9

YI

9

YAH

9

TAL

5

TAH

5

LAL

5

ZLL

3

ZL

3

ZLL

1CLOSED

ZLH

1

ZI

3

TI

1OPEN

YT9

YSHH9

YSH9

YE9

YET9

OIL TANK

I1I2I2 I1

A

TT1

TE1

TI1

PDI1

B

F E E D B A C K

LNG Vapour Line

Steam Line

KeyLegend

Fresh Water Line

Instrument Air Line

LO Line

TCargo 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




Blank Page


Illustration 4.4.2a LD Compressor

VENT

PLLL11

PAL11

PI1A

PI2A

TAHH2A

TI2B

TAH2B

T PLLL

8ATLHH

9ATT PLLL

8CTTLHH

2A T A

I2 I1

A A

A

A

A

PSL COMMON ALARM

L15.5

L

PI8

PAL8

TAL8

TAH8

TI8

PALL8A

AI2

I2

TAL9F

TAHH

9APALL

8C

TLHH10AT

T

TAHH10A

TI10B

PAL8C

TAH9F

TI9F

TAH10B

A A

COMMONTRIP

T

READY TO STARTMOTOR

PALL11

CUSTOMER

CRYOSTAR




PSLL

PCV11

11PSL11

PI

3AZI

1PDI

1FIC

F

PCV

PCV3A

3B

PI

PI

11

I/P3HY

TSH

TSL

ZSHIC3 3

3

P

ZE

HS3 L/R

DAC3

3

ZSL3

ZI

1FE

LG

H5TCV

5

5A

5

5 TI

5

1

5LSL

DV

FY

ZSL

1

I/P

S

T

D5

PT8

8BPI

77B7APSV

DV5

F5A

F5B

HSH6

5CF

6AOP

1 . 5

6APSV6B

6C

V

PSV6B

8 bar Set :

6BV

6A

HSL6

EMLH

6BCV

6A

1.5

V

C

PCV

SEALBULKHEAD

DRTD

B

58

BULKHEAD

C

CV

TE8

8APSLL

TE9A

TE9F

PSLPSLL8C 8C

PDI

TI8

F7

PDI PDT7A

PDT

PT2

TETE2A 2B2

PI1

TI2

LOCKEDOPEN

LOCKEDOPEN

AUX.L.O.

PUMP

COMPRESSOR ROOM

MOTOR ROOM

FILL

F3

PDI1A/1B

EM6

6

OP6B

DV6

EMY6

TI6A

PI6A

PI6B

TI6B

C6

TCV6

V6F

PT1

A

A

S TE AM IN LE T S TE AM OU TL ETREMOTE CONTROL SIGNALREMOTE

STARTREMOTE

STOP

AUX.L.O. PUMPRUNNING

READY TOSTART AUX.

L.O. PUMP

AUX. L.O. PUMPOVERLOAD

WATERIN

WATEROUT

OIL FILTER

OILCOOLER

POWER ONEMERGENCYSTOP

EMERGENCYSTOP

READY TOSTART

COMPRESSOR

READY TOSTART

AUX. L.O. PUMP

EMERGENCYSTOP

EXTERNALSHUTDOWN

LOCAL/REMOTECOMPRESSORRUNNING

GEAR BOX

E-MOTOR

OIL PUMPRUNNING

STARTL.O. PUMP

STOPL.O. PUMP

4-20mA

INSTRUMENT AIR

SEAL GAS

SURGE CONTROL

PROCESS GAS IN

PROCESS GAS OUT

COMPRESSOR

IGVMAIN

OIL PUMP

PCV3C

V3C

FI11

F11

PI11

T A

A A

A A

A

A A

PT1A

PDT1

ZSH1

ZT3

PT2A

TSHH2A

TT2A

TSH2B

TT2B

PSL8A

PT8A

TT8

TSH8

TT9A

TSHH9A

TT9F TT

10ATT

10B

TE10A

TE10B

TSHH10A

TSH10B

L15.6

L15.4

L15.3

L15.2

CONTROLSYSTEM

ABNORMAL

L15.9

CONTROLMOTOR

ABNORMAL

L15.8

AUX. L.O. PUMPMOTOR FAIL

L

HS15.1

STARTCOMPRESSOR

HSH15.2

HORN

CA15

L15.1

EMS15

EMS15

POWER ON

15.1

TSL9F

TSH9F

TSL8

REMOTE STARTCOMPRESSOR

STOPCOMPRESSOR

HSL15.2

REMOTE STOPCOMPRESSOR

COMPRESSORMOTOR ABNORMAL

READY TO START AUX. L.O. PUMP

CRYOSTAR

CUSTOMER

LAMPTEST

HS15.4

HORNSILENCE

HS15.5

RESET

HS15.3

PDI7A

PDAH7A

PDSH7A

COMPRESSORRUNNING

CONTROL SYSTEMTROUBLE

REMOTE

READY TO STARTCOMPRESSOR

YI9

YLHH9

YAHH9

YI9

YAH9

TAL5

TAH5

LAL5

ZLL3

ZL3

ZLL1

CLOSED

ZLH1

ZI3

TI1

OPEN

YT9

YSHH9

YSH9

YE9

YET9

OIL TANK

I1I2I2 I1

A

TT1

TE1

TI1

PDI1

B

F E E D B A C K

LNG Vapour Line

Steam Line

KeyLegend

Fresh Water Line

Instrument Air Line

LO Line

TCargo 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




Blank Page


Illustration 4.5a Boil off/Warm-up Heater

PT

PT1

PI1




TE1

PT3

PT1

PI1

GAS INLET

TCV2

S

PI3

HIC1 PCV

6

HS1

ZS1

FC

S

STEAM INLET

INSTRUMENTAIR SUPPLY

GAS OUTLETTO DEMISTER

L/R

VENT

DRAIN

CONDENSATE OUT

F C

LNG VAPOUR LINE

STEAM LINE

KEY

CONDENSATE LINE

INSTRUMENT AIR LINE

SV2

PCV2

SV1

ZT1

ZI1

ZT2

ZI2

TCV1 HY

1

PCV1

LI4

LSHH4

LSH4

PI6

HIC2

HS2

ZS2

L/R

TE2

TSHH2

CG917CG918

CG921CG922

CS919CG920

CG923CG924

HY2

ST561FST563F

ST562FST564F

SD551FSD556F

SD552FSD557F

S D 7 0 1 F

S D 7 0 2 F

SD553FSD558F

SD554FSD559F

DRTD

DRTD

DRTD

DRTD

TSLL4

TE4




Illustration 4.6a LNG Vaporizer

PT2

PI2




PT1

PI1

LNG INLET

TCV2

S

PI3

HIC1 PCV

6

HS1

ZS1

FC

S


F1


L/R

VENT

DRAIN

F C

LNG VAPOUR LINE

STEAM LINE

KEY

CONDENSATE LINE

INSTRUMENT AIR LINE

LNG LIQUID LINE

GAS INLETGAS INLET

LSH1

SV2

PCV2

SV1

ZT1

ZI1

FCV1 HY

1

PCV1

LI4

LSHH4

LSH4

GAS OUTLET

PI6

HIC2

HS2

ZS2

L/R

TE2

CS901

C S 9 0 4

CS903

CG929

TE1

HY2

ZT2

ZI2

STEAM INLET

CONDENSATE OUT

ST567F

ST568F

SD566F

SD567F

L.C

S D 7 0 4 F

SD568F SD569F

BACK TOTANKS

DRTD

DRTD

DRTD

TSLL4

TE4




Illustration 4.7a Forcing Vaporizer

PT2

PI2




PT1

PI1

LNG INLET

TCV2

S

PI3

HIC1 PCV

6

HS1

ZS1

FC

S


F1


L/R

VENT

DRAIN

F C

LNG VAPOUR LINE

STEAM LINE

KEY

CONDENSATE LINE

INSTRUMENT AIR LINE

LNG LIQUID LINE

GAS INLETGAS INLET

LSH1

SV2

PCV2

SV1

ZT1

ZI1

FCV1 HY

1

PCV1

LI4

LSHH4

LSH4

GAS OUTLET

PI6

HIC2

HS2

ZS2

L/R

TE2

TE1

HY2

ZT2

ZI2

STEAM INLET

CONDENSATE OUTL.C

BACK TOTANKS

DRTD

DRTD

DRTD

TSLL4

TE4

CS902

C S 9 0 6

CS905

CG928

ST565F

ST566F

SD561F

SD562F

S D 7 0 3 F

SD563F SD564F




Illustration 4.8.1a Custody Transfer System

Local Displayw/Baragraph

Cargo ControlRoom

CabinetPS4685

1935x600x500HxWxD

GLK-100 Units




Graphic DisplayNL-300

Printer

PointingDevice

g pNL-196

230 VAC

230 VAC

230 VAC

Cargo Computer

Printer

230 VAC

230 VAC

230 VAC

Safe Area

Hazardous Area

CabinetCK-292

760x600x350HxWxd

NL-190 Backup DisplayEA-Computer Power SuppliesZenerbarriersand Terminal boards

ATM Press.Transducer

GT302 UPS Power Unit

24 VDC230 VAC

110/230 VACSupply

1 pair 0.5mm2w/screen

2 pair 0.5mm2w/screen1 pair 1.5 mm2

2 pair twisted 0.5 mm2 w/screen

1 pair 1.5 mm2w/screen

Conn. Box

Pur Cable

PressureTransmitters

GT303Draft

Cargo Tanks

TemperatureSensorsMN3927

Vapour Pressure

Transmitter GT302

StandPipeSections

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




“Click on” the CTS and the picture that appears on the screen will be as below. In CTS activity, details of all the parameters of the chosen tank are displayed. Inthis display the buttons START LOADING / UNLOADING will activate thelogging of the system.

The “ACTIVITY” window will change as shown in the next display. In theupper part of the display there is a button for each tank. This makes it easy toshift between the different tanks for information.




The picture gives the operator an “overview” of all the Cargo tanks. By lickingon the Cargo tank Name button, the following display will appear on the screen:

Detailed information of the tank parameter is displayed. Moving from one tankto another is easily done by “Clicking on” the arrows beside the tank name. ByClicking on the CTS activity button a new display will appear on the screen.

When the activity is started a submenu will show in the display. Text header thatshall 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.

When the LOADING / UNLOADING is completed, click on the “STOPLOADING” button then click on the REPORTS. A submenu will then appear inthe display.

In the REPORT menu select what further action is to be done with the report.


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 thescreen.

After selecting “SET IN AUTOMATIC” or “SET NEW VALUES” the systemreturns 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 comeon the screen.

Selecting the “CARGO TANKS” the display below will come on the screen.Changing of ALARM limits in the system can be done in t his display.




In this menu different system parameters can be selected and changed. Thesystem 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 thefollowing picture will appear.

Manually values for TRIM / LIST can be inserted and used in the system.

Normally two sets of temperature sensors are installed in the tank, one set asspare. In this picture the operator can select what sensors that shall be used in theCTS calculation on the different tank. Clicking on “PREV MENU” will return to“CONFIG MENU”. If “TEMP SENSORS MAN.SET” is selected the followingdisplay will show. In this display manually entered values can be inserted andused in the system.

Click on the “CARGO TANK DETAILS” in the config set up menu and thefollowing display will show. This picture gives information on radar parametersetting.


Next button in the config. menu is “CALIBRATION VAPOUR” if the operatoris sure that the vapour pressure transmitter is ventilated to ATM pressure, thesensor can be zero adjusted in this display.First the sensor must be reset, and then the new offset can be set and executed.

Back in “MAIN MENU” click “CARGO TANKS” a display giving anoverview 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 activatedwill close the corresponding tank filling valve.




Returning back to the MAIN MENU click on the “SETUP CARGO” the displaywill be as follow:

The operator has the possibility to setup groups of tanks that he wantsinformation 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 youwant to appear in the selected group, and then the tank name will be displayed inthe group box. When finished Click on the “CARGO GROUPS” button for thenext display to be shown on the screen.

The extremely high alarm is adjusted at 99.2% of the tank height and whenactivated, will initiate an Emergency Shut Down Alarm (ESD) (refer to section4.12.3). This involves the shutting of the manifold and tank loading valves ofthe tank in question. IAS has facilities to inhibit at 98.7 and 99.2 to allowopening of the tank valve during the level alarm testing.

In addition, a blocking function is provided to allow all cargo tank level alarmsto be overridden when at sea.


Computer Cargo Record Sheets





Illustration 4.8.2a Float Level Gauge

Hazardous AreaLNG Carto TanksFlush Mountingi P l

HCLE




3304 Gauge + 2047MT Transmitter

TK 1


TK 2


TK 3


TK 4

Control Room

RS232-RS422Converter

RS485

I . S

. P o w e r

S u p p

l y

I . S

. R S 4 8 5

110/220V50/60 Hz

in Panel

1761

92 x 92-0 -1 mm




Non I.S Cabling to Control Room Equipment

A 3-core RS-485 screened data cable is required between the Fig. 1761 and 1084components. This should have a conductor size of 24 AWG (7/32 AWG) tinnedcopper conductors, with PVC jacket for extended cable life.

Cable Glands for 2047MT transmitter

Type : Flameproof EExd C / EExe Manufacturer / Model : CAPRI:848794

Illustration 4.8.2b Float Level Gauge

85

Forward AFT

2-holes 16 Dia. for M16 Screws

L o c a l R

e a d o u t W i n

d o w

Illustration 4.8.2c Float Level Gauge

114

60

114

Readout Window

Gauge Head

Handle in Stower and

Gauge Head Shown withoutRehois Transmission

Handle in XXXXXXX




Material : BrassGland Size: 7Entry Thread Size : ¾” NPT

Nut across flat (A/F) : 30mmInner Sheath : 8.5 – 16mmOuter Sheath : 12 – 21mmArmour : 1.25

Inspection Chamber (Not Whessoe Supply)

12" Gate Valve(Not Whessoe Supply)

Tape Clamp

Plunger

Flat Body P.V.C.Closed Cell Rigid Foam

Float Recovery PlateMagnetic Stainless Steel

Multi-stand FlexibleStainless Steel Wire

Support(Not WhessoeSupply)

75 Maximum Clearance

755 Dia.

55

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 i n

.

( 1 2 5 m m

)

Inspection PlateStating Operation of Crank Handle

Spring loaded automaticfloat lock up and datumplunger "PULL" to releasefloat

Tan k Top

Tank Bottom

1 5 1

12"(305 mm)

Support

Inspection Hatch(Not Whessoe Supply

Handle in Stower andGauge Warring Position

XXX Screw

Seal Washer 2" 150LE ASAFlat Faced Flame

Cushion Spring

Float Well(Not Whessoe Supply)(Shipyard XXXX andConstruct)

Tank Bottom15 Maximum Clearance

25 Dia. Holes on xxx Centresfor Complete Length of Float Well.Remove all XXXXXXXXXXXXXX


4.8.3 Trim-List Indicator

The ship is provided with a fixed Trim-List Indicator system for the CustodyTransfer 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 +80°C

GeneralA dual axes high precision inclinometer is to be used for trim and list corrections.The inclinometer is a dual close loop instrumentation transducer, which canmeasure angles along two perpendicular directions. The sensing element is agalvanometer pendulum associated with an optical position sensor. The signaloutputs are proportional to the sine of the angles (component of the gravityacceleration). 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 inorder to bring back the initial position. This current proportional to the measuredgravity passes through a precision resistor and provides the output signal. Anoutput amplifier allows low output impedance.


Illustration 4.9 Nitrogen Generator

MIT1A

AIT1A

MAH1A

FI

TP4 TP

3

AAHH1A

AAH1A

S

D N 5 0

O ( G

A S )

D N 5 0

D N 4 0

CONTROLPANEL

5.1A

440V 60H

PERMEATE VENTTO ATMOSHERE

OFF-SPEC.N2 VENT TO ATM.

400V 60H

FI1A

FAH1A




PS2B

PI6

PI5

TAH2A

TIC2A

TE2A

TAH1A

PDI1A

PDI2A

TS1A

PI7

ME1A

TI3A

TI1A

PI4A

2A

PT5

PS2A

PS1A

PAL1A

PAH5

PAL5

WS-1A F1A F2A

EL HEATER

DN 40EH-1A

IV-4A

PI3A

IV-3A

IV-5A

V-5A V-7AV-6A

CALIBRATIONIV-7A

PCV-2A

V-4A

DN 25

FCV-2A

XV-4A

S

IV-5A

FCV-1A XV-2A

S

DN 25MS-1B

MS-1ACV-1A

XV-3A

DN 25

DN 25

DN 25

S

DN 50

DN 25IV-9

START/STOPSYSTEM B

START/STOP

INSTRUMENT BOARD

SYSTEM A

IV-23 IV-24V-21 V-22

V-22

V-23

V-13

V-14

V-21

DN 50

1AFIT

D N 1 5

Z E R O

S P A N

P C V - 3

A

D N 5 0

D N 2 5

TANKBUFFER

NITROGEN

BT-1

440V 60HzEL. 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

TP1A

TP1B

V-1B

AD1A

AD2A

AD3A

SSS

TP21

TP26

TP23

PSV21

TP27

TP24

TP25

TP22

V-24

TP6

TP5

TP2

AD

4A

LA

4A

TP

8ATP

9ATP

10A

TP

7A

EL. SUPPLY400V, 60Hz

EL. SUPPLY400V, 60Hz

COMPRESSORASTARTER

PANELCONTROL

FILTERINLET

FILTEROIL

COOLER AFTER

SEP.OIL

COOLEROIL

M

WS-2A

V-16A

V-15A

S

FEED AIR COMPRESSOR FAC-1A

COOLING F.WINLET

COOLING F.WOUTLET

TO E/R BILGE

SET :1,300 kPa

COOLING WATER

KEY

COMPRESSED AIR

NITROGEN

DPSPS PI

TI TS

AD

4B

LA

4B

TP

8BTP

9BTP

10B

TP

7B

COMPRESSORB

STARTER

PANELCONTROL

FILTERINLET

FILTEROIL

COOLER AFTER

SEP.OIL

COOLEROIL

M

WS-2B

V-16B

V-15B

S

FEED AIR COMPRESSOR FAC-1B

DPS

PS PI

TI TS

PDA1A

TAH2B

TIC2B

TE2B

TAH1B

PDI1B

PDI2B

TS1B

TI3B

PS1B

PAL1B

WS-1B F1B F2B

EL HEATER

DN 40EH-1B

IV-4B

PI3B

IV-3B

IV-5B

V-5B V-7BV-6B

Z E R O

( G A S )

S P A N

P C V - 3

B

CONTROLPANEL

5.1B

440V 60HzEL. SUPPLY

AD1B

AD2B

AD3B

SSS

PDA1B

ME1B

MIT1B

TI1B

PI4B

AIT1B

MAH1B

FI2B

FI1B

FAH1B

AAHH1B

AAH1B

CALIBRATION IV-7B

PCV-2B

V-4B

FCV-2B

XV-4B

S

IV-5B

FCV-1B XV-2B

S

CV-1B

XV-3B

S

1BFIT

TO CONSUMERS

NITORGEN GENERATOR




Illustration 4.11a Gas Detection System

C o

f f e r d a m

No.4Liquid Dome

El. Motor RM Cargo Machinery RM

No.4Gas 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

C o

f f e r d a m

No.3Liquid Dome

No.3Gas Dome

Cargo Manifold (P)

No.2Liquid Dome

No.2Gas Dome

No.1Liquid Dome

No.1Gas Dome

A n

l y s

i n g

U n

i t

M a

i n P a n e

l

E l . E q u

i p .

R M

Stop Valve(To be locatedat safety area)

27

11 12

10

9

7

6

4

3

1

8 5 2

26

Ai S l




g y

Passage Way

Cargo Manifold (S)

29 28

Air Supply

No.1VentMast

No.2VentMast

No.1 Cargo Tank

BowThr.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 TankNo.3 Cargo TankNo.4 Cargo Tank

Engine Room

A-Deck

B-Deck E . E . R

C-Deck

No.3VentMast

No.4VentMast

A n

l y s

i n g

U n

i t

Stop Valve(To be located at safetyarea on accomm. front wall)

Dia.20 CoomonOutlet

17

21 22

19 18

16

33 32 31 30

15 14 13

24

25

D i a

. 8 x

3 3 L i n e s

DrainSeparator Box (20, 34)

C/D

W. B. Tank W. B. Tank

C-Deck

Liquid DomeGas Dome

Cargo Tank

D-Deck

Cargo Mach.Room

Elec. Motor Room

Pipe Duct

P i p 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 DectionLinesCompression Type

BHD Union

Stop Valve with Filter (To be located at safetyarea on accomm. front wall) Gas Detection Lines

(Pass through Trunk)

Gas Detection Lines

Cargo Area GasAnalysing Unit

in Ele. Equip. Room

Air Supply

Typical Section

Section for Acc. Front Wall Typical Sec. for Cargo TK IBS/IS

Safety Line




Illustration 4.12.1a Cargo Valve Hydraulic Lines

(CL401)

(CS400)(CS401) (CS403)

(CL402)(CL403) (CL400)(CL407)(CG708)

(CS308)

(CL011) (CL031)

(CL200) (CL207)

(CL102) (CL103)(CL101)

(CL100) (CL107)

(CL041)(CL02 1) (CG 071)

MANIFOLD(P)

* * * * *

* * *

**

* *

* *** *

(CS301)(CS300) (CS303)

* **

(CL301) (CL303)

**

(CG702)

*

(CL202)(CL203)(CL201)

* **(CL075)

#

*




TRUNK DECK

ACCUMULATOR STAND Accumulator : 9sets (50l)

(CG904) (CG925)(CG918)

(CL300) (CL307) (CS103) (CS107) (CS108)

NO.1C SOL.V/V BOX

NO.2C SOL.V/V BOX

ACC

ACC

P

P

T

CARGO MACHINERY ROOM

MANIFOLD(S)

(CL012) (CL032) (CL042)(CL022 ) (CG 072)

SIDE PASSAGE

SIDE PASSAGE

H.P.P ROOMUPP. 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

ACC

PP PP

P

TT TTT

(CG902)(CG901)(CG900)

(CG917)

(CG903)

(CS071)

(CS407) (CS408) (CS702)(CS100) (CS101)

**

(CS203) (CS207) (CS208)

*(CS200) (CS201)

**

(CG930)

#

#*

STOP V/V




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 acorresponding valve position (full close or full open).

Intermediate valve : push the manual override until obtaining acorresponding 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

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




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 acorresponding 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 indicationa) O/S valves with a limit switch

Opening or closing position indication is obtained from the limitswitch on the hydraulic valve actuator, connected through theintrinsically-safe type relay repeater in the barrier box, wherevoltage-free contacts are used to indicate the valve position in theIAS.

b) Intermediate remote controlled valvesOpening or closing position indication is obtained from the

potentiometer on the hydraulic actuators in order to indicate thevalve position in the IAS.- Potentiometer signal : Converted to 4 ~ 20mA signal through IS

R/I converter in the barrier box.

4) Valve Operating time adjustmentValve operating time adjustment can be adjusted using the flow controlvalve installed in each solenoid valve block.

5. Emergency Control

1) Emergency hand pumpa) 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





Blank Page




b) Intermediate remote controlled valvesOpening or closing position indication is obtained from the

potentiometer on hydraulic actuators and the signal is converted toa 4 ~ 20mA signal through an R/I converter (if the valve is locatedin 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 adjustmentValve operating time can be modified by adjusting the flow reducerinstalled on each solenoid valve block

NoteThe operating time depends on the length of the yard piping and oil




e ope at g t e depe ds o t e e gt o t e ya d p p g a d ocharacteristics. The operating time is set at ambient temperature, however, theactual operating time is strongly influenced by the actual ambient temperatureand the oil characteristic, particularly if the distance between actuator andsolenoid control valve is long.





Blank Page




Illustration 4.12.4a Ship-Shore Link

ELEC. EQUIPMENT ROOMSHIP SHORE LINK ENCLOSURE

CARGO CONTROL CONSOLE

CCC4 CCC9

CARGO CONTROL ROOM SHIP SIDE PORT ON DECK FR100 ACCOMODATIONUPP DK FR46

MLM DESKTOP PC

FO & ELSYSTEMSELECTORMODULE

FO PORT STARBOARDSELECTORMODULE

PRESSTO

TEST

INHIBIT

RESET

INHIBIT

RESET

LAMPTEST

P O R T S TB D

HEALTHY

PRESSTO

TEST

LAMPTEST

SYSTEMFAULT

SELECTEDFIBRE OPTICELECTRIC

FIBRE OPTICSYSTEM

SYSTEMSELECTOR

NORMAL

NORMALSHIP -> SHORE

ABNORMAL

E SD SY ST EM T el ep ho ne SY ST EM

HEALTHY ESDHEALTHY

LOADING ARMTRIP 1HEALTHY

LOADING ARMTRIP 2HEALTHY

SHORE RECEIVINGHIGHLEVELHEALTHY

SELECTED

ELECTR ICA LS Y STEM TR IP INP U TS

ITTCANNON

PORT




CCC4 CCC9

SHIP SIDE STBD ON DECK FR100

220VAC1X2X2.5

PSU

PSU

MODEN

JB-INT

HOT-LINE TELEPHONE

HOT-LINETELEPHONE(SPARE)

GENERALALM

PABXTELEPHONE

PUBLICTELEPHONE

RJ11 RJ11

ESDS (AMRI-SEIL)

ELECTRIC ESD SHIP SHORE/SHORE-SHIPFO ESD SHIP SHORE/SHORE-SHIP

IAS (YAMATAKE)

COMMON ALARM

AC 220V MAIN NORMAL POWER24V DC BACKUP SUPPLY, 8A MAX

G EN ER AL A LM G EN ER AL A LM

220VAC EM'CY POR1X2X2.5

SERIALC/OSWITCH

RJ11

POWERSUPPLY MODULE

FO CONTROL& ALARMMODULE

ELECTRICSYSTEMCONFIGURATIONMODULE

B

A

D

E

CB

A

D

E

CB

A

D

E

CB

A

D

E

C

SW 1

P YL E I TTCANNON

MIYAKI

SW 2 SW 3 SW 4 SW 5

E SD S Y ST E MS E LE C T

H O TPH O N E P R IVATELIN E

SW 7

TE LC H1 TEL CH2 TE LC H3

B

A

D

E

C

SW 6

TELCH4

NORMAL

TRIPS ACTIVE SHIP TO SHIPREVERSE CONNECTION

ACMAINSSUPPLY

ABNORMAL

PRESSTO

TEST

AUDIO ALARM

PRESSTO

TESTCIRCUIT

TEST

FO ESDMODULE

SHORE -> SHIP

ABNORMAL

NORMAL

ABNORMAL

ESD

C H 1 C H 2 C H 3 C H 4

SIGNALFAULT

9w D

ITTCANNON

STBD

RJ11


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 Ship Side

MooringLoad

Monitor Modem

PublicPhone

PlantPhone

HotLine

Phone

MooringLoad

Monitor Modem

PublicPhone

Ship'sExch.

Phones

HotLine

Phone



1st

Draft / 2004. 10. 29 4 - 70 Part 4 Cargo System

Shore Side OpticalCable Reel50 - 100m

Starboard SideShip Connector

Shore SideConnector

Port SideShip Connector

el I/FUnit

el I/FUnit

el I/FUnit

el I/FUnit

Multiples UnitElectric / Optical

Interface

EmergencyShutdown Unit

With E/O Interface

Power Supply UnitControl Alarm

Module Spare

Yuken Plant EmergemcyShutdown Control System

el I/F

Unit

el I/F

Unit

el I/F

Unit

el I/F

Unit

Multiples UnitElectric / Optical

InterfacePort / Stb.d Section

EmergencyShutdown Unit

With E/O Interface

Power Supply UnitControl Alarm

Module

Yuken Plant EmergemcyShutdown Control System

Spare




Battery LOW Incoming Ring signalling for the for the channel selected

An intrinsically safe handset allows all 3 telephone channels includinghotline to be tested for Tx and Rx s ignalling and speech paths.The whole unit allows a full pre-berthing test to be carried out from theelectrical telephone and ESD inputs via the cable, up to the shipside

combination connector, mounted in the connector box, without the needfor the vessel to be along side a jetty.The unit is powered using rechargeable Lithium ION batteries and canoperate for a minimum of 1 hour.The unit weight is approximately 14 kg with carrying handles for 1 or 2

persons.



1st


5. Approvals

The system is designed for ship or shore use, and complies with IEC-945 forshipboard equipment. The equipment complies with SIGTTO July 1987

recommendations. The system is inherently intrinsically safe and has receivedABS approval on the first system delivered by Seatechnik-NFI.

6. PABX/Public Telephones

Two standard type European telephones for 48VDC operation with off-hookline 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 byinternal circuitry within the fibre-optic ship-shore link cabinet. The SystemSelector Module selects the phone routing by use of the selector switch on thefront panel within the SSL cabinet.

4.13.4.4 Pneumatic Systems

Two quick-connect male/female umbilical pneumatic connectors are provided atmain deck level underneath the manifolds for use with the similar systems usedat Ras Laffan and other terminals. These directly trip the loading valves on

pressure loss and are sensed by the Yuken ESD system.




3) Mooring PatternsA graphical representation of the preferred mooring pattern may becreated, saved edited, recalled or deleted for each jetty. Dragging a linefrom a hook to a fairlead position draws a mooring line. Right-clickingon the fairlead allows a choice of which line to remove. Continuedrawing or deleting lines for each active hook until the mooring patternis completed. Once complete the pattern can be saved for this jetty



1st


Creating and Saving a Mooring Pattern

Communications StatusCommunication 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” toa Green “Connected” when a valid data packet is received from the shore-basedsystem. If the connection to shore is lost the status will return to a red “NotConnected”. Data will be marked as bad (grey) or old (navy) depending on thecondition of the last packet received.



1st


Blank Page


Illustration 4.13.1a Cargo Tank Relief Valves

Specification No. of sets: 8Type: Pilot OperatedSet pressure: 25 kPaGClosing pressure: 22 kPaGRequired capacity: 22,000 Nm 3/hRelieving capacity: 28,260 Nm 3/h

Test gag

Adjust screwExhaust tube

Illustration 4.13.2b Insulation IBS & IS Relief Valves

Specification No. of sets: 16Type: Pilot OperatedSet 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)

Test gag

Adjust screw

Pilot Valve



1st


For manual lifting deviceconnection Rc1/2

Diaphragm

Check plate

Pilot Valve

Nozzle

Set plateDiaphragm retainer

For test ConnectionRC 1/2

Supply pipe

For manual lifting deviceconnection Rc1/2

Diaphragm

Check plate

Diaphragm retainer Diaphragm

Nozzle

For test ConnectionRC 1/2

Vent Tube

Supply Pipe

Exhaust Tube




Illustration 4.13.2a Cargo Tank Relief Valves (REC131-S1(E))

Test gag

Lifting fork

Adj. screwlock nut

Adjusting screw

Shaft

Plug

lock nut

Cap

Illustration 4.13.2b Cargo Tank Relief Valves (REC131-S1(N))

Test gag

Cap

Adj. screwlock nut

Adjusting screw

Plug

Lock nut

Cap nut



1st


S

S

Adj. lock bolt

Disc

Nozzle

Adj. ring

Lever

Plug

Spring

Stud bolt & nut

Guide

Spindle

S

S

Adj. lock bolt

Disc

Nozzle

Adj. ring

Lever

Plug

Stud bolt & nut

Spring

Spindle

Guide


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



1st

Draft / 2004. 10. 29 Part 5 Cargo Auxiliary and Ballast System

Part 5Cargo Auxiliary and Ballast System


Illustration 5.1a Temperature Monitoring System (Secondary Barrier, Trunk Deck and Duct keel)

AFT Bulkhead

STARBOARD PORTTE6A

TIALCTn01

TE6B

TE5B

TIALCTn02

TE5A

AFT Bulkhead

STARBOARD PORTTE21

TIALCTn07

TE20

TIALCTn08



1st

Draft / 2004. 10. 29 5 - 1 Part 5 Cargo Auxiliary and Ballast System

TE4B

TIALCTn03

TE4A

TE

2A

TIALCTn05

TE

2B

TE3B

TIALCTn04

TE3A

TE10A

TIALCTn19

TE10B

TE7A

TIALCTn16

TE7B

TE8A

TIALCTn06

TE8B

TE9A

TIALCTn18

TE9BTE

1A

TIALCTn17

TE1B

Duct Keel

TE19

TIALCTn19

TE18

TIALCTn10

TE17

TIALCTn09

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


Illustration 5.1b Temperature Monitoring System (Cofferdam)

AFT Bulkhead

STARBOARD PORT

FWD Bulkhead

PORT STARBOARD



1st


Key

Temperature sensors in cofferdam- TE 7, TE 8, TE 9 (TE10, TE11 Tank 4 Only)

TE10

TE7

TE9

TE11

AFT Bulkhead

TE8

TIALCH405

TTALCH106

TIALCH204

TIALCH304

TIALCH404

TIALCH107

TIALCH205

TIALCH305

TIALCH406

TIALCH108

TIALCH408

TIALCH206

TIALCH306

TIALCH407

Key

Temperature sensors in cofferdam- TE 12, TE 13, TE 14 (TE 15, TE 16 Tank 1 Only)

TE15

TE12

TE14

TE16

FWD Bulkhead

TE13

TIALCH102

TTALCH101

TIALCH201

TIALCH301

TIALCH401

TIALCH103

TIALCH202

TIALCH302

TIALCH402

TIALCH104

TIALCH105

TIALCH203

TIALCH303

TIALCH403


Part 5 : Cargo Auxiliary and Ballast System

5.1 Temperature Monitoring System

1. General Description(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 ofinsulation or leakage of the primary insulation barrier.

Each sensor is of the PT100 resistance type. The sensors are installed in thesecondary insulation barriers and alongside the inner hull associated with eachcargo 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.



1st


p p p

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 3temperature 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 theCCR via the IAS. Recording of these temperatures is also available via the IAS.

The thermocouples for the secondary insulation barrier sensors’ alarm points areset at -120 °C.

The thermocouples for the inner hull sensors’ alarm points are set at 0°C.

Trend curves from the received data can be plotted via the IAS in the CCR.




1 st Draft / 2004. 10. 29 5 - 4 Part 5 Cargo Auxiliary and Ballast System

Blank Page




Fig. 1 Barrier Space N2 Pressurisation Control

N2 HEADERCONTROL

IAS

PID PID[REVERSE]

PV

<CT004>

IBS N2 SUPPLYCONTROL

[REVERSE]

PV

<CTn51S>

SP(SPHILM:1.15)

HIGH/LOWLIMIT

PID

IBS N2 EXHAUSTCONTROL

[DIRECT]

<CTn51E>

SP(SPHILM:1.15)

HIGH/LOWLIMIT

PV

PID

IS N2 SUPPLYCONTROL

[REVERSE]

PV

<CTn56S>

SP(SPHILM:0.8)

HIGH/LOWLIMIT

PID

IS N2 EXHAUSTCONTROL

[DIRECT]

<CTn56E>

SP(SPHILM:0.8)

HIGH/LOWLIMIT

CTn52x - y

IS/IBSDIFF.PRESS

PV




LIQUIDDOME I B

S I S

I B S

I S

TO OTHERCARGO TANK

TO VENT MAST

N2 EXH. LINE

N2 SUPP. LINE

N2 HEADER

N2BUFFER TANK

IBS SUPP.V/V

IS SUPP.V/V

IBS EXH.V/V

IS EXH.V/V

IS/IBSDIFF.PRESS

<CT005> <CT041>

GASLINE

<CTn54> n = 1~4 <CTn55> <CTn51I> <CTn56I> <CTn58> <CTn59> <CTn58> <CTn59>

x y

PT

PT PT PTDPT





Blank Page


Illustration 5.3.1a Glycol Water Heater

Main Line

Key

Stand-by Line Air Line

F.W Line

Top of Electric Motor Room

Glycol Water Expansion Tank

(1 m3)

Glycol Reservoir (4.5 m3)

To be Located in Safe AreaFlame Screen

3 6 FG

H 6 3 2 FGH635F

Air Separator

Sett.0.6 MPa

GH701F

S t e a m

I n l e t




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

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]

G H 6 3 4 F

G H 6 3 G

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

GH701FGH601F

No. 2 Glycol Water Circulating Pump

(30 m3/h x 30 MWC)

GH628F GH627F GH625F

GH626F

GH624F GH618FGH622F 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

Condensate

No.2 GlycolWater Heater

No.1 GlycolWater Heater

A1 A2R2R1




5.3.3 Hull Ventilation(See Illustration 5.3.3a)

The ballast tanks 1 to 4, the cofferdams, trunk space and areas surrounding theliquid 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 amechanical exhaust fan for the pipe duct which is situated on the aft pipe ducttrunk top. Above the forward pipe duct trunk top is a natural supply ventilatorwhich must be opened before starting the exhaust fan.

When it is judged that the atmosphere inside the cofferdams is safe, entry can bemade. 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.

NoteIf 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 attacheda flexible ducting. This is also the location that any injured person can beremoved from the cofferdam space.

The port and starboard side of each cofferdam is provided with access manholesfor exhaust of air.

There are two (2) portable supply fans for the cofferdam spaces which give atotal air volume flow of 5,000 m 3/h.

The passageway areas, port and starboard, are equipped with a mechanicalexhaust 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 aftmanholes are used to fit a portable supply fan for gas freeing, with the forwardmanholes being removed for exhausting during gas freeing.


Illustration 5.4a Auxiliary Fresh Water Cooling System

LO Cooler for No.1 HDC

WF512F

WF519

The vent to be connected

at the highest point on thecooling return line

Motor Room

LO Cooler for No.2 HDC

WF511F

WF514F

WF513F

40

40

40




Drain Cooler (50 m3/h)

Vent(A)WF501F

Drain(B)

7-I

7-II

Cargo Machinery Room

WF502F

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

S U S 3 0 4 S C H I O S


5.4 Cargo Machinery FW Cooling System(See Illustration 5.4a)

1. General

The cargo machinery cooling fresh water system is provided by two CargoMachinery fresh water cooling pumps located in the engine room. The CargoMachinery fresh water system is cooled by the Central Cooling system in the

engine room..

Specification

Cargo Machinery Cooling FW PumpMaker: Shinko Ind. Ltd.Type: Vertical, centrifugal, electric motor driven

Number of sets: 2Rated output: 80 m 3/h X 40 MTH

Each pump can be started locally or remotely. For the remote control of eachpump the pump control position should be set to remote on the motor starter




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 logiccannot be activated on the IAS. If the following conditions are met, the IASactivates 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 coolingcapacity.

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 compressorLO cooler and motor air cooler, LD compressor LO cooler, and steamdrain cooler. Check for leaks.

3) Select one of the Cargo Machinery cooling FW pumps on local controland 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 runningand the other on stand-by.




Illustration 5.6.2a Water Spray System

Engine Room

No.4Liquid Dome


No.4Gas Dome

Passage Way

Passage Way

No.3Liquid Dome

No.3Gas Dome

Cargo Manifold (P)

No.2Liquid Dome

No.2Gas Dome

No.1Liquid Dome

No.1Gas 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.1Group

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

SP605FSP571F

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




ElectricMotor RM

Cargo MachineryRoom

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 MainCross-over Line Water Spray Pump C

o f f e r d a m

N o. 4 W. B.

T K ( P & S

)

Front ViewLooking AFT

Sect. ViewLooking FWD

W/H-Top

NAV.-Deck

D-Deck

C-Deck

B-Deck

S P 5 6 1 F

Trunk Deck Space

Water Sprayto Satcom

S P 5 6 2 F

S P 5 6 3 F

SP574FSP578F

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

FromCofferdam

Cargo Machinery Room

S P 6 0 8 F

From Water Spray Pumpin Engine Room

No.1 Cargofor Accomm.

No.3 Groupfor Manifold



SP601/2 (P)SP603/4 (S)

Nozzle for Cargo Domes

Sect. ViewLooking FWD

Cargo Manifold (S)

Sea Water Line

Key




Blank Page


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 Monitor

Monitor

Dry Power Unit

No.4

Dry Power Unit

HouseCabinet

8 6 5 4 3 2No.1

7 1




Dry Power Unit

Monitor

Monitor Monitor

Hose CabinetTotal : 8 Sets

To HoseCabinet

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




Illustration 5.6.3b Dry Powder System

Cleaning Line

Cleaning Line

Local

PORT

Agitation V/V

MainRegulator Vent Bleed

No. 1Ball V/V

Ball V/V

No. 2Ball V/V

ExhaustLineExhaust

V/V

Non-ReturnCheck V/V

Non-ReturnCheck V/V

Main V/V SelectionV/V

Monitor Nozzle

Safety Relief V/V

ConstantPress. V/V

MicroV/V

Micro V/V Actuator

Instruction ChartCont. Regulator W/Gauge No.3 Control V/V

(Normal Open)1P

2P

CleaningValve

N o . 1

C o n

t r o

l V / V

N o . 2

C o n

t r o

l V / V

Release Control Cabinet

Instruction Chart

Upper InletN2 Gas Line

Lower InletN2 Gas Line

Fire Control Station

Dry Power Unit (PORT)

Cylinder Rack Unit

Cleaning Line

Cleaning Line

Agitation V/V


No. 1Ball V/V

No. 2Ball V/V

ExhaustLineExhaust

V/V

Non-ReturnCheck V/V

Manifold

Selection V/V

Main V/V

Safety Relief V/V

ConstantPress. V/V

MicroV/V

Micro V/V Actuator


(Normal Open)

CleaningValve

N o . 1

C o n

t r o

l V / V

N o . 2

C o n

t r o

l V / V



Cylinder Rack Unit

1P

2P

1P

2P

Instruction ChartC.C.R

To Hand Hose (2)

To Hand Hose (4)

No.2

No.4

No.6

To Hand Hose (6)

Dry Pow er Unit (AFT)




Key

Nitrogen

Nitrogen and SodiumBicarbonate

CO2

Electrical Signal

No. 2 Tank

Cleaning Line

Cleaning Line

Local

PORT

Agitation V/V


No. 1Ball V/V

Ball V/V

No. 2Ball V/V

ExhaustLineExhaust

V/V

Non-ReturnCheck V/V

Non-ReturnCheck V/V

Main V/V SelectionV/V

Monitor Nozzle

Safety Relief V/V

ConstantPress. V/V

MicroV/V

Micro V/V Actuator


(Normal Open) 1P

2P

CleaningValve

N o . 1

C o n

t r o

l V / V

N o . 2

C o n

t r o

l V / V



No. 3 Tank

Dry Power Unit (STBD)

Cylinder Rack Unit

Release Control Cabinet

1P

2P

1P

2P

To Hand Hose (8)No. 4 Tank

Cleaning Line

Cleaning Line

Agitation V/V


No. 1Ball V/V

No. 2Ball V/V

ExhaustLineExhaust

V/V

Non-ReturnCheck V/V

Manifold

Selection V/V

Main V/V

Safety Relief V/V

ConstantPress. V/V

MicroV/V

Micro V/V Actuator


(Normal Open)

CleaningValve

N o . 1

C o n

t r o

l V / V

N o . 2

C o n

t r o

l V / V



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 Pow er Unit (FW D)





Blank Page




Illustration 5.6.5a Fire Alarm Panel

SECTION DETECTOR

6 13

Illustration 5.6.5b Control Unit Panel

10:11:23Salwico CS3004 1993-11-13

F1 F4F2 F3

POWER ON ...

DISCONNECTION ...

TEST............

ALARM TRANSFER .

EXTERNAL ALARM .

DELAY OFF ...

SYSTEM FAULT ..




ALARM MUTE

EXTERNAL CONTROL ACTIVATED

ALARMS IN QUEUE

ALARM RESET

SECTION / DETECTORNOT RESET

F1

7 8 9

4 5 6

1

S SECTION

DIRECTOR

SMOKEDETECTOR

D

SD

TIMEROFFON LIST

EA

ALARMDELAY

EXTERNALCONTROL

EXTERNAL ALARM

EC

AD

MUTE

FAULT

M

RESETR2

0

3

F4F2 F3 ABNORMAL COND.



1 st Draft / 2004.10.29 6 - 14 Part 6 Cargo Operations

Blank Page




Blank Page




6.3.2 Cargo Lines Cool Down(See Illustration 6.3.2a)

Assuming the ship is port side alongside.

1) Open liquid manifold valves CL013, 023, 033, 043 and the LNGmanifold 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 ofLNG 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 thestripping/spray main via crossover valve CS071, CS700, if necessaryfor 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

On each tank keep open the stripping/spray valves to the spray nozzle in order toavoid over-pressure due to line warm up.

11) Start one HD compressor and adjust the flow rate to maintain the tankvapour pressure at 5 kPaG.




The terminal should be instructed to begin pumping at a slow rate forapproximately 15 minutes, in order to gradually cool down the terminal pipingand the ship’s headers.

Slowly increase the terminal pumping rate until the liquid main and sprayheaders 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 4cargo 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.

NoteIn order to avoid the possibility of pipe sections hogging, the liquid header andcrossovers 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 forLoading.

12) Close manifold valve CS023.


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

TRIP TEST

LOADING STARTED

LOADING FINISHED

DRAIN THE LIQUID LOADING ARM

FINAL GAUGING (CLOSING CTMS)

PURGING THE LIQUID LOADING ARM

DISCONNECTING LIQUID LOADING ARM

SAMPLING




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

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

Q

VAPOUR LINE OPENED

COOL DOWN OF LIQUID LINE


LNG Loading Operation Sequence

BERTHING



SHIP/SHORE PRE-LOADING MEETING

START WATER CURTAIN


O2 PURGING WITH N2 & LEAK TEST

INITIAL GAUGING (OPENING CTMS)

DRAINING THE LIQUID LOADING ARM








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


DISCONNECTING VAPOUR LOADING ARM

STOP WATER CURTAIN

MEETING AFTER LOADING



UNBERTHING




6.3.4 Nitrogen Set-up during Loading(See Illustration 6.3.4a)

The operating procedure for normal inerting is as follows.

1) Start one nitrogen generator to pressurise the buffer tank. The pressuredrop in the buffer tank actuates the starting of the generator. In the caseof a large nitrogen demand, the stand-by generator will automaticallystart.

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 theinsulation 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 largedepressurisation without any damage.

It should be noted that, even with the tanks fully loaded, a pressure lower thanatmospheric 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 -800kPa vacuum pressure both during global testing at the construction stage.




Illustration 6.5.1a Inerting Manifold Connections

Vapour Header

LiquidHeader

Forward

Port Starboard

Stripping/SprayHeader

CS032CS034

CL012

CS012CS014

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

CS031 CS033

76 75

CG073

CG071ESD

CL021

CS021 CS023

CL023 C S 0 2 5

C S 7 0 0

C S 7 0 1

ESD

CG052CG051

CS051

CS052CS053

CS054

CR053

CR054

CR051

CR052

77 78

CL022

CS022CS024

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

CG055CG056

CG074

CG072ESD

CG054CG053

CG057CG058

C G 0 7 5

F M 0 0 2

O F




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

CS042CS044

CL032

CL044

CL034

CL084

CL083 C L 0 8 7

C L 0 8 8

ESD

CL031CL033

CL072

CL071 C L 0 7 6

C L 0 7 5

C S 0 3 5

ESD

CG071

CG072

CL755

CL756 CL074

CL073 C L 0 7 7

C L 0 7 8

C S 0 3 6

ESD

OF

FLANGE METER OF:ORIFICEVF:VORTEX

EMERGENCY SHUT DOWN SYSTEM

SYMBOL SYMBOLDESCRIPTION DESCRIPTION

GLOBE VALVE

HYD. OPERATED BUTTERFLY VALVE(OPEN/SHUT TYPE)

HYD. OPERATED BUTTERFLY VALVE(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




6.5.2 Liquid Line and Arm Cooldown before Discharging(See Illustration 6.5.2a)

To cooldown the cargo discharge lines proceed as follows, assuming that No.3stripping/spray pump is being used, all manifold lines and the ESD valves areopen 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.3stripping/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 valvesCL100 and 400. This will now cool down the ship’s liquid line.

The cooling down is complete when the shore side line and ship’s liquid line isapproximately -130 °C.

5) Stop the No.3 stripping/spray pump and close discharge valve CS301.Shut valves CS025, 035, 013, 023, 033 and 043.

LNG Unloading Operation Sequence

BERTHING



SHIP/SHORE PRE-UNLOADING MEETING

START WATER CURTAIN


O2 PURGING WITH N2 & LEAK TEST


RETURNING BOIL-OFF VAPOUR TO SHORE

ESD TEST UNDER WARM CONDITION

LOADING ARM COOLING-DOWN

ESD TEST UNDER COLD CONDITION REMOVAL OF WARNING BUOYS

DRAINING THE LIQUID LOADING ARM





DISCONNECTING VAPOUR LOADING ARM

STOP WATER CURTAIN

MEETING AFTER UNLOADING




, , , ,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 withunloading.

START UNLOADING

FINISH UNLOADING

SAMPLING



UNBERTHING




Blank Page




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 SupplyFrom IGG Systemin Engine Room

To CargoVapour Line

Em'cy Vent Line

Flex. Hose Conn. for Dry Air SupplyTo Cofferdam (P-only)Conn. for portable Fan (P-only)

G I 7 0 3

SpoolPiece

Flex. Hose Conn. for

Dry Air SupplyTo Passage Way (AFT-P&S)

Flex. Hose Conn. for Dry Air SupplyTo Passage-way (FWD-P&S)

Pipe Duct

Nat. Supp. Vent

Passage WayNat. Supp. Vent




Passage WayMech. Exh. Fan


H

HM/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'sManhole for Cofferdam (STBD only)

Manhole cover for Cofferdamto be opened when gas freeing. ({ & S)

M/HM/H M/H

M/H

M/H

M/H

M/H M/H

Manhole cover for trunkto be opened when gasfreeing (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


Portable gas freeing fanon dry air pipe for cofferdam (PORT)

Portable gas freeing fanon manhole for trunk (AFT - P&S)

Portable gas freeing fanon Manhole for C/DManhole cover for C/D to be

opened when gas freeing (P&S)

Manhole cover for trun to be openedwhen gas freeing(FWD - P&S)




Typical Section for Gas Freeing & Dry Air Supply

(Trans. C/D, Trunk Spade)


6.6 .5 Aeration of Cofferdam Space

1. Introduction

Prior to entry into the cofferdam spaces the hazardous gas must be replaced withair.

With the Inert Gas and Dry-Air System in Dry-Air production mode, the cargotanks are purged with dry air until a reading of 20 % oxygen by volume isreached.

2. Operation

The Inert Gas and Dry-Air System produces dry air with a dew point of -45°C.

The dry-air enter the bottom of cofferdam spaces via the dry air pipe forcofferdam 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% byvolume, and carbon monoxide less than 50 ppm) which may have beenconstituents of the inert gas. In addition, take appropriate precautions as given inthe Tanker Safety Guide and other relevant publications.

Aeration carried out at sea as a continuation of gas freeing will takeapproximately 2 hours.

WarningTake precautions to avoid concentrations of inert gas or nitrogen in confinedspaces which could be hazardous to personnel Before entering any such areas




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).

3. Operating Procedure(See Illustration 6.6.5a)

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.


Part 7 : Emergency Procedures 7.1 Water Leakage to Barrier Space............. ............ ............ ............ ........ 7 - 27.2 Fire and Emergency Breakaway ........... ............ ........... ............ .......... 7 - 37.3 Emergency Cargo Pump Installation ........... ............ ............ ............ .. 7 - 67.4 One Tank Operation...........................................................................7 - 8

7.4.1 Warm Up (No.3 Cargo Tank) ........... ............ ........... ............ .... 7 - 87.4.2 Inerting (No.3 Cargo Tank).......... ............ ........... ............ ...... 7 - 107.4.3 Aeration (No.3 Cargo Tank)....... ............ ........... ............ ........ 7 - 127.4.4 Drying and Inerting (No.3 Cargo Tank)....... ............ ........... .. 7 - 147.4.5 Gassing-up (No.3 Cargo Tank).. ............ ........... ............ ........ 7 - 16

7.4.6 Cool Down (No.3 Cargo Tank).......... ............ ........... ............ 7 - 187.5 Ship to Ship Transfer ........... ............ ............ ............ ............ ............ 7 - 197.6 Jettisoning of Cargo.........................................................................7 - 21



1 st Draft / 2004.10.29 Part 7 Emergency Procedures

Part 7Emergency Procedures




7.2 Fire and Emergency Breakaway

All terminals have their own requirements regarding when it is unsafe for avessel to remain alongside a terminal. These are normally outlined in theterminal handbook.

In case of a Fire or Emergency developing, either on board or ashore, thefollowing 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 beingdisconnected by the Perc system.

4) In the event of fire, the IMO water spray system on ship/shore is to beactivated.

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 additionalsupport.

8) Standby tug requested to assist with fire fighting/movement of thevessel from the berth.

9) Vessel to either move away from the berth to a safe area under its ownpower with assistance of a standby tug, or with additional tugs/pilot



1 st Draft / 2004.10.29 7 - 3 Part 7 Emergency Procedures

power with assistance of a standby tug, or with additional tugs/pilotsummoned from shore.

10) The Owners/Charterers and other interested parties to be informed ofthe situation.


Blank Page




7.4.3 Aeration (No.3 Cargo Tank)(See Illustration 7.4.3a)

Normal gas burning is continued during this operation using vapour from thethree in-service tanks.

Dry air is supplied to the tank by the dry air generator (IGG) via the flap springcheck 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 (shouldalready be in place from the inerting operation). Venting the tank is carried outvia 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 thevapour 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




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 avoidleakage of toxic gas to this tank.

Aerate the emergency cargo pump well with dry air if necessary.




7.4.6 Cool Down (No.3 Cargo Tank)(See Illustration 7.4.6a)

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 thatcontains the heel.

Set the No.1 vent mast riser set point to 15 kPaG and the LD compressor(s) online to supply the engine room with boil-off gas for the boilers.

Check the nitrogen system for high flow operation.

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 valvesat 1 kPaG and the insulation space at 1.5 kPaG

Confirm the set point of the inter barrier space nitrogen exhaust regulating valvesat 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%, fullyopen return valve CS400 and Start the No.4 stripping/spray pump.

4) Adjust the spray discharge valve CS401 to allow minimum flow andfully open CS403 to cool down No.3 spray header. Pressure in thestripping/spray header shall be controlled by CS400.

5) Once cool down of the spray header to No.3 tank is complete, increasethe 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.

5) On completion of cool down leave the spray header valves open toallow the spray line to warm up to ambient temperature before closingthem.




4. Transfer Operations

Transfer can begin when the two Masters have ensured that all the pre-transferchecks and precautions have been completed and agreed between them. Bothships should be prepared to disconnect and un-moor at short notice shouldanything go wrong.

During transfer, ballast operations should be performed in order to keep the trimand list of both vessels constant. Listing of either vessel should be avoidedexcept 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 mostcommon method. Transfer can also take place whilst the two vessels areunderway, though this depends on there being adequate sea room, trafficconditions and the availability of large diameter, high absorption fenders.

1) Underway TransferAfter completion of mooring, the constant heading ship maintainssteerage way and the manoeuvring ship adjusts its engine speed andrudder angle to minimise the towing load on the moorings. The courseand speed should be agreed by the two Masters and this should result inthe minimum movement between the two ships. The Master of the

constant heading ship is responsible for the navigation and safety of thetwo vessels.

2) Drifting TransferThis should only be attempted in ideal conditions.

3) Completion of TransferAfter transfer has been completed and before unmooring, all hosesshould be purged, manifolds securely blanked and the relevantauthorities 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 shipsshould be cleared and the sequence and timing of the event be agreed by bothships, and commenced at the request of the manoeuvring ship. Lines should besingled up fore and aft, then let go the remaining forward mooring allowing theships to drift away from each other, at which time the remaining after mooringsare 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 cablesapart.


7.6 Jettisoning of Cargo

WarningThe jettisoning of cargo is an emergency operation. It should only be carried outto 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 outusing a single main cargo pump, discharging LNG through a portable nozzlefitted at the ship’s manifold.

As jettisoning of LNG will create hazardous conditions:

1) All the circumstances of the failure must be carefully evaluated beforethe decision to jettison cargo is taken.

2) All relevant fire fighting equipment must be manned, in a state ofreadiness and maintained so during the entire operation.

3) All accommodation and other openings and all vent fans must besecured.

4) The NO SMOKING rule must be rigidly enforced.

5) The water curtain on the side of the jettison is to be running to protectthe ship’s structure.

Weather conditions, and the heading of the vessel relative to the wind, must beconsidered so that the jettisoned liquid and resultant vapour cloud will be carriedaway from the vessel. In addition, if possible, avoid blanketing the vapour withexhaust gases from the funnel.

The discharge rate must be limited to the capacity of one cargo pump only and, ifnecessary, reduced to allow acceptable dispersal within the limits of the

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prevailing weather conditions.

LNG Cargo Operating Manual

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Transcript of LNG Cargo Operating Manual